AIR OPERATOR CERTIFICATE REQUIREMENTS

AIR OPERATOR CERTIFICATE REQUIREMENTS

STATE SECRERARIAT OF CIVIL AVIATION OF CAMBODIA

State Secretariat 0f Civil Aviation

#62 Preah Norodom Blvd
Phnom Penh

First Published in 2008 by:

The State Secretariat of Civil Aviation
of Cambodia

STATE SECRETARIAT OF CIVIL AVIATION

AIR OPERATOR CERTIFICATE REQUIREMENTS RECORD OF REVISIONS

RECORD OF REVISIONS

REV NO. DATE CHAPTER REV NO. DATE CHAPTER

Initial issue May 2008 -

REV 1 13 Nov. 2008 1.2.1
REV 1 13 Nov. 2008 1.3.3 REV 3 15 Jan. 2010 Introduction
REV 1 13 Nov. 2008 1.3.4 REV 3 15 Jan. 2010 1.3.4
REV 1 13 Nov. 2008 1.5.2 REV 3 15 Jan. 2010 1.8
REV 1 13 Nov. 2008 1.7 REV 3 15 Jan. 2010 Note 2, 2.13
15 Jan. 2010 2.21.1,
REV 1 13 Nov. 2008 1.8 REV 3
2.21.2
REV 1 13 Nov. 2008 2.1.11 REV 3 15 Jan. 2010 2.21.6
REV 1 13 Nov. 2008 2.4.1 REV 3 15 Jan. 2010 2.19.1, d)
REV 1 13 Nov. 2008 2.19.3 REV 3 15 Jan. 2010 2.33
REV 1 13 Nov. 2008 2.30 REV 3 15 Jan. 2010 [Link]
REV 1 13 Nov. 2008 2.31 REV3 15 Jan. 2010 [Link]
REV 1 13 Nov. 2008 2.32 REV3 15 Jan. 2010 Note: 6.8.2
REV 1 13 Nov. 2008 4.7.2 REV 3 15 Jan. 2010 6.8.3
REV 1 13 Nov. 2008 4.15.3 REV 3 15 Jan. 2010 1.12.5
15 Jan. 2010 Definitions
REV 1 13 Nov. 2008 4.15.4 REV 3
Appendix F
15 Jan. 2010 Appendix G
REV 1 13 Nov. 2008 5.1.2 REV 3
9.1
15 Jan. 2010 Appendix O
REV 1 13 Nov. 2008 Appendix F REV 3
2.1.3
15 Jan. 2010 Appendix O
REV 1 13 Nov. 2008 Appendix N REV 3
2.2.8
Appendix P
REV 1 13 Nov. 2008 Appendix R REV 3 15 Jan. 2010
1.9
REV 2 18 May 2009 1.2.1 REV 3 15 Jan. 2010 Appendix A
REV 2 18 May 2009 1.8.3 REV 4 05 Apr. 2010 1.6
REV 2 18 May 2009 2.11 REV 4 05 Apr. 2010 1.7
REV 2 18 May 2009 2.13 REV 4 05 Apr. 2010 1.8
REV 2 18 May 2009 3.3 REV 4 05 Apr. 2010 1.9
REV 2 18 May 2009 4.1.8 REV 5 01 Apr.2011 Introduction
REV 2 18 May 2009 5.10

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS TABLE OF CONTENTS

TABLE OF CONTENTS
PAGE
INTRODUCTION ...................................................................................................... 1
DEFINITIONS............................................................................................................ 3

CHAPTER1: APPLICATION FOR AIR OPERATOR CERTIFICATE .......................... 1

1.1 Initial application for AOC ........................................................................... 1
1.2 Documents to be submitted ........................................................................ 2
1.3 Form of certificate ...................................................................................... 3
1.4 Application for the renewal of an AOC........................................................ 3
1.5 Variation to existing AOC ........................................................................... 3
1.6 Routine Liaison and Inspection .................................................................. 4
1.7 Management and Executive Staff ............................................................... 4
1.8 Personnel..................................................................................................... 4
1.9 Quality System ........................................................................................... 5
1.10 Fee Payable ............................................................................................... 5
1.11 Decision of the SSCA ................................................................................. 6
1.12 Authorized Aircraft...................................................................................... 6
1.13 Aircraft Leasing Arrangements ................................................................... 6

CHAPTER 2: OPERATIONS MANUAL ....................................................................... 1

2.1 Purpose and scope of manuals ................................................................... 1
2.2 Crew to be carried ...................................................................................... 2
2.3 Duties of aircraft crew and other operating staff .......................................... 3
2.4 Limits on flight times and rest periods ......................................................... 6
2.5 Technical particulars of aircraft ................................................................... 6
2.6 Fuel formula and management ................................................................... 8
2.7 Use of oxygen and provision of equipment....................................................11
2.8 Check lists………………………………………………………….…….………..11
2.9 Radio watch………………………………………………………….……………13
2.10 Route guide…………………………………………………………….………….13
2.11 Meteorological reports from aircraft……………………………………………..13
2.12 Minimum safe altitudes ............................................................................... 13
2.13 Minimum flight altitudes .............................................................................. 15
2.14 Aerodrome operating minima ...................................................................... 15
2.15 Emergency evacuation procedures ............................................................. 20
2.16 Allowable deficiencies and minimum equipment lists .................................. 21
2.17 Use and checking of altimeters ................................................................... 21
2.18 Reporting of accidents, Incidents and Occurrences .................................... 22
2.19 Dangerous Goods ....................................................................................... 22
2.20 Ground Handling ......................................................................................... 22
2.21 Extended range twin engine operations ...................................................... 22
2.22 Special Operations ..................................................................................... 23
2.23 Security Programme ................................................................................... 25
2.24 Flight Deck Security .................................................................................... 25
2.25 Admission to the flight deck ........................................................................ 25
2.26 Control of infectious diseases ..................................................................... 26
2.27 Electronic Navigation Data Management .................................................... 26
2.28 Aeroplane performance operating limitation (single engine aeroplanes) ..... 26
2.29 Authority to taxi an aeroplane ..................................................................... 27
2.30 Use of airborne collision avoidance system (ACAS).................................... 27
2.31 Safety management System ...................................................................... 28

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS TABLE OF CONTENTS

2.32 Operation Control ....................................................................................... 28

2.33 Crew Briefings ............................................................................................ 28
2.34 Aeroplane performance operating limitations .............................................. 28
2.35 Requirements for large aeroplanes ............................................................. 30

CHAPTER 3: AIRCRAFT LOADING .................................................................................. 1

3.1 General ...................................................................................................... 2
3.2 Load sheet contents ................................................................................... 2
3.3 Carriage of dangerous goods ..................................................................... 3
3.4 Carriage of munitions of war....................................................................... 4
3.5 Carriage of livestock ................................................................................... 4
3.6 Helicopter loading ...................................................................................... 5
3.7 Aircraft loading ........................................................................................... 6

Chapter 4: Training and Testing 1

4.1 General requirements for aircraft crew training and testing ........................... 1
4.2 Training manual ............................................................................................ 3
4.3 Periodical tests – Aeroplane pilots ................................................................ 4
4.4 Periodical tests – Helicopter pilots ................................................................. 7
4.5 Periodical tests – Flight engineers................................................................. 8
4.6 Periodical tests – Flight navigator.................................................................. 9
4.7 Areas, routes and aerodrome competence.................................................... 9
4.8 Aircraft commanders and co-pilots instrument approach proficiency ............. 11
4.9 Pilot’s recent type experience ....................................................................... 11
4.10 Flight engineer’s recent type experience ....................................................... 12
4.11 Flight crew conversion training ...................................................................... 12
4.12 Conversion from first officer to commander ................................................... 15
4.13 Safety equipment and procedures (SEP) ...................................................... 15
4.14 Training on special equipment....................................................................... 15
4.15 Flight operations officer/flight dispatcher and ground staff
training and testing ........................................................................................ 16
4.16 Dangerous goods training ............................................................................. 16
4.17 Security training ............................................................................................ 16
4.18 Use of simulators .......................................................................................... 17
4.19 Requirements of experience, recency and training applicable
to single pilot operation under IFR or at night ................................................ 18
4.20 Flight crew training and checking for operation at night and/or
IMC by single engine turbine-powered aeroplane ......................................... 19

CHAPTER 5: ORGANISATION AND FACILITIES ................................................................. 1

5.1 Management and executive staff................................................................... 1
5.2 Adequacy and supervision of staff................................................................. 1
5.3 Facilities ........................................................................................................ 2
5.4 Accommodation ............................................................................................ 3
5.5 Operations library .......................................................................................... 3
5.6 Aircraft library and navigation bag ................................................................. 3
5.7 Flight staff instructions .................................................................................. 3
5.8 Regulations and aeronautical information ..................................................... 4
5.9 Occurrence and flight safety reports .............................................................. 4
5.10 Safety Management System ......................................................................... 4
5.11 Operational flight plans ................................................................................. 6
5.12 Commander’s flight brief ............................................................................... 8

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS TABLE OF CONTENTS

CHAPTER 6: EMERGENCY AND SURVIVAL TRAINING, PRACTICE AND TESTING

REQUIREMENTS FOR FLIGHT CREW AND CABIN CREW ....................................... 1
6.1 General requirements ................................................................................... 1
6.2 Purpose and provision of training .................................................................. 3
6.3 Initial training - all crew .................................................................................. 4
6.4 Initial training - additional items for cabin crew .............................................. 6
6.5 Aircraft type training - all crew ....................................................................... 10
6.6 Aircraft type training - additional items for cabin crew.................................... 11
6.7 Recurrent training - all crew .......................................................................... 12
6.8 Recurrent training - additional items for cabin crew ....................................... 13
6.9 Crew-in-charge (CIC) training........................................................................ 14
6.10 Approval of aircraft emergency training apparatus and
of personnel conducting training and testing of such apparatus .................... 16

CHAPTER 7: CABIN SAFETY ......................................................................................... 1

7.1 Cabin crew .................................................................................................... 1
7.2 Cabin safety management ............................................................................ 4
7.3 Safety briefing ............................................................................................... 6
7.4 Cabin crew duties.......................................................................................... 8
7.5 Safety, emergency and survival equipment ................................................... 10
7.6 Abnormal and emergency procedures........................................................... 11

CHAPTER 8: AOC MAINTENANCE REQUIREMENTS ......................................................... 1

8.1 General ......................................................................................................... 1
8.2 Maintenance Responsibility ........................................................................... 1
8.3 Approval and Acceptance of Operators Maintenance System and
Programmes ................................................................................................. 2
8.4 Maintenance programme .............................................................................. 2
8.5 Maintenance control manual/exposition ........................................................ 2
8.6 Maintenance Management ............................................................................ 4
8.7 Continuing airworthiness information............................................................. 4
8.8 Quality management system and quality manager ........................................ 5
8.9 Modifications and repairs .............................................................................. 6
8.10 Aircraft Technical Log Entries........................................................................ 6
8.11 Approved maintenance organization ............................................................. 6
8.12 Maintenance release ..................................................................................... 6
8.13 Operator‘s Aircraft Technical Log-Maintenance record section...................... 7
8.14 Certificate of release to service (CRS) .......................................................... 8
8.15 Maintenance Records ................................................................................... 8
8.16 Approved data............................................................................................... 9
8.17 Aircraft maintenance programme .................................................................. 9
8.18 Facility requirements ..................................................................................... 10
8.19 Authority to perform and approve maintenance and modifications ................ 11
8.20 License & Company Certification Authorization Requirements ...................... 11
8.21 Rest & Duty Time Limitations – Maintenance Staff ........................................ 12
8.22 Equipment and Tools .................................................................................... 13
8.23 Reporting of Hazardous Airworthiness Conditions......................................... 13
8.24 Equivalent Safety Case ................................................................................. 13
8.25 Mass and Balance data control system ......................................................... 13
8.26 Aircraft Loading Manual ................................................................................ 14

STATE SECRETARIAT OF CIVIL AVIATION

AIR OPERATOR CERTIFICATE REQUIREMENTS TABLE OF CONTENTS

Appendix A: Air operator certificate specimen

Appendix B: Intentionally left Blank
Appendix C: Application form for the issue of an Air Operator Certificate
Appendix D: Application form for the renewal of Air Operator Certificate
Appendix E: Application form for Variation for Air Operator Certificate
Appendix F: Avoidance of Excessive Fatigue for Flight and Cabin Crew
Appendix G: Altimeter procedures
Appendix H: En-route performance - Drift down
Appendix I: Noise abatement procedures
Appendix J: Maintenance agreement
Appendix K: Quality assurance checks
Appendix L: Aviation security training - Syllabus-all crew
Appendix M: Dangerous goods training
Appendix N: Flight safety documents system
Appendix O: Organisation and content of an operations manual
Appendix P: Flight dispatchers
Appendix Q Additional requirements for approved operations by single-
engine turbine-powered aeroplanes at night and/or in IMC
Appendix R Operational Control
Appendix S: AOC Holder’s Maintenance Control Manual
Appendix T: AOC Holder’s Additional Quality System for Maintenance
Appendix U: AOC Holder’s Aircraft Technical Log
Appendix V: Certificate of Release to Service (CRS)

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 1 / 205
Version :1
Date : May 12 2008
INTRODUCTION
1 The Law on Civil Aviation of the Kingdom of Cambodia, promulgated on January 18th
2008 stipulates, in its chapter V titled “Air Transport”:

Article 23:-
No air transport enterprise may engage in the air transportation within the Kingdom of
Cambodia unless it obtains in force a valid air operator certificate.

The issuance of such air operator certificate shall be determined by Prakas from the
State Secretariat of Civil Aviation.

The SSCA must be ascertain before the issuance of AOC, that the operator who has the
ultimate responsibility for safety of the operation, is eligible for the award of an AOC and
has the ability and competence both to conduct safe and efficient operations and to
comply with applicable regulations and laws. The SSCA, in addition to assessing the
operator's ability and competence, should also endeavour, upon the issuance of AOC, to
guide the operator in organizational and procedural matters, which will result in a safe
and economically successful operation.

Article 24:-
Every air transport enterprise wishing to engage in air transportation could be allowed to
do so upon the submission of an application for air operator certificate in such formats
and forms as prescribed by the SSCA.
Article 25:-
With respect to domestic air transportation, in determining whether to issue a certificate,
the SSCA shall, among other things, consider the fitness and qualifications of the
applicant, and whether the issuance would be in the public interest.
With respect to international air transportation:
1- In the case of an air carrier, the SSCA, in addition to the criteria set forth
in the preceding paragraph, shall also consider the requirements of
existing international covenants to which Cambodia is a party as well as
international comity and reciprocity;
2- In the case of a foreign air carrier, the SSCA shall issue the certificate, if
it determines that such issuance is required by international conventions
or agreements to which Cambodia is a party or is otherwise in
accordance with international comity and reciprocity.
Work priority should be given by the air transport enterprises stated in the first and
second paragraphs above to any air staff of Cambodian nationality.

Article 26:-
In issuing public transport certificate, the SSCA may attach therein such terms,
conditions and limitations as may be deemed necessary for the public interest.
Article 27:-
The SSCA may have the right to amend, suspend, or revoke the awarded certificate after
prior notice to the air transport enterprise, which clearly states the reason thereof.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 2 / 205
2 Pursuant to this law, the issue of an air operator's certificate shall have to be in
compliance with the requirements of the Cambodian Civil Aviation Regulations (CCAR), and the
Air Operator Certificate Requirements.

The SSCA may issue an AOC if, after investigation, the SSCA finds that the applicant:

(1) Is a legally registered company in Cambodia;

(2) Has its principle place of business and its registered office located in Cambodia;
(3) Has registered the aircraft which are to be operated under the AOC in Cambodia
responsible for issuing the AOC;
(4) Meets the applicable regulations and standards for the holder of an AOC;
(5) Is properly and adequately equipped for safe operations in commercial air
transport and maintenance of the aircraft; and
(6) Holds the economic authority issued by Cambodia under the provision of the
law.
(7) Notwithstanding paragraph (3) above, an operator may operate, with the mutual
agreement of the State Secretariat of Civil Aviation of Cambodia issuing the
AOC and another Authority, aircraft registered on the national register of the
second-named authority within the period of two years.

The SSCA may deny application for an AOC if the SSCA finds that:

(1) The applicant is not properly or adequately equipped or is not able to conduct
safe operations in commercial air transport;
(2) The applicant previously held an AOC which was revoked; or
(3) An individual that contributed to the circumstances causing the revocation
process of an AOC obtains a substantial ownership or is employed in a
position required by this regulation.

More generally; an AOC holder shall be permanently in a position to demonstrate that he is in

compliance with the CCAR issued by the State Secretariat of Civil Aviation and with this
document, titled Airport Operator Certificate Requirements which has force of Regulation.

In accordance with the CCAR, the SSCA can amend, suspend, revoke or otherwise terminate
an AOC.

Supplementary advice can be notified in the form of Notices to Airmen (NOTAM), Amendments
to CCAR and to the Air Operator Certificate and Airworthiness Requirements, Circulars,
Aeronautical Information Circulars (AIC), Advisory Circulars (AC), or any other official publication
so issued for the purpose of enabling any of the provisions of these requirements to be complied
with.

This document, the Air Operator Certificate Requirement (AOCR) constitutes CCAR Part 9.

NOTE: The purpose of the following chapters is to explain and complement the requirements of
the CCAR. Both the CCAR and these AOCR aim to reach the best compliance with
ICAO standards, in particular Annexes 6 and 8. Should there be a discrepancy between
these AOCR and the CCAR, the more restrictive requirement shall prevail.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 3 / 205
DEFINITIONS
When the following terms are used in this document, they have the following meanings:

Aerodrome. A defined area on land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and surface
movement of aircraft.

Aerodrome operating minima. The limits of usability of an aerodrome for:

a) take-off, expressed in terms of runway visual range and/or visibility and, if necessary,
cloud conditions;

b) landing in precision approach and landing operations, expressed in terms of visibility

and/or runway visual range and decision altitude/height (DA/H) as appropriate to the
category of the operation;

c) landing in approach and landing operations with vertical guidance, expressed in terms
of visibility and/or runway visual range and decision altitude/height (DA/H); and
d) landing in non-precision approach and landing operations, expressed in terms of
visibility and/or runway visual range, minimum descent altitude/height (MDA/H) and,
if necessary, cloud conditions.

Aeroplane. A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from
aerodynamic reactions on surfaces which remain fixed under given conditions of flight.

Aircraft. Any machine that can derive support in the atmosphere from the reactions of the air
other than the reactions of the air against the earth’s surface.

Aircraft operating manual. A manual, acceptable to the SSCA, containing normal, abnormal
and emergency procedures, checklists, limitations, performance information, details of the
aircraft systems and other material relevant to the operation of the aircraft.

Air operator certificate (AOC). A certificate authorizing an operator to carry out specified
commercial air transport operations.

Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or to land at the aerodrome of intended landing.
Alternate aerodromes include the following:

Take-off alternate. An alternate aerodrome at which an aircraft can land should this become
necessary shortly after take-off and it is not possible to use the aerodrome of departure.

En-route alternate. An aerodrome at which an aircraft would be able to land after experiencing
an abnormal or emergency condition while en route.

ETOPS en-route alternate. A suitable and appropriate alternate aerodrome at which an

aeroplane would be able to land after experiencing an engine shutdown or other abnormal or
emergency condition while en route in an ETOPS operation.

Destination alternate. An alternate aerodrome to which an aircraft may proceed should it

become either impossible or inadvisable to land at the aerodrome of intended landing.
.
Altimetry system error (ASE). The difference between the altitude indicated by the altimeter
display, assuming a correct altimeter barometric setting, and the pressure altitude corresponding

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 4 / 205
to the undisturbed ambient pressure.

Approach and landing operations using instrument approach

procedures. Instrument approach and landing operations are classified as follows:

Non-precision approach and landing operations. An instrument approach and landing which
utilizes lateral guidance but does not utilize vertical guidance.

Approach and landing operations with vertical guidance. An instrument approach and landing
which utilizes lateral and vertical guidance but does not meet the requirements established for
precision approach and landing operations.

Precision approach and landing operations. An instrument approach and landing using precision
lateral and vertical guidance with minima as determined by the category of operation.

Categories of precision approach and landing operations:

Category I (CAT I) operation. A precision instrument approach and landing with a
decision height not lower than 60 m (200 ft) and with either a visibility not less than 800 m
or a runway visual range not less than 550 m.

Category II (CAT II) operation. A precision instrument approach and landing with a
decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft), and a runway
visual range not less than 350 m.

Category IIIA (CAT IIIA) operation. A precision instrument approach and landing with:

a) a decision height lower than 30 m (100 ft) or no decision height; and

b) a runway visual range not less than 200 m.

Category IIIB (CAT IIIB) operation. A precision instrument approach and landing with:

a) a decision height lower than 15 m (50 ft) or no decision height; and

b) a runway visual range less than 200 m but not less than 50 m.

Category IIIC (CAT IIIC) operation. A precision instrument approach and landing with no
decision height and no runway visual range limitations.

Area navigation (RNAV). A method of navigation which permits aircraft operation on any
desired flight path within the coverage of ground- or space-based navigation aids or within the
limits of the capability of self-contained aids, or a combination of these.

Cabin crew member. A crew member who performs, in the interest of safety of passengers,
duties assigned by the operator or the pilot-in-command of the aircraft, but who shall not act as a
flight crew member.

Commercial air transport operation. An aircraft operation involving the transport of

passengers, cargo or mail for remuneration or hire.

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 correction.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 5 / 205

Crew member. A person assigned by an operator to duty on an aircraft during a flight duty
period.

Cruise relief pilot. A flight crew member who is assigned to perform pilot tasks during cruise
flight, to allow the pilot in-command or a co-pilot to obtain planned rest.

Cruising level. A level maintained during a significant portion of a flight.

Dangerous goods. Articles or substances which are capable of posing a risk to health, safety,
property or the environment and which are shown in the list of dangerous goods in the Technical
Instructions or which are classified according to those Instructions.

Decision altitude (DA) or decision height (DH). A specified altitude or height in the precision
approach or approach with vertical guidance at which a missed approach must be initiated if the
required visual reference to continue the approach has not been established.

Emergency locator transmitter (ELT). A generic term describing equipment which broadcast
distinctive signals on designated frequencies and, depending on application, may be
automatically activated by impact or be manually activated. An ELT may be any of the following:

Automatic fixed ELT (ELT(AF)). An automatically activated ELT which is permanently attached
to an aircraft. Automatic portable ELT (ELT(AP)). An automatically activated ELT which is rigidly
attached to an aircraft but readily removable from the aircraft.

Automatic deployable ELT (ELT(AD)). An ELT which is rigidly attached to an aircraft and which
is automatically deployed and activated by impact, and, in some cases, also by hydrostatic
sensors. Manual deployment is also provided.

Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed so as to facilitate its
ready use in an emergency, and manually activated by survivors.

Flight crew member. A licensed crew member charged with duties essential to the operation of
an aircraft during a flight duty period.

Flight data analysis. A process of analysing recorded flight data in order to improve the safety
of flight operations.

Flight duty period. The total time from the moment a flight crew member commences duty,
immediately subsequent to a rest period and prior to making a flight or a series of flights, to the
moment the flight crew member is relieved of all duties having completed such flight or series of
flights.

Flight manual. A manual, associated with the certificate of airworthiness, containing limitations
within which the aircraft is to be considered airworthy, and instructions and information
necessary to the flight crew members for the safe operation of the aircraft.

Flight operations officer/flight dispatcher. A person designated by the operator to engage in

the control and supervision of flight operations qualified in accordance with SSCA requirements ,
who supports, briefs and/or assists the pilot-in-command in the safe conduct of the flight.

Flight plan. Specified information provided to air traffic services units, relative to an intended
flight or portion of a flight of an aircraft.

Flight recorder. Any type of recorder installed in the aircraft for the purpose of complementing

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 6 / 205
accident/incident investigation.

Flight safety documents system. A set of interrelated documentation established by the

operator, compiling and organizing information necessary for flight and ground operations, and
comprising, as a minimum, the operations manual and the operator’s maintenance control
manual.

Flight simulation training device. Any one of the following three types of apparatus in which
flight conditions are simulated on the ground:

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

A flight procedures trainer, which provides a realistic flight deck environment, and which
simulates instrument responses, simple control functions of mechanical, electrical, electronic,
etc. aircraft systems, and the performance and flight characteristics of aircraft of a particular
class;

A basic instrument flight trainer, which is equipped with appropriate instruments, and which
simulates the flight deck environment of an aircraft in flight in instrument flight conditions.

Flight time — aeroplanes. The total time from the moment an aeroplane first moves for the
purpose of taking off until the moment it finally comes to rest at the end of the flight.

Ground handling. Services necessary for an aircraft’s arrival at, and departure from, an airport,
other than air traffic services.

Human Factors principles. Principles which apply to aeronautical design, certification, training,
operations and maintenance and which seek safe interface between the human and other
system components by proper consideration to human performance.

Human performance. Human capabilities and limitations which have an impact on the safety
and efficiency of aeronautical operations.

Instrument meteorological conditions (IMC). Meteorological conditions expressed in terms of

visibility, distance from cloud, and ceiling, less than the minima specified for visual
meteorological conditions.

Maintenance. The performance of tasks required to ensure the continuing airworthiness of an

aircraft, including any one or combination of overhaul, inspection, replacement, defect
rectification, and the embodiment of a modification or repair.

Maintenance organization’s procedures manual. A document endorsed by the head of the

maintenance organization which details the maintenance organization’s structure and
management responsibilities, scope of work, description of facilities, maintenance procedures
and quality assurance or inspection systems.

Maintenance programme. A document which describes the specific scheduled maintenance

tasks and their frequency of completion and related procedures, such as a reliability programme,
necessary for the safe operation of those aircraft to which it applies.

Maintenance release. A document which contains a certification confirming that the

maintenance work to which it relates has been completed in a satisfactory manner, either in

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 7 / 205
accordance with the approved data and the procedures described in the maintenance
organization’s procedures manual or under an equivalent system.

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.

Maximum mass. Maximum certificated take-off mass.

Minimum descent altitude (MDA) or minimum descent height (MDH). A specified altitude or
height in a non-precision approach or circling approach below which descent must not be made
without the required visual reference.

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.

Navigation specification. A set of aircraft and flight crew requirements needed to support
performance-based navigation operations within a defined airspace. There are two kinds of
navigation specifications:

RNP specification. A navigation specification based on area navigation that includes the
requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4,
RNP APCH.

RNAV specification. A navigation specification based on area navigation that does not include
the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g.
RNAV 5, RNAV 1.

Night. The hours between the end of evening civil twilight and the beginning of morning civil
twilight or such other period between sunset and sunrise.

Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The lowest altitude
or the lowest height above the elevation of the relevant runway threshold or the aerodrome
elevation as applicable, used in establishing compliance with appropriate obstacle clearance
criteria.

Operational control. The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency
of the flight.

Operations manual. A manual containing procedures, instructions and guidance for use by
operational personnel in the execution of their duties.

Operations specifications. The authorizations, conditions and limitations associated with the
air operator certificate and subject to the conditions in the operations manual.

Operator. A person, organization or enterprise engaged in or offering to engage in an aircraft

operation.

Operator’s maintenance control manual. A document which describes the operator’s

procedures necessary to ensure that all scheduled and unscheduled maintenance is performed
on the operator’s aircraft on time and in a controlled and satisfactory manner.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
INTRODUCTION - Page 8 / 205

Performance-based navigation (PBN). Area navigation based on performance requirements

for aircraft operating along an ATS route, on an instrument approach procedure or in a
designated airspace.

Pilot-in-command. The pilot designated by the operator, or in the case of general aviation, the
owner, as being in command and charged with the safe conduct of a flight.

Pressure-altitude. An atmospheric pressure expressed in terms of altitude which corresponds

to that pressure in the Standard Atmosphere

Psychoactive substances. Alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine,

other psychostimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are
excluded.

Repair. The restoration of an aeronautical product to an airworthy condition to ensure that the
aircraft continues to comply with the design aspects of the appropriate airworthiness
requirements used for the issuance of the type certificate for the respective aircraft type, after it
has been damaged or subjected to wear.

Required communication performance (RCP). A statement of the performance requirements

for operational communication in support of specific ATM functions.

Required communication performance type (RCP type). A label (e.g. RCP 240) that
represents the values assigned to RCP parameters for communication transaction time,
continuity, availability and integrity.

Runway visual range (RVR). The range over which the pilot of an aircraft on the centre line of a
runway can see the runway surface markings or the lights delineating the runway or identifying
its centre line.

Safe forced landing. Unavoidable landing or ditching with a reasonable expectancy of no

injuries to persons in the aircraft or on the surface.

Safety management system. A systematic approach to managing safety, including the

necessary organizational structures, accountabilities, policies and procedures.

Safety programme. An integrated set of regulations and activities aimed at improving safety.

State of Registry. The State on whose register the aircraft is entered.

State of the Operator. The State in which the operator’s principal place of business is located
or, if there is no such place of business, the operator’s permanent residence.

Target level of safety (TLS). A generic term representing the level of risk which is considered
acceptable in particular circumstances.

Total vertical error (TVE). The vertical geometric difference between the actual pressure
altitude flown by an aircraft and its assigned pressure altitude (flight level).

Visual meteorological conditions (VMC). Meteorological conditions expressed in terms of

visibility, distance from cloud, and ceiling, equal to or better than specified minima.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 1 - Page 1 / 205
Version :1
Date : May 12 2008
CHAPTER 1
APPLICATION FOR AIR OPERATOR CERTIFICATE

1.1 INITIAL APPLICATION FOR AOC

1.1.1 The application for, and grant of, an AOC shall be conducted in accordance with
this document. It is a complicated process involving much effort and detailed work
by both the applicant and officers from the SSCA. Hence, an applicant should
contact the SSCA (in this case the SSCA Flight Operations and Air Safety
Department) as far in advance as possible, in any case in such a way that the 90
days limit between the formal application and the desired start of operation can be
respected. The time taken to process an application will depend on the
completeness of the information submitted and the progress the applicant makes
in demonstrating adequate organisation, method of control and supervision of
flight operations, training programme and maintenance arrangements consistent
with the nature and extent of the operations specified. Nevertheless, no
undertaking can be given that the SSCA will be able to grant an AOC within any
particular time period.

1.1.2 The SSCA has adopted a 5-phase process for systematic and timely handling of
all AOC applications. The 5 phases are explained briefly below:

a) Pre-application discussion phase

This phase commences when a prospective applicant first contacts the SSCA with his
initial inquiries regarding application for an AOC. A preliminary discussion is held
whereby basic information and general certification requirements are discussed,
and an application form in the model appended to this document in Appendix D is
issued when the applicant desires to continue with the AOC application. When the
form is correctly completed and returned, a pre-application meeting is arranged,
at which the applicants key management and staff will meet with the SSCA to
discuss the plans and specific aspects of the proposed operation.

b) Formal application phase

This phase begins when the applicant submits the completed application form and
required manuals and exposition to the SSCA. This phase shall commence not
less than 90 days before the desired start of revenue operations. (Operations
Manuals and Maintenance Control Manuals may be submitted only 60 days
before start of operations) After preliminary review to verify that the applicant has
submitted the required information and attachments, the SSCA will arrange a
formal application meeting with the applicant's management team where detailed
examination of all aspects of proposed aircraft types and their operations,
management structure, ground and flight crew structure and training, premises,
equipment, etc, will be conducted. The applicant's proposed schedule of events
for submissions, inspections and training of the SSCA's officers on the proposed
aircraft type(s) (at the applicant's expense) will be examined and agreed by both
parties to guide the subsequent phases.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 1 - Page 2 / 205

c) Document evaluation phase

The SSCA Inspectors will begin a thorough evaluation of all the manuals, documents
and attachments etc that are required by regulations to be submitted to support
an AOC application so as to ensure that all documentation meet standards and
requirements. All manuals and documents submitted will be retained by the SSCA
during the currency of an AOC

d) Applicant's demonstration and SSCA's evaluation phase

The SSCA requires an applicant to demonstrate his ability to comply with regulations
and safe operating practices before actual revenue operations can begin. These
demonstrations are to prove to the SSCA that the operator has an adequate
organisation, method of control and supervision of flight operations, training
programme as well as ground handling1 and maintenance arrangement that are
consistent with the nature and extent of operations specified. These may include
one or more proving flights where actual performance of activities (maintenance
and ground handling and the use of dummy loads where appropriate) and
operations, are observed and evaluated by the SSCA. All operations must be
performed in accordance with applicant's documents and manuals as reviewed in
the previous phase. However the SSCA may need a sufficient period and extent
of operational proving flights and overall safe operations before concluding this
phase.

e) Formal award of AOC

After all documentation has been assessed to be complete and the demonstration
phase has been completed satisfactorily, and if the applicant is assessed to be
competent and fit, the SSCA will prepare and present the AOC and an attachment
(containing authorisations, limitations and provisions specific to each applicant) to
enable the applicant to commence revenue operations.

1.1.3 If any significant deficiency is revealed at any stage of the evaluation process and
the deficiency cannot be resolved by the interaction between the SSCA and the
applicant, the SSCA will advise the applicant in writing of the nature of the
deficiency and the actions required, failing which no further action will be taken by
the SSCA to process the application.

Chapter 1.2.1
1.2 DOCUMENTS TO BE SUBMITTED Revision : 2
Date : 18 May 2009
1.2.1 The following documents must be submitted to the SSCA:

a) Operations Manual(s);
b) Training Manual(s);
c) Engineering Exposition Document(s)/ Maintenance Control Manual(s);
d) Aircraft Flight Manual and Performance Schedules;
e) Safety Management System Manual;
f) Completed forms CL 01/07, 02/07 and 03/07
g) Completed AOCR Compliance Checklist; and
f) Any other relevant manuals/documents

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 1 - Page 3 / 205
1.3 FORM OF CERTIFICATE

1.3.1 Certificates are normally granted for a maximum period of one year, but this may
be varied at the sole discretion of the SSCA. The type(s) of aircraft that may be
flown and the purpose for which such flights are made will be specified in the
AOC.

1.3.2 The AOC certificate is written in English language.

1.3.3 A specimen AOC and its Operation Specifications are appended in Appendix A.

1.3.4 All Cambodian AOC holders shall ensure all its aircraft carry a certified true copy
of the air operator certificate and its associated Operation Specifications as
specified in 1.3.3.

1.3.5 An AOC issued by the SSCA would become invalid if:

The SSCA suspends, revokes or otherwise terminates the certificate;

The AOC holder surrenders it to the SSCA; or

The AOC holder suspends operations for more than 60 days.

1.4 APPLICATION FOR THE RE – ISSUE OF AN AOC

1.4.1 The period of validity of an AOC will not be extended.

1.4.2 Holders of AOC must apply for a renewal of an AOC at least 60 days before the
expiry date of the current AOC.

1.4.3 The audit and routine inspection results conducted by the SSCA Inspectors to
assess whether the operator can continue to hold an AOC will be used to issue a
subsequent AOC to replace the one expiring.

1.5 VARIATION TO EXISTING AOC

1.5.1 Any amendment to existing AOC should be initiated by the AOC Chief Executive.

1.5.2 The operator shall request the SSCA's approval in writing of any intended change
of the following (where applicable at least 30 days before desired change):

a) Name of the organization specified in the Air Operator Certificate.

b) Address of the organization specified in the Air Operator Certificate.
c) The applicant's/operator's Chief Executive or persons nominated in accordance
with paragraph 5.1.2 of Chapter 5 of this AOCR.
d) The approved facilities or capabilities.

Note: Justification of the suitability of a person to become Chief Executive will be

required.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 1 - Page 4 / 205
1.5.3 If the holder of an AOC wishes to apply for the variation of its certificate (e.g.
inclusion of an additional aircraft type, inclusion of an additional destination or
extension of routes) the holder of the AOC shall submit to the SSCA giving full
details of the requested amendments. The minimum notice required is 30 days,
but the AOC holder is advised to give as much notice as possible. No undertaking
can be given that an application will be dealt with by the SSCA within any
particular period.

1.5.4 On receipt of the application, the SSCA Inspectors assigned to the operator will
make a special inspection which may include the requirement to observe a proving
flight. After all documentation is complete and upon satisfactory completion of the
special inspection, the relevant amended page of the AOC or attachment will be
sent to the operator as approval for the requested variation to the AOC.

1.6 ROUTINE LIAISON AND INSPECTION

1.6.1 To determine continued competence and compliance of the operator with

applicable requirements, the operator shall permit access to SSCA Inspectors to
conduct inspections, and other official duties, of its premises, aircraft, equipment
and documents. Such inspections will also include visits to the handling agents
appointed by the operator.

1.6.2 All SSCA Inspectors are authorised to fly in the operator’s aircraft in the course of
normal operations. Arrangements for such flights will normally be made in
advance, but the right is reserved for SSCA Inspectors to board aircraft without
prior notice. Operators should advise their aircraft commanders accordingly. All
SSCA Inspectors carry an authorisation card which will be produced on request.

1.6.3 SSCA shall not pay any fee or fare to the operator in the respect of the carriage of
a SSCA Inspector on duty in the operator’s aircraft or the aircraft of other airlines.

1.6.4 Operators will be visited from time to time by SSCA Inspectors. The primary
purpose of their visits will be to observe the operations of the AOC holder. This
will include the training and testing and qualifications of the operating staff and
agents/contractors of the AOC holder.

1.6.5 The SSCA Inspectors are also empowered to inspect flight crew and AME
licences and records of the AOC holder the agents.

1.7 MANAGEMENT AND EXECUTIVE STAFF

1.7.1 A sound and effective management structure is essential. It is particularly

important that the operational management should have proper status in the
organisation and be in suitably experienced and competent hands. The duties and
responsibilities of managers, senior executives and designated representatives in
charge of operational control must be clearly defined in writing, and chains of
responsibility firmly established. The number and nature of the appointments may
vary with the size and complexity of the organisation. SSCA will need to be
satisfied that the management organisation is adequate and properly matched to
the operating network and commitments.

1.8 Personnel

1.8.1 The Chief Executive (who shall be the accountable manager) of the operator shall
nominate the following persons for the Authority's acceptance:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 1 - Page 5 / 205

a) Director of Flight Operations – He/she should have experience working in an

airline or equivalent organization and holds an ATPL with 3 years as PIC in
commercial air transportation.

b) Director of Maintenance – He/she should have experience working in an

engineering capacity in an airline or equivalent organization and holds an
Aviation Maintenance Engineer Licence with 10 years experience in
maintaining the same category and class of aircraft used by the AOC holder
including 5 years in the capacity of returning aircraft to service.

c) Chief Pilot – He/she should hold a ATPL and appropriate ratings for at least
one of the aircraft used by the operator.

d) Director Safety – He/she should hold a ATPL and appropriate ratings for at
least one of the aircraft used by the operator, or he/she should have an
Aviation Maintenance Engineer Licence with working experience working in
an airline or equivalent organization.

e) Quality Managers for Operations and Maintenance (see paragraph below on

Quality System)

f) Director of Training – He/she should hold an ATPL and appropriate ratings

for at least one of the aircraft used by the operator. He should also hold a
SSCA or equivalent Instructor pilot rating.

1.8.2 These nominated persons shall be capable and responsible persons who are
conversant the Air Operator Certificate Requirements, relevant Cambodia Civil
Aviation Regulations and the Annexes to the Convention on International Civil
Aviation, and have adequate qualifications and experience for the duties
concerned

1.8.3 SSCA may, depending on the type of operations require the operator to nominate
additional persons to ensure the safety of the operations.

1.9 Quality System

1.9.1 The operator shall establish a quality assurance system and designated quality
manager(s) to monitor the compliance with, and adequacy of, procedures required
to ensure safe operational practices and airworthy aircraft. Compliance monitoring
shall include a direct feedback system to the accountable manager to ensure
corrective action as necessary.

1.9.2 The requirements for the Engineering quality system are detailed in Chapter 8.
The Flight Operations quality system shall include a quality assurance programme
that contains procedures designed to verify that all operations are being
conducted in accordance with all applicable requirements, standards and
procedures. The flight operations quality assurance programme shall be
described in the Operations Manual approved by SSCA.

1.9.3 The positions held by key personnel will be listed in the operations specifications
of each AOC.

1.10 FEES PAYABLE

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 1 - Page 6 / 205
1.10.1 A non-refundable fee shall be paid to the SCCA by the applicant for the initial
issue of an AOC

1.10.2 Other fees can be charged for specific actions (approvals, inspections…)

1.10.3 A specific document shall detail the schedule of these fees.

1.11 DECISIONS OF THE SSCA

1.11.1 Under the provisions of the relevant statutory provisions the SSCA may refuse to
grant a new or subsequent AOC.

1.11.2 If, during the currency of an AOC, the SSCA ceases to be satisfied that the holder
is competent, the SSCA may suspend, revoke or vary the AOC. The holder would
normally be given at least one month’s notice of the SSCA’s intention to take such
action, but provision is made for immediate suspension, revocation or variation if
the SSCA certifies that it is necessary in the interests of the safety of air
navigation.

1.11.3 If an operator ceases operations for which the AOC was issued, or if the SSCA
revokes or suspends the AOC, the AOC is to be immediately returned to the
SSCA.

1.12 AUTHORIZED AIRCRAFT

1.12.1 No person may operate an aircraft in commercial air transport unless that
aircraft has an appropriate current airworthiness certificate, is in an airworthy
condition, and meets the applicable airworthiness requirements for these
operations, including those related to identification and equipment.

1.12.2 No person may operate any specific type of aircraft in commercial air
transport until it has completed satisfactory initial certification, which includes
the issuance of an AOC listing that type of aircraft.

1.12.3 No person may operate additional or replacement aircraft of a type for which it
is currently authorised unless it can show that each aircraft has completed an
evaluation process for inclusion in the AOC holder’s fleet.

1.12.4 Addition of a new aircraft type to a certificated operator’s fleet, the operators
are required to provide a new aircraft type rating training course for
Airworthiness Inspectors and Flight Operations Inspectors of SSCA.

1.12.5 When the State of Registry of an aircraft accepts an equivalent system, the
person signing the maintenance release shall be licensed accordingly.

1.13 AIRCRAFT LEASING ARRANGEMENTS

1.13.1 The operator shall seek the SSCA’s approval before engaging in aircraft
operational lease arrangements (i.e. dry/wet/damp leases).

1.13.2 The SSCA will approve the lease arrangement only when satisfied that all the
necessary changes arising from the lease arrangement are identified and the

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 1 - Page 7 / 205
parties involved in the lease arrangement can demonstrate sufficient knowledge
and adequate resources to fulfill their roles and responsibilities with regard to the
continuing airworthiness and operational control of the aircraft for the duration of
the lease.

1.13.3 An operator operating a leased aircraft shall carry on board the following
documents:

a) A certified true copy of the lease agreement,

b) A certified true copy of the AOC and a copy of its corresponding

operational specifications for the duration of the lease.

c) The operating crew’s flight crew licenses issued or validated by the State of
Registry, if there is a transfer of those functions and duties to the State of
the Operator

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 1 / 205
CHAPTER 2
Version :1
Date : May 12 2008
OPERATIONS MANUAL

2.1 PURPOSE AND SCOPE OF MANUALS

2.1.1 The operator shall ensure that an Operations Manual containing information and
instructions as may be necessary to enable the operating staff to perform their
duties is provided to such staff. The design of these manuals shall observe
human factors principles.

2.1.2 "0perating staff” means the servants and agents employed by the operator,
whether or not as members of the crew of the aircraft, to ensure that the flights of
the aircraft are conducted in a safe manner, and includes an operator who himself
performs these functions.

2.1.3 It can readily be seen, therefore, that the form and scope of manuals will vary
considerably with the nature and complexity of the operator's organisation and the
types of aircraft in use. A "manual" will normally comprise a number of separate
volumes, and may well include individual forms such as prepared navigational
flight plans supplied by the operator to his crew. Instructions and information to
particular groups of operating staff - e.g. Traffic Manuals, Cabin Crew Manual,
aircraft crew rostering instructions, safety and accident prevention manual and
information on weight and balance supplied to handling agents - are all part of the
operations manual. They must all be lodged with the SSCA, together with copies
of all amendments and temporary instructions. (See paragraph 2.10 of this
chapter).

2.1.4 A list of subjects to be covered in an operations manual is specified in this

Chapter. Purpose of this Chapter is to give some indication of the manner in
which both the specific and general requirements (paragraph 2.1. 1 above) should
be met. Only the operation of aircraft will be dealt with; detailed instructions on
aircraft maintenance (such as those included in a Maintenance Control Manual or
in Maintenance Schedules) are attended to by the SSCA's Airworthiness Section
which will be able to provide any information or guidance that may be needed.

2.1.5 The operations manual will be regarded by the SSCA as a primary indication of
the standards to be achieved by an operator. The commercial operation of aircraft
is a highly complex matter and must be based on clearly defined standards and
procedures. The form and scope of a manual will vary with the size of the
undertaking, but the basic principles remains the same, even though an operator
may in effect, be prescribing standards and procedures for himself. The adequacy
of a manual will be assessed in large measure on this basis.

2.1.6 Great importance will be attached to the suitability of manuals for regular use by
the operating staff and in particular by aircraft crew in flight. For all but the
simplest of operations, the division of the manual into a number of separate
volumes will be essential. Manuals should be divided in such a way that essential
information is immediately available on the flight deck, and extracts or "digests" of
information and instructions may sometimes be necessary to supplement drill
cards and check lists.

2.1.7 Each copy of a manual should normally bear a serial number and a list of holders
should be maintained by the person responsible for issuing amendments. Where
this system is not used, an operator must have satisfactory alternative
arrangements for controlling the issue and amendment of manuals. In any case, a

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 2 / 205
method of acknowledgment of receipt of amendments by manual holders should
be instituted. Each volume of a manual must be numbered and bear a title and
index giving a clear indication of its scope. The title of the person or department
responsible for the issue of the manual should also be indicated. At the front of
each volume there must be an amendment page to indicate amendment number,
date of incorporation, signature or initials of person amending, and page or
paragraph affected. Amended pages should be dated. The numbering of pages,
sections, paragraphs, etc must be orderly and systematic so as to facilitate
immediate identification of any part of the subject matter. The standard of printing,
duplicating, binding, section dividers, indexing of sections, etc... must be sufficient
to enable the document to be read without difficulty and to ensure that it remains
intact and legible during normal use

2.1.8 The operator shall submit its Operations manual and subsequent amendments to
the SSCA for the acceptance or approval process, as applicable, before issuing
them to users. The purpose of this process is to verify the adequacy of the
operator's systems and procedures for keeping instructions and information under
review and for issuing timely amendments as necessary. Evidences of such
process are normally evidenced by the date, stamp and signature of an Inspector
of the SSCA. There shall be no question of the SSCA or its SSCA Inspectors
assuming responsibility for the detailed information provided in the manuals. It
must be clearly understood by the operator that this responsibility rest solely with
the operator who should designate a suitably qualified person or persons to
ensure that this responsibility is properly discharged.

2.1.9 The amendment of the manuals in manuscript will not be acceptable. Any
changes or additions, however slight they may be, should normally be
incorporated by the issue of a fresh or additional page on which the amended
materials is clearly indicated. In the cases where amendments related to safety
may seek verbal approval in principle followed by the formal process in writing.

2.1.10 An operator shall provide, for the use and guidance of operations personnel
concerned, an operations manual structured in accordance with the CCAR This
operations manual shall be acceptable to the SSCA and shall be amended or
revised as is necessary to ensure that the information contained therein is kept up
to date. All such amendments or revisions shall be issued to all personnel that are
required to use this manual.

2.1.11 All operators are required to have adequate procedures to ensure that the flight
manual is updated by implementing changes made mandatory or approved by the
State of Registry.

2.1.12 The operator should issue operating instructions and provide information on
aeroplane climb performance with all engines operating to enable the pilot-in-
command to determine the climb gradient that can be achieved during the
departure phase for the existing take-off conditions and intended take-off
technique. This information should be included in the operations manual.

2.2 CREW TO BE CARRIED

2.2.1 It will normally be sufficient if the minimum crew of public transport is specified in
the manual for each type of aircraft, together with a reference to the necessity for
specialist crew members where appropriate. Note that the minimum crew for
public transport will not necessarily be the same as the minimum crew specified in
the Certificate of Airworthiness. For each flight, the operator shall designate one
pilot to act as pilot-in-command.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 3 / 205
2.2.2 When a separate flight engineer’s station is incorporated in the design of an
aeroplane, the flight crew shall include at least one flight engineer especially
assigned to that station, unless the duties associated with that station can be
satisfactorily performed by another flight crew member, holding a flight engineer
licence, without interference with regular duties.

2.2.3 The flight crew shall include at least one member who holds a flight navigator
licence in all operations where, as determined by the State of the Operator,
navigation necessary for the safe conduct of the flight cannot be adequately
accomplished by the pilots from the pilot station.

2.2.4 The flight crew shall include at least one member who holds a valid licence which
includes authorizing operation of the type of radio transmitting equipment to be
used.

2.2.5 In some cases, the operator will need to consider whether the particular
circumstances of the operation call for the carriage of additional flight crew. It is a
statutory requirement that an aircraft shall have a flight crew adequate in number
and designation to ensure the safety of the flight.

2.2.6 Except where the flight crew is limited to one or two pilots, brief instructions
should be included as to the order and circumstances in which command is to be
assumed by members of the crew.

2.2.7 Detailed instructions must be included as to the circumstances in which co-pilots

may be permitted to fly the aircraft.

2.2.8 An aeroplane shall not be operated under the IFR or at night by a single pilot
unless:
a) approved by the SSCA;
b) the flight manual does not require a flight crew of more than one;
c) the aeroplane is propeller-driven;
d) the maximum approved passenger seating configuration is not more than
nine;
e) the maximum certificated take-off weight does not exceed 5700kgs;
f) the pilot- in-command has satisfied requirements of experience, training,
and checking described in CCAR.
g) the aeroplane is equipped with:
1) a serviceable autopilot that has at least altitude hold and heading
select modes;
2) a headset with a boom microphone or equivalent; and
3) means of displaying charts that enables them to be readable in all
ambient conditions.

2.3 DUTIES OF AIRCRAFT CREW AND OTHER OPERATING STAFF

2.3.1 In this context, the term "operating staff”, as distinct from the aircraft crew, can be
taken to mean staff having specific duties in relation to particular flights, which fall
within the general pre-flight and in-flight responsibilities of the aircraft commander.
The manual must define the duties and responsibilities of people employed as:

a) commander of the aircraft; the responsibilities and duties for the conduct of the
operation and safety of the aircraft and all persons on board, during flight;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 4 / 205
b) flight operations officers/flight dispatchers, if the operator's approved method of
control and supervision of flight operations requires the use of flight operations
officers/flight dispatchers;
c) rostering and scheduling staff.

2.3.2 Duties of pilot-in-command

[Link] The pilot-in-command shall be responsible for:

(a) safety of all crew members, passengers and cargo on board when the doors are
closed. The pilot-in-command shall also be responsible for the operation and
safety of the aeroplane from the moment the aeroplane is ready to move for the
purpose of taking off until the moment it finally comes to rest at the end of the
flight and the engine(s) used as primary propulsion units are shut down.

(b) ensuring that the checklists are complied with in detail.

(c ) notifying the nearest appropriate authority by the quickest available means of any
accident involving the aeroplane, resulting in serious injury or death of any person
or substantial damage to the aeroplane or property or any situations which
endangers the safety of the aeroplane or persons necessitates the taking of action
which involves a violation of local regulations.

(d) reporting all known or suspected defects in the aeroplane, to the operator, at the
termination of the flight.

(e) completing the journey book or the general declaration containing all the
information as required by SSCA.

2.3.3 Flight operations officers/flight dispatchers shall, in conjunction with the operator's
method of control and supervision of flight operations:
a) assist the commander in flight preparation and provide the relevant information
required;
b) assist the commander in preparing the operational and ATS flight plans, sign
when applicable and file the ATS flight plan with the appropriate ATS unit; and
c) furnish the commander while in flight, by appropriate means, with information
which may be necessary for the safe conduct of the flight.

2.3.4 In the event of an emergency, a flight operations officer/flight dispatcher shall:

a) initiate such procedures as outlined in the operations manual while avoiding
taking any action that would conflict with ATC procedures;
b) convey safety-related information to the commander that may be necessary for
the safe conduct of the flight, including information related to any amendments
to the flight plan that become necessary in the course of the flight; and
c) where necessary, notify the appropriate authorities without delay and request for
assistance if required, if the emergency endangers the safety of the aircraft or
persons and becomes known first to the flight operations officer/flight dispatcher.

Note: It is equally important that the commander also conveys similar information to the flight
operations officer/flight dispatcher during the course of the flight, particularly in the context
of emergency situations.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 5 / 205
2.3.5 In defining the duties of members of the aircraft crew, (Part 8, paragraph 8.5 of
the CCAR), the operator should include instructions on:
[Link] The briefing of passengers on emergency exits and equipment (including, where
appropriate, life-jacket demonstration and use of "automatic drop-out" oxygen
equipment) and restrictions of personal radio, tape recorder, hand phones,
laptop computers, etc in flight.
[Link] Who, in the absence of competent ground engineering staff, is responsible for
supervising re-fuelling and ensuring that filler caps, re-fuelling valves, freight
hold doors etc are secured.
[Link] Who, in the absence of competent traffic staff, is responsible for supervising the
loading of the aircraft.
[Link] The duties of special personnel such as car marshallers and animal attendants.
[Link] The responsibility, when an APU is ground running and passengers are on
board the aircraft, or are in the process of embarking or disembarking, for
ensuring that there are satisfactory arrangements for cabin crew to be warned
immediately of any APU emergency condition which might require the rapid
evacuation of passengers from the aircraft.
[Link] The responsibility for taking precautions for the safety of passengers when they
are permitted to embark, disembark or to remain on board during fuelling
operations. There should be a nominated qualified person in attendance who
shall be ready to initiate and direct an evacuation of the aircraft by the most
practical and expeditious means available. Two-way communications shall be
maintained by the aircraft's intercommunication system or other suitable means
between the ground crew and supervising and qualified personnel on board the
aircraft.
[Link] The responsibility for ensuring correct completion of the Technical Log, day to
day servicing and any pre-flight maintenance checks, ground de-icing and anti-
icing operational procedures and checks before flight or any other special pre-
flight servicing, i.e. when a flight is to be planned or expected to operate in
suspected or known ground icing conditions, the flight shall not commence
unless the aircraft has been inspected for icing and, if necessary, has been
given appropriate de/anti-icing treatment. Accumulation of ice or other naturally
occurring contaminants shall be removed so that the aircraft is kept in an
airworthy condition prior to take-off.
[Link] Limitations on the extent to which pilots and flight engineers may be allowed to
operate on more than one aircraft type or variant.

2.3.6 Special consideration should be given to instructions on the arrangement of flight

deck duties between the members of the flight crew, succession of command, the
procedures for double checking altimeter settings, and the selection and
identification of radio aids. The risk of confusion or a serious oversight can be
eliminated only if suitable routine procedures are laid down and meticulously
observed both in training and in the course of normal operations. Operators are
therefore required to specify such procedures in detail, with particular reference to
the division of duties during take-off, enroute and in the execution of an
instrument approach procedure and "go around" in IMC, and to give them special
emphasis in all training and periodical tests. The procedure for instrument
approach in IMC in multi-crew aircraft should relieve the commander of as much
of the workload as possible, and through a proper division of duties and
monitoring functions throughout the descent provide adequate safeguards against
error or omission. The difficulty of transition from instruments in poor visibility
should be taken fully into account, together with the need for a clear and
systematic procedure for initiating "go-around" if there is any doubt about the

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 6 / 205
advisability of continuing the approach by visual reference to the ground.

2.3.7 The division of duties between members of the crew in normal and emergency
situations have to be promulgated. The division of duties between crew members
in an emergency evacuation is discussed in paragraph 2.14 below.

2.4 LIMITS ON FLIGHT TIMES AND REST PERIODS

2.4.1 The Operator shall submit a scheme pertaining to limits on flight times and rest
periods for flight crew and cabin crew as specified in Appendix F of this document
to SSCA for approval.

2.4.2 Subject to the overriding provisions of the CCAR, it is the responsibility of the
operator to establish a maximum flying duty period and a minimum rest period
appropriate to the nature of the flight operations. Comprehensive guidance and
instructions must be included in the manual for the benefit of both crew and those
members of the operating staff who are concerned with rostering and scheduling.
It may be necessary to issue one set of instructions for crew and a separate,
more detailed set for other operating staff.

2.4.3 Factors to be taken into account in producing these instructions, and the nature of
the limitations to be specified are indicated in the CCAR. (Part 8, IS [Link])

2.4.4 The extent to which an aircraft commander is authorised in abnormal

circumstances to exceed the operator's limitations on flying duty periods must be
clearly defined in the manual. Instructions on this point should be as clear and
concise as possible, so that commanders can readily determine the extent of their
discretionary powers.

2.4.5 Instructions must be issued to crew covering abstention from alcoholic drinks for a
suitable period prior to flight. The minimum acceptable period will be eight hours.
Crew must also be advised of the precautions to be taken if they are undergoing
medication (refer to CCAR Part 8, paragraph [Link])

2.4.6 Responsibility within an operator's organisation for issuing instructions and

making decisions on questions of flight, duty and rest periods and for processing
discretion reports must be clearly defined and assigned to a member of the
executive staff. The name of the person concerned, or the title of the office that he
holds, must be included in the operations manual.

2.4.7 Operators are required to maintain and provide readily interpreted records for
each aircraft crew member. It follows that there must be suitable arrangements for
collecting the information necessary to compile the records. Accurate records are
essential to persons responsible for the rostering of aircraft crew.

2.5 TECHNICAL PARTICULARS OF AIRCRAFT

2.5.1 The operator shall provide, for each aircraft type operated, the "technical
particulars of the aircraft" as part of the operational manual. The operator should
take care to distinguish between specific information to be used in the course of
flight operations and the more general basic information that a pilot might need to
prepare for a technical type rating examination. If detailed descriptive matter is
included as part of the manual, it should be in a separate volume. Information on
the following matters, in particular, should be provided in a form suitable for use
as an immediate reference in day-to-day operations:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 7 / 205
[Link] Action to be taken in the kind of technical emergency or fault that cannot be
covered by a set drill of vital actions. Information should be provided about the
effect on essential systems and services of serious faults such as the loss of
generated electrical power. Information to be provided will vary with the type of
aircraft and together with the emergency drills, it should be in a readily identified
section of the manual (e.g. on distinctively coloured pages).
[Link] Procedure for pre-departure inspection as required by the maintenance
programme including a check of the fuel system for water content.
[Link] Replenishment of the aircraft's fuel, oil, coolant, hydraulic fluid, de-icing and
water methanol supplies to an approved specification. Checking of accuracy of
fuel uplift and total contents, particularly for operations in remote areas.
[Link] Supervising refuelling and the topping up of tyres, oleos, de-icing and hydraulic
systems, including oxygen and air reservoirs. The refuelling information must
include any specific precautions called for by: a) the use of wide cut fuels; and b)
the "off aerodrome" situation where either a fuelling vehicle or a barrelled supply
is used
[Link] Calculation of critical airspeeds and mach numbers, variable thrust, and tail
plane settings.
[Link] Maker's and/or operator's limitations affecting the handling of engines and
pressurisation systems.
[Link] Procedure and precautions to be observed in order to jettison fuel.
[Link] Compliance with any special handling instructions.
[Link] Procedure and precautions to be observed in response to ACAS, GPWS and
windshear alerts and warnings.

2.5.2 With regard to aircraft performance, operators should normally provide their
commanders with information and simplified data from which they can readily
determine without reference to a Flight Manual or Performance Schedule the
maximum weight at which they may take-off or land on a particular flight. The
maximum weight referred to is that resulting from the statutory weight and
performance requirements, or limitations such as zero fuel weight contained in the
Flight Manual. In many cases (on regular or scheduled operations) it would only
be necessary to indicate that there was no restriction under the performance
requirements; in others it might be necessary to indicate which of the
requirements is critical and to provide a tabular or other clear presentation of
limiting weights in varying conditions of wind and/or temperature. There would
also be instances in which it would be both practicable and desirable for the
operator to indicate any special flight procedures -such as minimum height for
setting course in IMC or emergency turn after take-off in the event of engine
failure - essential to secure compliance with the performance requirements in
relation to the obstacle clearance data provided in the Aerads, Jeppesen or any
other charts approved by the SSCA or by the State in which the aerodrome is
located.

Note: As standard instrument departure (SID) routes do not guarantee adequate terrain
clearance for all aircraft in the engine out case, the operator shall have checked that the
performance requirements are met for all SIDs used by the company aircraft. Similarly,
any emergency turn after take -off onto routes contained in the aircraft's operations
manual, and approved for use by the local air traffic control, must also have been
checked for compliance with the performance requirements.

2.5.3 Information should also be given on the following points:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 8 / 205
[Link] Landing or take-off on runways affected by water, snow, slush or ice, with
particular reference to techniques, the additional distances required and the
crosswind limitations.
[Link] Allowances to be made for the effect of varying surface conditions where grass
strips are used.
[Link] Crosswind limits for take-off and landing. It is not sufficient to repeat a statement
in a flight manual that a particular crosswind component has been found to be
acceptable; operators' limitations should be stated in unequivocal terms. In
gusty conditions, the limit shall apply to the mean of the reported steady wind
and reported gusts. Limits in excess of any figure mentioned in the flight manual
will not be acceptable. Lower limits must be stated for use on a contaminated
runway and where appropriate for landing with control, steering, or retarding
systems not fully serviceable or following a power unit failure.
[Link] Minimum strip widths to be available after the clearance of snow, together with
the maximum height of associated snow banks.
[Link] For light aircraft, maximum permissible wind velocities for taxiing, take-off and
landing.
[Link] Allowances to be made for the effect of unserviceable devices such as flaps,
reversers, air brakes, etc.
[Link] Drift-down procedures to be followed on specific routes after failure of an
engine, if the aircraft's stabilising altitude is likely to be critical in terms of safety
height.
[Link] Special handling techniques and/or routing procedures resulting from noise
abatement regulations related to particular airfield and runways. The noise
abatement procedures specified for any one aeroplane type should be the same
for all aerodrome, unless otherwise approved by the SSCA.
[Link] Instructions on the conditions under which ferry flights with one engine
inoperative can be undertaken, with details of the procedures to be followed.

Note: In respect of any operating conditions for which no relevant data is provided in the flight
manual or performance schedule, it is more important that the operator seeks
information and approval of the data to be used from the SSCA.

2.5.4 A statement should be included in the manual to the effect that simulated
instrument flight, and the simulation of emergency situations which might affect
the flight characteristics of the aircraft, are prohibited on passenger or cargo
carrying flights.

2.6 FUEL FORMULA AND MANAGEMENT

(see CCAR Part 8, 8.6 flight planning and supervision)

2.6.1 Aeroplanes - Fuel Planning

[Link] To ensure departure with sufficient fuel for the flight and adequate reserves the
Standard Fuel Formula in paragraph 2.6.2 must normally be followed. In special
circumstances and under certain conditions alternate formulae may be used, as
detailed in paragraph 2.6.3, (Minima Fuel Reserves) paragraph 2.6.4, (Planning
on an Alternative Destination with Re-dispatch in Flight) and 2.6.5 (Island Hold)
of this chapter.
[Link] Whichever formula is used, allowance should be made for, as appropriate:
a) auxiliary power unit;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 9 / 205
b) operation of systems such as de -icing which affect fuel consumption;
c) a congested air traffic area where delays are likely;
d) airfield where there is a need to climb to or descend from the en-route
safety altitude whilst in the vicinity of the airfield;
e) accuracy of the aircraft fuel gauges.
[Link] There should be instructions and guidance on the effect on fuel consumption of
engine or system failure.
[Link] Where necessary requirements for oil, water methanol, etc as well as fuel
should be specified.
[Link] Commanders must be allowed to carry more than the minimum fuel, at their
discretion.

2.6.2 Standard Fuel Formula

[Link] The normal minimum fuel to be loaded before start-up shall be the total of:
a) start-up and taxi fuel: this may be a standard fixed amount; and
b) fuel to destination: take-off, climb, cruise, descent, approach and
landing; and
c) contingency fuel: a small percentage, usually 5% of (b) to allow for
errors in forecast winds, navigation inaccuracies, ATC restrictions on
desired flight level, etc; and
d) alternate fuel : go around from decision height at destination, climb,
cruise, descent approach and landing at alternate; and
e) contingency fuel; normal 5% of (d); and
f) holding fuel, which shall be at least :
1) 45 minutes fuel for piston-engined aircraft; or
2) 30 minutes fuel at 1500 feet above the alternate aerodrome
under standard temperature conditions for turbo-jet aircraft.
[Link] To cater for very short sectors, and for alternates which are close to the
destination, operators should specify a minimum contingency fuel and a
minimum diversion fuel.

2.6.3 Minimum Fuel Reserves

[Link] If the weather forecast for the destination gives a reasonable certainty that the
landing may be made under visual meteorological conditions, the reserves in
paragraph [Link] d), e) and f) may be replaced by:
a) alternate fuel (from decision height at destination to landing at
alternate) plus 5% contingency; or
b) 60 minutes holding fuel, whichever is the greater.
[Link] Reducing normal fuel reserves to Minimum Fuel Reserves may only be
permitted provided that:
a) the operator has specified appropriate weather minima; and
b) the destination aerodrome must have at least two independent runways
available and suitable for landing; and
c) the operator prohibits the use of Minimum Fuel Reserves to
destinations which pose special problems.

2.6.4 Planning on an Alternative Destination with despatch in Flight

[Link] The contingency fuel in paragraph 2.6.2. 1 c) may be reduced to 5% of the
planned fuel burn from a decision point to the final destination, but not below the
operator's stated minimum contingency fuel. The total fuel load calculated in this
way shall be increased if necessary to not less than the fuel load needed for
flight to the alternative destination, calculated in accordance with paragraph

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 10 / 205
2.6.2 or paragraph 2.6.3.
[Link] The alternative destination must be available for landing at the appropriate time,
and its weather forecast must allow a technical stop to be made.

2.6.5 Aeroplanes - In flight Fuel Management

[Link] Crew must be given suitable instructions on monitoring of fuel and oil used and
remaining. The records required by these instructions should be retained for at
least three months.

[Link] When an aircraft has been despatched under paragraph 2.6.4 a decision must
be made at or before decision point whether to land at the alternate destination
or re-dispatch to the final destination. The manual must contain instructions that
the aircraft may only be re-dispatched if the fuel on board is sufficient to reach
the final destination plus contingency paragraph 2.6.2, or reserves of paragraph
[Link] if all the conditions of paragraph [Link] are met.
[Link] The manual must state that in the event of a diversion, the aircraft is to arrive
overhead the alternate with a stated minimum holding fuel. It should be pointed
out that if departure fuel was the minimum required by paragraph 2.6.3, this may
involve a decision to divert before reaching destination.
[Link] When any abnormal fuel procedure is used in flight, the commander must be
informed and at least two crew members must monitor the operation.
[Link] Instructions may be included in the manual to allow crew to continue a flight to a
destination when normal reserve fuel will no longer be available. Safeguarding
conditions associated with those instructions should include:
a) such a decision to continue should only be made when one hour or less
from the destination and when close to a usable en-route aerodrome;
and
b) the usable fuel remaining must be sufficient to fly to destination
aerodrome, hold for 30 minutes at that aerodrome in the conditions of
paragraph [Link] (f) of this chapter, make an approach to land, and
include a contingency allowance; and
c) the actual and forecast meteorological conditions at the destination will
permit a visual approach to landing until one hour after ETA. Account of
any significant crosswind on the runway should also be considered; and
d) there are no known or probable ATC delays for the period from ETA to
ETA plus one hour; and
e) there are at least two independent runways available and suitable for
landing.

2.6.6 Helicopters
[Link] The fuel requirements for helicopters for flights planned in IMC, or off-shore, or
over hostile terrain (i.e. where forced landings are not possible or which present
a consequential survival problem) should follow those set out above for
aeroplanes. The alternate landing site on which diversion fuel is calculated must
meet the single engine landing requirements of the helicopter.
[Link] For flights in VMC over hospitable terrain, the capability of the helicopters to
land safely away from aerodromes should be taken into account. The minimum
fuel for such flight should be taken into account. The minimum fuel for such
flights should be sufficient for flight to destination, plus 10 per cent contingency,
plus 20 minutes at best range speed, to allow for air traffic delays, site
reconnaissance, etc.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 11 / 205
[Link] Flights initiated with Minimum Fuel Reserves should not enter IMC unless all the
fuel requirements for IMC flight to destination and alternate with holding and
contingency reserves, are available at the time flight in IMC is commenced.
[Link] A minimum in-flight indicated fuel state should be set down for each type of
helicopter. This is particularly important when specialised activities, such as
aerial crane work are conducted.

2.7 USE OF OXYGEN AND PROVISION OF EQUIPMENT

(see CCAR Part 8, 8.5, 8.6,8.9 and IS 8.10)

2.7.1 Sufficient information should be included to enable the commander to verify that
adequate oxygen and associated equipment are carried to meet the
statutory requirements and to guide the crew on its use and the
circumstances for the continued use of oxygen.

2.7.2 If oxygen is not carried, instructions should be included on restriction of operating

heights.

2.8 CHECK LISTS

2.8.1 The drills and checks to be followed in the operation of the aircraft, including
those for abnormal or emergency conditions, should be listed in full in the manual
- preferably in a separate volume. (See paragraph 2.14 on Emergency
Evacuation). Checklists of emergency equipment and instructions on their use
should also be provided. The pilot- in-command shall ensure that the checklists
are complied with. The design of the checklists shall observe human factors
principles.

2.8.2 There should be items in the normal drill requiring the aircraft commander to brief
other flight crew members on the following matters:
[Link] Prior to take-off:
a) the actions to be taken in the event of an emergency arising during or
immediately after take-off;
b) any special requirements for take-off in crosswinds and on wet or
otherwise contaminated runways;
c) noise abatement procedures;
d) selection of radio aids.
[Link] Prior to landing:
a) selection of radio aids;
b) missed approach procedures;
c) any special handling or systems requirements for landing;
d) selected alternate for diversion.
Note: It is not suggested that these items should be included in checklists in detail; if suitable
instructions are provided elsewhere, the word 'briefing' will be sufficient at the appropriate
points in the lists.

2.8.3 Checklists will not be acceptable unless they include detailed requirements for the
setting and cross checking of altimeters for all phases of flight. There should also
be an item in the normal drills requiring minimum safe altitudes to be checked
before descending from cruising level.

2.8.4 Examples of emergency drills to be covered in checklists are:

a) engine failure;
b) engine fire and severe engine damage;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 12 / 205
c) propeller malfunction;
d) failure of normal feathering system;
e) fuel filter icing;
f) relighting of turbine engines;
g) bus-bar and other serious electrical failures;
h) malfunction of power control systems;
i) pressurisation failure and emergency descent;
j) cabin/hold fire;
k) smoke removal;
l) essential actions prior to commencement of emergency evacuation;
m) hydraulic failures;
n) brake overheat.

2.8.5 In aircraft operated by two pilots, checklists should be stowed so that they are
available to both pilots. If this is not possible, separate drill cards or checklists
should be provided for each pilot for use on the flight deck. If the flight crew
includes a flight engineer or third pilot a separate checklist should be provided for
his/her use. In "single pilot" aircraft, checklists should be supplemented by the
placarding of vital actions for final approach and landing. Emergency drills should
be clearly marked for immediate use and, on larger and more complex aircraft,
they should preferably be given on a separate set of cards kept apart from other
documents on the flight deck and immediately available. For cabin crew, details of
their ditching, crash landing and emergency evacuation drills should be readily
available in flight. This can be achieved either by issue to each member of the
cabin crew of a copy of their emergency drills - which they should be required to
carry with them - or by stowing the drill cards at appropriate positions in the cabin.
All check lists or drill cards must be of a quality sufficient to withstand heavy wear
and to remain in legible condition.

2.8.6 On multi-crew aircraft, the manual should contain clear instructions that checklists
are always to be used. On single pilot aircraft, the operator may at his discretion
allow in-flight drills to be carried out from memory. When an operator elects to
adopt this procedure, he/she must, nevertheless, ensure that the aircraft is
provided with a checklist which is readily available to the pilot. Memorised drills
must be carried out strictly in accordance with the checklist and emergency drills
must be verified as soon as possible by reference to the checklist.

2.8.7 Aeroplane search procedure checklist

[Link] The operator shall ensure that all aeroplanes carry a checklist of the procedures
to be followed for that aeroplane type in searching for concealed weapons,
explosives, or other dangerous devices when a well-founded suspicion exists
that the aeroplane may be the object of an act of unlawful interference. The
operator shall also support the checklist with guidance on the appropriate course
of action to be taken should a bomb or suspicious object be found, and provide
information on the least-risk bomb location specific to that aeroplane type.

2.8.8 Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods
Doc 9481, N/928
[Link] Operators shall ensure that all aeroplanes carry a copy of the "ICAO 9481
N/928" emergency Response Guidance for Aircraft Incidents Involving
Dangerous Goods to assist the crew to deal with any dangerous incident
occurring on board the aircraft during flight.
[Link] Operators are required to provide a "Dangerous goods emergency response kit"
for use aboard an aircraft and training crew members regarding its use. A
typically dangerous goods emergency response kit contains a:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 13 / 205
a) large, good quality polyethylene bags;
b) bag ties; and
c) long rubber gloves.

2.9 RADIO WATCH

2.9.1 A simple instruction requiring a continuous watch on the appropriate frequency

should normally suffice.

2.10 ROUTE GUIDE

2.10.1 The route guide to be provided should be a volume or series of volumes separate
from the rest of the operations manual. Aerad, Jeppesen or similar publications
approved by the SSCA will normally meet the requirement provided that flight
crew are given adequate advice on the route to be followed. An operator
providing his own guide should ensure that it meets the needs of crew in every
respect. If flights are to be made only on airways or advisory routes (ADRs), it will
be sufficient to include instructions to that effect; otherwise routes regularly flown
should be specified in detail, normally on prepared navigation flight plans. For
other flights, routes should be specified in a commander's flight brief, a copy
being retained at base. Operators are not required to lodge copies of standard
Aerad or Jeppesen flight guides with the SSCA.

2.10.2 Particular care should be taken to ensure that adequate information is provided
on; search and rescue facilities, obstructions in the approach pattern, radio failure
procedures, prohibited and danger areas, standard TMA routings, seasonal
meteorological conditions, ATC communications and navigational facilities and
procedures associated with the route along the route(s) and applicable
procedures over heavily populated areas and areas of high traffic intensity,
obstructions, physical layout, lighting, approach aids and arrival, departure
holding and instrument approach procedures, and applicable operating minima.
Only recognised instrument approach or let-down procedures in general use
should normally be included in the flight guide. Exceptionally, a special "break
cloud" procedure devised by the operator may be considered acceptable provided
it has been approved by the appropriate airport authority. Proposals to use such
special procedures, accompanied by the associated aerodrome operating
minima, should be submitted for approval to the SSCA.

2.10.3 Normally, the cancellation of IFR flight plans at night or in congested terminal
areas should be prohibited, and instructions to this effect included in the manual.
If an operator does not wish to impose a total prohibition, detailed instructions
should be included in the manual setting out the minimum conditions that must be
satisfied before cancellation of an IFR flight plan.

2.10.4 In order to facilitate effective monitoring of an instrument approach by members of

the flight crew, operators of multi-crew aircraft should provide for use on the flight
deck at least two copies of the instrument approach charts to be used.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 14 / 205
Chapter 2.11
2.11 METEOROLOGICAL REPORTS FROM AIRCRAFT Revision : 2
Date : 18 May 2009

2.11.1 Instructions on meteorological reports from aircraft in flight should be based

on the information and guidance in the Cambodian AIP and/or any special
requirements of foreign authorities. Flight crew are also required to record and
report on volcanic activity.

2.12 MINIMUM SAFE ALTITUDES

2.12.1 The minimum safe altitude must be prescribed by the operator for each sector of
each route to be flown - including routes to "alternate" aerodromes. For this
purpose "sector" means the intended track from one reporting or turning point to
the next, until the aircraft starts the instrument approach procedure (or joins the
traffic pattern) at the aerodrome to be used for landing. Except as provided in
paragraph 2.12.2 below, these figures must be specified by the operator prior to
flight - in the appropriate volume of the manual, in a prepared navigational flight
plan, or in the commander's flight brief.

2.12.2 To meet the needs of the commander when he/she is obliged to depart from the
planned or normal route, operators must include in the manual instructions from
which the minimum flight altitude can readily be determined.

2.12.3 In specifying minimum flight altitude, operators must take account of any local
regulations and limitations. The instructions should include maintenance of
altitude awareness and the use of automated or flight crew altitude or flight crew
call-out; the use of auto-pilot and auto-throttles in IMC; the clarification and
acceptance of ATC clearances, particularly where terrain clearance is involved.
Operators must specify limitations on high rate of descent near the surface.

2.12.4 The criteria upon which minimum altitudes are based will necessarily be
determined to some extent by the track guidance facilities available to the
commander, and by the extent to which commanders and operators are able in
particular circumstances to accept the directions of radar controllers. The
minimum acceptable standards will normally be as follows (see paragraph 2.12.5
of this chapter):
[Link] For general application: 1,500 feet above the highest terrain or obstacle within
20 nm. of the intended track, with additional provision where necessary for
terrain or obstacles within 10 degrees of intended track from the last known
position.
[Link] For flight in controlled airspace where the track is well defined by two separate
aids: 1,500 feet above the highest terrain or obstacle within 10 n.m. of the
intended track.
[Link] For radar controlled flight within 25 n.m. of the aerodrome of departure or
intended landing: 1,000 feet above the highest terrain or obstacle within 5 n.m.
of the intended track. Commanders should be instructed to monitor all radar
instructions by reference to other aids and be reminded that radar control does
not relieve them of their responsibility to ensure adequate terrain clearance.
[Link] If the specified minimum altitude for a sector is related only to terrain or
obstacles within less than 20 n.m. of the intended track, special attention must
be drawn to the fact in manuals and prepared navigational flight plans supplied
to flight crew.

2.12.5 For flights within 20 nm. of terrain having an elevation exceeding 2,000 feet,
operations manuals should provide for minimum altitude to be increased by at

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 15 / 205
least the following amounts according to the wind speed at flight level:

Wind speed in knots

Elevation of terrain
0-30 31-50 51-70 Over 70

2,000 – 8,000 ft 500 ft 1,000 ft 1,500 ft 2,000 ft

Above 8,000 ft 1,000 ft 1,500 ft 2,000 ft 2,500 ft

2.12.6 The manual should also include a reference to the effect of mountain waves and
instruct commanders to take suitable precautions when such conditions are
reported or forecast.

2.12.7 Minimum altitude should be related where necessary to the ability of the aircraft to
comply with the Weight and Performance requirements. i.e. all engines operating,
single engine failure for 2 engine aircraft, 1 or 2 engine failure for 3 or 4 engine
aircraft.

2.12.8 If an operator wishes to use the minimum safe altitudes provided in a recognised
Flight Guide (Aerads, Jeppesen or any charts that are approved by the SSCA)
he/she must first check that the basis of the publisher's calculations will give at
least an equal standard to that required by the above paragraphs. It may be
necessary to promulgate a correction in the manual so that the required standard
is achieved.

2.13 MINIMUM FLIGHT ALTITUDES

2.13.1 An operator shall be permitted to establish minimum flight altitudes for those routes flown
for which minimum flight altitudes have been established by the State flown over or the
responsible State, unless they shall not be less than those established by that State.

2.13.2 An operator shall specify the method by which it is intended to determine minimum flight
altitudes for operations conducted over routes for which minimum flight altitudes have not
been established by the State flown over or the responsible State, and shall include this
method in the operations manual. The minimum flight altitudes determined in accordance
with the above method shall not be lower than specified by in ICAO Annex 2.

2.13.3 The method for establishing the minimum flight altitudes should be approved by the
SSCA only after careful consideration of the probable effects of the following factors on
the safety of the operation in question:
a) the accuracy and reliability with which the position of the aircraft can be
determined;
b) the inaccuracies in the indications of the altimeters used;
c) the characteristics of the terrain (e.g. sudden changes in the elevation);
d) the probability of encountering unfavourable meteorological conditions (e.g.
severe turbulence and descending air currents);
e) possible inaccuracies in aeronautical charts; and
f) airspace restrictions.

2.14 AERODROME OPERATING MINIMA Chapter 2.13

Revision : 2
Date : 18 My 2009

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 16 / 205

Note - SSCA does not approve any helicopter IFR operations.

Aerodrome Operating Minima will not be applicable for Helicopter operations

2.14.1 The Operator is required to provide detailed instructions in the manual in respect of
minimum weather conditions for take-off and landing - and, where necessary, for the en-
route phase of the flight. The main object of these instructions is to help the commander
decide whether or not he/she should take-off or commence or continue an approach.
They need to be drafted and presented with care and with consideration for the pilot who
will be required to observe them. There must be a clear statement that a commander
may not attempt a take-off or approach to landing in weather below the stated minima,
but that he/she retains the authority to apply higher minima if in his opinion, it is
necessary to do so in order to secure the safety of his aircraft.

2.14.2 Operators in establishing aerodrome operating minima shall take into consideration for
any particular operation, full account of the following:
a) the type, performance and handling characteristics of the aeroplane;
b) the composition of the flight crew, their competence and experience;
c) the dimensions and characteristics of the runways which may be selected for
use;
d) the adequacy and performance of the available visual and non-visual ground
aids;
e) the equipment available on the aeroplane for the purpose of navigation and/or
control of the flight path during the approach to landing and the missed
approach;
f) the obstacles in the approach and missed approach areas and the obstacle
clearance altitude/height for the instrument approach procedures;
g) the means used to determine and report meteorological conditions; and
h) the obstacles in the climb-out areas and necessary clearance margins.

2.14.3 When specifying Aerodrome Operating Minima, operators should not specify values
lower than the appropriate values as specified by the State in which the aerodrome is
located or the Aerad or Jeppesen or any other charts that are approved by the SSCA.
This will include the values of runway visual range for Category I, II or III operations.
Operators are to submit their method of calculation of aerodrome operating minima
including for Category I, II and III operations to the SSCA. The calculations should take
into account the aircraft type and handling characteristic, the crew experience and
competence, the runway dimension and characteristic and adequacy of available visual
and non-visual ground aids, aircraft equipment available for navigation during approach
and landing, obstacle clearance for the approach, missed approach and landing and the
means of obtaining meteorological reports. The minima specified in the Aerad or
Jeppesen or approved charts will be accepted by the SSCA. In addition, the operator
must specify that:

a) an instrument approach and landing operation should not be authorised, when the
aerodrome operating minima is below 800 m visibility unless RVR information is
provided;

b) a CAT II and CAT III instrument approach and landing operations shall not be
authorised unless RVR information is provided;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 17 / 205

c) the commander shall not continue beyond the outer marker fix in the case of a
precision approach (CAT I, CAT II or CAT III) or below 1000 ft (300m) above the
aerodrome in case of non-precision approach, unless the reported visibility or
controlling RVR is above the specified minimum;

d) after passing the outer marker fix in the case of a precision approach (CAT I, CAT
II, CAT III) or below 1000 ft (300 m) above the aerodrome in the case of a non-
precision approach (NDB, VOR), the reported visibility or controlling RVR falls
below the specified minimum, may continue to the decision height or minimum
decision height as determined by the state of authority. In any case, an aeroplane
shall not continue its approach-to-land at any aerodrome beyond a point at which
the limits of the operating minima specified for that aerodrome would be infringed.

e) operational procedures designed to ensure that an aeroplane being used to

conduct precision approaches crosses the threshold by a safe margin, with the
aeroplane in the landing configuration and attitude.

Note 1: Controlling RVR means the reported values of one or more RVR reporting locations
(touchdown, midpoint and stop-end) used to determine whether operating minima are
or not met. Where RVR is used, the controlling RVR is the touchdown RVR, unless
otherwise specified by the state of authority.

Note 2: Approach and landing operations using instrument approach procedures are classified
as follows:
i. Non-precision approach and landing operations. An instrument approach and
landing which utilises lateral guidance but does not utilise vertical guidance.

ii. Precision approach and landing operations. An instrument approach and landing
using precision lateral and vertical guidance with minima as determined by the
category of operations.

iii. Approach and landing operations with vertical guidance. An instrument approach
and landing which utilises lateral and vertical guidance but does not meet the
requirements established for precision approach and landing operations.
Lateral and vertical guidance refers to the guidance provided either by a ground-
based navigation aid or computer generated navigation data.

iv. Categories of precision approach and landing operations:

Category I (CAT I) operation. A precision instrument approach and landing with:

a) a decision height not lower than 60 m (200 ft); and

b) with either a visibility not less than 800 m or a runway visual range not less
than 550 m.

Category II (CAT II) operation. A precision instrument approach and landing with:

a) a decision height lower than 60 m (200 ft), but not lower than 100 ft (30 m) ; and
b) a runway visual range not less than 300 m.

Category IIIA (CAT IIIA) operation. A precision instrument approach and landing with:

a) a decision height lower than 30 m (100 ft) or no decision height; and

b) a runway visual range not less than 175 m.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 18 / 205

Category IIIB (CAT IIIB) operation. A precision instrument approach and landing with:

a) a decision height lower than 15 m (50 ft), or no decision height; and

b) a runway visual range less than 175 m but not less than 50 m.

Category IIIC (CAT IIIC) operation. A precision instrument approach and landing with
no decision height and no runway visual range limitations.

Note.— Where decision height (DH) and runway visual range (RVR) fall into
different categories of operation, the instrument approach and landing
operation would be conducted in accordance with the requirements of the
most demanding category (e.g. an operation with a DH in the range of CAT
IIIA but with an RVR in the range of CAT IIIB would be considered a CAT
IIIB operation or an operation with a DH in the range of CAT II but with an
RVR in the range of CAT I would be considered a CAT II operation).

Note 3:
i. The required visual reference for precision approach means that section of the
visual aids or of the approach area which should have been in view for sufficient
time for the pilot to have made an assessment of the aircraft position and rate of
change of position in relation to the desired flight path. In Category III operations
with a decision height the required visual reference is that specified for the
particular procedure and operation.

ii. The required visual reference for a non-precision approach means that section of
the visual aids or approach area which should have been in view for a sufficient
time for the pilot to have made an assessment of the aircraft position and rate of
change of position, in relation to the desired flight path. In the case of a circling
approach the required visual reference is the runway environment.

2.14.4 The instructions must comply with the relevant regulations and any mandatory
operating minima which foreign countries may apply or authorise.

2.14.5 Except as provided in paragraph 2.14.3 of this chapter, specific minima must be
prescribed by the operator - prior to flight - in the appropriate volume of the
manual or in the commander's flight brief. Limitations must cover take-off, every
usable instrument approach procedure, and visual manoeuvring for landing at
each aerodrome of intended landing, including alternates. The manual shall
specify to the Commanders that he/she shall not continue the flight towards the
aerodrome of intended landing, unless the latest available information indicates
that at the expected time of arrival, landing can be effected at that aerodrome or
at least at one destination alternate aerodrome, in compliance with the approved
aerodrome operating minima.

2.14.6 Minima and associated instructions must be related as necessary to particular

types of aircraft, and must be tabulated or otherwise presented in a manner that
will facilitate immediate reference on the flight deck.

2.14.7 Runways (or landing strips) and approach aids which are not to be used (e.g.
because the runway is too short) must be clearly indicated. This may be done in
the operator's weather minima tables or by a general instruction prohibiting the
use of runways or aids which are not included in the tables.

2.14.8 For guidance of commanders who may be obliged in exceptional circumstances

to land at aerodrome for which values have not specified, operators should
include in the manual the data and instructions by means of which minima

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 19 / 205
appropriate to the circumstances can readily be calculated. The data and
instructions should be adequate to secure at least the normal operating standards
observed by the operator and should be expressed as simply as possible. Note
particularly that in these circumstances it may not be practicable for the
commander to give the same detailed consideration to all the relevant factors
which the operator is able to give when pre- calculating minima for inclusion in the
manual or flight brief. It would therefore be expected that minima calculated in this
way would usually be higher than those which would have been pre-calculated.
The guidance given should be sufficient to enable the commander to determine
all the values that would normally have been specified by the operator including,
in particular, the minima appropriate to visual manoeuvring for landing. When an
aircraft commander calculates the Aerodrome Operating Minima (AOM) in
accordance with these criteria the calculations should be retained with other flight
documentation.

2.14.9 Selection of Alternate Aerodrome

[Link] The alternate designated by the operator for each intended destination should
normally be specified in the appropriate section of the manual or in the
commander's flight brief. The selection of the destination alternates should be
specified in the ATS and crew navigational flight plans; unless the duration of
the flight and the meteorological conditions prevailing are such that there is
reasonable certainty that, at the time of arrival at the aerodrome of intended
landing, and for a reasonable period before and after such time, the approach
and landing may be made in visual meteorological conditions or the aerodrome
of intended landing is isolated and there is no alternate destination alternate
aerodrome (see paragraph 6 of this chapter on Fuel Formula and Management).
[Link] Instructions should be included on the factors to be taken into account by
commanders in the selection of alternates for particular flights.
[Link] Departures in conditions below the operator's landing minima must normally be
prohibited by the operator unless there is a "return alternate" within a specified
flying time (with one engine inoperative) or distance at which the forecast
conditions are above the relevant minima for landing. The specified times should
not be greater than the values in the following table:

Specified time at
Aircraft "one engine out" speed
4 turbine 120 minutes
4 piston 120 minutes
3 turbine 120 minutes
3 piston 120 minutes
2 turbine 60 minutes

2 piston 60 minutes

[Link] Operators using Category II or Category III equipped aircraft should, at the flight
planning stage consider the possibility of equipment malfunction, and ensure
that the weather at the alternate is Category I or better.

2.14.10 Take-off Minima

[Link] Take-off conditions are dealt with in Part 8 of CCAR, paragraph [Link]. Minima
condition for take-off must be specified in terms of cloud ceiling and the runway
visual range or visibility as appropriate. Full account should be taken of factors
such as the nature and position of runway lights and/or markings, the take-off
run and emergency distance available, runway width and the directional

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 20 / 205
controllability of the aircraft particularly in case of engine failure.

2.14.11 Special rules applicable to certain types of aircraft are discussed in

paragraph 2.14.14.

2.14.12 Landing Minima

[Link] Decision height/altitude (DH, DA) or minimum descent height/altitude (MDH,
MDA) and Runway Visual Range (RVR) and/or visibility must be specified for
each runway or landing strip and approach aid to be used. Crew must be
instructed not to commence or continue an approach to landing if the RVR or
visibility falls below the specified values, and to initiate a missed approach at or
above DH/DA or MDA/MDH if from that height the approach and landing cannot
be completed entirely by visual reference to the ground (see paragraph 2.14.3 of
this Chapter). The procedure should ensure that the aircraft conducting a
precision approach crosses the threshold by a safe margin in a landing
configuration and attitude.
[Link] In deciding the values to be specified, operators shall be guided by FOM. They
must also take account of the relevant limitations notified by the appropriate
aerodrome authority. Any altimeter system and the amount of sink following
initiation of a missed approach must be allowed for. The minimum acceptable
RVR is related to decision height and to visual approach and runway aids.
[Link] Operators must specify increments to be applied to the normal specified values
in the event of any unserviceability of engine, system or instrumentation which
significantly affects the performance and/or handling of the aircraft. Operators
should also consider specifying increments to be applied by commanders with
limited experience. All approaches should be conducted according to a
stabilized approach procedure.

2.14.13 Minima for Visual Manoeuvring for Landing

[Link] Minima for visual manoeuvring for landing (circling minima) must be established
by the operator for each aerodrome to be used. These minima shall consist of a
minimum circling height and a minimum visibility. They would apply, for
example, where a pilot used a radio aid to position himself in sight of the
aerodrome and then made a partial circuit (or other significant manoeuvre) to
line-up for the approach and landing.
[Link] The minimum height for circling should be determined by reference to the
relevant chart or AIP and account must be taken of obstacles and terrain within
the appropriate radius of the centre of the aerodrome. The radius used must be
indicated in the manual.
[Link] At some aerodromes, it will be necessary to restrict circling to a particular area
of the circuit - e.g. "north of the extended centreline only" – because of major
obstacles or high ground in the vicinity. Any such restriction must be clearly
indicated in the lists of operating minima.
[Link] For a visual circuit of the aerodrome based on visual manoeuvring minima, a
pilot should have continuous sight of ground features which will enable him to
establish the position of the aircraft in relation to the aerodrome and
subsequently to remain within the notified visual manoeuvring area.

2.14.14 Special Rules For Certain Aircraft

[Link] Certain classes of aircraft which are less well equipped and/or have a limited
engine-out performance capability will need to operate to higher weather

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 21 / 205
minima. Such minima shall be submitted to the SSCA for approval.

2.14.15 Aerodromes without Approach Aids

[Link] As a general rule for public transport aircraft carrying passengers, flights to
aerodrome without a radio or radar approach aid are prohibited. This should be
brought specially to the attention of crew in operations manuals. In exceptional
circumstances flights to such aerodromes may be specially permitted, and
suitable aerodrome operating minima, together with associated operating
procedures, will be agreed with the operator.

2.15 EMERGENCY EVACUATION PROCEDURES

2.15.1 The manual should specify the procedures to be followed by the aircraft crew for
the rapid evacuation of an aircraft, and the care of passengers, in the event of a
forced landing, ditching or other emergency. Much of the material will necessarily
be descriptive but it is essential that the basic drills to be followed by the various
members of the aircraft crew should be summarised and tabulated. Particular
attention should be paid to the following points:
a) The correct setting for pressurisation controls - e.g. spill valves, safety valves,
discharge valves - prior to ditching;
b) The proper use of emergency escape chutes;
c) The method of fitting life-jackets to small children;
d) The briefing of passengers and warning of impact;
e) The seating of aircraft crew members adjacent to exits which drills require them to
open;
f) Crowd control (particularly in relation to aircraft capable of carrying large numbers
of passengers) including procedures for initiating and maintaining the rapid
egress of passengers in the event of an emergency evacuation;
g) The need to move passengers away from the vicinity of the aircraft after
evacuation.

2.15.2 Clear instructions should be given in the manual (supplemented by simple

diagrams) on the location and, where it is not self-evident, the method of use of
each item of emergency and survival equipment such as escape chutes and
ropes, exits, fire extinguishers, oxygen masks and smoke protection equipment,
emergency lights, torches, first aid kits, dinghies, life-jackets, survival packs,
emergency radio, and flotation cots. It is especially important that differences
between individual aircraft of the same type are clearly shown.

2.15.3 Special consideration should be given to the problems posed by the carriage of
disabled passengers and the possible need to carry additional cabin crew. The
aircraft commander should be made aware of the presence of severely disabled
persons on board, and of the precautions taken to minimize the effect of their
carriage on the conduct of an emergency evacuation of the aircraft.

2.15.4 Operators should ensure that there are satisfactory arrangements for cabin crew
to be warned immediately of any emergency which might require the rapid
evacuation of passengers from the aircraft.

2.15.5 To improve the chances of a successful evacuation, operators should back up the
cabin crew briefing by paying special attention to the individual passenger notice
cards, required by the CCAR. It should be in colour, and pictorial, giving simply
and unambiguously:
a) instructions on the method of use of safety belts and harnesses;
b) instructions on the brace position to be adopted in the event of an emergency
landing;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 22 / 205
c) information as to where emergency exits are to be found and how to use them;
and
d) information on where life-jackets, escape slides, life rafts, oxygen masks are to be
found and how to use them.

2.16 ALLOWABLE DEFICIENCIES AND MINIMUM EQUIPMENT LISTS

2.16.1 The operator shall provide guidance to commanders on whether and on what
conditions aircraft may be operated with defect not rectified. The minimum
equipment list for all specific operations including any requirements relating to
operations in All Weather Operations (CAT II and CAT III), RNP, MNPS, RVSM,
ETOPS and CNS/ATM airspace and any other special operation requirements
shall be submitted to the SSCA for approval.

2.16.2 When the carriage of unserviceable equipment results in a deviation from the
normal drills, satisfactory alternative drills must be included in the manual. It is
important, when items such as spoilers or thrust reversers are listed as allowable
deficiencies that the operator not only publishes alternative drills, but also checks
with the SSCA on the validity of relevant performance data.

2.17 USE AND CHECKING OF ALTIMETERS

2.17.1 Operators should provide detailed instructions in their operations manuals about
altimeter setting procedures and in particular, about their policy regarding the use
of QFE and QNH.

2.17.2 The instructions should include pre-flight serviceability checks, the settings to be
used on each altimeter for each phase of flight, and the monitoring and cross-
checking duties of flight crew during climb and descent and whenever a setting is
changed.

2.17.3 In order to facilitate effective monitoring during the approach and landing phase in
aircraft operated by two pilots, the SSCA requires that both pilots' altimeters be
set to the same datum unless otherwise approved by the SSCA.

2.17.4 Guidance material on the use of altimeters is contained at Appendix G.

2.18 REPORTING OF ACCIDENTS, INCIDENTS AND OCCURRENCES

2.18.1 Operators, commanders and maintenance organisations of Cambodia registered

aircraft are required to report any accidents, incidents or occurrences which
endangers, or unless corrected would have endangered the flight crew and
passengers and aircraft (such as unlawful interference, air rage etc). The written
report is to be submitted by the quickest means available, within 24 hours to the
SSCA. The manual should remind personnel of their responsibilities in this regard
and state the company procedure for dealing with such reports.

2.18.2 Commanders are to report any hazardous conditions, other than those associated
with meteorological conditions, to the appropriate aeronautical station as soon as
possible. The reports so rendered shall give such details as may be pertinent to
the safety of other aircraft.

2.18.3 The commander shall be responsible for reporting the all known or suspected
defect in the aircraft to the operator at the termination of the flight in accordance
with the CCAR Part 8, paragraphs [Link] to [Link].

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 23 / 205
2.19 DANGEROUS GOODS

2.19.1 The operations manual should indicate whether or not a general permission for
the carriage of dangerous goods is held and what conditions apply to that
permission. Operators who do carry dangerous good should also include in their
operations manual information regarding the means of identifying dangerous
goods, their manner of loading and the responsibilities of crew members
concerning such goods. The conditions for the carriage of dangerous goods are
covered in Chapter 3, paragraph 3.3.

2.19.2 Operators who do not seek permission to carry dangerous goods must prohibit
their carriage by an entry in the operations manual, and give guidance to staff and
agents concerning which goods may not be carried.

2.20 GROUND HANDLING

2.20.1 Operators are required to provide ground handling instructions, procedures and
arrangements so that all ground handling despatch tasks are carried out in a standard
manner.

2.20.2 In addition, instructions shall be provided to its staff on the requirement to monitor
the performance of the contracted handling agents to ensure safe conduct of all
tasks.

2.20.3 When all or part of the functions and tasks related to ground handling services have
been contracted to a service provider, all ground handling responsibility must be still
maintained by the operator.

2.21 EXTENDED RANGE TWIN ENGINE OPERATIONS

2.21.1 An operator shall not operate ETOPS flights without approval from the SSCA.

2.21.2 The operator shall provide a policy and procedures on the operations of ETOPS
flights covering at least the following:

a) The airworthiness certification of the aircraft type

b) The reliability of the propulsion system
c) The operating crew shall not conduct operations beyond the threshold time
unless approved. All ETOPS routes are specifically approved by the SSCA. A
reference of all approved routes have to be provided for crews' reference;
d) The required enroute alternates for ETOPS that are selected will be specified
in the ATC flight plans in accordance with the ETOPS diversion time approved
and engine failure procedures and the nomination and utilization of the
diversion aerodromes;
e) An aerodrome may not be selected as an ETOPS enroute alternate aerodrome
unless the appropriate NOTAM and weather reports or forecasts, or any
combination thereof, indicate that during the period commencing one hour
before and ending one hour after the expected time of arrival at the
aerodrome, the aerodrome is available and weather conditions will be at or
above the planning minima prescribed and in accordance with the operator's
ETOPS approval;
f) Maintenance and MEL requirement for ETOPS flights;
g) The operating staff have to be appropriately trained.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 24 / 205

2.22 SPECIAL OPERATIONS

(See CCAR, Part 8, paragraph [Link])

2.22.1 Operators shall not operate in MNPS; RVSM, RNP and RNAV airspace without
the approval of the SSCA and the appropriate Authorities. If approved, the
operator is to provide policies or guidance for crew to operate into such
designated airspace.

2.22.2 The operations in MNPS, RVSM , RNP and RNAV airspace will be in accordance
with the procedures and restrictions specified by the appropriate Authorities.

2.22.3 The operator is required to submit to the SSCA for approval the policies,
operational and training manual of any special operations.

2.22.4 Further to the Part 8 paragraph [Link] of the CCAR and paragraph 2.22.1
above and subject to paragraph 2.22.5 below, to qualify for reduced vertical
separation minimum (RVSM) approval, an aeroplane shall be equipped with the
following:

a) Two independent altitude measurement systems;

b) An altitude alerting system and the threshold for the alert shall not exceed ± 90m
(300ft);
c) An automatic altitude control system; and
d) A secondary surveillance radar (SSR) transponder with altitude reporting system
that can be connected to the altitude measurement system in use for altitude
keeping.

2.22.5 For grant of RVSM approval by the SSCA, the following conditions shall be
satisfied:
[Link] The operator shall institute appropriate procedures in respect of continued
airworthiness (maintenance and repair) practices and programmes;
[Link] The operator shall institute appropriate flight crew procedures for operations in
RVSM airspace;
[Link] In respect of groups of aeroplanes that are nominally of identical design and
build with respect to all details that could influence the accuracy of height-
keeping performance, the height-keeping performance capability shall be such
that the total vertical error (TVE) for the group of aeroplanes shall have a mean
no greater than 25m (80ft) in magnitude and shall have a standard deviation no
greater than 28-0.013z2 for 0 = z = 25 when z is the magnitude of the mean TVE
in metres, or 92 - 0.004z2 for 0 = z = 80 where z is in feet. In addition, the
components of TVE shall have the following characteristics:

a) the mean altimetry error (ASE) of the group shall not exceed 25m (80ft)
in magnitude;

b) the sum of the absolute value of the mean ASE and of the three
standard deviations of ASE shall not exceed 75m (245ft); and

c) the differences between cleared flight level and the indicated pressure
altitude actually flown shall be symmetric about a mean of 0m, with a
standard deviation no greater than 13.3m (43.7ft), and in addition, the
decrease in the frequency of differences with increasing difference

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 25 / 205
magnitude shall be at least exponential.

[Link] In respect of aeroplanes for which the characteristics of the airframe and
altimetry system fit are unique and so cannot be classified as belonging to a
group of aeroplanes encompassed by paragraph 22.5.3, the height-keeping
performance capability shall be such that the components of the TVE of the
aeroplane have the following characteristics:

a) the altimetry system error of the aeroplane shall not exceed 60m
(200ft) in magnitude under all flight conditions; and

b) the differences between cleared flight level and the indicated pressure
altitude actually flown shall be symmetric about a mean of 0m, with a
standard deviation no greater than 13,3m (43.7ft), and in addition, the
decrease in the frequency of differences with increasing difference
magnitude shall be at least exponential.

[Link] The operator shall ensure that the aeroplane is so equipped to ensure safe
completion of its intended flight plan in the event of failure of one item of its
equipment at any stage of the flight.

Note 1: Altimetry system error (ASE) is the difference between the altitude indicated by the
altimeter display, assuming a correct altimeter barometric setting, and the pressure altitude
corresponding to the undisturbed ambient pressure.

Note 2: Total vertical error (TVE) the vertical geometric difference between the actual pressure
altitude flown by an aircraft and its assigned pressure altitude (flight level).

Note3: An RVSM approval is valid globally on the understanding that any operating procedures
specific to a given region will be stated in the operations manual or appropriate crew guidance.

2.22.6 Guidance Materials for the application and approval of RNP/RNAV, MNPS and
RVSM can be found in the following ICAO Document:

a) RNP/RNAV – ICAO Doc 9613 (PBN);

b) MNPS – NATS MNPS (North Atlantic MNPS Airspace Operations Manual); and

c) RVSM – ICAO Doc 9574.

2.23 SECURITY PROGRAMME

2.23.1 The operator shall establish and implement a written security programme in
accordance with Annexes 6 requirements and shall ensure that such a
programme is acceptable to all States to which it operates.

2.24 FLIGHT DECK SECURITY

(See CCAR part 8,paragraphs [Link] to [Link])

2.24.1 The operator shall not operate a passenger aeroplane with a maximum
certificated take-off mass in excess of 45,500 kg or with a passenger seating
capacity greater than 60 unless it is equipped with an approved flight deck door
that is designed to resist penetration by small arms fire and grenade shrapnel,
and to resist forcible intrusion by unauthorised persons.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 26 / 205
2.24.2 In all aeroplanes equipped with a flight deck door required by paragraph 2.24.1,
means shall be provided for pilots to monitor from either pilot's station the entire
door area outside the flight deck to identify persons requesting entry to the flight
deck and to detect suspicious behaviour or potential threat.

2.24.3 It is recommended that all other aeroplanes operated by the operator be installed
with an approved flight deck door, where practicable, that is designed to resist
penetration by small arms fire and grenade shrapnel, and to resist forcible
intrusion by unauthorised persons.

2.24.4 In all aeroplanes equipped with a flight deck door recommended by paragraph
2.21.3, means should be provided for pilots to monitor from either pilot's station
the entire door area outside the flight deck to identify persons requesting entry to
the flight deck and to detect suspicious behaviour or potential threat.

2.24.5 If installed, the flight deck door shall be capable of being locked or unlocked from
either pilot's station. Means shall be provided by which cabin crew can discreetly
notify the flight crew in the event of suspicious activity or security breaches in the
cabin.

2.24.6 The Commander shall ensure that the flight deck door is closed from the time all
external doors are closed following embarkation until any such door is opened for
disembarkation, except when necessary to permit access and egress by
authorised persons.

2.24.7 The flight deck door shall not be opened unless the person requesting access has
been identified as a person authorised to access the flight deck

2.25 ADMISSION TO THE FLIGHT DECK

2.25.1 The Commander shall ensure that no person, other than a flight crew member
assigned to a flight, is admitted to, or carried in, the flight deck unless the person
is:

a) A crew member in the performance of his or her duties;

b) An officer of the SSCA responsible for certification, licensing or inspection;

c) A person required to be in the flight deck compartment for technical, operational,

training, or official flight deck familiarisation reasons formally authorised in
accordance with the operator's Operations Manual; and

d) Any other persons or classes of persons as approved by the SSCA to be

admitted to the flight deck. The list of such persons or classes of persons shall be
included in the Operations Manual.

The Commander shall ensure that:

a) In the interest of safety, admission into the flight deck does not cause distraction
and/or interfere with the flight's operation; and
b) All persons carried on the flight deck are made familiar with the relevant safety
and security procedures.

2.25.3 The final decision regarding the admission to the flight deck shall be the
responsibility of the Commander.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 27 / 205
2.26 CONTROL OF INFECTIOUS DISEASES1

2.26.1 Operators must have written procedures and guidelines available to all operating
staff for the handling of any outbreak of infectious diseases at destination(s) to
which operate.

2.26.2 Operators shall ensure that all operating staff are familiar with such procedures
and guidelines related to the handling of outbreak of infectious diseases.

2.27 ELECTRONIC NAVIGATION DATA MANAGEMENT

2.27.1 The operator shall not employ electronic navigation data products that have been
processed for application in the air and on the ground unless approval has been
granted to the operator's procedures for ensuring that the process applied and the
products delivered have met acceptable standards of integrity, and that the
products are compatible with the intended function of the equipment that will use
them. The operator must ensure that both the process and the products are
continuously monitored to meet with the standards of integrity as provided in
RTCA DO-200A / EUROCAE ED-76 and RTCA DO201A / EUROCAE ED-77.

2.27.2 The operator shall implement procedures that ensure the timely distribution and
insertion of current and unaltered electronic navigation data to all aircraft that
require it.

2.28 AEROPLANE PERFORMANCE OPERATING LIMITATION (SINGLE-ENGINE

AEROPLANES)

2.28.1 A single-engine aeroplane shall only be operated in conditions of weather and

light, and over such routes and diversions therefrom, that permit a safe forced
landing to be executed in the event of engine failure.

2.28.2 In approving operations by single-engine turbine-powered aeroplanes at night

and/or in IMC, the operator shall satisfy the SSCA that the airworthiness
certification of the aeroplane is appropriate and that the overall level of safety is
ensured by:

a) the reliability of the turbine engine;

b) the operator's maintenance procedures, operating practices, flight dispatch and

crew training programmes;

c) equipment and other requirements provided in accordance with Appendix Q. and

d) automatic engine trend monitoring system.

Note: Target level of safety (TLS) - A generic term representing the level of risk which is
considered acceptable in particular circumstances.

2.29 AUTHORITY TO TAXI AN AEROPLANE

2.29.1 The operator shall not permit an aeroplane in his charge to be taxied on the
movement area of an aerodrome by a person other than a flight crew member,

1 As defined by World Health Organisation.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 28 / 205
unless that person, seated at the controls:

a) Has been duly authorised by the operator or its designated agent and is
competent to taxi the aeroplane and to use the radio telephone;

b) Has received instruction and continuation training in respect of aerodrome layout,

routes, signs, marking, lights, air traffic control signals and instructions,
phraseology and procedures, and is able to conform to the operational standards
required for the safe aeroplane movements at the aerodrome; and

c) Where applicable, has received permission from the aerodrome operator to taxi
the aeroplane at the aerodrome.

2.30 USE OF AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)*

(See CCAR Part 7 paragraph [Link])

The operator shall establish procedures to ensure that:

a) When ACAS is installed and serviceable, it shall be used in flight in a mode that
enables Resolution Advisories (RA) to be produced unless to do so would not be
appropriate for conditions existing at the time.

b) When undue proximity to another aircraft (RA) is detected by ACAS, the pilots,
unless doing so would jeopardise the safety of the aeroplane, shall follow the RA
even if there is a conflict between the RA and an air traffic control (ATC)
instructions to manoeuvre.

c) Nothing in subparagraph 2.29.1 (b) shall prevent the commander from exercising
his best judgement and full authority in the choice of action to resolve a traffic
conflict or avert a potential collision.

* Refer to procedure in ICAO Doc 8168 PANS OPS Volume I

d) Unless otherwise specified in an air traffic control instruction, to avoid

unnecessary airborne collision avoidance system (ACAS II) resolution advisories
in aircraft at or approaching adjacent altitudes or flight levels, an aeroplane
climbing or descending to an assigned altitude or flight level, especially with an
autopilot engaged, shall do so at a rate less than 1 500 ft/min or 8 m/sec
(depending on the instrumentation available) throughout the last 300 m (1 000 ft)
of climb or descent to the assigned level when the pilot is made aware of another
aircraft at or approaching an adjacent altitude or flight level

Note: Material concerning the development of these procedures is contained in the

PANS-OPS (Doc 8168) Volume I, Part III, Section 3, Chapter 3

2.31 Safety Management System

2.31.1 An operator shall implement a safety management system which shall consist of:

a) identifying safety hazards;

b) ensuring that remedial action necessary to maintain an acceptable level of safety
is implemented;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 29 / 205
c) providing for continuous monitoring and regular assessment of the safety level
achieved; and
d) aiming to make continuous improvement to the overall level of safety.

2.31.2 The safety management system shall clearly define lines of safety accountability
throughout the operator’s organization, including a direct accountability for safety on the
part of senior management.

Note: Guidance on safety management systems is contained in the Safety Management Manual
(SMM) (Doc 9859).

2.32 OPERATION CONTROL

2.32.1 An operator is required to establish in it operations manual responsibilities for

operational control and develop related policies, processes, standards and procedures
for the management of all flights. Additional information on Operational Control is
provided in Appendix R

2.33 CREW BRIEFINGS

2.33.1 An operator is required to establish crew briefings as integral part of SOPs.

2.34 AEROPLANE PERFORMANCE OPERATING LIMITATIONS

2.34.1 Aeroplanes shall be operated in accordance with a comprehensive and detailed code of
performance established by the SSCA.

2.34.2 Except as provided for, single-engine aeroplanes shall only be operated in conditions of
weather and light, and over such routes and diversions there from, that permit a safe
forced landing to be executed in the event of engine failure.

2.34.3 The level of performance defined by the appropriate parts of the comprehensive and
detailed national code for the aeroplanes shall be at least substantially equivalent to the
overall level embodied in the Standards of this chapter.

2.34.4 An aeroplane shall be operated in compliance with the terms of its certificate of
airworthiness and within the approved operating limitations contained in its flight manual.

2.34.5 SSCA shall take such precautions as are reasonably possible to ensure that the general
level of safety contemplated by these provisions is maintained under all expected
operating conditions, including those not covered specifically by the provisions of this
chapter.

2.34.6 A flight shall not be commenced unless the performance information provided in the flight
manual, supplemented as necessary with other data acceptable to the SSCA indicates
that the aircraft performance operating limitation can be complied with for the flight to be
undertaken.

2.34.7 Account shall be taken of all factors that significantly affect the performance of the
aeroplane, including but not limited to the mass of the aeroplane, the operating
procedures, the pressure altitude appropriate to the elevation of the aerodrome, the
ambient temperature, the wind, the runway slope, and surface conditions of the runway

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 30 / 205
i.e., presence of snow, slush, water, and/or ice for landplanes, water surface condition for
seaplanes. Such factors shall be taken into account directly as operational parameters or
indirectly by means of allowances or margins, which may be provided in the scheduling of
performance data or in the comprehensive and detailed code of performance in
accordance with which the aeroplane is being operated.

2.34.8 Mass limitations

a) The mass of the aeroplane at the start of take-off shall not exceed the
mass at which take-off is complied with, nor the mass at which enroute (
one or two engine inoperative) and landing are complied with, allowing for
expected reductions in mass as the flight proceeds, and for such fuel
jettisoning as is envisaged in applying enroute (one or two engine
inoperative) and, in respect of landing at alternate aerodromes.

b) In no case shall the mass at the start of take-off exceed the maximum take-
off mass specified in the flight manual for the pressure-altitude appropriate
to the elevation of the aerodrome, and, if used as a parameter to determine
the maximum take-off mass, any other local atmospheric condition.

c) In no case shall the estimated mass for the expected time of landing at the
aerodrome of intended landing and at any destination alternate aerodrome,
exceed the maximum landing mass specified in the flight manual for the
pressure-altitude appropriate to the elevation of those aerodromes, and if
used as a parameter to determine the maximum landing mass, any other
local atmospheric condition.

d) In no case shall the mass at the start of take-off or at the expected time of
landing at the aerodrome of intended landing and at any destination
alternate aerodrome, seaplane, to a satisfactorily low speed, within the
landing distance available. Allowance shall be made for expected variations
in the approach and landing techniques, if such allowance has not been
made in the scheduling of performance data. a critical engine failing, or for
other reasons, at any point in the take-off, either to discontinue the take-off
and stop within the accelerate-stop distance available, or to continue the
takeoff and clear all obstacles along the flight path by an adequate vertical
or horizontal distance until the aeroplane is in a position to comply with
enroute one engine inoperative limitations. When determining the resulting
take-off obstacle accountability area, the operating conditions, such as the
crosswind component and navigation accuracy, must be taken into
account.

e) In determining the length of the runway available, account shall be taken of

the loss, if any, of runway length due to alignment of the aeroplane prior to
take-off.

2.34.9 En route – one engine inoperative. The aeroplane shall be able, in the event of the
critical engine becoming inoperative at any point along the route or planned diversions
there from, to continue the flight to an aerodrome at which the landing can be met,
without flying below the minimum flight altitude at any point.

2.34.10 En route — two engines inoperative. In the case of aeroplanes having three or more
engines, on any part of a route where the location of en-route alternate aerodromes
and the total duration of the flight are such that the probability of a second engine
becoming inoperative must be allowed for if the general level of safety is to be
maintained, the aeroplane shall be able, in the event of any two engines becoming

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 31 / 205
inoperative, to continue the flight to an en-route alternate aerodrome and land.

2.34.11 Landing. The aeroplane shall, at the aerodrome of intended landing and at any
alternate aerodrome, after clearing all obstacles in the approach path by a safe margin,
be able to land, with assurance that it can come to a stop or, for a seaplane, to a
satisfactorily low speed, within the landing distance available. Allowance should be
made for expected variations in the approach and landing techniques, if such
allowance has not been made in the scheduling of performance data.

2.35.1 Requirements for Large Aeroplanes

[Link]. This section applies to aeroplanes certificated with maximum total weight
authorised greater than 5,700 kg operated by the operator.

[Link] The operator shall not permit a flight to be commenced unless the
performance information provided in the flight manual, supplemented as
necessary with other data acceptable to the Authority (including
contaminated runway landing distance data, provided by the aeroplane
manufacturer and acceptable to the Authority), indicates that the
requirements of this section can be complied with for the flight to be
undertaken.

[Link] In applying the requirements in this paragraph, the operator shall take into
Account all factors that significantly affect the performance of the
aeroplane, including, but not limited to the weight of the aeroplane, the
operating procedures, the pressure altitude appropriate to the elevation of
the aerodrome, the ambient temperature, the wind, the runway slope, and
the surface conditions of the runway for landplanes and water surface
condition for seaplanes. Such factors shall be taken into account directly as
operational parameters or indirectly by means of allowances or margins
which may be provided in the scheduling of performance data or in the
comprehensive and detailed code of performance in accordance with which
the aeroplane is being operated.

[Link] The operator shall ensure, for each aeroplane it operates, that:

(a) the weight at the start of its take-off is not greater than the weight
necessary to comply with paragraph 2.35.2, allowing for
expected reductions in weight as the flight proceeds, and for
such fuel jettisoning or diversion as is envisaged in applying
paragraph 2.35.3 and, in respect of alternate aerodromes,
paragraphs 2.34.8 (c) and 2.34.11;

(b) the weight at the start of take-off does not exceed the maximum
take-off weight specified in the aeroplane flight manual for the
pressure-altitude appropriate to the elevation of the aerodrome,
and, if used as a parameter to determine the maximum take-off
weight, any other local atmospheric conditions;

(c) the estimated weight for the expected time of landing at the
aerodrome of intended landing and at any destination alternate
aerodrome does not exceed the maximum landing weight
specified in the flight manual for the pressure altitude appropriate
to the elevation of those aerodromes, and if used as a parameter
to determine the maximum landing mass, any other local
atmospheric condition;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 32 / 205

(d) the weight at the start of take-off, or at the expected time of

landing at the aerodrome of intended landing and at any
destination alternate aerodrome, exceed the relevant maximum
weights at which compliance has been demonstrated with the
applicable noise certification Standards in Volume I of Annex 16
to the Convention of International Civil Aviation, unless otherwise
authorised in exceptional circumstances for a certain aerodrome
or a runway where there is no noise disturbance problem, by the
competent authority of the State in which the aerodrome is
situated.

2.35.2 Take-off

[Link] The operator shall ensure, for each aeroplane it operates, that in the event
of a critical engine failing, or for other reasons, at any point in the take-off,
the aeroplane is able to either to discontinue the take-off and stop within
the accelerate-stop distance available, or to continue the take-off and clear
all obstacles along the flight path by an adequate vertical or horizontal
distance until the aeroplane is in a position to comply with paragraph
2.35.3. When determining the resulting take-off obstacle accountability
area, the operating conditions, such as the cross-wind component and
navigation accuracy, must be taken into account. In determining the length
of the runway available, the operator shall take into account the loss, if any,
of runway length due to alignment of the aeroplane prior to take-off.

2.35.3 En-route

2.35.3.1The operator shall ensure, for each aeroplane it operates, that :

(a) in the event of the critical engine becoming inoperative at any point along
the route or planned diversions there from, the aeroplane is able to
continue the flight to an aerodrome at which the requirements of
paragraph 2.35.4 can be met, without flying below the minimum flight
altitude at any point.

(b) in the case of aeroplanes having three or more engines, on any part of a
route where the location of en-route alternate aerodromes and the total
duration of the flight are such that the probability of a second engine
becoming inoperative must be allowed for if the general level of safety
implied by the Standards of this chapter is to be maintained, the
aeroplane is able, in the event of any two engines becoming inoperative,
to continue the flight to an en-route alternate aerodrome and land.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 2 - Page 33 / 205
2.35.4 Landing

[Link] The operator shall ensure, for each aeroplane it operates, that the aeroplane
shall at the aerodrome of intended landing and at any alternate aerodrome,
after clearing all obstacles in the approach path by a safe margin, be able to
land, with assurance that it can come to a stop or, for a seaplane, to a
satisfactorily low speed, within the landing distance available. Allowance shall
be made for expected variations in the approach and landing techniques, if such
allowance has not been made in the scheduling of performance data.

2.35.5 Obstacle data

[Link] The operator shall obtain obstacle data to develop procedures to comply with
paragraph 2.35.2.

[Link] Obstacle data shall be provided to enable the operator to develop procedures
to comply with 2.35.2.

Note.— See Annex 4 and Annex 15 for methods of presentation of certain

obstacle data.

[Link] The operator shall take account of charting accuracy when assessing
compliance with 2.35.2.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 3 - Page 1 / 205
CHAPTER 3 Version :1
Date : May 12 2008

AIRCRAFT LOADING
3.1 GENERAL

3.1.1 Loading instructions should be provided to traffic staff, handling agents, cabin and
flight crew, the complete detailed guidance on all aspects of the loading, weight
and balance of aircraft, including in particular instructions on:
[Link] Controlling and promulgating the basic APS (Aircraft Prepared for Service)
weights and indices;
[Link] Regulating the carriage and stowage of baggage and freight in passenger
compartments, including particular instructions concerning the amount of hand
baggage allowed and how it is to be stowed. It is essential that emergency exits,
aisles and dinghy launching stations, are kept clear during take-off and landing.
(Operators should also take steps to ensure that their traffic staff and agents
comply with these instructions);
[Link] Carriage of dangerous goods;
[Link] Limitations on floor loading, use of weight spreading devices and positioning and
securing of ballast;
[Link] Checking that items of freight or baggage required to be in particular
compartments or holds are properly stowed. The person responsible for the trim
of the aircraft must give written instructions to the person responsible for the
actual loading;
[Link] Advising the aircraft commander and cabin crew of essential seating restrictions;
[Link] The effect on RTOW of such factors as the maximum zero fuel weight, landing
weight restrictions at planned destination, take-off and climb performance
requirements at the departure aerodrome and enroute performance
requirements;
[Link] Relevant C of A or flight manual limitations;
[Link] Fuel loading limitations;
[Link] Where appropriate, any special loading limitations for ferrying aircraft with one
engine inoperative, C of A tests etc;
[Link] Where applicable the use of standard weights or any notional weights given in
exemptions granted to the operator by the SSCA.

3.1.2 Freight loading instructions should include the following additional details:
[Link] Diagram of cabin bays and cargo holds, with dimensions, to facilitate the pre-
planning of cargo distribution;
[Link] Particulars of the strength and usable directions of all lashing points and/or rings
and details of the spacing between lashing points;
[Link] Information on the types and working strengths of lashings provided, and
directions for stowage when not in use;
[Link] Instructions concerning special cases such as the loading of stretchers, carriage
of livestock, etc;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 3 - Page 2 / 205
[Link] Where appropriate, instructions on the handling, loading and securing of pallets
or containers.

3.1.3 The practice of letting a load/trim sheet serve as loading instructions is not
acceptable, and the use of a trim slide rule does not dispense with the
requirement to complete a load sheet.

3.1.4 It is a statutory requirement that the position of the laden centre of gravity should
be given on the load sheet. For this purpose, a trim sheet may be regarded as
part of the load sheet even though it may be a separate document. It is essential
that the complete document includes particulars of the manner in which the load
is distributed, and special attention should be paid to the wording of the loading
certificate. The mandatory requirement may be met by establishing that the C of
G lies within the permissible limits and it may not be essential to determine its
precise position unless it needs to be known in connection with aircraft handling
or other factors. The load sheet should bear the reference of the APS form used
and, if average weights have been used, an endorsement to that effect.

3.1.5 Where a 'loading plan' method is used, operators should show in their loading
instructions the basic assumptions upon which the plan is formulated and should
specify C of G limits more stringent than those permissible under the C of A. They
should also confirm in the loading instructions that loading in accordance with the
'plan' will ensure that the laden C of G always falls within the restricted limits. If
this is done, a simple statement on the load sheet that the laden C of G is
between X and Y (i.e. the operator's more stringent limits) can be accepted.

3.1.6 Traffic staff and handling agents (including agents at overseas aerodromes)
should be provided with:
[Link] Loading instructions;
[Link] Current APS forms for all types, marks and variants of aircraft being used;
[Link] Details of the RTOW and fuel load for each flight.

3.1.7 Where traffic staff and handling agents are responsible for calculating the RTOW,
operators should ensure that they have sufficient knowledge to do so and are
provided with all relevant information.

3.2 LOAD SHEET CONTENTS

3.2.1 The load sheet, together with the APS form, should account for all items of the
laden weight. Although they may not always be specified individually, the
following are examples of items to be covered:
[Link] Fuel, water methanol, oil, hydraulic fluid, drinking water, toilet water, de-icing
fluid;
[Link] Passenger seats, children's cots, cabin floor covering and removable bulkheads;
[Link] Galley equipment including urns, hot cups, etc;
[Link] Food and beverages to be consumed in flight;
[Link] Bar stocks including the weight of the box or other container;
[Link] Navigation bag or aircraft library and navigational equipment;
[Link] Passengers' hold baggage;
[Link] Passengers' cabin baggage, unless this is accounted for elsewhere;
[Link] Flight spares and tools, spare hydraulic or de-icing fluid, etc;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 3 - Page 3 / 205
[Link] Freight;
[Link] Aircraft crew baggage;
[Link] Dinghies, life vests (including demonstration life vests), flotation cots, survival
packs, blankets, pillows and similar equipment;
[Link] Weight spreaders, lashing, ballast, etc;
[Link] All items of removable equipment and removable radio carried on the particular
flight;
[Link] Food and necessary equipment when livestock is carried.

3.2.2 Load sheets are required to be annotated to show whether actual, standard, or
approved notional weights of passengers and their baggage have been used.
Chapter 3.3
Revision : 2
3.3 CARRIAGE OF DANGEROUS GOODS BY AIR Date : 18 May 2009

3.3.1 For the carriage of Dangerous Goods by Air by an air operator, a permit must be
issued by the SSCA before dangerous goods are allowed to be carried. Such
dangerous goods to be carried must comply with the International Civil Aviation
Organization (ICAO) - Technical Instructions (TI) for the Safe Transport of Dangerous
Goods by Air and ICAO Annex 18 to the Convention. A permit is granted only when
SSCA is satisfied as to the adequacy of operator’s staff training and procedures.

3.3.2 However, certain items described generally as dangerous goods do not require a
permit for carriage. These include aircraft equipment and stores, certain items carried
by passengers or crew and items required for use in flight to provide veterinary aid to
an animal or medical aid to a person. Guidance must be given on what items can be
carried in all these circumstances.

3.3.3 Operations manuals must state whether or not a permit for the carriage of dangerous
goods is held.

3.3.4 When a permit to carry dangerous goods is held, the Operations Manual must contain
procedures requiring the use of an acceptance checklist approved by the SSCA. The
acceptance checklist is to prevent acceptance of dangerous goods by air unless they
are accompanied by a completed dangerous goods transport document and their
marking, packaging, overpack or freight container have been inspected in accordance
with the acceptance procedures as contained in TI. In addition, information must be
given to enable operators' staff or the ground handling agent to carry out their
responsibilities including not loading any dangerous goods into the aircraft unless
appropriate loading, segregation and inspection for damage or leakages procedures
are followed. Other required procedures include the provision to the pilot in command
with written information (NOTOC) as specified in the TI and to retain a copy of the
NOTOC on the ground and readily accessible to the aerodrome of last departure and
next scheduled arrival for each of its flights on which the dangerous goods are carried.
The instructions apply from the time dangerous goods are accepted for carriage until
they cease to be in the care of the operator or ground handling agent.

3.3.5 Where a permit to carry dangerous goods is not held, guidance must be given on
which items comprise dangerous goods and therefore must not be carried.
3.3.6 Operators are required to give initial and recurrent training to flight and cabin crew
about the transport of dangerous goods by air. This training applies even if no

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 3 - Page 4 / 205
dangerous goods are carried, since they can be the cause of incidents arising from
items they unwittingly take on board an aircraft. Further details on the requirements for
Dangerous Goods Training can be found in Appendix M.

3.3.7 Accidents and incidents arising from the carriage of dangerous goods must be
reported to the SSCA within 24 hours.

3.3.8 Operators also have an obligation to ensure that dangerous goods notices for
passengers are displayed prominently at places such as check-in desks, ticket sales
desks and aircraft boarding areas. Since passengers may, either in ignorance or
deliberately, try to take prohibited items on aircraft in either their checked or carry-on
baggage, operators should warn check-in staff of this possibility and put in place
procedures so that staff knows what action they should take if they are suspicious of
an item carried by a passenger. Operators should also regularly check to confirm that
notices are in place, that they are prominent and in good condition and that they are
brought to the passengers' attention at the time of check-in. There is also a legal
requirement for passenger handling staff to receive training in procedures for dealing
with passengers and prohibited items.

NOTE: The list of items that passengers can carry can be found in Part 8, Chapter 1 of
the International Civil Aviation Organization's Technical Instructions for the
Safe Transport of Dangerous Goods by Air.

3.4 CARRIAGE OF MUNITIONS OF WAR

3.4.1 The carriage of munitions of war in Cambodia registered aircraft, wherever they
may be, is prohibited by the Cambodia Civil Aviation Regulation, and this
prohibition should be repeated in the loading instructions contained in the
operations manual.

3.4.2 Munitions of war are defined as weapons, ammunition, articles materials or

devices as are intended, adapted or designed for use in warfare or against the
person.

3.4.3 An application for an exemption from the Cambodia Civil Aviation Regulation to
enable munitions of war to be carried should be made to the SSCA. This should
be made in writing, or by fax at least 7 working days before it is required, stating
precisely what munitions are involved. Where munitions of war are also
dangerous goods (e.g. ammunition) a permission to carry dangerous goods will
also be required.

3.4.4 Where an operator accepts the carriage of weapons removed from passengers,
the aeroplane should have provision for stowing such weapons in a place so that
they are inaccessible to any person during flight time.
3.5 CARRIAGE OF LIVESTOCK

3.5.1 The carriage of livestock poses special problems particularly with regard to the
determination of weights and to the control and restraint of animals such as
horses, cattle, etc.

3.5.2 It will normally be acceptable for the weight of a consignment of livestock to be

derived from the difference between the laden and unladen weight of the vehicle
in which it is delivered to the aircraft, based on the evidence of an appropriate
weight- bridge certificate. The average weight per animal can then be calculated

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 3 - Page 5 / 205
for trim purposes and must be indicated on the load sheet.

3.5.3 If horses are to be carried, application may be made to the SSCA for permission
to use authorized notional weights. When notional weights are used, the load
sheet must be annotated accordingly.

3.5.4 Loading instructions should include details of the weight dimensions, construction,
method of attachment and required restraints for horse boxes or animal pens
used. Guidance should be given on:
[Link] The checks to be carried out before loading of horse boxes or animal pens - e.g.
on general condition and serviceability of fittings and lashing points;
[Link] Quantities of food and water to be carried based on the length of the flight and
the number of animals carried;
[Link] Number and type of good and water containers required;
[Link] Method of stowage of items of loose equipment such as food and water
containers and horse accoutrements;
[Link] Method of loading horse boxes into aircraft and of tethering the horses inside
them.

3.5.5 Operators will be expected to comply with the standards and practices specified
in the current IATA Live Animals Regulations, which give guidance on an
extensive range of subjects including the labelling and marking of live-animal
containers, animal health and hygiene, feeding, loading and sedation. They also
give comprehensive details of many types of containers, together with a list of the
animals for which they may be used.

3.5.6 When horses or other large or potentially dangerous animals are to be carried,
operators should ensure that the sedative drugs and ammunition for the captive
bolt humane killer are appropriate to the animal and that at least one groom or
attendant has been trained in their use.

3.5.7 The minimum number of attendants to be carried in particular circumstances,

should be determined by the operator, in consultation with the consignor, and
specified in the operator's instructions to aircraft commanders and to the staff
responsible for loading arrangements. When carrying horses one groom for each
animal carried 'line ahead' and one groom for every two horses loaded side by
side will normally be acceptable.

3.5.8 Where attendants are carried, it is essential that they should be able to
communicate readily with the aircraft commander during the flight, and that they
are briefed before the flight on procedures to be followed in case of emergency.

3.5.9 If horses are to be carried and the attendants wish to stand with their animals for
take-off and landing, the operator will need to seek exemption from the statutory
requirement for passengers and crew to be secured in their seats. Application for
such exemption may be made to the SSCA.

3.5.10 Operators should provide clear instructions to their staff on the need, after a flight
carrying animals, to check the aircraft carefully for damage to the structure,
fittings, wiring, etc; and for any adverse effects resulting from urination or the high
level of humidity frequently produced by animals in flight.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 3 - Page 6 / 205

3.6 HELICOPTER LOADING

3.6.1 It will be necessary for helicopter operators to provide loading instructions suited
to the special capabilities, limitations and type of operations of helicopters. In
preparing these instructions, operators should remember that in many cases, they
will have to be read and implemented by personnel with little or no aviation
experience, such as oil rig crew and contractors' staff. They should therefore be
clear and concise and avoid the use of aviation jargon wherever possible.

3.7 AIRCRAFT LOADING

3.7.1 Operators are responsible for the safe despatch of their aircraft following cargo
and passenger loading. In particular, the operator shall have written procedures
for handling agents to ensure that any incident or damage to the aircraft during
loading must be reported and assessed for airworthiness significance prior to
flight.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 1 / 205
Version :1
CHAPTER 4 Date : May 12 2008

TRAINING AND TESTING

4.1 GENERAL REQUIREMENTS FOR AIRCRAFT CREW TRAINING AND TESTING

4.1.1 The statutory requirements relating to the training and periodical testing of aircraft
crew are specified in Part 8 of the CCAR. Training and testing are to incorporate
Human Factors and Performance, and Crew Resource Management
requirements. The primary purpose of this chapter is to indicate the nature of the
arrangements considered necessary to secure an adequate standard of
compliance with the statutory provisions.

4.1.2 Supervision of training and testing

[Link] A suitably qualified person should be designated to take general charge of
arrangements for training and testing. His authority and responsibilities should
be clearly defined.

4.1.3 Training staff and examiners - General

[Link] The operator shall appoint examiners and instructors to conduct the periodical
tests and to give practical training as necessary. Details of each examiner or
instructor including his curriculum vitae should be sent to the SSCA for approval
prior to the appointment of the candidate.
[Link] Examiners and instructors should be experienced and qualified for the work, and
operators will be expected to arrange, where necessary, training in teaching and
examining techniques.

4.1.4 Training Staff and Examiners - Flight Crew

[Link] The following tests of pilots' competence and, where applicable, flight engineers'
competence are administered by examiners authorised by the SSCA and
normally employed by the operator:
a) initial type rating tests - to qualify for type endorsement on a pilot's or
flight engineer's licence;
b) tests for the renewal of a type rating (Certificate of Test);
c) tests to extend the validity and initial issue of an instrument rating.
[Link] The above tests are the standards required to maintain the aircraft and
instrument ratings of a licence. For the further training of pilots and flight
engineers and to carry out the tests required by the regulation, test for a type
rating 'Certificate of Test' can normally be integrated with the operator's Bi-
annual type competence check ('Base Check') and the two are administered
simultaneously by an examiner on the operator's staff who is authorised as a
type rating examiner by the SSCA. If the instrument rating test is combined with
one of the Bi-annual Base Checks, the examiner must be an instrument rating
examiner authorised by the SSCA.
[Link] The operator shall only use Examiners authorised by the SSCA for aircraft type
and instrument rating tests.
[Link] A pilot examiner or instructor must be qualified under the provisions of Part 2 of
the Cambodia Civil Aviation Regulations to act as commander of the aircraft,
and his ability to perform the functions of a commander while occupying the co-

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 2 / 205
pilot's seat should be checked by the operator and recorded.

[Link] Applications for appointments as an authorised examiner must be sponsored by

the operator and submitted to the SSCA.

4.1.5 Supervision of examiners

[Link] The conduct of tests by operators' examiners, and of aircraft crew training will
be periodically observed by SSCA Inspectors.

4.1.6 Small operators

[Link] The arrangements discussed in the foregoing paragraphs may not be
practicable in the case of a small organisation operating one or two aircraft and
employing a small number of aircraft crew. For example, the periodical testing of
the authorised flight examiner himself. In such cases special arrangements may
be agreed with the SSCA.

4.1.7 Multi-type operation

[Link] As a general rule (except on simple types) pilots and flight engineers should be
limited to operating one aircraft type or, where there are significant differences
between variants of a type, to one variant. Exceptions may be made for pilots
and flight engineers employed as instructors or examiners.
Chapter 4.1.8
Revision : 2
4.1.8 Use and approval of flight simulators and trainers Date : 18 May 2009

4. 1.8.1 Operators must ensure that adequate ground and flight training facilities,
simulators and/ cockpit procedure training devices (fixed based simulator,
computer based training etc) are available for the type of training required.

[Link] Provision is made in the State Secretariat of Civil Aviation for use of apparatus
such as flight simulators, flight trainers and fuselage 'mock-ups' for certain
periodical tests. These devices must be individually approved by the SSCA and
may be used only under the supervision of a person approved for the purpose.

4.1.9 Records of training and tests

[Link] Records must be maintained showing a trainee's progress through each stage
of training. These should indicate, where applicable, the number of times each
exercise in base and line training was covered, and should include information
about the results of tests. Records should incorporate certificates indicating the
competence of examinees to perform the duties in respect of which they have
been tested.
[Link] Operators must keep records for all aircraft crew members showing the dates
on which tests, ratings, medical certificates, licences, etc. are due for renewal.
There should also be an effective system to guard against aircraft crew being
rostered for duty when checks, etc. are overdue, and for verifying that licences,
etc. have been renewed at the appropriate time. The periods of validity of the
various test are:
a) type rating Certificate of Test (paragraph [Link] b), Bi-annual Base
Checks (paragraphs [Link], 4.3.3, 4.3.4, 4.4.3, 4.4.4 and [Link]) are
normally valid for a period of 6 months; additionally, if the same test has
been passed on two occasions, separated by an interval of not less
than 4 months, rating is valid for 12 consecutive months from the first of

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 3 / 205
the two tests. In addition, there must be three Base Checks within any
13 consecutive months period.
b) instrument ratings test (paragraphs [Link] c), 4.3.6 and 4.4.6), line
checks (paragraphs [Link], 4.3.2, 4.4.2 and [Link]) and
emergency/survival checks as detailed in Chapter 6 are valid for 12
months.

4.2 TRAINING MANUAL

4.2.1 A training manual shall contain all such information and instructions as may be necessary
to enable a person appointed by the operator to give or to supervise the training,
experience, practice and periodical tests to perform his duties.

4.2.2 Applicants for Air Operator Certificates are required to prepare a training manual and to
submit a copy to the SSCA, together with their application. The manual will be regarded
by the SSCA as a primary indication of the standards of training and testing likely to be
achieved. It should give formal expression to the operator's training policy and
requirements, together with adequate guidance to instructors and examiners.

4.2.3 Each copy of a manual should normally bear a serial number, and a list of holders should
be maintained by the person responsible for issuing amendments. Where this system is
not used, an operator should have satisfactory alternative arrangements for controlling
the issue and amendment of manuals. Each volume of a manual should be numbered
and bear a title and list of contents giving a clear indication of its scope. The title of the
person or department responsible for the issue of the manual should also be indicated. At
the front of each volume there should be an amendment page to indicate amendment
number, date of incorporation, signature or initials of persons amending, and page(s) or
paragraph(s) affected. Amended pages should be dated. The numbering of pages,
sections, paragraphs, etc should be orderly and systematic so as to facilitate immediate
identification of any part of the subject matter. The standard of printing, duplication,
binding, section dividers, indexing of sections, etc should be sufficient to enable the
document to be read without difficulty and to ensure that it remains intact and legible
during normal use.

4.2.4 The amendment of a manual in manuscript will not be acceptable. Changes or additions,
however slight they may be, should normally be incorporated by the issue of a fresh or
additional page on which the amendment material is clearly indicated.

4.2.5 Although the training manual is a part of the operations manual it should be a separate
volume addressed primarily to training staff, each of whom should normally have a
personal copy. The form that the manual takes will vary considerably according to the
size and complexity of the operator's organisation and the aircraft he/she uses, and its
adequacy will be assessed solely on the basis of its suitability for the operator's particular
needs and circumstances.

4.2.6 The following matters should be covered in the manual normally in the volume addressed
to training staff:
[Link] Requirements in respect of the qualifications, training and experience of training
staff;
[Link] A comprehensive statement of the duties and responsibilities of all training staff,
which should include their names, the type of training and/or testing which they
may conduct, and the types of aircraft used by the operator;
[Link] Minimum standards of experience and of initial and periodical training to be met
by all aircraft crew for each type of aircraft used by the operator;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 4 / 205
[Link] Detailed syllabi and specimen record forms for all training and testing;
[Link] Arrangements for administering and recording the periodical tests of all aircraft
crew;
[Link] Methods of simulating instrument flight conditions;
[Link] Methods of simulating engine failure;
[Link] Procedures for touch-and-go or stop-and-go landings, including flap settings,
minimum runway lengths, brake cooling requirements and handling techniques;
[Link] Limitations on training and testing in the course of flights for the purpose of
public transport. Note particularly that the simulation of instrument flight
conditions and of emergencies affecting the flight characteristics of the aircraft is
prohibited in the course of flights for the public transport of passengers;
[Link] Instructions covering retesting and retraining after unsatisfactory performance or
periods off flying due to illness or other causes;
[Link] The use of flight simulators; and
[Link] The assessment and training of crew in the use of Crew Resource Management
and Human Factors.

4.3 PERIODICAL TESTS - AEROPLANE PILOTS

4.3.1 General nature of requirements

[Link] The effect of the statutory requirement is to require operators to subject their
pilots to two separate but complementary tests:
[Link] A test of competence to perform his duties in the course of normal operations,
including use of the instruments and equipment provided. Maximum period of
validity for this test (discussed below as the LINE CHECK) is stated in
paragraph [Link] b). The test should be carried out in flight.
[Link] A test of competence to perform his duties in instrument flight conditions while
executing emergency manoeuvres and procedures, including use of the
instruments and equipment provided. The period of validity for this test
(discussed below as the BASE CHECK) is stated in paragraph [Link] a). It may
be conducted in flight in actual or simulated instrument flight conditions or in a
flight simulator specifically approved for this purpose.

[Link] When an operator schedules flight crew on several variants of the same type of
aeroplane or different types of aeroplane with similar characteristics in terms of
operating procedures, systems and handling, SSCA shall decide under which
conditions the period tests requirements for each variant or each type of
aeroplane can be combined.

4.3.2 Line checks - all pilots

[Link] The annual line check is not intended to determine competence on any
particular route. The requirement is for a test of ability to perform satisfactorily a
complete line operation from start to finish, including pre-flight and post-flight
procedures and use of the equipment provided. The route chosen should be
such as to give adequate representation of the scope of a pilot's normal
operations. The line check is considered a particularly important factor in the
development, maintenance and refinement of high operating standards, and can
provide the operator with a valuable indication of the efficacy of his training
policy and methods.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 5 / 205
[Link] The operator has a statutory obligation to check that his pilots are competent to
perform their duties. If it is company policy that both pilots may carry out either
the handling or the non-handling duties, both commanders and co-pilots should
be checked in both roles.
[Link] In addition to the above duties, a commander should also be assessed on his
ability to "manage" the operation generally and take correct command decisions.
This is most readily achieved if the examiner occupies a jump seat, which will
also enable him to sign certificates for both the commander and co-pilot.
[Link] When line checks are carried out on sectors which terminate away from base,
the operator should allow for the possibility that on subsequent sectors the
examiner may have to act as substitute for either captain or co-pilot. The
examiner should therefore be fully qualified to operate at any crew station over
which he/she acts in an examining capacity.

4.3.3 Base checks - pilots-in-command

[Link] The Bi-annual Base Check provides an opportunity for the practice of
emergency drills and procedures which rarely arise in normal operations, and
can generally be regarded as continuation training. The statutory requirement,
however, is that pilots shall be tested, and their continued competence must be
verified and certified.
[Link] The scope of the practice and check may be divided into three main categories,
as follows:
a) emergency manoeuvres in instrument flight conditions, including:
1) take-off with engine failure between V1 and V2 or as soon as safety
considerations permit. When the check is completed in an aircraft,
instrument flight conditions should be simulated as soon as possible
after becoming airborne;
2) instrument approach to decision height with one engine inoperative;
3) 'go around' on instruments from decision height with one or more
engines inoperative;
4) landing with one or more engines inoperative;
5) where appropriate to a particular aircraft type, approach and landing
with flying control systems and/or flight director malfunctioning;
6) where the emergency drills include action by the non-handling pilot,
the check should additionally cover knowledge of these drills;
b) emergency procedures including, as appropriate:
1) engine fire;
2) propeller or engine overspeed;
3) fuselage fire (pilot-operated system of control);
4) engine failure before V 1;
5) emergency operation of undercarriage and flap;
6) pressurisation failure;
7) fuel dumping;
8) engine relight;
9) hydraulic failure;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 6 / 205
10) electrical failure;
11) malfunction of engine or engine control;
12) in the case of aircraft with two or more flight crew, coping with
incapacitation of a member of the flight crew - this check should be
carried out annually, i.e. on alternate Base Checks;
13) action to be taken following an ACAS or GPWS or windshear warning.
Some of these items will need to be covered by 'touch drills' and if the check is
conducted in an aircraft (rather than in a simulator) they are normally best
attended to on the ground.
c) a supplementary questionnaire on technical matters and operating
procedures which, although not falling within the category of emergencies,
are matters on which pilots should be tested at regular intervals. Some of
the items may equally well be covered in the course of a line check.
Typical items to be covered include:
1) recognition and diagnosis of aircraft system faults for which there are
no set drills;
2) radio failure procedures;
3) use of operations manuals including flight guides;
4) familiarity with latest amendments to operations manuals, and latest
issues of information circulars, and instructions to aircraft crew;
5) loading instructions;
6) knowledge of internal and external check lists;
7) aircraft equipment such as FMS, navigation systems, flight directors,
weather radar, etc.;
8) additional precautions for winter operations, anti-icing procedures and
operations from contaminated runways;
9) noise abatement procedures;
10) engine failure during stages of flight other than on take-off, especially
critical stages such as during noise abatement, during a SID or flight
over high ground, or during the approach.

On most of the larger modern aircraft the list of items that might usefully
be discussed is likely to be extensive and examiners may prefer to deal
with only a selection of items on a particular Base Check. In this event
the items covered should be recorded to assist examiners in covering
the full list in the course of two or three successive checks. Advantage
should also be taken of the opportunity to give the pilots experience in
the simulator of such rare occurrences as wind shear, flapless landing,
dead stick landings etc.

4.3.4 Base checks - co-pilots

[Link] It is specially important that co-pilots be checked in their own particular duties in
the co-pilot's seat, including flying the aircraft for take-off and landing. Although
there will be some difference in emphasis from the Base Checks for pilots-in-
command, the syllabus of the check should generally follow the pattern of that
for pilots-in-command.
[Link] Commanders who may be required to handle the aircraft from the co-pilot's seat

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 7 / 205
should be checked in that seat. Provided such a commander has completed a
full left hand seat Base Check, and it is still valid, the right hand seat Base
Check may be abbreviated to a minimum of:

a) an engine failure on take-off;

b) an asymmetric "go around" from decision height; and
c) an asymmetric landing.
[Link] Where the normal flight crew complement provides for three pilots, with two co-
pilots, taking turns at the Systems Panel/Engineer station, the Base Check
should cover duties at BOTH stations.

4.3.5 Base checks - general considerations

[Link] An operator shall ensure that when passengers or cargo are being carried, no
emergency or abnormal situations shall be simulated.
[Link] Stopping of engines in an aircraft in flight should be subject to the
recommendations and advice issued by the SSCA from time to time.
[Link] Where both examiner and equipment are approved for the purpose, checks may
be conducted in a flight simulator.
[Link] All exercises carried out should be properly recorded in the training captain's
report.

4.3.6 Instrument ratings - all pilots

[Link] The instrument rating test must be completed at intervals of not more than
twelve months and should normally be carried out on the aircraft type on which
the examinee is employed.

4.4 PERIODICAL TESTS - HELICOPTER PILOTS

4.4.1 General
[Link] The periodical tests for helicopter pilots shall be based, as far as it is practicable
to do so, on those for aeroplane pilots set out in paragraph 4.3. The periods of
validity are as stated in paragraph [Link] a).
[Link] Captains and co-pilots should normally be checked in their respective seats.
Captains who are required to operate as co-pilots must be checked in the co-
pilot's duties, though not necessarily in the co-pilot's seat and be certificated to
operate as co-pilot.

4.4.2 Line checks - all pilots

[Link] Conduct of the line check should closely follow the requirements of paragraph
[Link]. Additionally, because helicopter pilots may be engaged in a wide variety
of types of operation, operators should conduct checks to ensure the continued
competency of their crew in carrying out special tasks. These latter may best be
carried out as an extension to the Base Check.

4.4.3 Base checks - pilots required to engage in IFR flights

[Link] Base Checks should follow the pattern described in paragraph 4.3.3 and comply
with the general considerations of paragraph 4.3.5. Some manoeuvres can only
be conducted in VMC, and it follows that the Base Check will embrace a VMC

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 8 / 205
part and an IMC part. It is acceptable to treat the VMC and IMC parts as
separate checks, each with the period of validity stated in paragraph [Link](a).
It may be preferable to conduct the VMC part alternately by day and night, so
that those items which are appropriate to night operation, and those which
should only be attempted in daylight are checked at least annually. Operators
will need to ensure that pilots comply with Part 8 of the CCAR in respect of night
flying recency.
[Link] The content of the Base Check should follow as closely as is practicable the
items listed in paragraph [Link], with the addition of items peculiar to
helicopters. These latter should include, for example:
a) engine failure on take-off before Decision Point;
b) engine failure on take-off after Decision Point (with transfer to simulated
instrument flight as soon as safely practicable);
c) flight and engine control system malfunctions for which accepted
procedures are included in the flight manual;
d) recovery from unusual attitudes, and techniques for auto-rotation in
IMC.
[Link] Emergencies such as tail rotor failure, double engine failure, icing problems,
etc., which it would be impossible or only possible with an unacceptable risk to
practise in flight, should be covered in a simulator or by discussion on the
ground.

4.4.4 Base checks - pilots not required to engage in IFR flights

[Link] Such pilots may be checked under visual conditions. In this case the test should
include the applicable items of paragraphs [Link] and [Link]. For single engine
helicopters an auto-rotative approach to a designated area, with powered
recovery to forward or hovering flight should also be included.

4.4.5 Instrument ratings

[Link] The provisions of paragraph 4.3.6 apply.

4.5 PERIODICAL TESTS - FLIGHT ENGINEERS

4.5.1 The periodical tests for flight engineers should generally follow the pattern of
those for pilots-in-command discussed in paragraphs 4.3.2 and 4.3.3 above
omitting those items that are clearly appropriate only to pilots. The tests, which
may be combined with the test requirements for licence purposes (see paragraph
[Link] a)), should include:
[Link] An annual assessment of a flight engineer's competence to perform his duties
whilst executing normal manoeuvres and procedures in flight (line check), and
[Link] The Bi-annual assessment of a flight engineer's competence to perform his
duties whilst executing emergency procedures (base check).

4.5.2 The tests as to the flight engineer's ability to carry out normal procedures must be
carried out in the aircraft in flight. His ability to carry out emergency procedures
may however be tested either in flight, or in a flight simulator specifically approved
for this purpose.

4.5.3 These tests should normally be conducted by specially designated flight

engineers. To the extent only that the test mentioned in paragraph [Link] may
take the form of an overall assessment of flight deck management and the
performance of the flight crew as a whole, it may be conducted by specially

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 9 / 205
designated training captains.

4.6 PERIODICAL TESTS - FLIGHT NAVIGATORS

4.6.1 Operators proposing to use flight navigators as part of the operating flight deck
crew should contact the SSCA for advice on the requirements, at an early stage
in their planning.

4.7 AREAS, ROUTES AND AERODROMES COMPETENCE

4.7.1 Operators shall ensure that all flight crew members are familiar with the laws,
regulations and procedures, and have the ability to speak and understand the
language used for aeronautical radiotelephony communications pertinent to the
performance of their duties, prescribed for the areas to be traversed, the
aerodromes to be used and the air navigation facilities relating thereto. The
operator shall ensure that all crew are familiar with such of these laws, regulations
and procedures as are pertinent to the performance of their respective duties in
the operation of the aircraft.

4.7.2 Operators shall ensure that all flight crew members meet the language proficiency
requirements as specified in the CCAR and have their license endorsement
accordingly before operating any flight.

4.7.3 An aircraft commander shall demonstrate to the satisfaction of the operator that
he/she has adequate knowledge of the route to be flown on each flight, and of the
aerodromes (including alternates), terrain and minimum altitudes, seasonal
meteorological conditions, ATC communications and navigational facilities and
procedures associated with the route along the route(s) and applicable
procedures over heavily populated areas and areas of high traffic intensity,
obstructions, physical layout, lighting, approach aids and arrival, departure
holding and instrument approach procedures, and applicable operating minima,
search and rescue procedures, facilities and procedures to be used (see Chapter
2 paragraph 2.10). Certification (by the operator) of area and aerodromes
competence is an annual requirement unless the commander, after the initial
certification, has flown over the area and aerodromes in the preceding twelve
months.

4.7.4 Each commander should be covered by a certificate of his competence in relation

to each individual route and aerodrome, and operators involved mainly in
scheduled services may find it convenient to adopt this procedure. The SSCA
may also agree to an alternative method of certification of commanders' route
competence in relation to specified areas of operation or groups of routes.

4.7.5 If the alternative method is used, the operator must be aware that there may be a
risk that a commander, on the basis of his general experience, could be certified
as competent to operate without restriction to an aerodrome which presents
special problems and clearly requires route experience or special briefing
however great the commander's general experience may be. It is important,
therefore, that the certificate issued by the operator should indicate positively the
aerodromes to which the commander is permitted to operate.

4.7.6 To avoid reproducing a long list of aerodromes in each commander's area and
airfields competence certificate, operators may find it convenient to maintain as
part of the operations manual a list of "straight forward" aerodromes to which any
experienced commander could operate without restriction. For certification
purposes, reference to the list would suffice. No aerodrome should be classified
as unrestricted unless it is also included in the operator's flight guide and has an

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 10 / 205
established instrument approach procedure.

4.7.7 Any aerodrome not included in the operator's unrestricted list, to which a
commander is considered competent to go, should be named in the certificate
which should include a brief but clear indication of the manner in which
competence has been established. To ensure consistency in certification,
operators adopting the area method should also indicate in the manual the
general nature of the special requirements to be met before a commander can be
considered competent at a "restricted" aerodrome. It is not practicable in this
publication to specify in a manner appropriate to all circumstances the detailed
requirements to be met before a commander can be considered competent to
operate to an aerodrome in a 'restricted' category. Ultimately the decision must
rest on the good judgment and integrity of the operator and the measure of
responsibility with which he/she approaches the problem.

4.7.8 The following are among the factors that operators may wish to take into account
in deciding whether a commander can be considered competent for a particular
flight:
[Link] The imposition of special aerodrome operating minima (if operations are also
confined to daylight) could in some circumstances render prior experience of the
aerodrome unnecessary - and enable the commander to get aerodrome
experience in the course of normal operations.
[Link] There are aerodromes at which a combination of special aerodrome operating
minima, prohibition of night landings and special pre-flight briefing on local
conditions could be considered adequate for a first visit;
[Link] In general, a commander should not be considered competent to operate to an
aerodrome at which nearby mountainous terrain makes the installation of an
instrument approach aid impracticable, unless after an initial visit under
supervision, he/she has within the preceding twelve months flown there as
commander or co-pilot;
[Link] Competence to operate into a complex terminal area could sometimes, subject
to acceptable general experience, be established in a flight trainer equipped for
the purpose. If the complexity of ATC clearances and special characteristics of
the local R/T were a factor, the use of tape recordings might be necessary.
[Link] In certain circumstances it may be permissible for an operator to base his
decision that a commander is competent for a particular flight on the fact that
he/she will have a co- pilot with suitable general experience in addition to recent
experience of the particular route and aerodrome. This procedure should be
adopted only in exceptional circumstances, and the co-pilot concerned should
be named in the certificate which should include details of his relevant
experience;
[Link] A commander whose experience is limited, say, to the Pacific and the Far East
cannot be considered competent for flights in a completely different environment
such as Europe or the North Atlantic.

4.7.9 The use of audio/visual means to familiarize commanders with aerodrome

approaches may be approved.

4.7.10 If the operator relies in any particular instance on the verbal briefing of a
commander, it should be given by a person who is qualified to operate on the
route in question: the commander should follow this by briefing his co-pilot before
the flight commences.

4.7.11 All certificates raised in respect of a commander's area and airfields competence

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 11 / 205
must be signed on the operator's behalf by a qualified official of appropriate
status.

4.7.12 In a small undertaking the chief pilot or other person in charge should know in
detail the experience and general competence of each of his pilots and can be
expected to arrange for special route familiarisation and to raise additional
certificates where necessary. For larger organisations a system of control that
does not depend upon personal knowledge will be necessary in order to prevent a
commander being rostered for a flight not covered by his certificate.

4.8 AIRCRAFT COMMANDERS AND CO-PILOTS INSTRUMENT APPROACH

PROFICIENCY

4.8.1 A further separate requirement to be met in respect of the commander and co-
pilot is that they must have been tested (within the periods of validity stated in
paragraph [Link] a)) as to their proficiency in using instrument approach systems
"of the type in use at the aerodrome of intended landing and any alternate
aerodrome". The tests may be carried out in flight in actual or simulated
instrument flight conditions, or in a simulator or flight trainer approved for the
purpose.

4.8.2 To comply with this requirement, operators may find it convenient to ensure that
commanders are tested as to their proficiency to carry out instrument approach
procedures using all the pilot interpreted aids provided in the aircraft they operate.
A separate test or record to cover the requirement may not be necessary, as it
may be possible to meet the regulation in the course of instrument rating tests, Bi-
annual competence checks and routine line checks. (see paragraph [Link].)

4.8.3 On many aircraft the interpretation of instruments is the same for VOR as for ILS.
In these circumstances, provided there is a record of an initial test as to
competence on a VOR approach and provided the pilot remains in regular
practice at ILS approaches and en-route use of VOR, the separate annual VOR
approach test may be dispensed with.

4.9 PILOT'S RECENT TYPE EXPERIENCE

4.9.1 The operator shall not assign a flight crew member to function as a pilot or a co-
pilot, unless he/she has, in the preceding 90 days, carried out at least three take-
offs and landings in an aircraft or in an approved flight simulator of the type/class
to be used. Additionally, the commander should also have carried out a take-off
and landing in the preceding 35 days in an aircraft or in an approved flight
simulator of the same type/class.

4.9.2 To regain recent type experience, a pilot or co-pilot shall undergo a flight training
programme with a Type Rating Instructor:
a) in a non-revenue training flight; or
b) in an approved flight simulator of the same type/class. The flight
training programme shall be approved by the SSCA

4.9.3 When a pilot-in-command ,a co-pilot or a cruise relief pilot is flying several

variants of the same type of aeroplane or different types of aeroplane with similar
characteristics in terms of operating procedures, systems and handling, SSCA
shall decide under which conditions the recency requirements for each variant or
each type of aeroplane can be combined.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 12 / 205
4.9.4 An operator shall not assign a pilot to act in the capacity of cruise relief pilot in a
type or variant of a type of an aeroplane unless, within the preceding 90 days that
pilot has either:

a) operated as a pilot-in-command, co-pilot or cruise relief pilot on the same type of

aeroplane; or
b) carried out flying skill refresher training including normal, abnormal and
emergency procedures specific to cruise flight on the same type of aeroplane or in
a flight simulator approved for the purpose, and has practised approach and
landing procedures, where the approach and landing proceure practice may be
performed as the pilot who is not flying the aeroplane.

4.10 FLIGHT ENGINEER'S RECENT TYPE EXPERIENCE

4.10.1 The operator shall not assign a flight crew member to function as a flight
engineer unless he/she has, in the preceding 90 days, carried out at least one
sector in an aircraft of the same type or in an approved flight simulator of the
aircraft type to be used.

4.11 FLIGHT CREW CONVERSION TRAINING

4.11.1 Syllabi
[Link] All type conversion training should be conducted in accordance with detailed
syllabi included in the training manual. When considering programmes and
syllabi for types of aircraft newly acquired, operators are urged to consult the
SSCA at the outset. The SSCA will advise on the nature and scope of the
training to be given, and early consultation will help to prevent difficulties and
inconvenience to the operator when the syllabi is submitted for approval.

4.11.2 Minimum experience requirements

[Link] The standards for qualification and experience required of flight crew before
being rostered for conversion training should be specified by the operator and
agreed with the SSCA.

4.11.3 Ground training

[Link] The operator should attach great importance to technical training and there
should be a properly organised programme of ground instruction by competent
tutors with adequate facilities, including any necessary mechanical and visual
aids. If the aircraft concerned is relatively simple, private study may be adequate
if the operator provides suitable manuals and/or study notes. It is important that
the time allowed for ground training should be devoted exclusively to that
purpose and that trainees should not be taken away from their studies or for
normal flying duties. SSCA Inspectors will wish to examine premises and
equipment to be used for ground training. They are also authorised to be
present while tuition and lectures are in progress.

4.11.4 Examinations and tests after ground training

[Link] Courses of ground instruction for flight crew, should incorporate written progress
tests at the end of each distinct phase.
[Link] For all flight crew, the ground course should cover the survival training as
detailed in Chapter 6.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 13 / 205
[Link] The annual "emergency/survival" test as detailed in Chapter 6 should be given
before any flying training is started.

4.11.5 Flying training for pilots

[Link] For all pilots taking a conversion course, the flying training should be systematic
and sufficiently comprehensive to familiarise them thoroughly with all aspects of
normal operation of the aircraft, including the use of all flight deck equipment,
and with all emergency drills, procedures, handling techniques and limitations.
Pilots on conversion flying training should not be interrupted by flying other
aircraft types.
[Link] The "flight handling" sections of the syllabus should include all the requirements
of the appropriate type rating tests, and in addition the following items if
appropriate to the aircraft type:
a) Aeroplanes:
1) visual "go around" from not more than 200 ft agl;
2) failures of flight director system, including ILS approach without
flight director;
3) a typical noise abatement procedure;

b) Helicopters:
1) practice of appropriate type rating test items under instrument flight
conditions including failure of flight instruments and flight directors;
2) recovery from unusual attitudes under instrument flight conditions.
[Link] Each exercise should be practised until a satisfactory standard is achieved. The
various take-off, "go around" and landing exercises should be performed at least
twice. Records kept by the operator should show the number of times that each
exercise was covered.
[Link] Particular emphasis should be placed on the practice of correct crew procedures
for take-off, approach, landing and "go around", and additionally, for helicopter
pilots, in the procedures for IMC descent en-route in conditions of low cloud and
poor visibility.
[Link] Pilots undergoing conversion training should at some stage be given an exercise
in coping with incapacitation of another flight crew member. If the flight crew
complement includes a flight engineer it will be necessary for pilots to be
sufficiently familiar with his in-flight functions.

4.11.6 Additional requirements for commanders

[Link] Without prejudice to any of the requirements of a particular type rating test, the
conversion training of aircraft commanders should include the following items
insofar as they may be appropriate to the aircraft type:

a) landing with two engines inoperative;

b) landing without flap or slat, or with restricted flap;
c) landing with flying control system malfunction;
d) instrument approach and "go around" with flight director malfunction;
e) landing at night with one engine inoperative;
f) crosswind take -off and landing.
[Link] Commanders should also be given practice, normally in a simulator, in the
stopping and starting of engines in flight and in any emergency drills that might
fall to them while the co-pilot is handling the aircraft.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 14 / 205
4.11.7 Additional requirements for co-pilots
[Link] Co-pilots (in addition to the handling practice already referred to) should be
given adequate training in the execution of all emergency drills that might fall to
them while the commander is flying the aircraft. Unless this is done in a flight
simulator approved for the purpose it will be necessary for co-pilots to perform
all drills (e.g. engine fire and relight) in flight where the training captain is flying
the aircraft. Co-pilots should also be given practice, during conversion training,
in the operation of all radio equipment and aircraft systems normally managed
by the co-pilot while the commander is handling the aircraft.

4.11.8 Tests after flying training

[Link] Before they are assigned to line duty in a pilot's seat (whether under supervision
or not) commanders and co-pilots must be certified by the operator as
competent in all the functions and duties covered by the relevant Bi-annual Base
Check. Training in these functions and duties MAY NOT be completed in the
course of normal operations. All conversion flying training must therefore
incorporate the Base Check described in paragraphs 4.3.3, 4.3.4 and 4.4.3 of
this chapter.
[Link] Unless the aircraft, its handling characteristics and its flight instruments are
closely similar to those of a type on which the pilot is already experienced, his
conversion training should incorporate an instrument rating test on the new type.
This will normally be expected to be part of a conversion programme, regardless
of the expiry date of an existing instrument rating.
[Link] Before pilots are assigned to line duty as commander or co-pilot, the operator
shall certify, as a result of a check required by paragraph 4.3.2 or 4.4.2, that
they are competent to execute normal manoeuvres and procedures under
supervision. Before operating without supervision, commanders and co-pilots
must meet the full requirements of paragraph 4.3.2 or 4.4.2, as appropriate.

4.11.9 Flight under supervision

[Link] The conversion syllabus should provide for all pilots, after completion of flying
training and initial tests, to operate a minimum number of sectors and/or flying
hours "under supervision". The minimum figures should be agreed with the
SSCA.
[Link] The "under supervision" period should NOT be used for the completion of the
basic conversion syllabus. Its purpose is two fold. Firstly, it will enable the newly
converted pilot to settle down to his duties on the new type in the company of an
experienced and qualified pilot specially designated for the purpose, and to turn
to him for advice if necessary. Secondly, it will enable the training staff to assess
and verify the adequacy of the conversion training, and to ensure that proper
operating standards are achieved at the outset, in the course of normal and
varied operations.
[Link] "Under supervision" means

a) for a commander:
flying with an experienced pilot, qualified to act as the aircraft commander
and specially designated by the operator to act as a supervising pilot, who
should occupy the seat and perform the duties of co-pilot. (Some operators
may wish the newly converted commander to operate a few sectors in the
co-pilot's seat and this is acceptable if the supervising captain is in the
commander's seat);

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 15 / 205
b) for a co-pilot:
flying in the co-pilot's seat with either:
1) a qualified commander, specially designated for the purpose,
occupying the commander's seat, or
2) any qualified commander in the commander's seat and a supervisory
first officer specially designated for the purpose, occupying an
additional crew seat in the flight deck.
[Link] On completion of the sectors under supervision a line check should be
administered.
[Link] The "under supervision" sectors carried out by a newly qualified captain will
have been completed with an experienced supervisory captain acting as co-
pilot. Some operators may therefore wish to carry out a further period of flying,
after the line check referred to at paragraph [Link], teaming the new captain
with a standard crew, and with a suitably qualified pilot, specially designated for
the purpose, occupying the jump seat and acting only in an advisory capacity. It
should be made clear that in this situation the newly qualified captain is the
commander of the aircraft.
[Link] If the flight crew complement includes a pilot acting as a Systems Panel
Operator he/she should, after conversion training and the initial test in these
duties, operate a minimum number of sectors under the supervision of a
qualified and specially designated person carried in addition to the flight crew of
the aircraft.

4.11.10 Use of flight simulators for conversion training

[Link] The extent to which a flight simulator may be used for
conversion/recurrent/recency training will be considered according to individual
circumstances as approved by the SSCA.

4.11.11 Flight engineers

[Link] Type conversion for flight engineers should follow the same general pattern as
that of pilots. Newly trained flight engineers should not occupy the flight
engineer's seat during take-off and landing on a public transport flight until they
have completed all initial competence checks.
[Link] Flight engineers should operate a minimum number of sectors under the
supervision of a suitably qualified and specially designated flight engineer. A line
check report should be made on completion of the sectors under supervision.
[Link] Flight engineers undergoing conversion training should at some stage be given
an exercise in coping with incapacitation of another flight crew member.

4.11.12 Variants of the same aircraft type

[Link] A company may operate a number of aircraft which, though of the same type,
are not identical. They may differ in engines, systems, equipment, flight deck
lay-out, operating procedures, performance, or in other respects. In such
circumstances the operator must conduct a "differences course" for his crew to
ensure they are adequately trained on each variant.

4.12 CONVERSION FROM FIRST OFFICER TO COMMANDER

4.12.1 It is essential that promotion to commander should be preceded by a planned

"conversion" course, including up-grading of the type endorsement if necessary.
An adequate number of sectors must be flown in the appropriate seat as

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 16 / 205
commander under supervision. There should be a full commander's base and line
check immediately before appointment.

4.13 SAFETY EQUIPMENT AND PROCEDURES (SEP)

4.13.1 The Emergency and Survival Training, Practice and Training Requirements for
flight crew and cabin crew are contained in Chapter 6 of this document.

4.14 TRAINING ON SPECIAL EQUIPMENT

4.14.1 Formal training should be given to aircraft crew as necessary on items of special
equipment such as storm warning radar, flight director systems, auto-pilots,
Loran, Doppler, Inertial Navigation/Reference System, Global Positioning System,
Communications-Navigation-Surveillance (CNS)/Air Traffic Management (ATM)
systems.

4.15 FLIGHT OPERATIONS OFFICER/FLIGHT DISPATCHER AND GROUND STAFF

TRAINING AND TESTING

4.15.1 The operator shall provide training for ground staff directly involved with flight
operations (including flight operations officers/flight dispatchers), in particular
those employed in operations and traffic departments. The operator shall ensure
that the flight operations officer/flight dispatcher demonstrates that he/she has the
knowledge; and that he/she maintains familiarization with all features of the
operation which are pertinent to such duties, including the knowledge and skills
related to human performance. Further training will be necessary from time to
time (e.g. when new types of aircraft are acquired) and the arrangements in this
connection will be taken into account in the consideration of applications for the
variation of Certificates.

4.15.2 The detailed requirements for flight operations officers/flight dispatchers are given
in Appendix P

4.15.3 The Flight Operations Officer/Flight Dispatcher training must be carried by a qualified
instructor who shall meet the following criteria:
(a) Have served at least 5 preceding years as a full time qualified flight
dispatcher with an airline or at least the preceding one year as a Flight
Operations Officer/Flight Dispatcher instructor in a training establishment
acceptable to the SSCA, and
(b) Completed successfully a Flight Operations Officer/Flight Dispatcher
instructor course acceptable to the SSCA.
4.15.4 All Flight Operations Officer/Flight Dispatcher Instructor will need to observed by a
SSCA Inspector every 2 years to ensure they maintain their knowledge, skills and
competency for the re-appointment as Flight Operations Officer/Flight Dispatcher
instructor.

4.16 DANGEROUS GOODS TRAINING

4.16.1 Operators are required to establish and maintain dangerous goods training
programmes for those aircraft crew and ground staff concerned. Refer to
Appendix M for details.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 17 / 205
4.17 SECURITY TRAINING

4.17.1 The operator shall establish, maintain and conduct approved training programmes
which enable the operator's personnel to take appropriate action to prevent acts
of unlawful interference such as sabotage or unlawful seizure of aeroplanes and
to minimise the consequences of such events should they occur.

4.17.2 The training programme shall include at least the elements identified in Appendix
L. Such training programmes shall be periodically reviewed to ensure that it is
kept abreast with the latest developments.

4.17.3 The operator shall also establish and maintain a training programme to acquaint
appropriate employees with preventive measures and techniques in relation to
passengers, baggage, cargo, mail, equipment, stores and supplies intended for
carriage on an aeroplane so that they contribute to the prevention of acts of
sabotage or other forms of unlawful interference.

4.18 USE OF SIMULATORS

4.18.1 Subject to the approval of the SSCA, simulators may be used for the following
purposes:
a) Type Rating Training and Checks
b) Instrument Rating Training and Checks
c) Bi-annual Base Checks
d) Initial Line Checks
e) Low Weather Minima Training
f) Specified Aerodrome Competency Checks
g) Certification of Flight Crew
h) Re-current Training
i) Line-Oriented Flight Training
j) Recent type experience

4.18.2 Application for a simulator Certificate of Approval

[Link] Application shall be made to the SSCA on and submitted to:
- Airworthiness/ Flight Operations Division
[Link] The application must be accompanied by an Approved Test Guide / Qualification
Test Guide.
[Link] Simulator Certificate of Approval shall be displayed in the simulator.

4.18.3 Conditions of approval

[Link] The approval will be rendered invalid under the following circumstances:
a) Modification of simulators, or their motion and visual systems.
b) Temporary deactivation of a currently qualified simulator.
c) Re-location of simulator to a new location.
[Link] The operator will have to re-apply for a simulator approval if it wishes to put the
simulator back into use.

4.18.4 Simulator Maintenance

[Link] Following satisfactory completion of the initial evaluation, a periodic check
system should be established to ensure that simulators continue to maintain
their initially qualified performance, functions and other characteristics.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 18 / 205
[Link] Periodic evaluations will be conducted on a yearly basis prior to the renewal of
the Certificate of Approval. Applications for the renewal of the Certificate of
Approval must be made at least one month prior to the date of expiry.

4.18.5 Quality Assurance System

[Link] The operator's quality assurance system shall include a quality programme for
its flight simulators. The programme shall include periodic tests consisting of
both objective and subjective tests. These tests should be made available to the
SSCA on request.

4.18.6 The use of simulators not owned and/or operated by the AOC holder
[Link] An AOC holder (applicant) may apply to use simulators that are not owned by
them. The simulator owner's qualification test guide shall be submitted together
with the application form. Such simulators shall have a certificate of approval
from the respective local authority. Simulators that do not have the approval of
the respective local authority will not be considered.
[Link] The SSCA may (where appropriate) conduct a validation test on the
performance of the simulator.
[Link] The applicant shall pay for all fares, expenses and fees incurred by the SSCA in
the conduct of the duties.

4.18.7 Conditions for approval of simulators not owned and/or operated by the AOC
holder
[Link] The approval will be rendered invalid under the following circumstances:
a) Modification of simulators, or their motion and visual systems.
b) Temporary deactivation of a currently qualified simulator,
c) Re-location of simulator to a new location.
[Link] The operator will have to re-apply for a simulator approval if it wishes to put the
simulator back into use.

4.19 REQUIREMENTS OF EXPERIENCE, RECENCY AND TRAINING APPLICABLE TO

SINGLE PILOT OPERATION UNDER IFR OR AT NIGHT

4.19.1 All aeroplanes operated by a single pilot under IFR or at night shall in addition to
performance requirements promulgated in AOCR Appendix Q shall also satisfy
the following requirements:

a) The operator shall include in the Operations Manual a pilot's conversion and
recurrent training programme which includes the additional requirements for a
single pilot operation;

b) In particular, the cockpit procedures must include:

1) Engine management and emergency handling;
2) Use of normal, abnormal and emergency checklists;
3) ATC communication;
4) Departure and approach procedures;
5) Autopilot management; and
6) Use of simplified in-flight documentation.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 4 - Page 19 / 205
c) The recurrent checks required by CCAR shall be performed in the single-pilot
role on the type or class of aeroplane in an environment representative of the
operation;

d) The commander shall have a minimum of 50 hours flight time on the specific
type or class of aeroplane under IFR of which 10 hours is as commander;

e) The minimum requirement recent experience for a pilot engaged in a single-

pilot operation under IFR or at night shall be 5 IFR flights, including 3
instrument approaches, carried out during the preceding 90 days on the type
or class of aeroplane in the single-pilot role. This requirement may be
replaced by an instrument approach check on the type or class of aeroplane;
and

f) The commander has successfully completed training programmes that

include, in addition to the requirements in paragraph 18 above, passenger
briefing with respect to emergency evacuations; autopilot management; and
the use of simplified in-flight documentation.

4.20 FLIGHT CREW TRAINING AND CHECKING FOR OPERATION AT NIGHT AND/OR
IMC BY SINGLE ENGINE TURBINE-POWERED AEROPLANE

4.20.1 The minimum flight crew experience required for night/IMC operations by single
engine turbine-powered aeroplanes shall be as prescribed in paragraph 4.19.1 d)
and 4.19.1 e) above.

4.20.2 An operator's flight crew training and checking shall be appropriate to night and/or
IMC operations by single engine turbine-powered aeroplanes, covering normal,
abnormal and emergency procedures and, in particular, engine failure, including
descent to forced landing in night and/or in IMC conditions.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 1 / 205
CHAPTER 5
Version :1
Date : May 12 2008
ORGANISATION AND FACILITIES

5.1 MANAGEMENT AND EXECUTIVE STAFF

5.1.1 A sound and effective management structure is essential. It is particularly

important that the operational management should have proper status in the
organisation and be in suitably experienced and competent hands. The duties
and responsibilities of managers, senior executives and designated
representatives in charge of operational control must be clearly defined in writing,
and chains of responsibility firmly established. The number and nature of the
appointments may vary with the size and complexity of the organisation. An
excess of managers can lead to fragmentation of responsibility and control, and to
as much difficulty and inefficiency as a shortage and a lowering of operational
standards can as easily result. In general, the appointment of deputies for
managerial posts should be kept to a minimum and particular care should be
taken in defining their functions and responsibilities. Before an AOC can be
granted, the SSCA must be satisfied that the management organisation of the
operator is adequate and properly matched to the operating network and
commitments.

5.1.2 The positions held by key personnel will be listed in each Air Operator Certificate,
and it will be a condition of the Certificate that the SSCA shall be given advance
notice of any intended change in appointments or functions. This would include
the following:

a) Chief Executive Officer/Accountable Manager

b) Director of Operations

c) Director of Engineering

d) Director of Training

e) Director of Ground Operations

f) Director of Safety/ Quality Assurance

5.2 ADEQUACY AND SUPERVISION OF STAFF

5.2.1 Aircraft Crew

[Link] It will be necessary for operators to satisfy the SSCA they have a sufficient
number of aircraft crew for the operations to be undertaken. The adequacy of
the aircraft crew will not be assessed against a set formula, as there will clearly
be a wide variation in requirements according to particular circumstances,
though it will be expected that even if only one aircraft is to be operated a
minimum of two properly qualified aircraft crews will be employed. In certain
cases where the volume of work undertaken is small the normal requirement
concerning the number of aircraft crew employed may be relaxed. It is important,
that all grades of aircraft crew should be employed full- time under a suitable
service contract. The employment of part time or "freelance" aircraft crew will not
be acceptable except in exceptional circumstances and with the approval of the

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 2 / 205
SSCA.
[Link] Flights over routes for which a flight navigator is required will not normally be
permitted unless the operator has the full-time services of a sufficient number of
fully qualified and licensed Flight Navigators. If the operations are on a very
small scale, one navigator may be sufficient. If the introduction of advanced pilot
operated navigation aids is considered to render the carriage of a licensed Flight
Navigator unnecessary for a particular route then application to operate such a
route without a licensed Flight Navigator may be submitted to the SSCA and will
be considered on its merits.
[Link] Suitable arrangements must be made for the supervision of all grades of aircraft
crew by persons having the experience and qualities necessary to ensure the
maintenance of high professional standards. This will necessitate such
appointments as Chief Pilot, Flight or Fleet Manager and - in the larger
organisations - Chief Navigator, Chief Flight Engineer and Chief
Steward/Stewardess. The duties and responsibilities of these officials should be
carefully defined, and their line flying commitments suitably restricted in order
that they may have sufficient time for their managerial functions. If there are too
many such appointments, they can create as many problems as they solve - and
the SSCA will be concerned only to verify that arrangements of the professional
supervision of aircraft crew are properly related to the size and nature of the
operator's organisation.
[Link] Operators must ensure that their crew shall NOT exercise the privileges of their
licences at any time when they are aware or have been told by competent
medical authority, of any decrease in their medical fitness which might render
them unable to safely exercise those privileges. Such decrease in fitness shall
be reported immediately to the SSCA.

5.2.2 Ground Staff

[Link] The number of staff needed will depend primarily upon the nature and the scale
of flight operations, and the SSCA will take full account of the operator's
particular circumstances. The operations and traffic departments, in particular,
shall be adequately staffed with trained personnel who have a complete
understanding of the nature of their duties and responsibilities. Operators shall
provide any further training that may be necessary from time to time (e.g. when
new types of aircraft are acquired) and the arrangements in this connection will
be taken into account in the consideration of applications for the variation of
Certificates.

5.3 FACILITIES

5.3.1 The nature and scale of office services required - administrative staff and office
equipment etc - should be related to the numbers of executive and other staff
employed. It is particularly important that office services are sufficient to ensure
that operational instructions and information of all kinds are produced and
circulated to all concerned without delay.

5.3.2 In cases where the provisions of printing facilities for manuals, manual
amendments and other necessary documentation is not warranted by the size of
the company, the operator must show that he/she has efficient alternative
arrangements.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 3 / 205

5.4 ACCOMMODATION

5.4.1 Office space at each operating base/line station must be sufficient to provide a
suitable working environment for the operating staff employed. Adequate
provision must be made for the traffic staff, for operational planning, for the
storage and display of essential records, and for flight planning by flight crew. If
flight planning facilities for flight crew are provided by the airport authority,
handling agents, the space provided by the operator can normally be reduced, but
it is essential that reasonable accommodation should be made available for
aircraft crew to use before and between flights.

5.5 OPERATIONS LIBRARY

5.5.1 At each operating base/line station the operator should maintain an adequate and
appropriate library of maps, charts, flight guides, operations manuals and other
documents needed for reference and planning purposes, and for carriage in flight.
The library should be kept in an orderly fashion and responsibility for its
maintenance clearly defined.

5.5.2 Maps, charts, and flight guides held should cover the whole of the region for
which the operator is, or wishes to be, certificated.

5.5.3 Arrangements should be made for the amendment of manuals, flight guides etc,
and for bringing the amendments to the notice of aircraft crews and other
operating staff concerned. A record should be kept of the distribution of manuals
and amendments.

5.6 AIRCRAFT LIBRARY AND NAVIGATION BAG

5.6.1 There shall be an effective system to ensure that aircraft are provided with an
adequate and updated library of manuals, maps and charts, flight guides
checklists and other necessary documents, including data in electronic form,
supported by an efficient amendment service. Content lists should be provided for
making up the aircraft library and navigation bag, and aircraft drill cards should
include an item requiring libraries and navigation bags to be checked before
departure.

5.7 FLIGHT STAFF INSTRUCTIONS

5.7.1 Flight manuals, operations manuals, and other standing instructions must be
supplemented by a systematic procedure for bringing urgent or purely temporary
information to the notice of aircraft crews. This should be achieved by a
numbered series of flight staff instructions or crew notices issued by or under the
direct authority of a senior operations official. When the issue of such a temporary
instruction entails amendment of a standing instruction, the amendment should be
made without undue delay and periodical checklists should be issued to show
which of the temporary instructions are current. Full use should be made of these
instructions to bring significant Aeronautical Information Circulars, NOTAM,
changes in aerodrome operating minima, etc to the attention of aircraft crew.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 4 / 205

5.8 REGULATIONS AND AERONAUTICAL INFORMATION

5.8.1 All flight crew, and other operating staff who may be concerned, should have
access at their normal operating base to:

a) Cambodia AIP;
b) The Cambodia Civil Aviation Regulation currently in force and any
amendments thereto;
c) NOTAM; in particular affecting facilities over the routes, destination,
enroute alternates and diversion;
d) Aeronautical Information Circulars; and
e) Flight rules of the State in which the aerodrome is located and the
requirement to comply with these rules.

5.8.2 Where this information is readily available to crew in an Aeronautical Information

Service unit, it may not be necessary for the operator to duplicate the service, but
it is nevertheless his responsibility to ensure that the information is available.

5.8.3 If the normal operating base/line station is abroad, the local Aeronautical
Information Publication, NOTAM and appropriate manuals shall be provided. This
will be agreed with the SSCA.

5.8.4 Operators shall ensure that all employees when abroad know that they must
comply with the laws, regulations and procedures of those States in which
operations are conducted.

5.9 OCCURRENCE AND FLIGHT SAFETY REPORTS

5.9.1 Responsibility for co-ordinating action on occurrence reports, mandatory or

otherwise, and for initiating any necessary investigations should be assigned to a
suitably qualified senior official with clearly defined authority and status. Reports
should normally be made to the SSCA or local SSCA through this official.

5.9.2 Particular care should be taken to ensure that the originators of flight safety
reports are informed of the action taken, and where it would be useful in the
interest of safety the circumstances of the incident should be made generally
known within the operator's organisation.
Chapter 5.10
Revision : 2
5.10 SAFETY MANAGEMENT SYSTEM Date : 18 May 2009

5.10.1 The operator shall implement a safety management system acceptable to the
SSCA that:

a) Identifies safety hazards and assesses, controls and mitigates risks;

b) Ensures that remedial actions necessary to maintain an acceptable level
of safety is implemented;
c) Provides for continuous monitoring and regular assessment of the safety
level achieved; and

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 5 / 205
d) Aims to make continuous improvement to the overall level of safety.

5.10.2 The framework for the implementation and maintenance of a safety

management system must include, as a minimum, the elements as listed on
Appendix P.

5.10.3 A safety management system shall clearly define lines of safety accountability
throughout the organisation, including a direct accountability for safety on the
part of senior management.

5.10.4 Flight Data Analysis Program

[Link] The operator of an aeroplane of a maximum certified take-off mass in

excess of 20 000 kg shall establish and maintain a flight data
analysis program as part of its safety management system. The
flight data analysis program shall be non-punitive and contain
adequate safeguards to protect the source(s) of the data

5.10.5 Flight Safety Documents System

[Link] The operator shall establish a flight safety documents system, for the
use and guidance of operational personnel, as part of its safety
management system.

[Link] The development of a flight safety documents system is a complete

process, and changes to each document compromising the system
may affect the entire system. The operational documents are 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.

[Link] The guideline is provided in Appendix N and it addresses the major

aspects of the operator’s flight safety documents system
development process. 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.

5.10.6 Training on Human Factors and Crew Resource Management

[Link] The operator shall establish and implement a human factors and crew
resource management training program for all operating staff. These
training programs shall be regularly reviewed and updated, as
appropriate, to keep abreast of industry standards. Operating staff is
defined as the employees and agents employed by the operator,
whether or not as members of the crew of the aircraft, to ensure that
the flights of the aircraft are conducted in a safe manner.

[Link] The training shall include, but should not be limited to, the following
topics:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 6 / 205
a) Communications
b) Situational awareness
c) Problem-solving / decision-making / judgement
d) Leadership / following
e) Stress management
f) Critique
g) Interpersonal skills

5.11 OPERATIONAL FLIGHT PLANS

5.11.1 The operator shall complete and file to the appropriate ATS unit an ATS flight
plan for each intended flight. Such ATS flight plan shall be approved and signed
by the commander, and, where applicable, the flight operations officer/flight
dispatcher. A copy shall be kept by the operator or designated agent.

5.11.2 The operator shall complete an operational flight plan for each intended flight, and
supply for the use of the flight crew operational flight plan forms or prepared flight
plan/logs to be used on all flights. The operational flight plan is the operator's plan
for the safe conduct of the flight based on considerations of aircraft performance,
other operating limitations and relevant expected conditions on the route to be
followed and at the aerodromes (or heliports, as appropriate) concerned. The
operational flight plan shall be approved and signed by the commander, and
where applicable, the flight operations officer/flight dispatcher. A copy of the
operational flight plan shall be filed with the operator or a designated agent, or left
on record in a suitable place at the point of departure. The following entries
should be provided for:

a) Name of flight deck crew;

b) Flight number (or other designation), date, aircraft type and registration;
c) Names of reporting and turning points together with codings and
frequencies of radio aids;
d) Tracks and distances;
e) Flight times between reporting and turning points;
f) ETA, revised ETA and ATA at each reporting and turning point;
g) Minimum safe altitude for each stage of the flight;
h) Altimeter settings at points of departure and destination;
i) Cleared cruising altitudes or flight levels;
j) Destination alternate aerodrome and en-route alternate aerodromes for
extended range operations by aeroplanes with two engined power-units
(ETOPS);
k) ETOPS; RVSM; MNPS; RNP
l) Information from meteorological broadcasts;
m) A brief and simple statement of the fuel requirement and the manner in
which it was computed (e.g three figures - fuel to destination, fuel for
diversion and holding, fuel for contingencies and total fuel - would
suffice);

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 7 / 205
n) If not maintained separately, a fuel log in which to record in-flight fuel
checks;
o) Space for noting ATC clearances;
p) Taxi, airborne, landing and engine-off times.

5.11.3 Operators shall ensure that the contents and use of the operational flight plan are
spelt out in the operations manual including the requirement for all forms are
properly completed for each flight and retained for a period of at least three
months.

5.11.4 For scheduled journeys it is desirable that operators should use a prepared
navigational flight plan on which tracks, distances, minimum safe altitudes, etc are
printed. Special precautions will be necessary, of course, to ensure that
amendments are incorporated as they become effective.

5.11.5 In-flight operational instructions

Operational instructions involving a change in the ATS flight plan shall, when
practicable, be coordinated with the appropriate ATS unit before transmission to
the aeroplane.

Note: When the above coordination has not been possible, operational
instructions do not relieve a pilot of the responsibility for obtaining an appropriate
clearance from an ATS unit, if applicable, before making a change in flight plan.

5.11.6 Voyage Reports/Records

[Link] The Operator shall maintain a Report/Record for all flights undertaken. The
Voyage Report/Record shall be completed by the Commander of the flight
and retained by the operator for a period of at least 6 months. The Voyage
Report/Record shall include the following information:
a) Names of all crew, their duty assignments and in-flight rest times
as applicable);
b) Details of the flight undertaken, such as date, flight number; and
c) Significant times of the flight such as pushback, taxi, takeoff,
landing and chocks on.

Note: All times shall be in UTC.

[Link] The Voyage Report/Record shall be signed by the Commander of the
flight who shall be responsible for the accuracy of the data entered
thereon. All entries shall be made in indelible ink or indelible pencil.
5.11.7 Journey Log
[Link] The aeroplane journey log book should contain the following items and
the corresponding roman numerals:
I. Aeroplane nationality and registration.
II. Date.
III. Names of crew members.
IV. Duty assignments of crew members.
V. Place of departure.
VI. Place of arrival.
VII. Time of departure.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 5 - Page 8 / 205
VIII. Time of arrival.
IX. Hours of flight.
X. Nature of flight (private, aerial work, scheduled or non-
scheduled).
XI. Incidents, observations, if any.
XII. Signature of person in charge.
[Link] Entries in the journey log book should be made currently and in ink or
indelible pencil.
[Link] Completed journey log book should be retained to provide a continuous
record of the last six months’ operations.

5.11.8 Records of Emergency and Survival Equipment Carried

[Link] The operator shall have available for immediate communication to rescue
coordination centres lists containing information on the emergency and
equipment carried on board any of their aircraft engaged in international air
navigation. The information shall include, as applicable, the number, colour
and type of life rafts and pyrotechnics, details of emergency medical
supplies, water supplies and the type and frequencies of the emergency
portable radio equipment.

5.12 COMMANDER'S FLIGHT BRIEF

5.12.1 For flights on routes not normally flown, commanders must be provided with a
suitable brief, a copy of which should be retained by the operator for at least three
months. The brief should include guidance on the schedule to be maintained and
on all operational aspects of the voyage not fully covered in the operations
manual, including in particular details of the routes to be flown, specific
aerodrome operating minima for all aerodromes (including alternates) likely to be
used, and details of the navigation and terrain clearance procedures to be used.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 1 / 205
CHAPTER 6 Version :1
Date : May 12 2008
:
EMERGENCY AND SURVIVAL TRAINING, PRACTICE AND
TESTING REQUIREMENTS FOR FLIGHT CREW AND CABIN
CREW

6.1 GENERAL REQUIREMENTS

6.1.1 Statutory Requirements

[Link] Statutory requirements relating to the training and periodical testing of crews are
prescribed in the Cambodia Civil Aviation Regulation. The primary purpose of
this chapter is to indicate the arrangements considered necessary to secure an
adequate standard of compliance with the statutory provisions.
[Link] Further details and references on training requirements and standards can be
found in ICAO Document 7192, Training Manual Part E-1 Cabin Attendants'
Safety Training.

6.1.2 Crew Co-ordination and Combined Training

[Link] The successful containment of aircraft emergencies depends heavily upon
effective co-ordination and two-way communication between flight crew and
cabin crew member.
[Link] Operators are expected to make every effort to provide combined training for
flight crew and cabin crew. Much of the training that both must receive prior to
operating public transport aircraft covers common ground; paragraphs 6.3 (Initial
Training), 6.5 (Aircraft Type Training) and 6.7 (Recurrent Training) of this
Chapter specify training that all crew members must be given.
[Link] Additional training that cabin crew must receive is listed in paragraphs 6.4, 6.6
and 6.8. Flight crew should be made aware of such additional training provided
to cabin crew in compliance with this requirement.
[Link] Particular emphasis should be placed on the provision of joint practice in aircraft
evacuations so that all who are involved learn of the duties other crew members
must perform before, during and after the evacuation. The importance of
effective co-ordination and two-way communication between flight and cabin
crew in various abnormal and emergency situations should also be stressed.
Emphasis should also be placed on co-ordination and communication within the
crew in normal operational situations including the use of correct terminology,
common language and effective use of communications equipment.
[Link] Cabin crew should also be trained to identify unusual situations that might occur
inside the passenger compartment, as well as any activity outside the aircraft
that could affect the safety of aircraft and/or passengers and effectively
communicate such information to the flight crew.
[Link] When combined training cannot be arranged, an operator's instructors should
adopt the role of flight crew or cabin crew, as appropriate.
[Link] To facilitate training and to promote consistency of drills and procedures, it is
essential that there is effective liaison between flight crew and cabin crew
training departments.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 2 / 205

6.1.3 Training Syllabus

[Link] A detailed emergency and survival training and testing syllabus is to be specified
in the training manual. The syllabus should differentiate between initial training,
aircraft type training, recurrent training, the annual emergency survival test and
the 24-month periodic practice.

6.1.4 Training Staff and Examiners

[Link] A suitably qualified person should be appointed to manage cabin safety training
and testing. Such appointment should be subject to acceptance by the SSCA.
[Link] An applicant applying for appointment as a training instructor should have a
minimum one year experience as a crew member or previous experience as a
safety training instructor. The experience should be acquired within the last 5
years from the date of application.
[Link] An applicant without the experience requirement in as stipulated in [Link] but
with other relevant aviation experience or appropriate qualifications may be still
be considered for appointment subject to the SSCA's approval.
[Link] All applications for appointment should be submitted by the operator to the
SSCA for approval. The application should include the qualifications, experience
requirements, and the proposed training programme as specified in the
Operator's Training Manual (Part D).
[Link] The training personnel conducting the instructor training must have current
knowledge, ability and recent experience as an instructor and examiner. The
appointment of these training personnel shall be subjected to the approval of the
SSCA.
[Link] For newly appointed Instructor/ Examiner with less than 2 years of experience,
he/ she is required to:
a) be checked by a SSCA authorised officer or an operator's examiner
authorised by SSCA, every 12 months on their competency as instructor
and/or examiner.
b) carry out a minimum of 2 observation flight sectors on the operator's
flight within the last 12 months.
[Link] The re-appointment as Instructor and/or Examiner with more than 2 years of
experience will be as follows:
a) be checked by a SSCA authorised officer or an operator's examiner
authorised by SSCA, once every 24 months on their competency as
instructor and/or examiner; and
b) carry out a minimum of 2 observation flight sectors on the operator's
flight within the last 24 months.
[Link] An operator is required to maintain the following records of their instructors and
examiners:
a) training records
b) training classes conducted
c) examinations conducted
d) observation flights
e) checks as carried out by SSCA authorised officers or the examiner
authorised by SSCA.

6.1.5 Supervision of Instructors and Examiners

[Link] The conduct of crew training and of tests carried out by the operator's instructors
may be observed by SSCA Inspectors.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 3 / 205
6.1.6 Records of Emergency and Survival Training and Tests
[Link] Records must be maintained to show trainees' attendance at each type of
training and include information about the results of tests. Records should
incorporate certificates indicating the competence of trainees to perform the
duties on which they have been tested. Advice on the form of records and
certificates may be obtained from the SSCA.
[Link] Operators must keep records for all crew members to show when the next
practices and tests are due for renewal. There should also be an effective
system to guard against crews being rostered for duty when practices and tests
are overdue. The annual emergency and survival test is valid for twelve months.
[Link] Records of all initial training aircraft type training, recurrent training, periodic
practice and testing of all crew must be made available when requested by the
SSCA.
[Link] To facilitate inspection by the SSCA Inspectors, all crews must carry their
certificate of proficiency issued by the operator whenever they are operating a
flight.

6.1.7 Use and Approval of Aircraft Emergency Training Apparatus

[Link] Provision is made in the CCAR for use of "mock ups" for certain periodical tests.
These devices must be individually approved by the SSCA for test purposes and
may be used for such purpose only under the supervision of a person approved
for that purpose. Approvals normally restrict the use of such devices to the
particular operator's crews.
[Link] Details regarding the approval of training apparatus and the approval of
personnel responsible for conducting the training and testing on such apparatus
are contained at paragraph 10 of this Chapter.

6.1.8 Lease of Cambodia Registered Aircraft Operated By Foreign Cabin Crew

[Link] Subject to the SSCA's approval, consideration may be given to foreign cabin
crew to undergo a special training programme in lieu of the requirements as
spelt out in paragraphs 6.3, 6.4, 6.5, 6.6, 6.7 and 6.8 of this chapter. All
necessary training records and information pertaining to the foreign operator's
cabin crew shall be provided to the SSCA at least 7 working days in advance for
assessment.
[Link] Any special training programme approved by the SSCA shall be at least 2 days
in duration. Such training programme shall include all testing requirement as
spelt out in this chapter in order to enable the foreign cabin crew to operate
charter flights for a short period under a Cambodia Operator Certificate.
[Link] SSCA Inspectors will conduct an inspection of such special training programme
including the first flight being carried out by the operator using the foreign cabin
crew. The operator shall bear all expenses incurred in carrying out such
inspections.

6.2 PURPOSE AND PROVISION OF TRAINING

6.2.1 Applicability
[Link] The requirements of this Chapter are applicable to all operating flight crew and
cabin crew carried on board an aircraft.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 4 / 205
6.2.2 Purpose
[Link] The purpose of emergency and survival training, practice and testing is to
provide crew with the knowledge, skills and confidence needed to ensure that
they deal efficiently with different types of emergency and survival situations.

6.2.3 Arrangements
[Link] Operators are to ensure that organised courses of instruction are given by
qualified instructors on the use of all emergency and survival equipment, and on
all emergency procedure and drills, including aircraft emergency evacuation.

6.2.4 Training Aids

[Link] Suitable training aids should be provided to enhance the presentations in both
classroom and practical instruction sessions.

6.2.5 Before Flying on Aircraft

[Link] Before flying training commences on an actual aircraft, all crew are to have
completed successfully all appropriate training, practice and tests as described
in this Chapter.

6.2.6 Introduction of New Equipment

[Link] Operators are to ensure that they have an established procedure for all crew to
receive training and practice on any new equipment that is introduced.

6.3 INITIAL TRAINING - ALL CREW

6.3.1 Introduction
[Link] Crew are to be trained in the following subjects which are of a general nature
and not necessarily related to a specific aircraft type.

6.3.2 Crew Co-ordination

[Link] Emphasis is to be placed on the importance of effective co-ordination and two-
way communication between flight crew and cabin crew in various emergency
situations. Cabin crew should be trained to be alert, and to identify unusual
situations that might occur inside the passenger compartments, as well as any
activity outside the aircraft that could affect the safety of the aircraft or its
occupants. The need for effective communications or accurate information
between flight crew and cabin crew must be stressed.

6.3.3 Aeromedical and First Aid Topics

[Link] Instruction should be given on aeromedical topics such as:
a) first aid subjects appropriate to the aircraft type, i.e. its size and the
number of flight crew carried;
b) guidance on the avoidance of food poisoning, with emphasis on the
choice of a pre-flight meal and the importance of the commander and co-
pilot eating different food at different times during the flight, especially on
long sectors;
c) the possible dangers associated with the contamination of the skin or
eyes by aviation fuel and other fluids and their immediate treatment;
d) the recognition and treatment of hypoxia and hyperventilation; and
e) first aid associated with survival training appropriate to the route
operated (e.g. polar, desert and jungle).

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 5 / 205
[Link] Flight crew who operate on aircraft where cabin crew are not carried should
undertake training in basic first aid that is to include the use and contents of first
aid kits and in cardiopulmonary resuscitation.

6.3.4 Fire and Smoke Training

[Link] Practical fire and smoke training must be conducted under the supervision of an
instructor who has the knowledge, ability and experience to conduct such
training.
[Link] Both theoretical and practical training should be given. The training is to:
a) an appreciation of the chemistry of fire as a preliminary to
consideration of the choice of extinguishing agents for particular
fire situations, the techniques of applying extinguishing agents,
and if practical, the consequences of misapplication and their use
in a confined space; and
b) a demonstration or film on fire extinguishers being used on
various types of fires. Fires should be related to typical aircraft
interior equipment and include galley fires, fires in toilets,
upholstery, passenger service units and electrical installations.

6.3.5 Water Survival Training

[Link] Where flotation equipment is carried, a comprehensive wet drill to cover all
ditching procedures must be practised by all crews. This wet drill is to include,
as appropriate, practice of the actual donning and inflation of a life- jacket,
together with a demonstration or film of the inflation of life-rafts and/or slide-rafts.
All crews must board a life raft or a similar flotation equipment from the water
whilst wearing their uniform or similar attire with a life-jacket identical to that
being carried on the aircraft. Training must include the use of all survival
equipment carried on board the life raft or flotation equipment and any additional
survival equipment carried separately on board the aircraft.
[Link] Operators conducting intensive offshore helicopter operations will need to carry
out the wet drills annually. Consideration should be given to the provision of
further training such as underwater escape training.

6.3.6 Survival Training

[Link] Operators are to provide survival training, including the use of any survival
equipment carried, appropriate to their areas of operation, e.g. polar, desert,
jungle or sea.

6.3.7 Human Factors

[Link] Training should address the physiological effects on the human body of flying,
the problems associated with pressure change and hypoxia and the need for
restrictions on underwater diving. Training should include information on flight
time limitations, the effects of operating for extended periods of time and the
effects of time zone changes. Operational limitations should include illness, use
of alcohol and drugs, blood donations etc. Advice should be given on general
health care, especially whilst operating overseas, and the need for preventive
medicine such as immunisation, when operating to potentially infected areas.

6.3.8 Aerodrome Emergency Services

[Link] The operational procedures of ground-based emergency services at
aerodromes should be discussed.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 6 / 205

6.3.9 Aviation Security

[Link] Training is to be given in aspects of aviation security listed in Appendix L of this
document.

6.3.10 Dangerous Goods Training

[Link] Operators are required to provide Dangerous Goods training. See Appendix M
for details.
[Link] Operators must ensure that all its crew members have passed a written test on
Dangerous Goods prior to operating as a crew member. For validity reasons,
this test has to be re-taken before the end of the second year of its currency.
For cabin crew this test shall be retaken annually.

6.3.11 Cabin Crew Service Duties

[Link] Cabin crew should also receive training in their normal flying duties including the
location and use of all cabin and galley equipment and to take the necessary
safety precautions to prevent injuries when using such equipment.

6.4 INITIAL TRAINING - ADDITIONAL ITEMS FOR CABIN CREW

6.4.1 General
[Link] Cabin crew are to be trained in the following additional subjects which are of a
general nature and not necessarily related to a specific aircraft type.

6.4.2 Discipline and Responsibilities

[Link] Operators must ensure that cabin crew receive training on:
a) the importance of performing their duties in accordance with the
operations manual;
b) continuing competence and fitness to operate as a cabin crew member
with special regard to fatigue;
c) an awareness of the aviation regulations relating to cabin crew and the
role of the SSCA;
d) general knowledge of relevant aviation terminology, phases of flight and
parts of the aircraft;
e) pre-flight briefing of cabin crew and the provision of necessary safety
information with regard to their specific duties;
f) the importance of ensuring that relevant documents and manuals are
kept up to date with amendments provided by the operator;
g) the importance of identifying when cabin crew members have the
authority and responsibility to initiate an evacuation and other emergency
procedures; and
h) the importance of safety duties and responsibilities, and the need to
respond promptly and effectively to emergency situations.

6.4.3 First Aid

[Link] Instruction should be given on first aid and the use of first aid kits, together with
the application of any drugs. The following subjects should be covered:
a) haemorrhage;
b) wounds;
c) fractures, including dislocation and sprains;
d) burns;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 7 / 205
e) care of the unconscious;
f) shock;
g) heart attacks;
h) stroke, epilepsy, diabetes;
i) rescue breathing and cardiopulmonary resuscitation for infants and
adults;
j) use of therapeutic oxygen and oxygen sets;
k) poisoning;
l) emergency childbirth;
m) choking;
n) stress reactions and allergic reactions;
o) air sickness; and
p) asthma.

Note: Crew must demonstrate their proficiency in rescue breathing and cardiopulmonary
resuscitation using a dummy specifically designed for the purpose.

6.4.4 Fire and Smoke Training

[Link] It is particularly important that cabin crew should be given theoretical and
practical training in dealing with emergency situations involving fire and smoke
in the cabin. The training is to include:
a) the responsibility of cabin crew to deal promptly with emergencies
involving fire and smoke. Emphasis should be placed on the
importance of identifying the actual source of the fire;
b) the importance of informing the flight crew immediately that fire or
smoke is discovered and of keeping them informed as the situation
develops. The importance of crew co-ordination and communication is
to be emphasised, together with an established procedure for
communication with the flight deck; and
c) the importance of ensuring that passengers are aware of no smoking
areas and obey no smoking signs. Emphasis is to be placed on the
frequent and systematic checking of toilets (including smoke detectors,
if applicable) and other areas which are not part of the seating
accommodation;

6.4.5 Abusive Passengers

[Link] Operators are to give advice to cabin crew on the management of passengers
who become abusive; this often arises from excessive consumption of alcohol or
the effects of medication/drugs, or a combination of both.

6.4.6 Seat Allocation

[Link] Cabin crew are to be given training on the importance of correct seat allocation
with particular emphasis on the seating of disabled passengers and the
necessity of seating able-bodied passengers adjacent to unsupervised exits.

6.4.7 Prohibited and Dangerous Items

[Link] Cabin crew should be given training in aspects of the carriage of prohibited and
dangerous goods and the handling of in-flight dangerous goods incident.

6.4.8 Flight Time Limitations

[Link] Cabin crew must be made familiar with the company flight time limitations
scheme and the statutory requirements regarding crew fatigue.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 8 / 205

6.4.9 Crew Resource Management (CRM) Training

[Link] Operators must provide CRM training for all cabin crew. The training should
focus on the functioning of crew members as a team and not simply as a
collection of competent individuals. They should be shown the importance of
effective teamwork and communication, the barriers involved and how to
overcome them. Emphasis should be given on their role as safety practitioners
and the need to maintain a high level of awareness in the environment they
operate in.

6.4 10 Aircraft Safety On The Ramp

[Link] Training should be given in the following areas:
a) Selection and implementation of appropriate rapid disembarkation
or evacuation measures.
b) The need for an external means of disembarkation to be available
from the time an aircraft comes on a stand until it departs,
excluding periods when there are no persons on board.
c) The need to ascertain the availability of an airbridge or steps
before deciding what would be the best method to use.
d) Specific procedures for alerting of emergency services when an
incident occurs during routine embarkation/ disembarkation of
passengers and when passengers are on board and the aircraft is
parked.
e) Emergency procedures for the rapid disembarkation of occupants
of an out of service aircraft should the need arise.

6.4.11 Passenger Briefings

[Link] Training and practice is to be given in the pre-flight briefing of passengers in
normal and emergency situations, including landings, ditching, demonstrating
the brace position and the briefing of able-bodied passengers on how to operate
the emergency exits.
[Link] Briefings are to be given in English, and in any other language where passenger
demography so require.
[Link] Training should also be given for the conduct of pre-flight safety briefings to
handicapped passengers.

6.4.12 Cabin Baggage and Cabin Clutter

[Link] Cabin crew are to be instructed that cabin baggage, service items and other
objects are only to be stowed in approved areas such that they are restraint
against forward, lateral and vertical movement. They must not be stowed in such
a way as to obstruct or damage emergency equipment or exits. Training is to
include the areas of the cabin that are approved for the stowage of cabin
baggage or other items and the areas where it would be unsafe to do so.

6.4.13 Brace Positions

[Link] Training and practice is to be given in the correct brace positions for both crew
and passengers. Such training must take into account different seating
configurations and orientation.

6.4.14 Evacuation Procedure and Emergency Situations

[Link] Emergency evacuation is to include the recognition of particular types of
emergency situations. Cabin crew will also need to recognise when exits are

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 9 / 205
unusable or when evacuation equipment is unserviceable and to act accordingly
to overcome these problems. Circumstances might arise, such as the
incapacitation of the flight crew, where these drills need to be initiated by cabin
crew.
[Link] Cabin crew are also to be trained to deal with the following specific emergency
situations:

a) an un premeditated emergency on take-off or landing and

ditching;
b) an in-flight fire, with particular emphasis on establishing the fire
source;
c) sudden decompression, including the donning of portable oxygen
equipment; and
d) severe turbulence

6.4.15 Crowd Control

[Link] Operators are to provide comprehensive training in the practical application of all
aspects of crowd control technique in various emergency evacuation situations.
Training is also to emphasise the need for cabin crew to be assertive and, at
times, aggressive during an emergency evacuation. Scenarios must be as
realistic as possible and should include, as a minimum:
a) communications between flight crew and cabin crew and use of
all communications equipment, including the difficulties of
coordination in a smoke-filled environment;
b) verbal commands;
c) the physical contact that may be needed to direct passengers out
of an exit and on to a slide;
d) the re-direction of passengers away from unusable exits;
e) the marshalling of passengers away from the aircraft;
f) the evacuation of disabled passengers; and
g) authority and leadership.
[Link] The executive order to initiate an emergency evacuation is to be given by the
commander in English and (e.g. "Evacuate, Evacuate"). Cambodian cabin crew
should be able to repeat the evacuation order and commands in Khmer
language. Cabin crew of a particular nationality if carried on board where
passenger demography so requires should be able to repeat the evacuation
order and commands in their native language if the need arises (e.g. Japanese,
Korean).

6.4.16 Pilot Incapacitation

[Link] Where the flight crew consists of only 2 pilots, cabin crew are to be given
training in recognising the signs of subtle incapacitation and practise the ways in
which they can be of help in the event of pilot incapacitation. The cabin crew
should also be taught on the principle of pilot incapacitation drills which will
include the following:
a) the need to use the pilot's oxygen equipment;
b) fastening and unfastening pilot's seat harness and, in the case of

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 10 / 205
inertia and harness, locking and unlocking the inertia device; and
c) using pilot's sliding seat mechanism; and "locking" the pilot in his
seat rather than on removing him from the seat, which may not in
the event be possible.
6.5 AIRCRAFT TYPE TRAINING - ALL CREW

6.5.1 General
[Link] Operators should ensure that comprehensive training is given on the operating
procedures and the location and use of all emergency and survival equipment to
be carried on the aircraft, and that all emergency training is related to the aircraft
type, series and configuration to be operated. Aircraft type training must be
given to all newly employed crew and to those who are converting to a new
aircraft type.

Note: The actual use of safety equipment and training of operating procedures need not be
repeated for crew who are still currently flying with the operator and have covered the
same type of safety equipment and procedures in previous training provided by the
operator.

6.5.2 Emergency and Survival Equipment

[Link] Training must be given in the location and use of all emergency and survival
equipment together with the relevant drills and procedures. The following must
be included:
a) emergency exits including its normal operation;
b) escape slides and, where non-self supporting slides are carried,
the use of any associated ropes;
c) life-rafts and slide-rafts, including the equipment attached to
and/or carried in the raft;
d) life-jackets, infant life-jackets and flotation cots;
e) drop-out oxygen and its manual deployment;
f) emergency and therapeutic oxygen;
g) protective breathing equipment and protective clothing;
h) fire extinguishers;
i) fire axes;
j) portable lights including torches;
k) emergency lighting systems, including floor proximity lighting
systems;
l) communications equipment, including megaphones;
m) survival packs, including their contents;
n) pyrotechnics;
o) first aid kits and their contents;
p) toilet compartment smoke detector systems;
q) evacuation alarm systems; and
r) non-mandatory or special equipment fitted or carried.

Note: A visit to an actual aircraft to familiarise the crew on the aircraft features and the location

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 11 / 205
and complement of all safety equipment is mandatory prior to commencement of line
flying.

6.5.3 Fire Training

[Link] Training must be given in extinguishing a fire, representative of an interior
aircraft fire using the relevant type of fire extinguisher carried on the aircraft.
Emphasis is to be placed on the characteristics of different types of
extinguishers, including their effective range and duration and the effectiveness
of their use on differing types of fires.

6.5.4 Protective Breathing Equipment and Protective Clothing

[Link] Crews must be trained in the use of protective breathing equipment and if
applicable protective clothing. Donning and wearing of such equipment and
clothing should be practised in an enclosed, simulated smoke-filled environment.

6.6 AIRCRAFT TYPE TRAINING - ADDITIONAL ITEMS FOR CABIN CREW

6.6.1 Practical Training

[Link] The following are the minimum level of training necessary to satisfy the relevant
requirements for cabin crew aircraft type training:
a) during ditching and evacuation drills, each trainee operates and actually
opens all normal and emergency exits; attaches escape slide fittings in
their proper places; descends an escape slide from a height
representative of the aircraft main deck sill height (not required for
subsequent type training unless sill height is significantly higher);
locates and operates the megaphone; and removes life-rafts from
stowages and positions in the launching area. Additionally, the trainee
must demonstrate the ability to locate and remove from stowage the
aircraft first aid kits and fire extinguishers;
b) each trainee observes a demonstration of an escape rope being used
as a means of emergency evacuation; the inflation or release, as
applicable, of an escape slide; inflation of a life-raft; the survival
equipment contained in the life-raft; the contents of the first aid kits;
administering supplemental crew and passenger oxygen by portable
equipment;
c) each trainee observes a demonstrations of the use of each type of fire
extinguishers carried on the aircraft on various types of fire including
simulated electrical, cabin furnishing and galley fires. The
demonstration should also show the effect of misapplication of agents;
d) each trainee handles and uses each type of fire extinguisher carried on
the aircraft;
e) each trainee practices the donning of oxygen masks carried in the
aircraft; and
f) each trainee is familiarised with the use of the aircraft public address
(PA) and interphone system.

6.6.2 Pilot Incapacitation

[Link] When the aircraft type consists of a minimum crew of only 2 pilots, cabin crew
must be given training on the following, specific to the aircraft type:
a) use of pilot's oxygen equipment;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 12 / 205
b) fastening and unfastening pilot's seat harness and in the case of inertia
reel harness, locking and unlocking the inertia device; and
c) using the pilot's sliding seat mechanism. Training is to be given with the
seat occupant simulated physically collapsed. Emphasis to be placed
on 'locking' the pilot in his seat rather than removing on him from the
seat, which may not in the event be possible.

6.6.3 Passenger Briefing on Self Help Exits

[Link] Training and practice are to be given to cabin crew on briefing the passengers
on the operations of self help exists, applicable to the aircraft type.

6.6.4 Cabin Baggage and Cabin Clutter

[Link] Training is to include the areas of the cabin that are approved for the stowage of
cabin baggage or other items and the areas where it would be unsafe to do so.

6.6.5 Brace Positions

[Link] Training and practice are to be given in the correct brace position for both cabin
crew and passenger taking into account different seating configurations and
orientation applicable to the aircraft type.

6.6.6 Supernumerary Sectors

[Link] On completion of emergency and survival training and prior to operating as a
crew member, cabin crew are to operate a minimum of two supernumerary
sectors on each aircraft type. The supernumerary cabin crew is required to be
additional to the normal crew complement.

Note: The requirements of paragraph 6 above need not be repeated for crew who are still
currently flying with the operator and have covered or practiced similar procedures in
previous training provided by the same operator.

6.7 RECURRENT TRAINING - ALL CREW

6.7.1 Refresher Training

[Link] Operators must ensure that an organised course of refresher training is provided
for all crews to prepare for the emergency survival test. Such training will have
the additional advantage of allowing crews to discuss recent incidents,
difficulties and emergencies which have been experienced. If none have arisen,
operators should discuss possible scenarios with emphasis on what actions
should be taken. Time must be allocated for this purpose. This discussion is
particularly important when cabin crew are assigned to more than one type of
aircraft. First aid and aviation security refresher training must also be included.

6.7.2 The Annual Emergency Survival Test

[Link] All crew shall be tested on aspects of emergency and survival appropriate to the
aircraft type to be operated. The maximum period of validity of this test is twelve
months.

[Link] All crew must pass a test on their knowledge of the location and use of
emergency survival equipment and the appropriate drills and procedures. The
test will be related to the aircraft type and cover every series and configuration.
Appropriate written tests are required and must include first aid topics.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 13 / 205
[Link] To demonstrate their proficiency in carrying out emergency duties, crew should
practice - insofar as it is practicable and reasonable to do so - the actual
movements and operations assigned to them in evacuation and other
emergency drills and the use of emergency and life-saving equipment required
to be carried, such as life jackets, life rafts, evacuation slides, emergency exits,
portable fire extinguishers, oxygen equipment/masks, protective breathing
equipment and first-aid and universal precaution kits. ouch drills for opening
emergency exits should be included.

6.7.3 Periodic Practice

[Link] At least once every 24 months aircraft crews are to carry out the following
practice:

a) the operation and actual opening of all normal and emergency exits
used for passenger evacuation;

b) extinguishing a fire, representative of an aircraft interior fire, with each

type of fire extinguisher carried on board the aircraft except that, in the
case of Hal on extinguishers, an alternative extinguishing agent may be
used;

c) the donning and use of protective breathing equipment by each crew

member in an enclosed, simulated smoke-filled environment. The
duration should be at least 3 mins; and

d) boarding a dinghy or raft from the water whilst wearing a life jacket.

6.7.4 Security Refresher Training

[Link] Security refresher training must be conducted for all crew. This is to keep the
crew informed on the latest threat and security issues.
[Link] In addition, the training should also be served as a useful feedback session to
review the operator's security procedures.
[Link] The syllabus for this training is in Appendix L

6.7.5 Dangerous Goods Refresher Training

[Link] Operators must provide refresher training in Dangerous Goods for all crew. The
required training contents are shown in Appendix M
[Link] Operators must ensure that all its crew members have passed a written test
once every 24 months on Dangerous Goods prior to operating as a crew
member.

6.8 RECURRENT TRAINING - ADDITIONAL ITEMS FOR CABIN CREW

6.8.1 The Annual Emergency Survival Test

[Link] Cabin crew should show a satisfactory knowledge of crowd control techniques,
and if applicable, their role in the event of pilot incapacitation.

6.8.2 Periodic Practice

[Link] Once every 24 months, cabin crew are to require carrying out the following
practice:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 14 / 205

a) use of an emergency evacuation slide representative to the highest of the

aircraft main deck sill height operated by the cabin crew;

b) use of each type of extinguishers carried on board the aircraft;

c) practical rescue breathing and cardiopulmonary resuscitation using a

dummy specifically designed for the purpose;

d) boarding a slide raft/life raft with a life jacket;

e) use of first-aid and universal precaution kits.

Note: There is no requirement for operators to carry automated external

defibrillators of onboard an aircraft. If an operator choose to carry automated
external defibrillators o board its aircraft, all Cabin Crew will be required to carry
out a practice on the use of the automated external defibrillators.

6.8.3 Refresher Training

[Link] Cabin crew shall undertake first aid refresher training and pass an appropriate
written test.

[Link] In addition, the Crew refresher training shall also include the following additional
topics:

a) Awareness of the types of dangerous goods which may, and may not, be
carried in a passenger cabin;

b) Knowledge on human performance as related to passenger cabin safety

duties including flight crew-cabin crew coordination;

c) Aware of other crew members’ assignments and functions in the event of

an emergency so far as is necessary for the fulfilment of the cabin crew
member’s own duties; and

d) Reinforcement of Crew Resource Management.

6.9 CREW-IN-CHARGE (CIC) TRAINING

6.9.1 Initial Training

[Link] All newly appointed CIC should be given training on the following topics:

a) items to be covered at pre-flight briefing:

1) allocation of cabin crew stations and responsibilities;

2) aircraft type and equipment fit;
3) area, route and type of operation; and
4) any special category passengers such as infants, disabled
or stretcher cases, etc.
b) co-operation with the crew:
1) discipline, responsibilities and chain of command;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 15 / 205
2) importance of co-ordination and communications; and
3) action in the event of pilot incapacitation.
c) review of legal and operator's requirements pertaining to cabin safety:
1) passenger safety briefing, safety cards;
2) securing of galleys;
3) stowage of cabin baggage;
4) restrictions on use of portable electronic device;
5) procedure during turbulence;
6) procedures when refueling with passengers on board; and
7) documentation.
d) Human Factors and Crew Resource Management, including
participation in flight simulator LOFT exercise if practicable;
e) accident and incident reporting;
f) flight and duty times limitations and rest requirements;
g) safety on the ramp;
h) aircraft diversion involving emergency first aid cases;
i) minimum equipment list; and
j) aviation security matters.

6.9.2 Refresher Training

[Link] In addition to the normal recurrent training, CIC should also be given annual
training in the management of the following scenarios:

a) planned crash/ditching;
b) unruly passengers;
c) crew incapacitation;
d) emergency first aid cases;
e) in-flight cabin fire;
f) ramp safety;
g) dangerous goods incidents; and
h) Aviation Security matters.
[Link] The CIC refresher training shall also include topics covered during the CIC initial
training. All topics shall be reviewed once every 2 years during the refresher
training.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 6 - Page 16 / 205

6.10 APPROVAL OF AIRCRAFT EMERGENCY TRAINING APPARATUS AND OF

PERSONNEL CONDUCTING TRAINING AND TESTING OF SUCH APPARATUS

6.10.1 Operators may wish to conduct some of their emergency training and testing on
training apparatus rather than on the actual aircraft, in accordance with the
CCAR. Where this is the case, the apparatus and the persons controlling the
apparatus must be formally approved by the SSCA.

6.10.2 Operators wishing to obtain approval for their apparatus and personnel to conduct
training and testing, should apply to the SSCA. Upon satisfactory conclusion of
the inspection, an approval will be issued. Renewal of the approval will be by
similar inspection. The period of validity for the approval shall be 12 months.

6.10.3 If approval is sought for the apparatus to be used, all practical emergency survival
training and testing, the apparatus will need to meet all the items in paragraph
6.10.4. However, approval may be sought and given for limited use of apparatus,
in which case only the relevant items need to be met.

6.10.4 Subject to the proviso in paragraph 6.10.3, the apparatus should accurately
represent the aircraft in the following particulars:
a) layout of the cabin in relation to exits, emergency exits, galley areas and
safety equipment stowage. Dimensions should be an accurate
representation typical of aircraft in the fleet;
b) both cabin crew and passenger seat positioning - with particular accuracy
where these are immediately adjacent to exits;
c) seat dimensions and seat pitch;
d) operation of exits and emergency exits in all modes of operation particularly
in relation to its method of operation and weight and balance;
e) extent of movement and associated force of all controls for all equipment and
services;
f) provision of emergency equipment of the type provided in the aircraft;
g) all cabin markings;
h) all cabin lightings;
i) cabin crew communications equipment and associated control panels;
j) evacuation slides, including normal and standby methods of operation; and
k) height and angle of inflated evacuation slides.

6.10.5 Operators should nominate training personnel to be approved by the SSCA for
the control of training apparatus. Operators must satisfy themselves that
nominated personnel have the qualifications and experience to conduct such
training and that they have undergone a period of training which the SSCA
Inspectors may be assigned to observe. All approved training personnel should
be mentioned in the company training manual.

6.10.6 An operator may arrange to use the apparatus and/or personnel of another
operator. A separate approval will be required in such cases. The training given
must comply with the training manual and operating procedures of the operator
whose crews are being trained and items covered in the apparatus may be
restricted, if significant differences of cabin layout and equipment exist.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 1 / 205
CHAPTER 7 Version :1
Date : May 12 2008

CABIN SAFETY

7.1 CABIN CREW

7.1.1 Age/Medical Requirements

[Link] A cabin crew member should be at least 18 years of age and have passed an
initial medical examination or assessment and been found medically fit to
discharge the duties specified in the operations manual. An operator must
ensure that cabin crew members remain medically fit to discharge such duties.
[Link] The initial medical examination or assessment, and any re-assessment, of cabin
crew members should be conducted by, or under the supervision of, a medical
practitioner acceptable to the SSCA. An operator should maintain a medical
record for each cabin crew member.
[Link] The following medical requirements are applicable to cabin crew members:
a) good general health;
b) freedom from any physical or mental illness which might lead to
incapacitation or inability to perform cabin crew duties;
c) normal cardio respiratory function;
d) normal centre nervous system;
e) adequate visual acuity - 6/9 with or without glasses and free from severe
colour blindness which may interferes with the recognition of colour coded
cabin signs;
f) adequate hearing;
g) normal weight (i.e. ability to move comfortably down the aisle, single file,
facing forward and to be able to exit from the smallest secondary cabin
emergency exit);
h) normal function of ear, nose and throat; and
i) normal height (i.e. able to stand in the aircraft, reach safety equipment and
open and close overhead bins).

7.1.2 Crew-in-charge (CIC)

[Link] Whenever more than one cabin crew member is carried on a flight, the operator
must nominate a crew-in-charge. The CIC will be responsible to the commander
for the conduct and co-ordination of the cabin safety and emergency procedures
specified in the operations manual.
[Link] An operator shall not appoint a person to the post of CIC unless that person has
at least one year's experience as an operating cabin crew member and has
completed an appropriate course of training.
[Link] An operator shall establish procedures to select the next most suitably qualified
cabin crew member to operate as CIC in the event of the nominated CIC
becoming unable to operate. Such procedures must be acceptable to the SSCA
and take into account the cabin crew member's operational experience.

7.1.3 Cabin Crew Complement

[Link] Pursuant to the Cambodia Civil Aviation Regulation, it is incumbent on operators
to ensure that passenger-carrying public transport aircraft do not fly with lesser
numbers of cabin crew members than the regulation prescribes for each aircraft

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 2 / 205
type. In this regard, an operator shall not operate an aeroplane with a maximum
approved passenger seating configuration of more than 19, when carrying one
or more passengers, unless at least one cabin crew member is included in the
crew for the purpose of performing duties in the interests of the safety of
passengers. The required complement specified shall be no less than the
following:
a) One cabin crew member for every 50, or fraction of 50, passenger
seats installed on the same deck of the aeroplane; or
b) One cabin crew member for each floor level exit for an aircraft with
more than one aisle in the cabin; or
c) The number of cabin crew who actively participated in the aeroplane
cabin during the relevant emergency evacuation demonstration
conducted by the State of Manufacturer during certification of the
aircraft.
[Link] In addition to the required cabin crew complement as calculated in paragraph
[Link] above, at its discretion, the SSCA may also require an operator to
include additional cabin crew members for special operation flights.
[Link] The required complement may be reduced as approved by the SSCA.
[Link] When scheduling cabin crew for flights, rostering procedures should take into
account the experience of each cabin crew to ensure that there is an even
spread of experienced cabin crew members on all flights.

7.1.4 Operation on more than one type or variant

[Link] Cabin crew may operate up to three aircraft types provided that safety
equipment and emergency procedures are similar. Nevertheless, unless subject
to the approval of the SSCA, cabin crew should not operate on more than one
aircraft type as CICs.
[Link] For the purposes of paragraph [Link], variants of a particular aircraft type are
considered to be different types if they are not similar in all of the following
aspects:
a) emergency exit operation;
b) location and type of safety equipment; and
c) emergency procedures.
[Link] Factors taken into consideration by the SSCA to permit cabin crew to operate up
to 3 aircraft types would include but not limited to the following:
a) additional training for the CICs.
b) a minimum experience level of cabin crew comprising the minimum
crew complement.
c) restriction of the number trainee cabin crew carried on all flights.
d) meeting a recency requirement as agreed with the SSCA on all aircraft
types.
e) no change fleet assignment within the same day except for flight
disruptions.
f) arrangements made for cabin crew to review the characteristics of the
aircraft type to be operated on during pre-flight crew briefing e.g.
viewing of a video tape.

7.1.5 Recency
[Link] The operator shall ensure that any cabin crew member who has not operated as
a cabin crew for more than sixty days not exceeding 6 months completes an
approved course refresher training and pass a written test. The training shall
include at least the requirement listed in paragraph 7.1.6 of this chapter.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 3 / 205
[Link] The operator shall ensure that any cabin crew member who has not operated as
a cabin crew for more than six months not exceeding 12 months before
undertaking duties shall:
a) complete refresher training on the type;
b) sit for and pass all initial and appropriate aircraft type tests; and
c) operate 2 sectors as supernumerary crew. The supernumerary cabin
crew should not be counted as part of the minimum crew complement.
[Link] An operator shall ensure that any cabin crew who has not operated an aircraft
for more than 12 months be required to complete the full initial and aircraft type
rating training and pass all appropriate tests. The crew must also operate at
least 2 sectors as supernumerary crew.
[Link] The cabin crew recency on an aircraft type will expire if the cabin crew does not
operate on an aircraft type for more than 90 days. The crew member will have to
successfully complete the aircraft type test before resuming flying duties on that
aircraft type.
[Link] For cabin crew operating on 3 aircraft types, the recency on an aircraft type will
expire if he or she does not operate on an aircraft type for more than 60 days.
However, the recency requirement can be extended to 90 days if the cabin crew
has within the 60 days operated on an aircraft type built by the same
manufacturer where similar features exist. The crew member will have to
successfully complete the aircraft type test before resuming flying duties on an
aircraft type.
[Link] CICs will be required to undergo the CIC recurrent training programme in
addition to paragraph [Link] and [Link] of this chapter.

7.1.6 Refresher Training

[Link] The operator shall ensure that a suitable qualified person is employed to
conduct the refresher training. The training for each cabin crew member should
include at least the following:
a) emergency procedures including pilot incapacitation;
b) evacuation procedures including crowd control techniques;
c) operation and actual opening of all normal and emergency exits for
passenger evacuation in an aircraft or approved training device;
d) demonstration of the operation of all other exits; and
e) location and handling of emergency equipment, including oxygen
systems, portable oxygen, protective breathing equipment and the
donning of life-jackets.

7.1.7 Supernumerary Flying

[Link] Unless otherwise agreed by the SSCA, cabin crew will normally be expected to
fly in a supernumerary role on a passenger flight within a period of two weeks on
successful completion of their aircraft type training. This is prior to operating as a
fully qualified crew. In addition, cabin crew undergoing initial training is also
required to operate successfully a minimum number of consecutive sectors as
supernumerary crew as agreed by the SSCA on each aircraft type prior to
operating as a fully qualified crew. Passengers may not be able to distinguish
between such trainees and fully trained cabin crew and in an emergency may
expect to receive guidance and assistance from anyone wearing a crew uniform.
Operators must therefore ensure that before undertaking supernumerary duties,
cabin crew have successfully completed the training and testing specified in
paragraphs 6.3, 6.4, 6.5 and 6.6 of Chapter 6. The supernumerary cabin crew
should not be counted as part of the minimum crew complement.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 4 / 205
7.1.8 Uniforms
[Link] Operators should provide crew uniforms which readily distinguish the wearer as
a member of the cabin staff.
[Link] Protective clothing for at least two crew members, such as a quick donning jump
suit manufactured from a non-thermoplastic material, should be provided for
aircraft being operated in a combined passenger and cargo role.
[Link] Operators should exercise care in the provision of cabin crew footwear.
Appropriate footwear should be worn during take-off, landing and emergency
situations to avoid damage to slides and to offer protection to the cabin crew.
[Link] All ornaments worn around the neck and unconcealed by clothing have the
potential to snag and hamper movement. These items be a cause of injury to the
wearer. Both the restriction of movement and the risk of injury that may occur
when neck chains are worn have the potential to inhibit crews from carrying out
their duties. Operators must therefore instruct crews to remove unconcealed
neck ornaments when on board aircraft. If there is a requirement that ID cards
must be displayed, other forms of attachment must be used, care being taken to
ensure that this does not present a risk of snagging.

7.1.9 Operations Manual (SEP)

[Link] On each flight, every cabin crew must have access to a copy of every part of the
operations manual (SEP) which is relevant to his duties on the flight.
7.2 CABIN SAFETY MANAGEMENT

7.2.1 Pre-departure Procedures

[Link] Operators should establish check-in and boarding gate procedures and, where
applicable, training for their traffic staff and handling agents. Emphasis should
be placed on the need for these personnel to identify and resolve potential
difficulties in seat allocation (see also paragraphs 7.2.2 and 7.2.3 of this
chapter), excess cabin baggage, the carriage of dangerous goods, drunken or
unruly passengers, including boarding refusal, before passenger embarkation
begins. This is of particular importance at overseas departure points.
[Link] Similar instructions and training should also be given to cabin crew to deal with
cabin safety related problems which may have been missed at check-in.

7.2.2 Seat Allocation

[Link] The following types of passengers should not be seated where they could
obstruct floor level emergency exits, impede the crew in their duties, obstruct
access to emergency equipment or hinder aircraft evacuation:
a) handicapped people, including the blind and deaf. (The total number of
handicapped passengers to be carried should not normally be more
than the total number of floor level exits).
b) elderly or frail person who appear to be not capable of operating or
assisting with the operation of exit;
c) accompanied and unaccompanied children and infant;
d) deportees or prisoners in custody; and
e) obese passengers.
[Link] Handicapped passengers should be seated in pre-assigned location designated
by the operator and agreed by the SSCA.

7.2.3 Seat Allocation at Self-Help (Types III and IV) Exits

[Link] Seats which form the access route from the cabin aisle to these exits should

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 5 / 205
only be allocated to passengers who appear capable of operating and/or
assisting with the operation of the exit. Check-in staff shall be mindful of this
requirement.
[Link] On no account should the types of passengers listed in paragraph [Link] be
allocated seats which form the access route from the cabin aisle to these types
of exit. Preference should be given, where possible, to seating non- operating
crew at these locations.

7.2.4 Drunken Passengers

[Link] A person shall not enter any aircraft when drunk or be drunk in any aircraft".
[Link] Operators are to provide instructions, advice and training to all relevant staff on
dealing with passengers who have been drinking excessively. Such advice
should include when to deny boarding rights and reiterate the commander's
prerogative to exercise the powers, to protect the safety of the aircraft and
passengers.
[Link] Drunken passengers constitute not only a possible source of annoyance to
fellow passengers but also a hazard to flight safety. Potentially hazardous
incidents should be reported in the incident occurrence report.

7.2.5 Stowage of Cabin Baggage

[Link] Cabin baggage may only be stowed in approved locations. Operators should
provide clear and unequivocal advice on which areas are approved.
[Link] Overhead lockers and other stowages must be clearly placarded with weight
limitations and enclosed by latched doors or load bearing nets as appropriate.
Cabin crew must be made aware of the need to ensure that limitations are not
exceeded.
[Link] Underseat stowages may only be used if the seat is equipped with a restraint
bar and the baggage is of a size to fit under the seat.
[Link] Baggage must not be stowed in toilets, immediately forward or aft of bulkhead,
or in such a manner that it will impede access to emergency equipment.
Particular attention must be paid to maintaining the integrity of all evacuation
routes.

7.2.6 Stowage of Catering Supplies and Crew Effects

[Link] All catering supplies, blankets, pillows, newspapers, etc are to be securely
stowed in approved areas for take-off and landing.
[Link] Similarly, crew effects, including baggage and clothing, must be stowed in
approved areas. Particular care must be taken to ensure that doors and exits,
including operating handles, are not obstructed nor ready access to emergency
equipment precluded.

7.2.7 Carriage of Aerosols

[Link] Advice and instructions should be provided to crew on the carriage of aerosols.
In particular, the potential fire hazard posed, and how this may be obviated by
careful stowage should be emphasised.
[Link] Unless it is unavoidable, aerosols should not be used for dispensing air
fresheners, insecticides or other similar agents.

7.2.8 Portable Electronic Devices (PED)

[Link] The operator shall not permit any person to use, and take all reasonable

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 6 / 205
measures to ensure that no person does use, on board an aircraft, a portable
electronic device that can adversely affect the performance of the aircraft's
systems and equipment.
[Link] There have been evidence that navigation equipment may be affected by
interference from passengers' portable electronic devices such as mobile
phones. Cabin crew should ensure that PED are switched off during take-off and
landing. Cabin crew must also be familiar with the type of PED that are
allowable for use during cruise. At the request of the commander, cabin crew
may be required to check the cabin for portable electronic devices being used by
passengers.

7.2.9 Spillage of Drinks in flight deck

[Link] There is an obvious potential for a major incident to occur when such items as
conductive liquids in open containers, cutlery, etc; are mishandled on aircraft
flight decks. All operators are requested to review their procedures for handling
drinks and other items in and around the flight deck, as appropriate. Clear
advice should be given to all crew on how best to route drinks when passing
them about, so as to avoid any risk of accidental spillage on to electrical
equipment.

7.2.10 Safety on the Ramp

[Link] An operator is required to provide procedures on the following:
a) Use of air bridges and other means of embarkation/ disembarkation for
the purposes of evacuation of passengers.
b) Allocation of responsibilities between ground handling agent and cabin
crew for passenger safety during embarkation and disembarkation to
ensure their individual emergency procedures are compatible and
effective.
c) Appropriate training must also be provided to all ground staff who are
required to operate the aircraft door on the ramp.

7.3 SAFETY BRIEFING

7.3.1 Passenger Briefing

[Link] Passengers are to be given a pre-departure briefing, without distraction by other
cabin activities. The briefing should cover all relevant points appropriate to the
aircraft type and operation being undertaken. Briefings are to be given in
English, and in any other language where passenger demography so requires.
When audio-video presentation is utilised, the audio text is to be in English, with
each text accompanied by synchronised sub-titles of the language where
passenger demography so requires. The following points must also be
highlighted in the demonstration or video:
a) seat belt operation;
b) location of emergency exits, including any unserviceabilities;
c) life-jacket operation, where required; and
d) operation of drop-out oxygen, where required.

Passengers' attention must be drawn to smoking restrictions; when appropriate,

the availability of infant life-jackets or flotation device; the need for children's
and babies oxygen masks to be fitted after those of their accompanying elders;
and advice on wearing seat belts at all times.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 7 / 205
[Link] The location of floor lighting systems must be included in the briefing and, where
possible, the system should be activated for a few seconds.
[Link] Passenger's attention should be drawn to the safety card and mention made of
the instructions for operating any types III and IV exits.
[Link] Attention should also be drawn to restrictions on the use of personal electronic
devices, including mobile telephones. This is to be repeated prior to landing.
[Link] Where briefings are given by the use of a video presentation, cabin crew must
monitor screens to ensure that each passenger receives a full briefing. In larger
aircraft, it is preferable that cabin crew should also physically indicate the
nearest available exit to the passenger during the briefing. Where passengers
have not received, or cannot receive (because of location), a full briefing by
video, individual briefings must be given.
[Link] Operators should ensure that their crew drills include a procedure for
passengers to be warned of impact so that they can adopt the brace position at
the appropriate time before impact.
[Link] Special personalised briefings for handicapped passengers (e.g. the blind, the
hearing impaired and to a passenger who is responsible for another person on
board (e.g. infants) should also be carried out).
[Link] Prior to landing, another passenger briefing must also be carried out to cover the
following:
a) carry on baggage stowage compartment;
b) correct seat back and chair table positioning;
c) seat belt requirements; and
d) on flights scheduled for 6 hrs or more, the location of the
emergency exits.

7.3.2 Passenger Safety Cards

[Link] The passenger safety briefing must be supplemented with a pictorial safety
notice relevant to the type of aircraft and its safety equipment (passenger safety
card). Information contained in the card must be lodged with the SSCA.
[Link] The card is to be designed and produced as an entity separate from any other
literature. It should be located so that the seated passenger can readily see and
identify it. A distinctive message that it contains safety information should be
placed at the top of the card.
[Link] Equipment and operating methods should be depicted pictorially, using
internationally recognised symbols wherever possible. Any wording should be
kept to a minimum.
[Link] Passenger safety cards must provide the following information:
a) seat belts - instructions for fastening, adjusting and unfastening;
b) useable exit location - routes to exits should be indicated for crash
landing and ditching. This includes overwing emergency exits where
the emergency escape routes from the cabin, via the wing to the
ground should also be clearly depicted;
c) exit operation - for all types of exit fitted. Illustrations should depict the
operation of the exit with the direction of the movement of handles
clearly indicated;
d) use of evacuation slides - depicting the correct method of use, the
manual inflation handle and discarding high heeled shoes;
e) brace positions - for all types of seat orientation and pitch in use of the
aircraft;
f) oxygen masks - instructions of locating, donning and adjusting the

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 8 / 205
mask; initiating oxygen flow. Instructions should be given that masks
should be fitted to children only after their guardians have fitted their
own;
g) life-jackets - removal from stowage, removal from container and
inflation. The card must show that, excepting children, the life- jackets
must not be inflated within the cabin; and
h) life-raft - location, removal, preparation for use; inflation and launching.
Launching locations should be indicated.
i) smoking restrictions;
j) seatbacks and trays - upright and stowed for take-off and landing; and
k) emergency floor path lighting systems.

7.4 CABIN CREW DUTIES

7.4.1 Pre-flight Briefings

[Link] Cabin crew should be given a safety briefing prior to the commencement of any
flight or a series of consecutive flights, after each full rest period. Consideration
should be given to the following:
a) areas dedicated to pre-flight briefings usage that afford privacy should
be provided;
b) copies of the relevant safety equipment and procedures manual and
current safety notices must be available;
c) cabin crew should answer satisfactorily at least one question on aircraft
safety (emergency drills, safety equipment location and usage) or one
on first aid;
d) the allocation of cabin crew to specific seats in the passenger
compartment, where applicable, should take due account of the need
to ensure that no area is devoid of persons who have experience in the
conduct of safety-related duties;
e) safety reminders that address any recent changes to safety-related
issues or any perennial problems should be given; and
f) action to be taken by the CIC, if it becomes apparent that any crew
member displays inadequate knowledge of safety-related issues.

7.4.2 Allocation of Cabin Crew Stations

[Link] Arrangements should be made, preferably during rostering, to ensure an even
spread of experienced cabin crew through the aircraft. CICs should allocate
duties and positions on the day with this in mind. The CIC must occupy an
approved crew seat for all take-offs and landings.

7.4.3 CIC Seating

[Link] When the assigned crew station of the CIC does not allow immediate access to
the flight deck, operators must specify drills which reflect the following:
a) the cabin crew seated closest to the flight deck should be responsible
for communicating with the flight deck crew in the event of any
emergency on take-off or landing; and
b) emergency evacuation procedures should require CIC to remain at his
or her station and to control and operate the emergency exits.

7.4.4 Checking of safety equipment

[Link] Cabin crew operating a flight must ensure all the safety equipment carried on
board the aircraft is in working condition and that their location and complement

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 9 / 205
are in accordance with the operations manual. The checking of safety
equipment is also to be carried out whenever there is a change of crew.

7.4.5 Embarkation and Disembarkation of passengers

[Link] Instructions should be available to crews for marshalling of passengers at
stations where ground handling staff are unavailable.

7.4.6 Arming and Disarming Slides

[Link] Slides should be armed as soon as obstructions to their deployment (steps,
jetties, etc) are removed and clear. Slides should remain armed after landing
until arrival 'on stand'. Crews should be aware of the dangers of accidental
deployment.

7.4.7 Duties prior to take-off and landing

[Link] Each cabin crew member assigned to emergency evacuation duties shall
occupy an approved cabin seat in the passenger cabin during take-off and
landing. Cabin crew should remain at their stations with their seat belt fastened,
except when performing duties related to the safety of the aircraft and
passengers or whenever the pilot in command so directs.
[Link] The operator shall not permit a cabin crew seat to be occupied during take off
and landing by a person other than a functional cabin crew member unless
otherwise approved by the SSCA.
[Link] All catering and other equipment shall be stowed prior to take-off and landing.
[Link] All items of galley electrical equipment should be switched off prior to take- off
and landing.
[Link] The operator shall ensure that at any time when the aircraft is on the ground,
provision for the safety and rapid evacuation of the passengers in an emergency
is maintained.

7.4.8 Cabin lights and window shades for take-off and landing
[Link] The dimming of interior cabin lights particularly when taking-off and landing at
night and stowing of passengers window shade in the open position (when
applicable) for take-off and landing should be carried out.

7.4.9 Refuelling operations with passengers on board

[Link] When operators wish to refuel aircraft with passengers on board, instructions
should be issued to crews. Instructions should cover at least the following
points:
a) two way communication must be maintained by the aircraft
intercommunications system or by other suitable means between
ground crew supervising the refuelling and the flight crew or Crew In
Charge (CIC)
b) aircraft steps and jetties and cabin crew positions;
c) smoking prohibition;
d) briefing to passengers on restrictions on use of electrical equipment, no
smoking rule, etc;
e) slide arming and clearance area;
f) ensure seat belt signs are off to facilitate sudden evacuation; and
g) ensure cabin safety lighting is switched on.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 10 / 205

7.4.10 Flight crew and cabin crew liaison

[Link] Operator's instructions should be clear on the need for good liaison to exist
between flight and cabin crew.
[Link] A means must be established for the conduct of liaison. Such liaison should
extend until after the aircraft has arrived at its final destination where, for
instance, cabin safety equipment defects may need to be attended to.

7.5 SAFETY, EMERGENCY AND SURVIVAL EQUIPMENT

7.5.1 Provision of oxygen equipment

[Link] The amount of oxygen to be carried and the number of passengers for whom
suitable masks must be made available vary with operating altitude, attainable
rate of descent and Minimum Safe Altitude (MSA).
[Link] Information and instructions must be provided by the operator to his operating
staff to ensure that flights may be conducted in accordance with the relevant
legislation. Any aircraft which is not correctly equipped must be appropriately
restricted in its use, e.g. by imposition of operating altitude or route restrictions,
until such time as an appropriate scale of oxygen and equipment is fitted or
repairs effected.

Note: Information on the dangers of explosion caused by the proximity of any

oxygen equipment, including therapeutic oxygen, to any naked flame or
incipient fire must be stressed.
[Link] Where a Pre Recorded Announcement facility is fitted, operators should review
post decompression procedures and public address announcements to ensure
that passengers receive information relevant to the use of the oxygen system as
soon as possible after a decompression.

7.5.2 Re-stowage of oxygen masks

[Link] It is recommended that cabin crew do not attempt to re-stow oxygen masks after
deployment. Damage to the equipment and possibly cabin crew injury may
result. Maintenance personnel only should undertake re-stowage of such
equipment.

7.5.3 Portable protective breathing equipment

[Link] Portable Protective Breathing Equipment (PPBE) must be approved by the
SSCA. Advice on which equipment has been approved may be obtained from
the SSCA.
[Link] PPBE units are to be stowed as close to the crew station as practicable and
must be readily accessible. Pre-flight serviceability checks must be carried out.
[Link] Operators should ensure that transportation security or any other seals are
removed prior to installation on the aircraft.

7.5.4 Carriage of tropical and polar survival equipment

[Link] Details for the carriage of tropical and polar survival equipment may be
obtained from the Cambodia Civil Aviation Regulation.

7.5.5 Waste Containment

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 11 / 205
[Link] All receptacles for towels, paper and other waste are to be constructed of
materials resistant to fire as required by the relevant airworthiness requirements.
[Link] Waste bags do not need to be approved by the SSCA. It is, however, the
responsibility of the operator to control the quality of their waste bags in order
that resistance to fire is maintained; the fire containment must be demonstrated
a test.
[Link] Waste bags may only be stowed in toilet compartments during the final phases
of flight, provided that they contain low density waste such as paper and plastic
cups.

7.6 ABNORMAL AND EMERGENCY PROCEDURES

7.6.1 Turbulence
[Link] If turbulence is forecast, the aircraft commander should brief the CIC prior to
departure.
[Link] When turbulence is encountered, the commander should direct appropriate
action via the CIC.
[Link] If in-flight service is to be discontinued, whenever possible, without imperilling
personal safety, cabin crew should undertake to ensure that service equipment
are secured and passengers are seated with their seatbelts fastened.
[Link] Cabin crew should take their seats and fasten their seat harness as soon as
possible.

7.6.2 Cabin Fires

[Link] Cabin crew must continually survey the aircraft cabin and galley areas for
potential and existing fires.
[Link] Additionally, a frequent check of toilet areas must be undertaken, ensuring in
particular that smoke sensors remain unblocked.
[Link] On detecting a fire and/or smoke, the flight crew must be informed immediately
of its location, source and severity and be kept informed as the situation
develops.
[Link] After a fire has been extinguished, the area around it must be monitored for
potential re-ignition.

7.6.3 Oven Fires

[Link] Oven fires can be caused by a variety of factors, and the dangers of which
would be minimised by thorough inspections of ovens both for cleanliness and
for the presence of foreign objects.
[Link] The primary hazard from an oven fire occurs when the door of a heated oven is
opened. The introduction of outside oxygen can cause a flash fire. In dealing
with an oven fire or oven overheat, the following procedure are recommended:

a) isolate the electrics and keep the door closed. In most incidents, the fire
will self-extinguish;
b) monitor the situation. Have a fire extinguisher, fire gloves and protective
breathing equipment (PPBE) at hand; and
c) if the situation worsens, or it is thought that fire still exits in the oven, open
the oven door just enough to insert the nozzle of the fire extinguisher.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 7 - Page 12 / 205
Insert the nozzle of the fire extinguisher and discharge a small amount of
the extinguishant; consideration should be given to donning PPBE and fire
gloves prior to opening the oven door. Close the oven door and monitor
the oven. Repeat this procedure if necessary.

7.6.4 Precaution on the use of therapeutic oxygen

[Link] The use of therapeutic oxygen whilst fire-fighting is extremely hazardous since
therapeutic oxygen may itself feed the fire, thus resulting in severe injuries to the
crew member wearing the equipment. Additionally, therapeutic oxygen
equipment only provides a low supplemental oxygen flow which will afford little
relief in a smoke-laden atmosphere.

7.6.5 Pressurised Cabins - Use of Exits

[Link] Problems can occur if an exit is forced open when the aeroplane has not been
fully depressurised. The exit will rapidly open, with the associated danger that
the person operating the exit may be ejected from the cabin with possible
serious consequences. Residual pressurisation may result from system
malfunction or incorrect application of procedures.
[Link] Prevention of accidents and incidents involving aeroplane pressurisation
requires correct actions to be taken by both flight deck crew and cabin crew.
Operators are required to ensure flight deck crew and cabin crew are able to
recognise any indication that the aeroplane is pressurised and that any attempt
to open the exits should only be made when complete depressurisation has
been achieved. Indication of a pressurisation problem might be evident by
system design or by abnormally high operating loads on the exit handle.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 1 / 205
CHAPTER 8 Version :1
Date : May 12 2008

AOC MAINTENANCE REQUIREMENTS

8.1 GENERAL

8.1.1 This chapter provides the certification and maintenance requirements applicable
to an AOC operator.

8.1.2 An operator shall not operate an aeroplane unless it is maintained and released
to service by an SSCA approved or accepted AMO except that pre-flight
inspections need not necessarily be carried out by the approved AMO.

8.1.3 Authorized aircraft

Refer to paragraph 1.12 of chapter 1.

8.2 MAINTENANCE RESPONSIBILITY

a) The operator shall ensure the airworthiness of the aircraft and the serviceability
of both operational and emergency equipment by

1) Assuring the accomplishment of pre-flight inspections;

2) Assuring the correction of any defect and/or damage affecting safe
operation of an aircraft to an approved standard, taking into account the
MEL and CDL for the aircraft type;
3) Assuring the accomplishment of all maintenance in accordance with the
Operator’s approved aircraft maintenance programme;
4) The analysis of the effectiveness of the Operator’s approved aircraft
maintenance programme;
5) assuring the accomplishment of any operational directive, airworthiness
directive and any other continued airworthiness requirement made
mandatory by the state of design and/or the SSCA, of the aircraft,
engines, propellers, or components; and
6) Assuring the accomplishment of modifications in accordance with an
approved standard and, for non-mandatory modifications, the
establishment of a modification embodiment policy.

b) Each operator shall ensure that the Certificate of Airworthiness for each
aircraft operated remains valid in respect to: -

1) The requirements in paragraph a);

2) The expiration date of the Certificate; and
3) Any other maintenance/operational condition specified in the Certificate.

c) Each operator shall ensure that the requirements specified in paragraph a)

are performed in accordance with procedures approved by or acceptable to
the SSCA.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 2 / 205
d) Each Operator shall ensure that any maintenance and modification of its
aircraft/aeronautical products are performed in accordance with its
maintenance control manual and current instructions for continued
airworthiness, as published by the manufacturer and data approved by the
state of design and applicable aviation regulations.
e) The operator which makes an arrangement with another organisation for
the performance of any maintenance or modifications shall remain
ultimately responsible for all work performed under such an arrangement.

8.3 APPROVAL AND ACCEPTANCE OF OPERATORS MAINTENANCE SYSTEMS AND

PROGRAMMES

a) The operator shall not operate an aircraft unless it is authorised by the

State of Registry and the SSCA to maintain and release to service the
aircraft. Alternatively an operator may arrange for some or all of the
maintenance and release to service to be carried out by another suitably
rated AMO, provided the AMO is approved by the State of Registry and
approved or accepted by SSCA for the maintenance concerned.
b) The persons designated to sign a Certificate of Release to Service (CRS)
shall be appropriately licensed/approved for the purpose by the state of
registry of the aircraft.

8.4 MAINTENANCE PROGRAMME

8.4.1 The operator shall provide, for the use and guidance of maintenance and
operational personnel concerned, a maintenance programme, approved by the
State of Registry. The design and application of the operator’s maintenance
programme shall observe Human Factors principles.

Note.— Guidance material on the application of Human Factors principles can be

found in the Human Factors Training Manual (Doc 9683).

8.4.2 Copies of all amendments to the maintenance programme shall be furnished

promptly to all organizations or persons to whom the maintenance programme
has been issued.

8.5 MAINTENANCE CONTROL MANUAL/EXPOSITION

a) Each Cambodian Operator shall update, maintain and provide to the

SSCA, and to the State of Registry of the aircraft, if not Cambodia, the
Operators maintenance control manual and subsequent amendments. The
design of this manual shall observe human factors principles and be for the
use and guidance of maintenance and operational personnel.
b) Copies of all amendments to the operator’s maintenance control manual
shall be furnished promptly to all organizations or persons to whom the
manual has been issued.
c) The Operators maintenance control manual shall contains details of the
organisation’s structure including:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 3 / 205
1) The accountable manager and designated person(s) responsible for the
maintenance system as required by 5.1.2
2) Procedures to be followed to satisfy the maintenance responsibility of 8.2
except where the Operator is an AMO, the quality functions of 8.6 may
be included in the AMO procedures manual.
3) Procedures for the reporting of failures, malfunctions, and defects, to the
SSCA, State of Registry and the State of Design within 72 hours of
discovery as required by 8.23.

d) The Operator’s maintenance control manual shall contain the following

information:

1) A description of the administrative arrangements between the Operator

and any AMO or contractor used by the Operator;
2) A description of the procedures to ensure each aircraft and its installed
equipment is in an airworthy condition;
3) The names and duties of the person or persons required to ensure that
all maintenance is carried out in accordance with the maintenance
control manual;
4) A reference to the maintenance programme required in 8.17
5) A description of the methods for completion and retention of the
operator’s maintenance records required by 8.15;
6) A description of the procedures for monitoring, assessing and reporting
maintenance and operational experience for all aircraft;
7) A description of the procedures for obtaining and assessing continued
airworthiness information and implementing any resulting actions for all
aircraft, from the organisation responsible for the type design. The
Operator shall ensure that such actions considered mandatory by the
State of Registry are implemented;
8) A description of the procedures for weighing of aircraft and monitoring
weight changes in service.
9) A description of the procedures for implementing mandatory continuing
airworthiness information as required in 8.2
10) A description of establishing and maintaining a system of analysis and
continued monitoring of the performance and efficiency of the
maintenance programme in order to correct any deficiency in that
programme;
11) A description of aircraft types and models to which the manual applies;
12) A description of procedures for ensuring that unserviceabilities affecting
airworthiness are recorded and rectified as soon as possible;
13) A description of the procedures for advising the State of Registry, and
the SSCA when requested, of significant in-service occurrences.
14) A description of the procedures for the calibration of tools and
specialised test equipment;
15) A description of the procedures for ensuring all technical data used for
the maintenance of aircraft is of the latest amendment status;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 4 / 205
16) A description of the procedures used to ensure that only serviceable
material, parts, or components are fitted to an aircraft operated by an
operator;
17) A description of the training programme as required by 8.20 (e) & (f);
18) A description of the procedures for amending and ensuring distribution
of the MCM to all staff who need to refer to it, and
19) A description of the facilities, equipment and details of the
maintenance activities authorised to be carried out at each facility.

Note: Refer to Appendix S for an outline of specific subjects to be contained as appropriate in

the AOC holder’s maintenance control manual

8.6 MAINTENANCE MANAGEMENT

a) An operator, approved as an AMO, may carry out the requirements

specified in 8.2 a) 2),3),5) and 6).
b) If the operator is not an AMO the operator shall meet its responsibilities
under in 8.2 a) 2),3),5) and 6) under an arrangement with an AMO with a
written maintenance contract agreed between the Operator and the
contracting AMO detailing the required maintenance functions and defining
the support of the quality functions approved or accepted by the SSCA.
c) Each Operator shall employ a person or group of persons, acceptable to
the SSCA, to ensure that all maintenance is carried out to an approved
standard such that the maintenance requirements of Chapter 8 and
requirements of the Operator’s maintenance control manual are satisfied,
and to ensure the functioning of the quality system. Such person(s) must
ultimately be directly responsible to the accountable manager.
d) The responsibilities described in subparagraph c) cannot be delegated to
an AMO unless the AMO is an integral part of the Operator and such
arrangements are described in the Operators MCM.
e) Each Operator shall provide suitable office accommodation at appropriate
locations for the personnel specified in paragraph c).
f) The Operator must employ sufficient maintenance personnel to plan,
perform, supervise and inspect the work in accordance with the approval.
g) The competence of personnel involved in maintenance must be
established in accordance with paragraph 8.20
h) An operator’s maintenance organisation must have certifying staff qualified
in accordance with the regulations of the state which issued the AMO
Certificate.

8.7 CONTINUING AIRWORTHINESS INFORMATION

8.7.1 The operator of an aeroplane over 5 700 kg maximum certificated take-off mass
shall monitor and assess maintenance and operational experience with respect to
continuing airworthiness and provide the information as prescribed by the State of
Registry and report through the system specified in Annex 8, Part II, 4.2.3 f) and
4.2.4.

8.7.2 The operator of an aeroplane over 5 700 kg maximum certificated take-off mass

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 5 / 205
shall obtain and assess continuing airworthiness information and
recommendations available from the organization responsible for the type design
and shall implement resulting actions considered necessary in accordance with a
procedure acceptable to the State of Registry.

8.8 QUALITY MANAGEMENT SYSTEM AND QUALITY MANAGER

a) Each operator shall establish a quality management system and designate

a quality manager (or equivalent title) acceptable to the SSCA to monitor
compliance with, and adequacy of, procedures required to ensure safe
maintenance practices, airworthy aircraft and aeronautical products.
b) In addition, the operator must establish a quality system including
independent audits of the total maintenance organisation, including
contractors and line stations, to monitor product standards and compliance
with and adequacy of the procedures to ensure good maintenance
practices and airworthy aircraft/aircraft components. In the smallest
organisations the independent audit part of the quality system may be
contracted to another operator, or AMO, or a person with proven
satisfactory audit experience acceptable to the SSCA. Compliance
monitoring must include a feedback system to the senior management and
ultimately to the accountable manager to ensure, as necessary, corrective
action. Such systems must be acceptable to the SSCA.
c) Each Operator shall ensure that the quality management system includes a
quality assurance programme that contains procedures designed to verify
that all maintenance operations are being conducted in accordance with
the Operator’s maintenance control manual.
d) The quality management and audit system shall be described in the MCM.
e) For maintenance purposes, an Operator’s quality management system
shall include at least the following functions:

1) Ensuring that maintenance activities are being performed in

accordance with the accepted procedures;
2) Ensuring that all contracted maintenance is carried out in accordance
with the contract; and
3) Monitoring the continued compliance with the requirements of this
Chapter.

f) Where the Operator is also an AMO the Operator’s quality management

system may be combined with the requirements of an AMO and submitted
for approval and acceptance to the SSCA, and State of Registry for foreign
registered aircraft.
g) The SSCA may accept the nomination of two quality managers one for
operation and one for maintenance, provided the operator has designated
one quality management unit to ensure that the quality system is applied
uniformly throughout the entire operation.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 6 / 205
8.9 MODIFICATIONS AND REPAIRS

a) All modifications and repairs shall comply with airworthiness requirements

acceptable to the State of Registry. Procedures shall be established to
ensure that the substantiating data supporting compliance with the
airworthiness requirements are retained. However, in the case of a major
repair or major modification, the work must have been done in accordance
with technical data approved by the manufacturer of the product or a
person authorised to do so by the state of registry.
b) An operator or AMO which is authorised to perform any maintenance, and
modifications of any aircraft, airframe, aircraft engine, propeller, appliance,
component, or part thereof, in accordance with the approved provisions of
its AOC or AMO certificate, that wishes to approve for return to service
major repairs or major modifications shall use a person qualified to do so in
accordance with the SSCA requirements.

8.10 AIRCRAFT TECHNICAL LOG ENTRIES

a) Each person who takes action in the case of a reported or observed failure
or malfunction of an aircraft/aeronautical product, that is related to the
airworthiness of the aircraft shall make, or have made, a record of that
action in the maintenance section of the aircraft technical log.
b) No person shall defer the rectification of a defect affecting the
airworthiness of an aircraft, or any of its installed equipment, unless such
deferment is authorised by:
1) virtue of an approved MEL/CDL; or
2) unless directly approved by the SSCA on a case by case basis.

c) Each operator shall have a procedure for keeping adequate copies of

required records to be carried aboard, in a place readily accessible to each
flight crew member and shall put that procedure in the operator’s
operations manual.

8.11 APPROVED MAINTENANCE ORGANIZATION

Issue of approval

8.11.1 The issue of a maintenance organization approval by SSCA shall be dependent

upon the applicant demonstrating compliance with the requirements of Part 6 of
CCAR

8.11.2 A maintenance organization shall, as part of its safety programme, implement a

safety management system acceptable to the SSCA that, as a minimum;
a) identifies safety hazards;
b) ensures that remedial action necessary to maintain an acceptable level of
safety is implemented;
c) provides for continuous monitoring and regular assessment of the safety
level achieved; and
d) aims to make continuous improvement to the overall level of safety.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 7 / 205
8.11.3 A safety management system shall clearly define lines of safety accountability
throughout a maintenance organization, including a direct accountability for safety
on the part of senior management.

8.12 MAINTENANCE RELEASE

8.12.1 A maintenance release shall be completed and signed to certify that the
maintenance work performed has been completed satisfactorily and in
accordance with approved data and the procedures described in the maintenance
organization’s procedures manual.

8.12.2 A maintenance release shall contain a certification including:

a) basic details of the maintenance carried out including detailed reference of

the approved data used;
b) the date such maintenance was completed;
c) when applicable, the identity of the approved maintenance organization;
and
d) the identity of the person or persons signing the release.

8.13 OPERATOR'S AIRCRAFT TECHNICAL LOG - MAINTENANCE RECORD SECTION

Each AOC holder shall have an aircraft technical log that is carried on the aircraft
that contains a journey records section and an aircraft maintenance record section
(See chapter 5 11.7).

a) The aircraft maintenance record section shall contain the following

information for each aircraft:

1) Information about each previous flight necessary to ensure continued

flight safety.
2) The current aircraft airworthiness release.
3) The current maintenance status of the aircraft, to include maintenance
due to be performed on an established schedule and maintenance that is
due to be performed that is not on an established schedule, except
where the SSCA has agreed to the maintenance statement being kept
elsewhere.
4) All deferred defects that affect the airworthiness and/or operation of the
aircraft.
Note: Defects, which are not airworthiness related items, (airworthiness items
may only be deferred in accordance with the provisions of the
MEL/CDL), may be deferred to a later date for rectification. When this
is done, there must be a method of recording such a deferral, and
normally the aeroplane technical log has a section solely for this
purpose. Some operators have a system of classifying deferred
defects so as to allow different lengths of time, either in hours flown,
number of sectors, or on return to a maintenance base, until a defect
must be rectified before further flight.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 8 / 205
b) The aircraft technical log and any subsequent amendment shall be
approved by the SSCA; and
c) The operator shall establish a system where after each signing of a release
back to service, a copy of the applicable technical log page is removed and
forwarded to the operator’s maintenance records department. The copies
should not be sent onboard the same aircraft immediately following the
release.
Note: See appendix U for additional explanations requirements concerning the
technical log.

8.14 CERTIFICATE OF RELEASE TO SERVICE (CRS)

a) Except for pre-flight inspections an operator shall not operate an aircraft

unless it is maintained and released to service by:

1) an AMO approved or accepted in accordance with Part 6, or

2) a foreign AMO acceptable to the State of Registry.

b) The certificate of release to service shall be made in accordance with the

operator’s maintenance control manual procedures.
c) An operator using an AMO shall not operate an aircraft after release under
subparagraph (a) unless an appropriate entry is made in accordance with
the AOC maintenance control manual procedures acceptable to SSCA.
d) The operator shall give a copy of the CRS for the aircraft to the PIC, or
ensure that an entry noting the release is made in the maintenance section
of the aircraft technical log.

Note: An aircraft component, which has been maintained off the aircraft, requires
the issue of a CRS for such maintenance, and another CRS in regard to being
installed properly on the aircraft when such action occurs.
Note: See appendix V for additional explanations requirements concerning the
CRS.

8.15 MAINTENANCE RECORDS

a) Each operator shall ensure that a readily assessable system has been
established to keep, in a form acceptable to the SSCA, the following
records:

1) The total time in service (hours, calendar time and cycles, as

appropriate) of the aircraft and all life-limited components;
2) The current status of compliance with all mandatory continuing
airworthiness information;
3) Appropriate details of modifications and repairs to the aircraft and its
major components;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 9 / 205
4) The time in service (hours, calendar time and cycles, as appropriate)
since last overhaul of the aircraft or its components subject to mandatory
overhaul life;
5) The current aircraft status of compliance with the maintenance
programme; and
6) The detailed maintenance records to show that all requirements for
signing of a CRS have been met.

b) Each operator shall ensure that items in (a)(1-5) shall be kept for a
minimum of 90 days after the unit to which they refer has been
permanently withdrawn from service, and the records in (a)(6) shall be kept
for a minimum of 1 year after the signing of the CRS.
c) The system of recording and planning required by (a) above shall be
additional to the maintenance of aircraft log books as may be required to
be kept by the SSCA.
d) In the event of a temporary change of operator, the records shall be made
available to the new operator.
e) In the event of any permanent change of operator, the records shall be
transferred to the new operator.

8.16 APPROVED DATA

a) The operator’s maintenance organisation must hold and use applicable

current approved data in the performance of maintenance including
modifications and repairs. Applicable means relevant to any aircraft,
aircraft component or process specified in the operator’s maintenance
organisation’s approval and any associated capability list.
b) For the purposes of this standard applicable approved data is;

1) Any applicable requirement, procedure, airworthiness directive,

operational directive or information issued by the SSCA.
2) Any applicable airworthiness directive issued by the state of design or
state of registry.
3) Any applicable data, such as but not limited to, maintenance and repair
manuals, issued by an organisation under the approval of the state of
design including type certificate and supplementary type certificate
holders and any other organisation approved to publish such data by
the said Authority.
4) Any applicable standard, such as but not limited to, maintenance
standard practises issued by any Authority, institute or organisation and
recognised by the SSCA as a good standard for maintenance.

c) The Operator’s maintenance organisation must ensure that all applicable

approved data is readily available for use when required by maintenance
personnel.
d) The Operator’s maintenance organisation must ensure that approved data
controlled by the organisation is kept up to date by regular amendment. If

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 10 / 205
available, the organisation must subscribe to an amendment service for all
required publications.

8.17 AIRCRAFT MAINTENANCE PROGRAMME

a) The operator shall provide, for the use and guidance of maintenance and
operational personnel concerned, a maintenance programme for each
aircraft make and model they operate, approved by the State of Registry,
containing the information required by b). The design and application of the
operator’s maintenance programme shall observe Human Factors
principles.
b) Each operator shall ensure that each aircraft is maintained in accordance
with the Operator’s aircraft approved maintenance programme which shall
include:

1) Maintenance tasks and the intervals in which these are to be

performed, taking into account the anticipated utilisation of the aircraft;
2) When made applicable by the state of design or registry, a continuing
structural integrity programme and corrosion control programme;
3) Procedures for changing or deviating from subparagraphs b) 1) and
b) 2);

c) Every Cambodian Operator, operating aircraft over 5700kg, or if required

by the maintenance programme published by the state of design, shall
maintain a reliability programme based on accepted industry standards.
The reliability programme shall be described in the Operator’s maintenance
control manual and shall include monthly reports.
d) Repetitive maintenance tasks that have specified mandatory maintenance
intervals as a condition of approval of the type design shall be identified as
such.
e) The maintenance programme used by the Operator shall be based on the
maintenance programme developed by the organisation responsible for the
type design and shall be traceable back to it. Any maintenance program
which is based on MRB Report developed using MSG-3 revision 2 or later,
will include the Structural Integrity Program and CPCP tasks.

8.18 FACILITY REQUIREMENTS

a) Facilities and equipment must be provided appropriate for all planned

work, ensuring in particular, protection from the weather elements.
Specialised workshops and bays must be segregated as appropriate; to
ensure that environmental and work area contamination is unlikely to
occur.
b) Office accommodation must be provided appropriate for the management
of the sub-paragraph (a) planned work including in particular, the
management of quality, planning and technical records.
c) The working environment must be appropriate for the task carried out and
in particular special requirements observed. Unless otherwise dictated by

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 11 / 205
the particular task environment, the working environment must be such that
the effectiveness of personnel is not impaired.
d) Secure storage facilities must be provided for aircraft components,
equipment, and tools. Storage conditions must ensure segregation of
serviceable aircraft components and material from unserviceable aircraft
components, equipment and tools. The conditions of storage must be in
accordance with the manufacturers instructions to prevent deterioration
and damage of stored items. Access to storage facilities must be restricted
to authorised personnel.

8.19 AUTHORITY TO PERFORM AND APPROVE MAINTENANCE AND MODIFICATIONS

a) An operator who is not approved as a maintenance organisation may

perform and approve maintenance, or modifications of any aircraft,
airframe, aircraft engine, propeller, appliance, or component, or a part
thereof for return to service, if specifically approved by the SSCA and
provided in its maintenance control manual.
b) An operator may make arrangements with an AMO (appropriately rated) for
the performance of any maintenance, or modifications of any aircraft,
airframe, aircraft engine, propeller, appliance, or component, or part
thereof as provided in its maintenance control manual
c) An operator who is not approved to carry out maintenance shall use an
appropriately rated AMO for the purpose.

8.20 LICENSE & COMPANY CERTIFICATION AUTHORISATION REQUIREMENTS

a) Each person who is directly in charge of maintenance, or modification, of

any aircraft, airframe, aircraft engine, propeller, appliance, or component,
or part thereof and each person issuing a CRS for the maintenance
performed shall be an appropriately licensed or approved and rated
engineer in accordance with the requirements of the state of registry, and
acceptable to the SSCA. In addition each person issuing a CRS shall be
approved by the company for the purpose by the issue of a company
certification authorisation.
b) A person who is directly in charge shall be on site but need not physically
observe and direct each worker constantly, but shall always be available
for consultation and decision on matters requiring instruction or decision
from an authority higher than that of the persons performing the work.
c) The operator’s maintenance organisation must ensure that certifying staff
have an adequate understanding of the relevant aircraft and/or aircraft
component(s) to be maintained together with the associated organisation
procedures before the issue or re-issue of a company certification
authorisation. Relevant aircraft and/or aircraft component(s) means those
aircraft and/or aircraft component(s) specified in the particular certification
authorisation.
d) The operator’s maintenance organisation must ensure that all certifying
staff issuing a CRS are involved in at least 6 months of actual aircraft
maintenance experience on the type of aircraft during the 2 year period
preceding the issue of a CRS. For the purpose of this sub-paragraph,
involved in actual aircraft maintenance, means the person has worked in

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 12 / 205
an aircraft maintenance environment and has either exercised the
privileges of the certification authorisation and/or has actually carried out
maintenance on at least some of the aircraft type systems specified in the
particular certification authorisation.
e) The operator’s maintenance organisation must ensure that all certifying
staff receive sufficient continuation training in each 2 year period to ensure
that such certifying staff have up to date knowledge of relevant technology,
organisation procedures and human factor issues.
f) The operator’s maintenance organisation must establish a programme for
the continuation training and a procedure to ensure compliance with these
sub-paragraphs as the basis for issue of a company certification
authorisations to certifying staff, plus, if applicable, a procedure to ensure
compliance with the SSCA licensing requirements.
g) All prospective certifying staff must be assessed by the operator’s
maintenance organisation for their competence, qualification and capability
to carry out their intended certifying duties in accordance with a procedure
acceptable to the SSCA before the issue or re-issue of a company
certification authorisation.
h) The operator’s maintenance organisation must issue a company
certification authorisation that clearly specifies the scope and limits of such
authorisation to those staff that it nominates as certifying staff on behalf of
the organisation when satisfied that such staff are in compliance with sub-
paragraphs (c), (e) and (g) plus (d) as applicable. Continued validity of the
certification authorisation is dependant upon continued compliance with
sub-paragraphs (c) and (e) plus (d) as applicable.
i) The manager or person responsible for the quality system must also
remain responsible on behalf of the operator’s maintenance organisation
for issuing company certification authorisations to certifying staff. Such
manager or person may nominate other persons to actually issue the
company certification authorisations in accordance with a procedure
acceptable to the SSCA.
j) The Operator’s maintenance organisation must maintain a record of all
certifying staff which must include details of the aircraft maintenance
licence held, all training completed and the scope of their company
certification authorisation. The record must include those with limited
company certification authorisations.
k) Certifying staff must be provided with a copy of their company certification
authorisation. The copy may be in either a documented or electronic
format.
Note: Aircraft Welders and NDT technicians are considered to be certifying
staff for the purpose of this paragraph.

8.21 REST & DUTY TIME LIMITATIONS –MAINTENANCE STAFF

a) No person may schedule a person performing maintenance functions for
more than 12 consecutive hours of duty.
b) In situations involving unscheduled aircraft unserviceability, persons
performing maintenance functions may be continued on duty for up to 16
consecutive hours.
c) Following unscheduled duty periods, the person performing maintenance
functions for aircraft shall have a mandatory rest period of 10 hours.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 13 / 205
d) The operator shall relieve the person performing maintenance functions
from all duties for 24 consecutive hours during any 7 consecutive day
periods.
e) No person may assign, nor shall any person perform maintenance
functions, unless that person has had a minimum rest period of 8 hours
prior to the beginning of duty.

8.22 EQUIPMENT, AND TOOLS

a) The Operator’s maintenance organisation must have the necessary

approved equipment, and tools to perform the maintenance it is authorised
to perform.
b) Where necessary, tools, equipment and particularly test equipment must
be controlled, serviced and calibrated to standards acceptable to the SSCA
at a frequency to ensure serviceability and accuracy. Records of such
calibrations and the standard used must be kept by the approved
maintenance organisation.

8.23 REPORTING OF HAZARDOUS AIRWORTHINESS CONDITIONS

a) The operator’s maintenance organisation must report to the SSCA and the
aircraft type certificate holder any condition of the aircraft or aircraft
component identified by the operator’s maintenance organisation that could
seriously hazard the aircraft. Reports must be made as soon as practicable
but in any case within three days of the operator’s maintenance
organisation identifying the condition to which the report relates
b) The following items warrant immediate notification to the SSCA by
telephone/telex/fax/e-mail, with a written follow-on report as soon as
possible but no later than 72 hours of discovery:
1) Primary structural failure,
2) Control system failure,
3) Fire anywhere in the aircraft,
4) Engine shutdown in flight for any cause, or
5) Any other condition considered an imminent hazard to safety.
c) Reports must be made in a format acceptable to SSCA and contain all
pertinent information about the condition known to the operator’s
maintenance organisation.

8.24 EQUIVALENT SAFETY CASE

a) The SSCA may exempt an organisation from a requirement in this standard

when satisfied that a situation exists not envisaged by this standard and
subject to compliance with any supplementary condition(s) the SSCA
considers necessary to ensure equivalent safety. Such supplementary
condition(s) cannot be in conflict with the requirements of any Cambodian rule.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS
CHAPTER 8 - Page 14 / 205
8.25 MASS AND BALANCE DATA CONTROL SYSTEM

Each operator shall have a system approved by the SSCA for obtaining,
maintaining and distributing to appropriate personnel current information
regarding the mass and balance of each aircraft operated.
a) Every aircraft must have a complete and up-to-date Weight Schedule and
Trim Sheet which must be carried in the aircraft with the Certificates of
Registration & Airworthiness, Flight Manual, etc.
b) The control of weight and balance is the responsibility of the operator.
c) For new aircraft the manufacturer will furnish complete information with the
aircraft not only regarding its actual weight and balance, but will also include
sketches and other data that will assist the operator in checking the balance
after alterations, together with weight and balance control manual or loading
instructions.
d) For aircraft which have previously been registered in another state, weight
and balance data, certified by the Aviation Authority of State of Registry, will
be accepted at the time of issue of Certificate of Airworthiness in this country.
e) In case where complete weight and balance data are not available the aircraft
must be weighed and the empty weight and centre of gravity location
determined before the issue of Certificate of Airworthiness.
f) All aircraft registered in this country must be reweighed after every four years,
unless authority is given in writing by the Airworthiness Section waiving such
a requirement for a particular period. Every time the aircraft equipment
change or major modification alters the aircraft empty weight by 0.5%, the
aircraft weighing may be required for determination of new C.G. unless the
changes made have data with which such a determination can be made.
g) Unless advised otherwise, each weighing must be witnessed and the result
confirmed by an officer of the Airworthiness Section. The operator shall notify
the Airworthiness Section of any proposed aircraft weighing.
h) There are various types of equipment which may be used for weighing
aircraft. The capacity of the equipment must be comparable with the load
to be weighed and all apparatus must be periodically checked, adjusted,
calibrated and certified by an authorized person.

8.26 AIRCRAFT LOADING MANUAL

a) Each operator shall provide for the use of the flight crewmembers, ground
handling personnel and persons assigned operational control functions
during the performance of their duties, an aircraft loading manual
acceptable to the SSCA.
b) This manual shall be specific to the aircraft type and variant which contains
the procedures and limitations for servicing and loading of the aircraft.

STATE SECRETARIAT OF CIVIL AVIATION

AIR OPERATOR CERTIFICATE

Version :1
KINGDOM OF CAMBODIA Date : May 12 2008

State Secretariat of Civil Aviation

62 Preah Norodom Blvd PHNOM PENH
Tel : (855) 23 22 42 58
Fax : (855) 23 22 42 59
E-mail :[Link]@[Link]
Kn

AIR OPERATOR CERTIFICATE

Operator Operator Main Base of Operations:

AOC No:
Address:
Effective Date: Operator trading name
Expiry Date:
Telephone:
Address: Fax:
E-Mail
This certificate certifies that …………………….. is authorized to perform commercial air transport
operations in accordance with the provisions of the Cambodian Civil Aviation Regulations and the
conditions/ limitations as defined in the attached operations specifications.
This certificate is not transferable.

Date of issue: Name and Signature:

Authorized Person of SSCA:

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

APPENDIX A : OPERATIONS SPECIFICATIONS

STATE SECRETARIATE OF CIVIL AVIATION OF CAMBODIA

FLIGHT OPERATIONS AND FLIGHT SAFETY DEPARTMENT

OPERATIONS SPECIFICATIONS
(Subject to the conditions in the approved Operations Manual and MEL)
1. ISSUING AUTHORITY CONTACT DETAILS
Telephone: Fax: Email:

Date: Signature:

2. AOC No: Operator Name: Date:

Dba Trading Name: Not Applicable

3. Aircraft Model :

4. Types of operation: Public Transport -
Passengers
Cargo  Other ………….

5. Area of Operation:

6. Special Limitations: Nil

Special
Yes No Specific Approval Remarks
Authorisations
7. Dangerous 

Goods

8. Low Visibility
Operations

CAT ___ RVR ____m DH ____ft
Approach &
Landing 

RVR ___ m

Take-off
9. RVSM  NA
 Asia & Australia

10. ETOPS  NA
 Maximum Diversion Time ___ mins

11. Navigation
 RNP 10 FAA Order 8400.12A

Specifications for
PBN operations
12. Continuing - - AOCR Chapter 8
Airworthiness

13. Others 

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

Refer to the attached copy of the Operations Specifications:

Block 1 Telephone, fax contact details (including the country code) and E-mail of the
Authority.

Block 2 Associated AOC number. Operator registered name and the operator trading
name, if different. Dba means “Doing business as”. Issuance date of the
operations specifications (dd-mmm-yyyy ,e.g. 01 Jan 2010) and signature of
the Authority representative.

Block 3 Insertion of the Commercial Aviation Safety Team (CAST)/ICAO designation of

the aircraft make, model and series, or master series, if a series has been
designated (e.g. Boeing-737-3K2 or Boeing-777-232). The CAST/ICAO
taxonomy is available at: [Link]

Block 4 For other, specify the type(s) of operation(s). (e.g. emergency medical
service).

Block 5 Listing of geographical area(s) of authorised operation according to the

corresponding aircraft model (by geographical coordinates or specific routes,
flight information region or national or regional boundaries). May indicate as
“Worldwide” if aircraft model is authorised to operate so. Otherwise referr to
Attachment A-XXX, Approved Routes, (where XXX is the subject aircraft
model) for areas of authorised operation. If authorised areas of operation are
the same for all aircraft models, then refer to same Attachment A, without the
need for pre-fix, -XXX.

Block 6 Listing of applicable special limitations (e.g. VFR only, Day only, etc.).

Block 7 List in the most permissive criteria for each approval or the approval type for
Dangerous Goods if applicable (with appropriate criteria), in accordance to
ICAO Technical Instructions.

Block 8 Insertion of applicable precision approach category: CAT I, II,IIIA, IIIB or IIIC.
Insertion of minimum RVR in meters and Decision Height in feet. One line is
used per listed approach category. Insertion of approved minimum take-off
RVR in meters. One line per approval may be used if different approvals are
granted.

Block 9 Not Applicable box may be checked only if the aircraft maximum ceiling is
below FL290.

Block 10 Extended range operations (ETOPS) currently applies only to twin-engined

aircraft. Therefore the Not Applicable (N/A) box may be checked if the aircraft
model has more than 2 engines. Should the concept be extended to 3 or 4-
engine aircraft in the future, the Yes or No checkbox will be required to be
checked.

Block 11 Performance-based Navigation (PBN): one line to be used for each PBN
specifications authorisation (e.g. RNAV 10, RNAV 1, RNP 4,…), with
appropriate limitations or conditions listed in the “Specific Approvals” and/or
“Remarks” columns. Limitations, conditions and regulatory basis for
operational approval associated with the Performance-based Navigation
specifications.

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

Block 12 Insert the name of the person/organisation, responsible for ensuring that the
continuing airworthiness of the aircraft is maintained and the regulation which
requires the work, i.e. within the AOC regulation or a specific approval (e.g.
AOCR).

Block 13 Other authorisations or data can be entered here, using one line (or one multi-
line block) per authorisation (e.g. aircraft leasing operations, special approach
authorisation, MNPS, approved navigation performance etc.).

Attachment A-XXX: Approved Routes

OPERATOR NAME:
AOC NUMBER:

APPROVED ROUTES

Aircraft operations outside the territory of the Kingdom of Cambodia

The routes below shall be conducted over the routes defined in approved aeronautical
information publications (AIPs).

The following routes are approved routes:

Forward Route Return Route Effective Period

Aircraft Operations within the territory of the Kingdom of Cambodia

The aircraft operations shall be in accordance with the Cambodia AIP and the Cambodia Civil
Aviation Regulations.

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

Attachment B: Aircraft Maintenance

OPERATOR NAME:
AOC NUMBER:

AIRCRAFT MAINTENANCE

1. General

Every aircraft operated under this Certificate shall be maintained in accordance with the relevant
provisions of the holder’s Maintenance Control Manual_________________
(document number).

The holder of this Certificate shall provide a comprehensive maintenance programme in his
currently effective. Maintenance Control Manual to fulfil his responsibility to maintain the aircraft
in an airworthy condition in accordance with the Cambodia Civil Aviation Regulations.
the Air Operator Certificate Requirements, Advisory Circulars, and other requirements
prescribed by the Head of SSCA.

Irrespective of the type of operation to be conducted by the holder of this Certificate, the
continuous airworthiness and inspection programme limitations which are described and
specified herein shall be applicable to all aircraft listed and authorised for use in this Certificate.

2. Check, Inspection and Overhaul Time Limits

Every aircraft and its component parts, accessories, and appliances shall be maintained in an
airworthy condition in accordance with the maximum time limits set forth in the
approved maintenance schedule for the accomplishment of the overhaul, periodic inspections,
and routine checks of the aircraft and its component parts, accessories, and
appliances.

Approved Maintenance Schedules

Aircraft Make/Model/Series Maintenance Schedule Ref No

3. Reliability Programme

Reliability control shall be accomplished in accordance with the approved reliability control
programme manual. The holder of this Certificate is authorised to utilise the provisions
of the approved reliability control programme which contains the standards for determining
maintenance intervals and processes.

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

4. Short-Term Escalation Authorisation (if authorised)

The procedure for short-term escalation of maintenance intervals is contained in the Certificate
holder’s Maintenance Control Manual. Short-term escalation procedures do not
apply to the following:

(a) Intervals specified by Airworthiness Directives.

(b) Life limits specified by Type Certificate Data Sheets, flight manuals, or
manufacturer’s publications.

(c) Limitations specified by Minimum Equipment Lists.

(d) Structural sampling periods imposed by maintenance review boards.

5. Maintenance Contractual Arrangements Authorisation

The holder of this Certificate is authorised to utilise the provisions of a contractual

agreement with _______________ (name of airline/maintenance organisation), a copy of which
is on file with the holder of this Certificate and with the Authority, for maintenance of aircraft
operated under this Certificate in accordance with the approved schedule(s).

6. Parts Pool Authorisation (if authorised)

The holder of this Certificate is authorised, subject to the conditions and limitations
specified below, to participate in a parts pool agreement.

(a) Only those parts pool participants specified in the Maintenance Control Manual
shall be eligible to provide parts to the holder.

(b) The holder shall not utilise any part provided by any participant identified in the
Maintenance Control Manual unless such part meets with the applicable
provisions of the Cambodian Civil Aviation Regulations and the Maintenance
Control Manual.

7. Parts Borrowing Authorisation (if authorised)

The holder of this Certificate, when in need, may borrow a part from another operator (or
from a parts pool if the operator is a participant of a parts pool agreement) provided
such part meets with the applicable provisions of the Cambodian Civil Aviation Regulations, and
the Maintenance Control Manual.

8. Ferry Flight Permit (if authorised)

This ferry flight permit is an authorisation for the holder of this Certificate to fly any
aircraft operated under the Certificate that may not meet applicable airworthiness requirements
but is capable of safe flight, to a base where the necessary maintenance or alterations can be
performed.

(a) A copy of this Certificate, or appropriate sections of the Maintenance Control

Manual containing a restatement of this permit, shall be carried on board the
aircraft when operating under a special flight permit.

(b) Before operating an aircraft that does not meet applicable airworthiness

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

requirements, the AOC holder shall make a determination that the aircraft can
safely be flown to a station where maintenance or alterations can be performed. In
addition, the AOC holder will have the aircraft inspected in accordance with
procedures contained in the maintenance manual and have a certificated
engineer certify in the aircraft technical log that the aircraft is in safe condition for
the flight as specified in the maintenance manual.

(c) Only flight crew members and persons essential to operations of the aircraft shall
be carried aboard during ferry flights where the aircraft flight characteristics may
have been altered appreciably or the flight operations affected substantially.

(d) Operating weight of the aircraft must be the minimum necessary for the flight with
necessary reserve fuel load.

(e) Flight shall be conducted in accordance with appropriate special conditions or

limitations contained in the Maintenance Control Manual.

(f) This authorisation does not permit operation of a product to which an

Airworthiness Directives applies except in accordance with the requirements of
that Airworthiness Directives.

(g) Aircraft involved in an accident or incident may not be ferried prior to notifying the
Authority.

(h) The AOC holder shall impose any further conditions or limitations necessary for
safe flight.

(i) The ferry flight permit does not constitute an authorisation to operate in the
airspace of other States. The operator has to seek clearances from the
appropriate authorities of the respective States over which the ferry flight will take
place.

9. Maintenance Pages

The inspection, check and overhaul time limits for every aircraft and its engines,
component parts, accessories, and appliances shall be as specified in the approved
maintenance schedule.

10. Aircraft Weight and Balance Control

Weight and balance control of aircraft operated under this Certificate shall be
accomplished in accordance with the approved weight and balance programme manual.

11. Minimum Equipment List

The holder of this Certificate is authorised to use an approved Minimum Equipment List
(MEL) for the aircraft operated under this Certificate. The holder shall develop and maintain a
comprehensive programme for managing the repair of items listed in the approved MEL. The
holder shall include in a document or its Maintenance Control Manual a description of the MEL
management programme. The MEL management programme must include at least the following
provisions:

(a) A method which provides for tracking the date and when appropriate, the
time an item was deferred and subsequently repaired. The method must
include a supervisory review of the number of each deferred item.

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

(b) A plan for bringing together parts, maintenance personnel, and aircraft at a
specific time and place for repair.

(c) A review of the items deferred because of the unavailability of parts to

ensure that a valid back order exists with a firm delivery date.

(d) A description of specific duties and responsibilities by job title of personnel

who manage the MEL management programme.

(e) Procedures for controlling the extensions to specified maximum repair

intervals, to include the limit of the extensions, documentation of the
reason for the extension, and the procedures to be used for authorizing the
extensions. The holder is authorised to use a continuing authorisation to
approve extensions to the maximum repair interval for category B and C
items as specified in the approved MEL provided the Authority is notified
within two working days of any extension approval. The holder is not
authorised to approve any extensions to the maximum repair interval for
category A and D items as specified in the approved MEL.

12 Prorated Time Authorisation (if authorised)

The aircraft listed herein and including its installed engines, component parts,
accessories and appliances shall be maintained in accordance with the adjusted hours of
time since overhaul as set forth in the document identified as (Document No.), a copy of
which is on file with the holder of this Certificate and with the Authority.

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

Attachment C: Maintenance of Leased Aircraft

OPERATOR NAME:
AOC NUMBER:

MAINTENANCE OF LEASED FOREIGN-REGISTERED AIRCRAFT

OPERATED BY CERTIFICATE HOLDER

1 The holder of this Certificate is authorised to maintain the leased foreign registered
aircraft listed in the table below,subject to the following conditions and limitations:

Aircraft Maintenance
Foreign Air Registration Lease
Make/Model Programme
Carrier Marks Date
Series Rev No./Date

Table 1

(a) The holder is authorised to adopt the foreign operator’s approved maintenance
programmes, for the aircraft listed above, as its own programme

(b) Each aircraft listed shall be maintained in accordance with the maintenance
programmes identified in (a) above.

(c) Differences and/or exceptions to the maintenance identified above are listed in an
appendix to the maintenance programmes identified in the Table 1.

(d) All revisions to the maintenance programmes identified in Table 1 must be approved
on an individual basis.

(e) This aircraft lease agreement identified in Table 1 shall not be contrary to the
provisions of this Certificate, the holder’s maintenance programme, the Cambodian
Civil Aviation Regulations and the Air Operator Certificate Requirements.

(f) All maintenance shall be recorded in accordance with the holder’s approved
programme (supplemented as necessary to meet the foreign country’s continuing

(g) Weight and balance control shall be accomplished in accordance with the holder’s
approved weight and balance programme.

(h) In the event the aircraft lease agreement between the foreign air carrier and the
holder is terminated by either party, this authorisation will terminate effective on the
same day.

STATE SECRETARIAT OF CIVIL AVIATION

APPENDIX A

Attachment D: Aircraft Leasing Operations

OPERATOR NAME:
AOC NUMBER:

AIRCRAFT LEASING OPERATIONS

(Wet Lease)

1 The holder of this Certificate shall conduct all operations authorised under the terms of the
lease agreement between ________________ (airline) and _________________ (airline)
dated _________ in accordance with the provisions of SSCA operating regulations and
rules and the conditions of this Certificate. Such operations are authorised over the routes
and areas specified in Appendix 1 to this attachment and to and from the pertinent
aerodromes listed in this Appendix, in accordance with the aerodrome operating minima
specified. Such operations shall be conducted with ____________________ type
aeroplanes and ____________ (airline) flight crews. _____________ (airline) shall be
responsible for the operational control of such flights.

2 This authorisation remains in effect until _________________or until surrendered,

suspended, revoked or otherwise terminated by the Head of SSCA.

AERODROMES AUTHORISED

Aerodrome Location

STATE SECRETARIAT OF CIVIL AVIATION

AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX B

Version :1
Date : May 12 2008

APPENDIX B

Internationally left blank

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

APPENDIX C : Application for the issue of an Air Operator

Certificate
Version :1
Date : May 12 2008

STATE SECRETARIAT OF CIVIL AVIATION OF CAMBODIA

FLIGHT OPERATIONS AND SAFETY DEPARTMENT

APPLICATION FORM
Application for the issue of an Air Operator Certificate

Please complete clearly Parts I to VIII of this application form

This form will take about 2 hrs if you have the required information

PART I - PARTICULARS OF ORGANISATION

Name of Organisation :

Address of main base of operations : Telephone :

Facsimile :

E-mail :

Name(s) if - different from above - in which

Air transport operations will be conducted (See Note 1)

PART II - ORGANISATION STRUCTURE /FINANCIAL DATA/ PARTICULARS OF

KEY PERSONNEL (See Note 2)
Please Attach - Organization Structure Chart and financial data and Business plan

Designation Name Address Telephone Nationality

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

PART III - PARTICULARS OF MANAGEMENT STAFF

Name and contact number(s) of overall coordinator (and deputy) for engineering matters

Overall :

Deputy :

Name and contact number(s) of overall coordinator (and deputy) for flight operations matters

Overall :

Deputy :

Name and contact number(s) of overall coordinator (and deputy) for training matters

Overall :

Deputy :

Name and contact number(s) of overall coordinator (and deputy) for ground handling matters

Overall :

Deputy :

Name and designation of person nominated in accordance with the AOC Requirements :

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

PART IV - PARTICULARS OF AIRCRAFT AND OF OPERATIONS (See Note 3)

Type MSN Nationality Registration Marks

Number of aircraft with MTOW greater than 5,700kg :

Number of aircraft with MTOW less than or equal to 5,700kg :

Purpose for which aircraft to be operated (See Note 4) :

Aerodromes at which each type of aircraft will be based (See Note 5) :

Proposed date for the commencement of operations (See Note 6)

Routes on which services are currently operated, or are expected to be operated during the next
twelve months, with each type of aircraft. Specify all aerodromes to be used on each route, including
technical stops and alternates (See Note 7) :

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

PART V - DETAILS OF THE ARRANGEMENTS TO SUPPORT THE PROPOSED

OPERATIONS

Details of office accommodation available for use by operating staff (See Note 8) :

To enclose draft/final copies of operations manuals with this application. (See Note 9) :

Name(s) and address(es) of organisation(s) responsible for all ground handling and
maintenance of each type of aircraft. (See Note 10) :

PART VI - PARTICULARS OF EXAMINERS (See Note 11)

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

PART VII - DUTY STATEMENTS (See Note 12)

Names of managerial and senior executive staff and details of the duties for which each
individual is responsible. Individual resumes are to be attached.

PART VIII - DECLARATION

*I hereby declare that the particulars given in this form are true in every respect and that I will
comply with all the requirements necessary for the grant of an Air Operator Certificate. I hereby
apply for the grant of an Air Operator Certificate.

Name & Designation of Applicant Date & Signature

PART IX - FOR OFFICIAL USE ONLY

AOC Application Fee : Payment Reference :

Payment Received Cashier’s Signature :

Date :

Assigned Operations Assigned Airworthiness

Inspector : Manager :
A/FO File Ref :

Note: The application should be sent to the Director-General of the State Secretariat of
Civil Aviation of Cambodia Department of Flight operations and Safety, 62 Preah
Norodom Blvd, Phnom Penh Kingdom of Cambodia.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

NOTES FOR COMPLETION AND SUBMISSION OF AOC APPLICATION FORM – SSCA OP,
AW01

One copy of application form SSCA OP,AW01 for an Air Operator Certificate must be
completed and submit together with the AOC application fee (non-refundable) to:

STATE SECRETARIATE OF CIVIL AVIATION OF CAMBODIA

FLIGHT OPERATIONS AND SAFETY DEPARTMENT
62 Preah Norodom Blvd Phnom Penh
Kingdom of Cambodia

Applications should reach SSCA at least 120 days before the date on which the AOC is required
to be effective. Where space is insufficient for the information required, the words “See
Attachment 1,2,3” etc should be written and the necessary attachments supplied with the
application form.

NOTE 1

If more than one “trading name” is used, the type(s) of aircraft under such name should be
specified.

NOTE 2

The particulars given should be those of the person who will be the operator of the aircraft, in the
case of an incorporated body, the body, the names, addresses and nationality of the Directors,
and the Chief Executive Officer (or Managing Director of General Manager), and in the case of
an unincorporated corporation, the names, addresses and nationality of all partners. This list
should reflect the organizational structure of the company applying for the AOC and the financial
data and business plan.

NOTE 3

Give the manufacture and model of aircraft (for which a Certificate is required) to be operated
(e.g. Boeing -737/200 Airbus320 ) and the number of each type and nationality and registration
marks, and MSN owned or immediately available for operation by the applicant. If aircraft are not
currently available, give the date on which they will be.

NOTE 4

State whether the aircraft will be used for the public transport of passenger and/or cargo. If the
proposed operations include carriage in specialized fields (e.g. vehicle ferry, live animals, etc)
please give details.

NOTE 5

This relates to the normal operating bases for each type of aircraft used by the operator. If
appropriate, please give also the “trading name” at each aerodrome.

NOTE 6

If more than one type of aircraft is to be operated, give the starting dates proposed for each
type.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

NOTE 7

A separate list of routes should be provided for each type of aircraft. Please name each
aerodrome to be used on each route, including technical stops and alternate aerodromes.

NOTE 8

Give details of the address, location and size of accommodation to be used by operating staff
(including administrative and support staff). Please state whether the accommodation is to be
used solely by the applicant’s staff or otherwise.

NOTE 9

The minimum time between receipt of completed manuals and the proposed date for the
commencement of operations is two months. If manuals are not submitted with the application,
please give date(s) when they will be presented for inspection. Applicants shall ensure that the
validity of the manuals submitted to SSCA is maintained at all times.

NOTE 10

If the routine ground handling and maintenance of the operator’s aircraft is carried out by a
number of contractors, please list them all and give details of the work for which each is
responsible. SSCA will advise the applicant if further information is required. Reference to the
SSCA Airworthiness Requirements should be made. Details of leasing contracts should be
noted and attached.

NOTE 11

Please list the names, qualifications and experience of the persons (e.g. Check Pilots, Training
Captains, etc) responsible for testing:

(a) The crew (as to their knowledge of the use of emergency and life saving equipment)
(b) Pilots
(c) Engineers, if any
(d) Flight Navigators, if any
(e) Flight Radio Operators, if any

The persons named should be those authorised by the operator to sign on this behalf.

NOTE 12

(a) The information provided under this heading should give a clear picture of the chain of
responsibility for all major aspects of management and of the arrangements for suitably
qualified deputies to assume the functions of Senior Executive temporarily absent from duty.
In particular, the persons responsible for the following duties should be named:

 The issue and amendment of operations and training manuals, and other instructions to
members of operating crew.

 Management of the operations department

 Controlling the rostering of crew for flying duty

 General supervision of flight operations

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX C

 Accepting operational commitments - i.e. deciding whether or not a particular flight or

charter can be undertaken.

 Ensuring the crew and ground personnel training and periodic tests are carried out as
necessary

 The discipline and general supervision of each grade of flying staff

 Control and general supervision of the traffic or other department responsible at the main
operating base(s) for compiling ship papers (including loadsheets) and for the loading
aircraft

 Co-ordinating any necessary action arising from Commanders’ voyage reports

 Making arrangements for the service of handling agents

Note: Provided all the necessary information is given , it can be presented in the form best suited to
the applicant’s organisation and general circumstances. NOTES ON THE COMPLETION OF
APPLICATION FORM.

(b) Please state the number of subordinate ground staff reporting to each person named under
this heading.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX D

APPENDIX D : Application for renewal of Air Operator

Certificate Version :1
Date : May 12 2008

STATE SECRETARIATE OF CIVIL AVIATION OF CAMBODIA

FLIGHT OPERATIONS AND SAFETY DEPARTMENT

APPLICATION FORM
Application for renewal of Air Operator Certificate
Please complete Parts I to III of this application form.

Part I PARTICULARS OF ORGANISATION

Name of Organisation:

Address: Telephone :
Facsimile :
Website :

Part II FLEET SIZE

Number of aircraft with MTWA greater than 5,700kg :

Number of aircraft with MTWA less than or equal to 5,700 kg :

Part III - NATURE OF THE APPLICATION

I hereby apply for the renewal of an Air Operator Certificate to replace Certificate No.

granted to which expires on

I request that the new Certificate be issued with the same terms and subject to the
same conditions as Certificate No.

I request that the changes in terms and/or conditions (stated in the attached document)
be incorporated in the new Certificate. (See Application for Variation attached).

Date Name & Designation of Applicant Signature of Applicant

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX D

Part VI - FOR OFFICIAL USE ONLY

A/FO FILE REF :

Assigned Flight Operations Inspector :

Assigned Airworthiness Manager :

Note: The application should be sent to the Director-General of the State Secretariat of Civil
Aviation of Cambodia Department of Flight Operations and Safety, 62 Preah Norodom
Blvd, Phnom Penh, Kingdom of Cambodia, at least 30 days before the current
Certificate expires.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX E

Version :1
APPENDIX E : Application for the Variation of an AOC Date : May 12 2008

KINGDOM of CAMBODIA
State Secretariat of Civil Aviation
Department of Flight Operation and Air Safety

APPLICATION FORM
Application for the Variation* of an AOC

*Inclusion of new aircraft type

* Change in area of operation

* Change in operation: All Weather ETOPS RVSM

*Change in management personnel

*Others:

Please complete Parts I to VI of this application form.

Part I - PARTICULARS OF ORGANISATION

Name of Organization:
Address: Telephone:
Facsimile:
Website:
AOC Approval No:

Part II - PARTICULARS OF MANAGERIAL STAFF (only those related to the proposed

variation)

Name and contact number of overall co-ordinator :

Name(s) and contact number(s) of co-ordinator(s) for flight operations matters :

Name(s) and contact number(s) of co-ordinator(s) for engineering matters :

Part III - PARTICULARS OF PROPOSED VARIATION TO AIRCRAFT TYPES AND TO

OPERATIONS

Type Number Nationality Registration Mark Area of Operations

STATE SECRETARIAT OF CIVIL AVIATION

AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX E

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX E

Aerodromes at which proposed variation will be put into effect :

Proposed date for the implementation of proposed variation :

Routes on which services are currently operated, or are expected to be operated during the next
twelve months, with the proposed variation. Specify all aerodromes to be used on each route,
including technical stops and alternates:

Part IV - DETAILS OF THE ARRANGEMENTS TO SUPPORT THE PROPOSED VARIATION

Details of office accommodation available for use by operating staff :

Attach and state relevant page of draft/final copies of operations and training manuals as
amended with the proposed variation with this application form :

Attach and state relevant page of draft/final copies of operations and training manuals as
amended with the proposed variation with this application form:

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX E

Part VI - PARTICULARS OF EXAMINERS (only those related to the proposed variation )

Names, qualifications and experience of persons responsible for conducting on behalf of the
operator the periodical tests specified in CCAR & AOCR.

Part V - DECLARATION

I hereby declare that the particulars given on this form are true in every respect and based on

these particulars, I apply for the variation of_______________________________ in the

existing Air Operator's Certificate.

Name & Designation of Applicant

Signature & Date :

Part VI - FOR OFFICIAL USE ONLY

A/FO FILE REF :

Assigned Operations

Inspector : Assigned

Airworthiness Manager :

For Information : D(A/FO) ______________ H(FO) ______________ H(AW)

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

Version :1
Date : May 12 2008

APPENDIX F: AVOIDANCE OF EXCESSIVE FATIGUE

FOR FLIGHT AND CABIN CREW

DEFINITIONS

a) Duty

Any task that flight crew members are required by the operator to perform, such as flight duty,
administrative work, training, positioning and standby the performance of which is likely to
induce fatigue.

b) Duty Period

A period which starts when flight crew members are required by an operator to report for or to
commence a duty and ends when that person is released from all duties.

(Note: Standby at home or in hotel accommodation does not form part of a duty period, but the
time spent on standby at home or in hotel accommodation may be factorised for the purposes of
cumulative duty limits.)

c) Fatigue

A physiological state of reduced mental or physical performance capability resulting from sleep
loss or extended wakefulness and/or physical activity that can impair a crew member’s alertness
and ability to safely operate an aircraft or perform safety related duties.

d) Flight Duty Period (FDP)

Any duty period during which a crew member is required to report for duty that includes a flight
or a series of flights as a member of its operating crew. It starts at the time the crew member is
required by the operator to report for duty and includes such preflight and immediate post flight
duties as are required by the operator.

e) Standby

A period of time when an operator places restraints on a crew member who would otherwise be
off duty.

f) Rest Period

A continuous and defined period of time, subsequent to and/or prior to a duty period, during
which flight crew members are free of all duties.

e) Positioning

The practice of transferring crews from place to place as passengers on surface or air transport
at the behest of the operator. Travelling between place of rest and place of duty is not classified
as positioning.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

f) Local Night

A period of 8 hours falling between 2200 hours and 0800 hours local time.

g) Normal Operating Crew

The minimum flight deck crew required for public transport operation in compliance with the
Cambodia Civil Aviation Regulations and the Certificate of Airworthiness.

h) Augmented Crew

A normal operating crew augmented by one or more pilots and, where the crew includes a flight
engineer, one flight engineer.

i) Days Off

A single day off shall be a period of 30 hours free of all duty starting either at 1800 hours or at
midnight local time. Consecutive days off shall be consecutive 24 hour periods immediately
following a single day off. A rest period may be included as part of a day off.

1 INTRODUCTION - REQUIREMENTS OF THE CCAR

1.1 The CCAR, broadly, require that an operator of an aircraft to which the regulations apply
shall. include a scheme for the regulation of flight times of his crews in the Company
Operations Manual, or incorporated in a document, a copy of which has been made
available to all crew members.

1.2 These requirements apply in relation to an aircraft registered in Cambodia which is

engaged on a flight for the purpose of public transport, provided that the requirements
shall not apply in relation to a flight made for the purpose of instruction in flying, given by
or on behalf of a flying club or a flying school, or an organisation which is not an air
transport undertaking.

2 GENERAL PRINCIPLES OF CONTROL OF FLIGHT, DUTY AND REST

TIME

2.1 The prime objective of any scheme of flight time limitations is to ensure that crew
members are adequately rested at the beginning of each flight duty period. Aircraft
operators will therefore need to take account of inter-related planning constraints on
individual duty and rest periods, on the length of cycles of duty and the associated
periods of time off and on cumulative duty hours within specific periods.

2.2 Duties must be scheduled within the limits of the operator's scheme. To allow for
unforeseeable delays the aircraft commander may within prescribed conditions, use his
discretion to exceed the limits on the day. Nevertheless, flight schedules must be
realistic, and the planning of duties must be designed to avoid, as far as possible,
overruns of flight duty limits.

2.3 The SSCA will conduct periodic and spot checks of operators' records and aircraft
commanders' reports to assess whether the operator's planning of flight schedules and
duty in general is producing results in practice which are compatible with the limitations
provided for in the operator's scheme.

2.4 Other general considerations in the sensible planning of duties are:

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

a) the need to construct consecutive work patterns which will avoid as far as
possible such undesirable rostering practices as alternating day/night duties and
the positioning of crews in a manner likely to result in a serious disruption of
established sleep/work patterns;

b) the need, particularly where flights are carried out on a programmed basis, to
allow a reasonable period for the pre-flight notification of duty to crews, other than
those on standby; and

c) the need to plan time off and also to ensure that crews are notified of their
allocation well in advance.

3 RESPONSIBILITIES OF CREW MEMBERS

3.1 Responsibility for the proper control of flight and duty time cannot rest on the operator
alone. It is the responsibility of all crew members to make optimum use of the
opportunities and facilities for rest provided by the operator, and to plan and use their
rest periods properly so as to minimise the risk of fatigue.

4 STANDARD PROVISIONS REQUIRED FOR AN OPERATOR'S SCHEME

OF LIMITATIONS

4.1 The standard provisions which the SSCA regards as the basis for an acceptable
scheme of flight and duty limitations are contained in paragraphs 5 to 10 of this
Appendix.

5 LIMITATIONS ON SINGLE FLIGHT DUTY PERIODS - FLIGHT CREW

5.1 The maximum rostered FDP (in hours) shall be in accordance with Table A or B (multi-
crew aeroplanes), Table C (single pilot aeroplanes) or Table D (helicopters) modified as
appropriate by paragraphs 5.2, 5.3 and 5.4 of this Appendix.

5.1.1 Maximum Rostered FDP - Aeroplanes in which the normal crew consists of two
or more flight deck crew members

Table A shall apply when the FDP starts at a place where the crew member is
acclimatised to local time, and Table B shall apply at other times. To be considered
acclimatised for the purposes of this document, a crew member must be allowed 3
consecutive local nights free of duty within a local time zone band which is two hours
wide. He/she will thereafter be considered to remain acclimatised to that same time zone
band until he/she ends a duty period at a place where local time is outside it.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

Table A Acclimatised to local time

Sector
Local Time
of Start 8 or
1 2 3 4 5 6 7
more

0600-0759 13 12¼ 11½ 10¾ 10 9¼ 9 9

0800-1459 14 13¼ 12½ 11¾ 11 10¼ 9½ 9
1500-2159 13 12¼ 11½ 10¾ 10 9¼ 9 9
2200-0550 11 10¼ 9½ 9 9 9 9 9

Table B Acclimatised to local time

Sectors
Length of preceding
rest (Hours) 7 or
1 2 3 4 5 6
more

Up to 18 or over 30 13 12¼ 11½ 10¾ 10 9¼ 9

Between 18 and 30 12 11¼ 10½ 9¾ 9 9 9

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

5.1.2 Table C Maximum Rostered FDP – Single pilot aeroplanes

Sectors
Local Time to Start
Up to 4 5 6 7 8 or more

0600 – 0759 10 9¼ 8½ 8 8
0800 – 1459 11 10¼ 9½ 8¾ 8
1500 – 2159 10 9¼ 8½ 8 8
2200 – 0559 9 8¼ 8 8 8

5.1.3 Table D Maximum Rostered FDP – helicopters

Single Pilot Two Pilots

Maximum Maximum
Local Time to Start Maximum
Length of Flight Maximum Length of
Flying Time
Duty Period Flying Flight Duty
(hours)
(hours) Period (hours)

0600 – 0659 9 6 11 8
0700 – 1359 10 7 12 9
1400 – 2159 9 6 11 8
2200 – 0559 8 5 10 7

5.1.4 Additional Limits on Two-Crew Long Sectors

When an aeroplane flight crew consists only of two pilots, the FDP calculated from Table A or B
will be adjusted by counting long sectors as more than one sector in the following manner:

Single sector length (Block Time) as

Count as (Sector)
Table A Table B
Over 7 but not over 9 hours 2 3
Over 9 but not over 11 hours 3 4
Over 11 hours 4 5

5.2 Extension of Maximum Rostered FDP by Augmented Crew

5.2.1 When an augmented crew is used to extend the maximum rostered FDP the additional
crew member or members shall hold qualifications which meet the requirements of the

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

operational duty he/she will perform. The qualifications must be specified by the operator and
mutually agreed with the SSCA.

5.2.2 Aeroplanes with a normal flight deck crew of 2 crew members

The maximum rostered FDP as determined from Table A or B and paragraph 5.1.4 may be
extended:
a) by up to 4 hours if the crew is augmented by one pilot and there is suitable rest facilities
available for one pilot.
b) by up to 7 hours if the crew is augmented by two pilots and there are suitable rest
facilities available for two pilots.
c) up to the normal limits of Table A or B without applying paragraph 5.1.4 if the crew is
augmented by one pilot and no suitable rest facilities is available.

5.2.3 Aeroplanes with a normal flight deck crew of more than two persons

If the crew is augmented by one pilot and one flight engineer with suitable rest facilities being
available for the pilot and flight engineer, the maximum rostered FDP as determined from Table
A or B may be extended to 16 hours.

5.3 Split Duty

5.3.1 When a rostered FDP consists of two or more sectors separated by an off-duty period of
less than the minimum rest period, the limits in Table A, B, C and D may be increased
according to the time between scheduled arrival and scheduled departure, known as the
transit period, as follows:

Transit Period Increase in FDP limit

Not less than 4 Plus one hour
consecutive hours

Not less than 6 Plus two hours

consecutive hours

Not less than 8 Plus three hours

consecutive hours

Provided that:

a) a multi-crew FDP shall not be increased beyond 16 hours; and

b) a single pilot FDP shall not be extended beyond 12 hours unless the transit period is
not less than seven hours.
5.3.2 When the transit period is not more than 6 hours it will be sufficient if a quiet and
comfortable place is available, not open to the public, but if the transit period is more
than 6 hours a bed must be provided.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

5.4 Combinations of flying and other duty

All time spent on positioning as required by the operator shall be classed as duty, but
positioning shall not count as a sector when assessing the maximum permissible FDP.
Positioning, any form of ground duty and standby at an airport which immediately
precedes a flight duty shall be included in the FDP and subject to the limits in paragraphs
5.1 to 5.3. Positioning and ground duties immediately following a flight duty shall not be
part of the FDP, but shall be duty; the ensuing rest period shall not start until all duty is
finished, and its length shall be based on the total length of FDP plus duty. Positioning
which neither immediately neither precedes nor follows a FDP shall count as half for the
purposes of cumulative duty limits.
5.5 Delayed Reporting Time
When crew members are informed of a delay before leaving their place of rest the FDP
shall start at the new reporting time, or 4 hours after the original reporting time, whichever
is the earlier. The maximum FDP shall be based on the original reporting time. This
paragraph shall not apply if crew members are given 10 hours or more notice of a new
reporting time.
6. DISCRETION TO EXTEND A FDP
6.1 An aircraft commander after taking note of the circumstances of other members of the
crew may at his discretion extend an FDP beyond the limits permitted by paragraph 5
provided that:-
a) the safety of the flight will not be prejudiced; and
b) the extended FDP shall not exceed by more than three hours the maximum
FDP permitted by paragraph 5, except in an emergency.
Note: An emergency in respect of an extension of a flight duty is a situation which in the
judgment of the commander presents a serious risk to health or safety.

7. REST PERIODS
7.1 The minimum rest period which must be scheduled prior to a flight duty period shall be:
a) not less than 10 hours if it includes a local night and not less than 11 hours if it does not
include a local night; and
b) as least as long as the preceding duty rounded up to the next whole hour; and
c) if the preceding duty exceeded 16 hours, not less than 16 hours plus two hours for every
hour or part of an hour that the previous duty exceeded 16 hours.

7.2 The rest periods required by paragraph 7.1 shall be subject to the following provisos;
a) if the preceding duty period exceeded 18 hours, the rest period must include a local
night.
b) if the rest is taken in accommodation provided by the operator the minima in para 7.1(a)
are to be increased by the amount, if any, by which the return travelling time to and from
the rest accommodation exceeds one hour.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX F

7.3 Discretion to reduce a Rest Period

A commander on behalf of the crew, or an individual on his own behalf may at his discretion
reduce a rest period below the minima in para 7.1 (b) or (c) provided:-
a) the safety of the flight or flights will not be prejudiced, and
b) the rest actually taken allows a minimum of 10 hours at the accommodation where rest
is taken.
8 CUMULATIVE LIMITS
8.1 The maximum number of flying hours a crew member may be permitted to undertake are:
a. 100 hours in any consecutive 28 days
b. 1000 hours in any consecutive 12 complete calendar months

9 DAYS OFF
9.1 Crew members shall be granted an average of two days off per week, not counting
periods of leave. A minimum of 6 days off in any consecutive 4 weeks is permissible,
provided the shortfall is made good in the preceding or following 4 weeks.
9.2 Crew members shall:
a) be rostered to have two consecutive days off every two weeks; and
b) not work more than seven consecutive days between days off.

10 Rules Relating To Cabin Crew

10.1 These requirements as specified for flight crew are applicable to all cabin crew employed
as crew members.

10.2 The limitations which shall be applied to cabin crew are those applicable to flight crew
members contained in this appendix. but with the following differences:

a) A flight duty period will be 1 hour longer than that permitted for flight crew. The FDP for
cabin crew will be based on the time at which the flight crew report for their flying duty
period, but that FDP will start at the report time of the cabin crew.

b) For cabin crew the minimum rest period which will be provided before undertaking a
flying duty period shall be:

i) at least as long as the preceding duty period less 1 hour; or

ii) 11 hours; whichever is the greater.

c) The sum of the time spent on any standby, and any time on positioning plus subsequent
FDP will be 1 hour longer than that permitted to flight crew.

d) The maximum duty hours for cabin crew will not exceed:

60 hours in any 7 consecutive days

105 hours in any 14 consecutive days
210 hours in any 28 consecutive days

e) The annual and 28 day absolute limits on flying hours pertaining to flight crew do not
apply to cabin crew.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX G

APPENDIX G: ALTIMETER PROCEDURES Version :1

Date : May 12 2008

ALTIMETER PROCEDURES

1 This Appendix is intended to assist operators in preparing instructions relating to the

proper use of all altimeters on the aircraft flight deck. It applies mainly to multi-crew
operations, but can, with few exceptions, be applied to single-pilot operations. It is for
operators to determine their own policy in using AFE or QFE for landing; this policy
should be reflected in the instructions and procedures which should be clear, positive
and consistent.

2 Instructions should cover all stages of the operation of the aircraft, both before and
during flight. A company's basic policy should be accurately reflected in its check lists,
and take account of the following:

2.1 Pre-flight serviceability tests:

2.2 The settings to be made on each altimeter on the flight deck prior to take-off
and at each stage of the flight:

2.3 During the approach phase a check of airfield height is required; a cross
check of airfield height against the difference between the QFE and QNH
settings should also be made when QFE is used for landing.

3 Additional instructions should be included on the following (where appropriate to

the basic policy):

3.1 The procedure for indicating decision heights for landing; this might range
from a figure in the navigation log to altimeter bugs and/or separate "landing
data cards".

3.2 The settings and procedures to be adopted when QFE is not available or
cannot for some reason be used by an aircraft when a company's normal
policy is to use QFE.

3.3 The manner of checking and of the use of any non-pressure altimeter(s).

3.4 The provision of appropriate procedures if an altimeter becomes

unserviceable in flight, and also the conditions to be met if this is a pre-flight
allowable deficiency.

3.5 The manner of setting the altimeters, when the take-off or landing is carried
out from the co-pilot's seat. Unless there are good reasons for doing
otherwise, operators should not vary their normal policy.

Note: Neither in the policy statement nor in the check lists is it sufficient for the word
"set" to be used. The setting required by the operator should be clearly stated in
respect of each altimeter concerned, including any "standby" altimeter.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX G

4 The following matters should also be covered in the operations manual:

4.1 The calls to be made by the monitoring pilots during instrument approaches,
e.g. at the outer marker and at 100 ft above decision height or thereabouts. In
the case of Category II and III weather minima approaches, the appropriate
calls and responses will need to be stated in some detail.

4.2 Correct reporting of height changes to ATC: it should be particularly noted

that the report should not be made before arriving at or before leaving the
particular altitude/level.

4.3 Provision of one altimeter to be set to an appropriate QNH setting when flying
at or near to the Minima Safe Altitude (particularly for unpressurised single
crew aircraft) would be a prudent precaution.

4.4 Cross checking of altimeters at appropriate intervals by all flight deck crew
during climb and descent.

4.5 Instructions requiring the co-pilot to advise the commander that he/she is
approaching the assigned altitude or level.

4.6 An instruction requiring the crew to inform ATC, prior to commencement of a

radar approach, of the intention to use QNH settings throughout the
procedure.

4.7 Procedures for use of Altitude Alert Systems, if fitted.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX H

Version :1
Date : May 12 2008

APPENDIX H: EN-ROUTE PERFORMANCE - DRIFT DOWN

EN-ROUTE PERFORMANCE - 'DRIFT-DOWN'

1 Operators should be aware of the routes on which the en-route performance of their
aircraft, following the failure of one or two engines, will be critical and should include
instructions relating to such routes in their operations manuals in order to reduce the
risks which could arise from indecision or error in the case of engine failure.

2 In the case of critical routes it may, in some cases, be possible to regulate the aircraft's
planned take-off weight to such an extent that its drift-down performance following
engine-failure (in the case of turbine-engined aircraft from a height not exceeding the
maximum re-light altitude) will enable it to clear all obstacles on its route by the required
margin regardless of the point at which the failure occurs. In other cases it may be
necessary to calculate a critical point, or a number of critical points, which would
determine the action to be taken in the event of engine failure at any given position, i.e.
turn back, continue along the planned route or divert along an alternative route.

3 Instructions should take into account the accuracy of navigation which may be expected
of the flight crew in view of the crew complement and the aids available. Account should
also be taken of the effect of varying meteorological conditions. Assumed winds and
temperatures used in the calculation of the critical point(s) must be indicated because, if
forecast or actual conditions differ from these used at the planning stage, the
commander may require to amend the drift-down procedure.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX I

Version :1
Date : May 12 2008

APPENDIX I: NOISE ABATEMENT PROCEDURES

NOISE ABATEMENT PROCEDURES

1 Noise abatement regulations frequently require special handling techniques and routings
after take-off. The flight manuals of the more recently certificated aeroplanes contain
performance data related to noise abatement procedures. Details of the procedures for
each airfield or runway used by the operator, for which noise abatement regulations
exist, should be provided in the operations manual. Instructions to ignore noise
abatement procedures in emergency situations should also be included.

2 Where, in exceptional circumstances, it may be appropriate in the course of noise

abatement procedures to start a turn at less than 500 ft agl, pilots should be given
suitable instructions about restricting the angle of bank. Pilots should also be instructed
not to reduce thrust below 500 ft agl. Above 500 ft agl thrust should be reduced in
accordance with the aircraft manufacturers instructions. In the absence of such guidance,
thrust should not be reduced to an extent that would result in a gross gradient of climb of
less than 4%.

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX J

APPENDIX J: MAINTENANCE AGREEMENT Version :1

Date : May 12 2008

1 Where an operator chooses to contract maintenance to another organisation, a written

agreement must be drawn up indicating the divisions of responsibility between the two
parties for the overall support of the aircraft and for compliance with statutory
regulations and other relevant requirements.

2 The purpose of the agreement is to demonstrate a firm commitment by the two parties
to the maintenance support of the aircraft in the operation for which application has
been made for an Air Operator's Certificate.

3 It is strongly recommended that the portions of the agreement dealing with

maintenance identify clearly those tasks which are to be accomplished by the
contractor and those tasks which will remain the responsibility of the operator. This is
particularly necessary where for example, the operator retains responsibility for line
maintenance or spares provision.

4 The agreement should address the following matters:

(a) general arrangements for support of the operation by the maintenance
organisation, and for technical liaison between operator and Maintenance
Organisation;
(b) accomplishment of maintenance at the approved locations of the
maintenance organisation;
(c) provision of appropriately approved/licensed maintenance personnel sufficient in
numbers for the completion and certification of scheduled maintenance, the
rectification of defects and the completion of duplicate inspections;
(d) training of maintenance personnel and, where necessary, the operator's flight
crews;
(e) arrangements for line maintenance and ground handling at the operator's route
stations, including major unscheduled arisings such as engine changes and
defects requiring major dismantling or jacking;
(f) control and development of the Maintenance Schedule in response to service
experience and manufacturers recommendations, the management and
operation of reliability programmes, the preparation of documentation needed
to implement the schedule and the arrangements for granting variations to
the maintenance programme requirements;

(g) airworthiness occurrence control and reporting to the manufacturer and the SSCA
including MOR, and the control of deferred and repetitive defects;

(h) maintaining logbooks, component service history, maintenance and other

technical records and the transmission of Sector Record page information from
the operator to the maintenance organisation;

STATE SECRETARIAT OF CIVIL AVIATION

 AIR OPERATOR CERTIFICATE REQUIREMENTS APPENDIX J

(i) manufacturer's Service Bulletins/Information received, assessed and incorporated

into modifications and manufacturer's technical programmes;

(j) compliance with mandatory requirements including mandatory modifications and

inspections, and Airworthiness Directives, and for responding to other
maintenance and airworthiness requirements published by the responsible
Authorities;

(k) provision of spares, their storage and acceptance;

(l) ensuring the availability of the necessary tools and equipment to complete the
scheduled maintenance and any other work arising under the terms of the
agreement;

(m) provision of suitable maintenance accommodation at all locations where

maintenance take place, appropriate to the task;

(n) quality auditing of the maintenance arrangements, including in particular the

systems and procedures employed to achieve the control of airworthiness, at
main base, line stations and en-route wherever support and ground handling
takes place.

Details of the financial aspect of maintenance agreements may be omitted.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX K

Version :1
APPENDIX K: QUALITY ASSURANCE CHECKS Date : May 12 2008

1 Engineering quality assurance procedures should ensure that sample checks identified in
the paragraphs below are carried out.

Note: This summary of quality assurance checks is not exhaustive but is intended to provide an
indication of the range of checks necessary. Additional or difference checks may be needed in
respect of particular support arrangements.

1.1 Checks on Aircraft whilst undergoing Scheduled Maintenance for:

a) compliance with maintenance programme requirements and ensuring that only

worksheets and cards reflecting the latest amendment standard are used;

b) completion of worksheets, including the transfer of defects to additional

worksheets; their control, and final assembly. Action taken in respect of items
carried forward, not completed during the particular inspection or maintenance
task;

c) compliance with manufacturer's and company standard specifications;

d) standards of inspection and workmanship;

e) conservation of aircraft corrosion prevention techniques and other protective

processes;

f) procedures adopted during shift-changeover to ensure continuity of inspection

and responses;

g) precautions taken to ensure that all aircraft are checked, on completion of any
work or maintenance, for loose tools and miscellaneous small items such as split
pins, wire, rivets, nuts, bolts and other debris, general cleanliness and
housekeeping.

1.2 Checks on Aircraft in Service for:

a) compliance with company approved practices for cargo restraint, load distribution
and spreading such that the approved modifications for cargo configurations are
observed.

b) procedures to ensure that the APS weight data in use reflects the aircraft
configuration and weight and balance schedule,

a) satisfactory condition of cargo/baggage compartments and their linings, cargo

handling and restraint equipment and special provisions for the carriage of
livestock and attendants,

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX K

b) continuing compliance with SSCA Airworthiness Notices in respect of cabin and

other safety provisions.

1.3 Checks on Technical Logs for:

a) correct completion of sector record pages and their transmission to technical

records;

b) satisfactory rectification of defects for their deferral in accordance with the

MEL and company procedures. The recording of component details and
stores control numbers, cross-referencing to deferred defect records and
additional worksheets where appropriate and the inclusion of rectification
details in the Sector Record Page;

c) compliance with required reporting procedures in the event of flights taking

place after rectification of defects without issue of a Certificate of release to
Service;

d) certification of modifications including the installation of role equipment such

as stretchers and conversion of the aircraft from passenger to cargo roles,
and return to passenger;

e) correct use of maintenance and inspection control systems included in the

technical log for the completion of scheduled and pre-planned tasks between
Scheduled Maintenance Inspections;

f) operation of systems for recording external damage to the aircraft which has
been inspected and is considered safe for further operation.

1.4 Checks on Technical Service Information for:

a) adequacy of aircraft manuals and other technical information appropriate to

each aircraft type, including engines, propellers and other equipment, and the
continuing receipt of revisions and amendments;

b) assessment of manufacturers service information, determining its application

to the Operator's aircraft and the recording of compliance or embodiment in
each aircraft;

c) maintaining a register of manuals and technical literature held within the

company, their locations and current amendment states,

d) ensuring that all company manuals and documents, both technical and
procedural, are kept up to date.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX K

1.5 Checks on the Operator's General Airworthiness Control Procedures for:

a) responding to the requirements of Airworthiness Directives, mandatory

modifications and inspections, SSCA Airworthiness Notices and special fleet
checks instituted in response to occurrences etc;

b) monitoring company practices in respect of scheduling or pre-planning

maintenance tasks to be carried out in the open, and adequacy of the facilities
provided;

c) effective completion of maintenance reviews at intervals required by the

approved maintenance programme and the availability of information to the
certificate signatory;

d) operation of the defects analysis system for the operator's airframes, engines
and systems and its integration with the system for mandatory occurrence
reporting; the highlighting of repetitive defects and the control of deferred
defects;

e) approval of personnel to perform inspections and maintenance tasks on the

Operator's aircraft and for the issue of CMR and CRS; the effectiveness and
adequacy of training and the recording of personnel experience, training and
qualifications for grant of authorisation;

f) the effectiveness of technical instructions issued to maintenance staff;

g) the adequacy of staff in terms of qualifications, numbers and ability in all areas
of support for the operator which affect airworthiness;

h) the completeness of the quality audit programme;

i) compliance with the requirements of the approved Maintenance Schedule,

including maintenance/inspection periods, component overhaul/test/
calibration control, records of cycles/landings etc and for granting variations
at the request of the operator;

j) maintaining logbooks and other required records on behalf of the

operator;

k) ensuring that major and minor repairs are only carried out in accordance with
approved repair schemes and practices.

1.6 Checks on Stores and Storage Procedures for:

a) the adequacy of stores and storage conditions for rotable components, small
parts, perishable items, flammable fluids, engines and bulky assemblies;

b) the procedure for examining incoming components, materials and items for
conformity with order, release documentation and approved source;

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX K

c) the 'batching' of goods and identification of raw materials, the acceptance of

part life items into stores, requisition procedures;

d) labelling procedures, including the use of serviceable/

unserviceable/repairable labels, and their certification and final disposal after
installation. Also labelling procedures for components which are serviceable
but 'part life' only;

e) the internal release procedure to be used when components are to be

forwarded to other locations within the organisation;

f) the procedure to be adopted for the release of goods or overhauled items to

other organisations. (This procedure should also cover items being sent away
for rectification or calibration);

g) the procedure for the requisitioning of tools together with the system for
ensuring that the location of tools is known at all times;

h) control of shelf life and storage conditions in the stores. Control of the free-
issue dispensing of standard parts, identification and segregation.

1.7 Checks on Maintenance Facilities for:

a) cleanliness, state of repair and correct functioning of hangars, hangar facilities

and special equipment, and the maintenance of mobile equipment;

b) adequacy and functioning of special services and techniques including

welding, NDT, weighing, painting;

c) viewer/printer equipment provided for use with micro-fiche, micro-film and

compact disk ensuring regular maintenance takes place and an acceptable
standard of screen reproduction and printed copy are achieved;

d) the adequacy of special tools and equipment appropriate to each type of

aircraft, including engines, propellers and other equipment.

1.8 Checks on Line Stations, in addition to the foregoing as applicable, for:

a) the adequacy of facilities and staff;

b) the provision of covered accommodation for aircraft when maintenance is

undertaken which requires a controlled environment, and for the accomplishment
of work in the open where this is unavailable;

c) the cleanliness, state of repair, correct functioning and maintenance of ground

support equipment including ground de-icing/anti-icing equipment;

d) the effectiveness of any sub-contracted arrangements for ground handling,

servicing and maintenance support and compliance with the operator's contracted

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX K

arrangements;

e) quality monitoring of fuel supplies including supplier checks and uplift

contamination checks; the effectiveness and completion of fuel tank water drain
checks;

f) the care and maintenance of cargo containers, freight nets, pallets and other
cargo equipment;

g) the currency, scope and effectiveness of locally raised technical instructions and
the procedure for bringing them to the notice of maintenance personnel;

h) adequacy of the technical publications held at the station for the operator's
aircraft, their currency and procedures for amendment;

i) the accuracy and control of worksheets or cards, to ensure that only up-to-date
issues are used.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX L

Version :1
Date : May 12 2008

APPENDIX L: AVIATION SECURITY TRAINING

SYLLABUS-ALL CREW

RECOMMENDED AVIATION SECURITY TRAINING SYLLABUS - ALL CREW

The security training programme established by the operator shall include at least the following
elements:
a) Determination of the seriousness of any occurrence
b) Crew communication and coordination
c) Appropriate self-defence responses
d) Use of non-lethal protective devices assigned to crew members whose use is authorised
by the SSCA
e) Potentially disruptive passengers
f) Understanding of behaviour of terrorists so as to facilitate the ability of crew members to
cope with hijacker behaviour and passenger responses
g) Live situational training exercises regarding various threat conditions
h) Flight deck procedures to protect the aeroplane
i) Aeroplane search procedures and guidance on least-risk bomb locations where
practicable.
j) Recognition of firearms, explosives and incendiary devices and their components.
k) Discreet communication to flight crew by cabin crew in the event of suspicious activity or
security breaches in the passenger cabin.
l) Procedures in relation to the flight crew compartment access and exit.
m) Procedures in relation to a bomb threat or warning, when the aircraft is on the ground or
in flight.

REFRESHER TRAINING
a) Current threat assessment.
b) Review of recent incidents: lessons to be learned.
c) Government advice.
d) Reminders of company emergency procedures, manual amendments, etc.
e) Update of initial training course as appropriate.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX M

APPENDIX M: DANGEROUS GOODS TRAINING Version :1

Date : May 12 2008

1 DANGEROUS GOODS TRAINING FOR OPERATORS

1.1 An operator, regardless of it holding an approval to carry dangerous goods, shall

establish and maintain staff training programmes, as required by the ICAO Technical
Instructions. These training programmes shall be approved by the SSCA.

1.2 An operator shall ensure that all staff who receive training undertake a test to verify
understanding of their responsibilities.

1.3 Training must be provided or verified upon the employment of personnel identified in
accordance with the applicable column of Table 1 or Table 2 below.

1.4 An operator shall ensure that all staff who require dangerous goods training receive
recurrent training at intervals of not longer than two years.

1.5 An operator shall ensure that records of dangerous goods training are maintained for all
staff trained as required by the ICAO Technical Instructions and shall include the
following:

a) the individual's name;

b) the most recent training completion date;
c) a description, copy or reference to training materials used to meet the training
requirements;
d) the name and address of the organisation providing the training; and
e) evidence which shows that a test has been completed satisfactorily.

1.6 The records of training must be made available upon request by the SSCA.

1.7 An operator shall ensure that his handling agent's staff is trained in accordance with the
applicable column of Table 1 or Table 2 below.

2 INSTRUCTOR QUALIFICATIONS

2.1 Instructors of initial and recurrent dangerous goods training programmes must have
adequate instructional skills and have successfully completed a dangerous goods
training programme.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX M

2.2 Instructors delivering initial and recurrent dangerous goods training programmes must at
least every 24 months deliver such courses, or in the absence of this, attend recurrent
training.

3 OPERATORS NOT HOLDING A PERMANENT APPROVAL TO CARRY

DANGEROUS GOODS

3.1 Operators not holding a permanent approval to carry dangerous goods shall ensure
that:

3.1.1 staff who are engaged in general cargo and baggage handling have received
training to carry out their duties in respect of dangerous goods. As a
minimum, this training must cover the areas identified in Column 1 of Table 1
and the depth of training must be sufficient to ensure awareness and
knowledge of the hazards associated with dangerous goods, identification of
dangerous goods and requirements for the carriage of dangerous goods by
passengers.

3.1.2 the following personnel:

a) crew members;
b) passenger handling staff; and
c) security staff employed by the operator who deal with the screening of
passengers and their baggage;

have received training which, as a minimum, must cover the areas identified
in Column 2 of Table 1 and the depth of training must be sufficient to ensure
awareness and knowledge of the hazards associated with dangerous goods,
identification of dangerous goods and requirements for the carriage of
dangerous goods by passengers.

Table 1

Areas of Training 1 2

General Philosophy X X
Limitations on Dangerous Goods in Air
X
Transport
Package Marking and Labeling X X
Dangerous Goods in Passengers'
X X
Baggage
Emergency Procedures X X
Note: "X" indicates an area to be covered

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX M

4 OPERATORS NOT HOLDING A PERMANENT APPROVAL TO CARRY

DANGEROUS GOODS

4.1 Operators holding a permanent approval to carry dangerous goods shall ensure that:

4.1.1 staff who are engaged in the acceptance of dangerous goods have received
training and are qualified to carry out their duties. As a minimum this training must
cover the areas identified in Column 1 of Table 2 and the depth of training must
be sufficient to ensure staff is able to make decisions regarding the acceptance or
refusal of the carriage of dangerous goods;

4.1.2 staff who are engaged in ground handling, storage and loading of dangerous
goods have received training to enable them to carry out their duties in respect of
dangerous goods. As a minimum this training must cover the areas identified in
Column 2 of Table 2 and the depth of training must be sufficient to ensure
awareness and knowledge of the hazards associated with dangerous goods,
identification of dangerous goods and handling and loading of dangerous goods;

4.1.3 staff who are engaged in general cargo and baggage handling have received
training to enable them to carry out their duties in respect of dangerous goods. As
a minimum this training must cover the areas identified in Column 3 of Table 2
and the depth of training must be sufficient to ensure awareness and knowledge
of the hazards associated with dangerous goods, identification of dangerous
goods, handling and loading of dangerous goods and requirements for the
carriage of dangerous goods by passengers;

4.1.4 flight crew members have received training which, as a minimum, must cover the
areas identified in Column 4 of Table 2. The depth of training must be sufficient to
ensure awareness and knowledge of the hazards associated with dangerous
goods and how they should be carried on an aircraft; and

4.1.5 the following personnel:

a) passenger handling staff;

b) security staff employed by the operator who deal with the screening of
passengers and their baggage; and
c) crew members other than flight crew members;

have received training which, as a minimum, must cover the areas identified in
Column 5 of Table 2. The depth of training must be sufficient to ensure
awareness and knowledge of the hazards associated with dangerous goods,
requirements for carriage of dangerous goods by passengers or, more generally,
their carriage on an aircraft.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX M

Table 2

Areas of Training 1 2 3 4 5

General Philosophy X X X X X
Limitations on Dangerous Goods in Air Transport X X X X
Classification of Dangerous Goods X
List of Dangerous Goods X X X

General Packing Requirements and Packing Instruction X

Packaging Specifications and Markings X

Package Marking and Labelling X X X X X
Documentation from the Shipper X
Acceptance of Dangerous Goods, including the Use of
X
Checklist
Storage and Loading Procedures X X X X
Inspections for Damage or Leakage and
Decontamination Procedures X X

Provision of Information to Commander X X X

Dangerous Goods in Passengers' Baggage X X X X X
Emergency Procedures X X X X X
Note: "X" indicates an area to be covered

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX N

Version :1
Date : May 12 2008
APPENDIX N: FLIGHT SAFETY DOCUMENTS SYSTEM

1 ORGANISATION

1.1 A flight safety documents system should be organised according to criteria which are
essential to provide easy access to information required for flight and ground operations
contained in the various operational documents comprising the system, as well as to
manage the distribution and revision of operational documents.

1.2 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 e.g. information that can jeopardize the safety of the
operation if not immediately available e.g. Flight Staff Instructions, Internal
Notice To Air Man (INTAM).

b) time sensitive information e.g. information that can affect the level of safety or
delay the operation if not available in a short time period.

c) frequently used information e.g. Operations Manual, Operator's Policies,

QRH etc.

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

but does not fall under (b) or (c) above; and

e) information that can be grouped based on the phase of operation in which it is

used.

1.3 Time critical information should be placed early and prominently in the flight safety
documents system.

1.4 Time critical information, time sensitive information, and frequently used
information should be placed in cards and quick-reference guides.

2 VALIDATION

2.1 The flight safety documents system should be validated before deployment,
under realistic conditions. Validation should involve the critical aspects of the
information use, in order to verify its effectiveness. Interaction among all groups that
can occur during operations should be also be included in the validation process.

3 DESIGN

3.1 A flight safety documents system should maintain consistency in terminology, and in the
use of standard terms for common items and actions.

3.2 Operational documents should include a glossary of terms, acronyms and their
standard definition updated on a regular basis to ensure access to the most recent
terminology. All significant terms, acronyms and abbreviation included in the flight

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX N

documents system should be defined.

3.3 A flight safety documents system should ensure standardization across documents
types, including writing style, terminology use of graphics and symbols, and formatting
across documents. This includes a consistent location specific types of information,
consistent use of units of measurement and consistent use of codes.

3.4 A flight safety documents system should include a master index to locate, in a timely
manner, information included in more than one operational document.

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.

3.5 A flight safety documents system could comply with the requirements of the operator's
quality system, where applicable.

4. DEPLOYMENT
4.1 Operators shall 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 operationally relevant and beneficial
to operational personnel. This monitoring shall include a formal feedback system for
obtaining input from operational personnel.
5. AMENDMENT
5.1 Operators shall develop an information gathering, review, distribution and revision control
system to process information and data obtained from all sources relevant to the type of
operation conducted.
Note: Aircraft 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 shall ensure that such information meets
their specific needs.
5.2 Operators shall develop an information gathering, review and distribution system to
process information resulting from changes that originates within the operator, including:
a) changes resulting from the installation of new equipment;
b) changes in response to operating experience;
c) changes in an operator’s policies and procedures;
d) changes in an operator certificate; and
e) changes for purposes of maintaining cross fleet standardization.
Note: Operators shall ensure that crew coordination philosophy, policies and procedures are
specific to their operation.
5.3 A flight safety documents system shall be reviewed:
a) at least once a year;
b) after major events (mergers, acquisitions, rapid growth, downsizing, etc.);
c) after technology changes (introduction of new equipment); and
d) after changes in safety regulations.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX N

5.4 Operators shall develop methods of communicating new information. The specific
methods should be responsive to the degree of communication urgency.
Note: As frequent changes diminish the importance of new or modified procedures, it is
desirable to minimize changes to the flight safety documents system.
5.5 New information shall be reviewed and validated considering its effects on the entire
flight safety documents system.
5.6 The method of communicating new information shall be complemented by a tracking
system to ensure currency by operational personnel. The tracking system should include
a procedure to verify that operational personnel have the most recent updates.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX O

APPENDIX O: ORGANIZATION AND Version :1

Date : May 12 2008

CONTENTS OF AN OPERATION MANUAL

1 ORGANIZATION

An operations manual shall be organized with the following structure:

a) General;
b) Aircraft operating information;
c) Routes and aerodromes; and
d) Training.

2 CONTENTS

The operations manual shall contain at the least the following 2.1 :

2.1 General
2.1.1 Instructions outlining the responsibilities of operations personnel pertaining to
the conduct of flight operations.
2.1.2 Rules limiting the flight time and flight duty periods and providing for
adequate rest periods for flight crew members and cabin crew

2.1.3 A list of the navigational equipment to be carried including any requirements

relating to operations where performance-based navigation is prescribed.
2.1.4 Where relevant to the operations, the long-range navigation procedures,
engine failure procedure for ETOPS and the nomination and utilization of
diversion aerodromes.
2.1.5 The circumstances in which a radio listening watch is to be maintained.
2.1.6 The method for determining minimum flight altitudes.
2.1.7 The methods for determining aerodrome operating minima.
2.1.8 Safety precautions during refuelling with passengers on board.
2.1.9 Ground handling arrangements and procedures.
2.1.10 Procedures for pilots- in-command in observing an accident.
2.1.11 The flight crew for each type of operation including the designation of the
succession of command.
2.1.12 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 powerplants while en route.
2.1.13 The conditions under which oxygen shall be used and the amount of
oxygen determined in accordance with the CCAR requirements.
2.1.14 Instructions for mass and balance control.
2.1.15 Instructions for the conduct and control of ground de-icing/anti-icing
operations.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX O

2.1.16 The specifications for the operational flight plan.

2.1.17 Standard operating procedures (SOP) for each phase of flight.
2.1.18 Instructions on the use of normal checklists and the timing of their use.
2.1.19 Departure contingency procedures.
2.1.20 Instructions on the maintenance of altitude awareness and the use of
automated or flight crew altitude call-out.
2.1.21 Instructions on the use of autopilots and auto throttles in IMC.
2.1.22 Instructions on the clarification and acceptance of ATC clearances,
particularly where terrain clearance is involved.
2.1.23 Departure and approach briefings.
2.1.24 Procedures for familiarization with areas, route and aerodromes.
2.1.25 Stabilized approach procedure.
2.1.26 Limitation on high rates of descent near the surface.
2.1.27 Conditions required to commence or to continue an instrument approach.
2.1.28 Instructions for the conduct of precision and non-precision instrument
approach procedures.
2.1.29 Allocation of flight crew duties and procedures for the management of crew
workload during night and IMC instrument approach and landing operations.
2.1.30 Instructions and training requirements for the avoidance of controlled flight
into terrain and policy for the use of the ground proximity warning system
(GPWS).
2.1.31 Policy, instructions, procedures and training requirements for the avoidance of
collisions and the use of the airborne collision avoidance system (ACAS).

Note: Procedures for the operation of ACAS are contained in PANS-OPS (Doc 8168),Volume
1, Part VIII, Chapter 3, and in PANS-ATM (Doc 4444), Chapters 12 and 15.
2.1.32 Information and instructions relating to the interception of civil aircraft
including:
a) procedures, for pilots-in command of intercepted aircraft; and
b) visual signals for use by intercepting and intercepted aircraft.
2.1.33 For aeroplanes intended to be operated above 15 000 m (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:
i) the necessity of giving the appropriate ATS unit prior warning of the
situation and of obtaining a provisional descent clearance; and
ii) the action to be taken in the event that communication with the ATS
unit cannot be established or is interrupted.

2.1.34 Details of the accident prevention and flight safety programme including a
statement of safety policy and the responsibility of personnel.
2.1.35 Information and instructions on the carriage of dangerous goods, including
action to be taken in the event of an emergency.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX O

Note: Guidance material on the development of policies and procedures for dealing
with dangerous goods incidents on board aircraft is contained in Emergency
Response Guidance for Aircraft Incidents involving Dangerous Goods (Doc 9481)

2.1.36 Security instructions and guidance.

2.1.37 The search procedure checklist

2.2 Aircraft operating information

2.2.1 Certification limitations and operating limitations.

2.2.2 The normal, abnormal and emergency procedures and checklists to be used
by the flight crew

2.2.3 Operating instructions and information on climb performance with all

engines operating

2.2.4 Flight planning data for pre-flight and in-flight planning with different
thrust/power and speed settings.

2.2.5 Instructions and data for mass and balance calculations.

2.2.6 Instructions for aircraft loading and securing of load.

2.2.7 Aircraft systems, associated controls and instructions for their use

2.2.8 The minimum equipment list and configuration deviation list for the
aeroplane types operated and specific operations authorized, including
any requirements relating to operations in where performance-based
navigation is prescribed.

2.2.9 Checklist of emergency and safety equipment and instructions for its use.

2.2.10 Emergency evacuation procedures, including type specific procedures, crew

coordination, assignment of crew's emergency positions and the emergency
duties assigned to each crew member.

2.2.11 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.

2.2.12 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.

2.2.13 The ground-air visual signal code for use by survivors.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX O

2.3 Routes and aerodromes

2.3.1 A route guide to ensure that the flight crew will have, for each flight, 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.

2.3.2 The minimum flight altitudes for each route to be flown.

2.3.3 Aerodrome operating minima for each of the aerodromes that are likely to be
used as aerodromes of intended landing or as alternate aerodromes.

2.3.4 The increase of aerodrome operating minima in case of degradation of

approach or aerodrome facilities.

2.3.5 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.

2.4 TRAINING

2.4.1 Details of the flight crew training programme.

2.4.2 Details of the cabin crew duties training programme.

2.4.3 Details of the flight operations officer/flight dispatcher training programme

when employed in conjunction with the operator's method offlight supervision.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX P

APPENDIX P: FLIGHT DISPATCHERS Version :1

Date : May 12 2008

1 INTRODUCTION

1.1 Operators are required to demonstrate an adequate organization method of control and
supervision of flight operation. A flight operations officer/flight dispatcher is normally
employed to provide supervision of flight and to act as a close link between aircraft in
flight and the ground services, and also between the aircrew and the operators' ground
staff.

1.2 Cambodia does not issue flight operations officer/flight dispatcher licences. Flight
operations officers/Flight dispatcher applicants must meet the criteria established in this
Appendix.

2 BASIC REQUIREMENTS

2.1 Age

2.1.1 The applicant shall not be less than 21 years of age.

2.2 Knowledge

2.2.1 The applicant shall be able to demonstrate an appropriate level of knowledge in

at least the subjects specified in paragraph 6. Such demonstration of knowledge
shall be by means of an examination equivalent to that required to be undertaken
by an applicant who has completed a course of training in accordance with
paragraph 2.3.1 (c).

2.3 Experience

2.3.1 An applicant to be a flight operations officer/flight dispatcher shall have gained at

least the following experience:

a) a total of 2 years of service, any one or in any combination of the capacities

specified below, provided that in any combination of experience the period
serviced in any capacity shall be at least one year:

i) a flight crew member in air transportation; or

ii) a meteorologist in an organization dispatching aircraft in air
transportation; or
iii) an air traffic controller; or a technical supervisor of flight operations
officers or air transportation flight operations systems; or

b) at least one year' as an assistant in the dispatching of air transport aircraft;

or

c) have satisfactorily completed a course of approved training.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX P

2.3.2 The applicant shall have served under the supervision of a flight dispatcher for at least 90
working days within the six months immediately preceding the application

24 Skill

2.4.1 The applicant shall have demonstrated the ability to:

a) make an accurate and operationally acceptable weather analysis from a series

of daily weather maps and weather reports; provide an operationally valid
briefing on weather conditions prevailing in the general neighbourhood of a
specific air route; forecast weather trends pertinent to air transportation with
particular reference to destination and alternates;

b) determine the optimum flight plan for a given segment, and create accurate
manual and/or computer generated flight plans; and

c) provide operating supervision and all other assistance to a flight in actual or

simulated adverse weather conditions, as appropriate to the duties of a flight
operations officer/flight dispatcher.

3 ADDITIONAL OPERATOR-SPECIFIC REQUIREMENTS

3.1 In addition to the basic requirements given in paragraph 2 above, the operator shall not
assign a flight operations officer/flight dispatcher to duty unless that person has:

a) satisfactorily completed a training course specific to the operator that

addresses all the components of the operator's approved method of control
and supervision of flight operations;

b) made, within the preceding 12 months, at least one qualification flight in the
flight crew compartment of an aircraft over any area for which that individual is
authorised to exercise flight supervision.

Note: For the purpose of the qualification flight, the flight operations officer/flight dispatcher
must be able to monitor the flight crew intercommunication system and radio
communications, and be able to observe the actions of the flight crew from the crew
reporting time until the completion of the crew's post-flight duties.

c) demonstrated to the operator a knowledge of:

i) the contents of the operations manual;
ii) the radio equipment in the aircraft used; and
iii) the navigation equipment in the aircraft used;

d) demonstrated to the operator a knowledge of the following details concerning

operations for which the officer is responsible and areas in which that
individual is authorised to exercise flight supervision:
i) the seasonal meteorological conditions and the sources of meteorological
information;
ii) the effects of meteorological conditions on radio reception in the aircraft
used;
iii) the peculiarities and limitations of each navigation system which is used by
the operation; and
iv) the aircraft loading instructions;

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX P

e) demonstrated to the operator knowledge and skills related to human

performance relevant to dispatch duties; and

f) demonstrated to the operator the ability to perform the duties specified in

Chapter 2 of the AOCR.

4 AUTHORISATION BY THE OPERATOR

4.1 The operator shall establish a system to ensure that each flight operations officer/flight
dispatcher assigned to duty continues to meet all the requirements in this Appendix.

4.2 The operator shall ensure that appropriate action is taken to suspend, vary or revoke the
authorisation of a flight operations officer/flight dispatcher in the event that he or she fails
to continue to meet the requirements of this Appendix.

5 MAINTAINING CURRENCY

5.1 To maintain currency, a flight operations officer/flight dispatcher must dispatch at least
one flight every 90 consecutive days. A flight operations officer/flight dispatcher who fails
to do so shall be required dispatch at least one flight under the supervision of another
flight operations officer/flight dispatcher prior to resuming duties.

5.2 A flight operations officer/flight dispatcher who has not dispatched at least one flight in
the preceding 12 months shall be required to attend refresher training, pass a written
assessment paper and dispatch at least one flight under the supervision of another flight
operations officer/flight dispatcher prior to resuming duties.

5.3 Every flight operations officer/flight dispatcher shall undergo a recurrent training
programme approved by the SSCA and pass a proficiency test conducted by the
operator once every 24 months.

6 TRAINING SYLLABUS

6.1 An operator intending to develop a course of training to qualify flight operations

officers/flight dispatchers in accordance with paragraph 2.3. 1(c) shall submit the basic
training syllabi for initial qualification training to the SSCA for approval. The syllabi shall
be part of AOC holders' operation manual and training manual. The training shall cover
the contents specified below and include an examination at the end of the course.

FLIGHT OPERATION OFFICER/FLIGHT DISPATCHER

1 PHASE ONE - BASIC KNOWLEDGE

1.1 Civil air law and regulations

 Certification of operators.
 The Convention on International Civil Aviation (The Chicago Convention).
 International air transport issues addressed by the Chicago Convention.
 The International Civil Aviation Organization (ICAO).
 Responsibility for aircraft airworthiness.
 Regulatory provisions of the flight manual.
 The aircraft minimum equipment list (MEL).
 The operations manual.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX P

1.2 Aviation Indoctrination

 Regulatory.
 Aviation terminology and terms of reference.
 Theory of flight and flight operations.
 Aircraft propulsion systems.
 Aircraft systems.

1.3 Aircraft mass (weight) and performance

 Basic principles for flight safety.
 Basic mass (weight) and speed limitations.
 Take-off runway requirements.
 Climb performance requirements.
 Landing runway requirements.
 Buffet boundary speed limitations.

1.4 Navigation
 Position and distance; time.
 True, magnetic and compass direction; gyro heading reference and grid direction.
 Introduction to chart projection: the Mercator projection; great circles on Mercator
charts; other cylindrical projections; Lambert conformal conic projections; the polar
stereographic projection.
 ICAO chart requirements.
 Charts used by a typical operator.
 Measurement of airspeed; track and ground speed.
 Use of slide-rules, computers and scientific calculators.
 Measurement of aircraft altitude.
 Point of no return; critical point; general determination of aircraft position.
 Introduction to radio navigation; ground-based radar and direction-finding stations;
relative bearings; VOR/DME-type radio navigation; instrument landing systems.
 Navigation procedures.
 ICAO CNS/ATM systems (an overview).

1.5 Air traffic management

 Introduction to air traffic management
 Controlled airspace
 Flight rules
 ATC clearance; ATC requirements for flight plans; aircraft reports.
 Flight information service (FIS).
 Alerting service and search and rescue.
 Communications services (mobile, fixed).
 Aeronautical information service (AIS).
 Aerodrome and airport services.

1.6 Meteorology
 Atmosphere; atmospheric temperature and humidity.
 Atmospheric pressure; pressure-wind relationships.
 Winds near the Earth's surface; wind in the free atmosphere; turbulence.
 Vertical motion in the atmosphere; formation of clouds and precipitation.
 Thunderstorms; aircraft icing.
 Visibility and RVR; volcanic ash.
 Surface observations; upper-air observations; station model.
 Air masses and fronts; frontal depressions.
 Weather at fronts and other parts of the frontal depression; other types of pressure
systems.
 General climatology; weather in the tropics.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX P

 Aeronautical meteorological reports; analysis of surface and upper-air charts.

 Prognostic charts; aeronautical forecasts.
 Meteorological service for international air navigation.
 Field trip to local meteorological office.

1.7 Mass (weight) and balance control

 Introduction to mass and balance.
 Load planning.
 Calculation of payload and loadsheet preparation.
 Aircraft balance and longitudinal stability.
 Moments and balance.
 The structural aspects of aircraft loading.
 Dangerous goods and other special cargo.
 Issuing loading instructions.

1.8 Transport of dangerous goods by air

 Introduction.
 Dangerous goods, emergency and abnormal situations.
 Source documents.
 Responsibilities. Emergency procedures.

1.9 Flight planning

 Introduction to flight planning.
 Turbo-jet aircraft cruise control methods.
 Flight planning charts and tables for turbine-engined aircraft.
 Calculation of flight time and minimum fuel for turbine-engined aircraft.
 Route selection.
 Flight planning situations.
 Reclearance.
 The flight phases.
 Documents to be carried on flights.
 Flight planning exercises.
 Threats and hijacking.
 ETOPS.

1.10 Flight monitoring

 Position of aircraft.
 Effects of ATC reroutes.
 Flight equipment failures.
 En-route weather changes.
 Emergency situations.
 Flight monitoring resources.
 Position reports.
 Ground resource availability.

1.11 Communications - Radio

 International aeronautical telecommunications service.
 Elementary radio theory.
 Aeronautical fixed service.
 Aeronautical mobile service.
 Radio navigation service.
 Automated aeronautical service.

1.12 Human Factors

 The meaning of Human Factors.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX P

 Dispatch resource management (DRM).

 Awareness.
 Practice and feedback.
 Reinforcement.

1.13 Security (emergencies and abnormal situations)

 Familiarity.
 Security measures taken by airlines.
 Procedures for handling threats, bomb scares, etc.
 Emergency due to dangerous goods.
 Hijacking.
 Emergency procedures.
 Personal security for the FOO/FD.

2 PHASE TWO - APPLIED PRACTICAL TRAINING

2.1 Applied practical training

 Applied practical flight operations.
 Simulator LOFT observation and synthetic flight training.
 Flight dispatch practices (on-the-job training)
 Route familiarization.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX Q

Version :1
Date : May 12 2008
APPENDIX Q: ADDITIONAL REQUIREMENTS FOR
APPROVED OPERATIONS BY SINGLE-ENGINE TURBINE-
POWERED AEROPLANES AT NIGHT AND/OR IN INSTRUMENT
METEOROLOGICAL CONDITIONS (IMC)

1 TURBINE ENGINE RELIABILITY

1.1 Turbine engine reliability shall be shown to have a world fleet power loss rate of less
than 1 per 100,000 engine hours.

1.1.1 Power loss rate should be determined as a moving average over a specified period (e.g.
a 12-month moving average if the sample is large). Power loss rate, rather than in-
flight shut-down rate, is used as it is considered to be more appropriate for
single-engine aeroplane.

1.1.2 In determining power loss rate the actual period selected should reflect the global
utilization and the relevance of the experience included (e.g. early data may not be
relevant due to subsequent mandatory modifications which affected the power loss
rate). After the introduction of a new engine variant and whilst global utilization is
relatively low, the total available experience may have to be used to try to achieve a
statistically meaningful average.

Note: Power loss in this context is defined as any loss of power, the cause of which may be
traced to faulty engine or engine component design or installation, including design or
installation of the fuel ancillary or engine control systems.

1.1.3 A reliability programme should be established covering the engine and associated
systems. The engine programme should include engine hours flown in the period and
in-flight shutdown rate for all causes and the unscheduled engine removal rate, both on
a 12-month moving average basis. The event reporting process should cover all
items relevant to the ability to operate safely at night and/or IMC. Any sustained
adverse trend should result in an immediate evaluation by the operator in consultation
with the SCCA and the manufacturer with a view to determining actions to restore the
intended safety level. The operator should develop a parts control programme with
support from the manufacturer that ensures that the proper parts and configuration are
maintained for single engine turbine-powered aeroplanes approved to conduct these
operations. The programme includes verification that parts placed on an approved
single engine turbine-powered aeroplane during parts borrowing or pooling
arrangements, as well as those parts used after repair or overhaul, maintain the
necessary configuration of that aeroplane approved for single engine operations.

1.1.4 In assessing turbine engine reliability, evidence should be derived from world fleet
database covering as large a sample as possible of operations considered to be
representative. Data from engine trend monitoring and event reports should also
be monitored to ensure that there is no indication that the operator's experience
is unsatisfactory.

1.2 The operator shall be responsible for engine trend monitoring which should
include the following:
a) an oil consumption monitoring programme based on manufacturers'
recommendations; and

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX Q

b) an engine condition monitoring programme describing the parameters to be

monitored, the method of the data collection and corrective action process,
based on the manufacturer's recommendations. The monitoring is intended to
detect turbine engine deterioration at an early stage before safe operation is
affected.

1.3 To minimize the probability of in-flight engine failure, the engine shall be equipped
with:
a) an ignition system that activates automatically, or is capable of being
operated manually, for take-off and landing, and during flight in visible moisture;
b) a magnetic particle detection or equivalent system that monitors the
engine, accessories gearbox and reduction gearbox, and which includes a flight
deck caution indication; and
c) an emergency engine power control device that permits continuing
operation of the engine through a sufficient power range to safely complete
the flight in the event of any reasonably probable failure of the fuel control
unit.

2 SYSTEMS AND EQUIPMENT

2.1 Single-engine turbine-powered aeroplanes approved to operate at night and/or in IMC

shall be equipped with the following systems and equipment intended to ensure
continued safe flight and to assist in achieving a safe forced landing after an engine
failure, under all allowable operating conditions:
a) two separate electrical generating systems, each one capable of supplying all
probable combinations of continuous in-flight electrical loads for
instruments, equipment and systems required at night and/or in IMC;
b) a radio altimeter;
c) an emergency electrical supply system of sufficient capacity and
endurance following loss of all generated power to, as a minimum:
i) maintain the operation of all essential flight instruments,
communication and navigation systems during a descent from the
maximum certificated altitude in a glide configuration to the
completion of a landing;
ii) lower the flaps and landing gear, if applicable;
iii) provide power to one pitot heater, which must serve an air
speed indicator clearly visible to the pilot;
iv) provide for operation of the landing light specified in sub-paragraph (j)
below;
v) provide engine restart, if applicable; and
vi) provide for the operation of the radio altimeter;

d) two attitude indicators, powered from independent sources;

e) a means to provide for at least one attempt at engine re-start;
f) airborne weather radar;
g) a certified area navigation system capable of being programmed with the
positions of aerodromes and safe forced landing areas, and providing

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX Q

instantly available track and distance information to those locations;

h) for passenger operations, passenger seats and mounts which meet
dynamically-tested performance standards and which are fitted with a
shoulder harness or a safety belt with a diagonal shoulder strap for each
passenger seat;
i) in pressurized aeroplanes, sufficient supplemental oxygen for all occupants for
descent following engine failure at the maximum glide performance from the
maximum certificated altitude to an altitude at which supplemental oxygen is
no longer required;
j) a landing light that is independent of the landing gear and is capable of
adequately illuminating the touchdown area in a night forced landing; and
k) an engine fire warning system.

3 OPERATIOPNAL AND MAINTENANCE PROGRAMME REQUIREMENTS

3.1 The approval to undertake operations by single-engine turbine-powered aeroplanes at

night and/or in IMC specified in the air operator certificate will include the particular
airframe/engine combinations, including the current type design standard for such
operations, the specific aeroplane approved, and the areas or routes of such operations.
3.2 The operator's maintenance control manual shall include a statement of certification of
the additional equipment required, and of the maintenance and reliability programme
for such equipment, including the engine.

4 OPERATIONS MANUAL AND ROUTE PLANNNING

4.1 The flight manual shall include limitations, procedures, approval status and other
information relevant to operations by single-engined turbine-powered aeroplanes at night
and/or in IMC.
4.2 The operations manual shall include all necessary information relevant to operations
by single-engine turbine-powered aeroplanes at night and/or IMC. This shall
include all of the additional equipment, procedures and training required for such
operations, route and/or area of operation and aerodrome information (including
planning and operating minima).
4.3 Route planning should take account of all relevant information in the assessment of
intended routes or areas of operations, including the following:

a) the nature of the terrain to be flown, including the potential for carrying out a
safe forced landing in the event of an engine failure or major malfunction;
b) weather information, including seasonal and other adverse meteorological
influences that may affect the flight; and
c) other criteria and limitations as specified by the SCCA.
4.4 An operator should identify aerodromes or safe forced landing areas available for
use in the event of engine failure, and the position of these shall be
programmed into the area navigation system.

Note 1: A safe forced landing in this context means a landing in which it can
reasonably be expected that it will not lead to serious injury or loss of life, even
though the aeroplane may incur extensive damage.

Note 2: Operation over routes and in weather conditions that permit a safe forced

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX Q

landing in the event of an engine failure, as specified in paragraph 2.27.1of

the AOCR, is not required by paragraphs 4.3 and 4.4 above for aeroplanes
approved in accordance with paragraph [Link] the AOCR. The availability of
forced landing areas at all points along a route is not specified for these
aeroplanes because of the very high engine reliability, additional systems and
operational equipment, procedures and training requirements specified in this
Appendix.

5 ROUTE LIMITATIONS OVER WATER

5.1 Operators of single-engine turbine-powered aeroplanes carrying out operations at

night and/or in IMC should make an assessment of the route limitations over water.

The distance from an area suitable for forced landing/ditching that the aeroplane may
be operated should be determined, which equates to the glide distance from the
cruise altitude to the forced landing area, following engine failure, assuming still air
conditions. Additional distance may be included taking into account the likely
prevailing conditions and the type of operation. This should include considerations
for sea conditions, the survival equipment carried, the achieved engine reliability and
the search rescue services available.
5.2 Any additional distance allowed beyond the glide distance should not exceed a
distance equivalent to 15 minutes at the aeroplane's normal cruise speed.

6 MINIMUM EQUIPEMENT LIST

6.1 The minimum equipment list of an operator approved in accordance with AOCR
Chapter 2 paragraph 2.27.2 shall specify the operating equipment required for night
and/or IMC operations, and for day/VMC operations.

7 EVENT REPORTING

7.1 An operator approved for operations by single-engined turbine-powered aeroplanes at

night and/or in IMC shall report all significant failures, malfunctions or defects to the
SCCA.

8 OPERATOR CERTIFICATION OR VALIDATION

8.1 The operator shall demonstrate the ability to conduct operations by single-
engine turbine-powered aeroplanes at night and/or in IMC to the SCCA.
8.2 The certification process should include the operator's ability to ensure adequacy of
it's procedures for normal, abnormal and emergency operations, including actions
following engine, systems or equipment failures. In addition to the normal requirements
for operator certification or validation, the following items should be addressed in
relation to operations by single-engine turbine-powered aeroplanes:

a) proof of the achieved engine reliability of the aeroplane engine combination

referred to in paragraph 1 above;
b) specific and appropriate training and checking procedures including those to
cover engine failure/malfunction on the ground, after take-off and en-route and
descend to a forced landing from the normal cruising altitude;

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX Q

c) a maintenance programme which is extended to address the equipment and

systems referred to in paragraph 2 above;
d) an MEL modified to address the equipment and system necessary for
operations at night and/or in IMC
e) planning and operating minima appropriate to the operations at night and/or in
IMC;
f) departure and arrival procedures and any route limitations;
g) pilot qualifications and experience; and
h) the operations manual, including limitations, emergency procedures,
i) approved routes or areas of operation, the MEL and normal procedures related
to the equipment referred to in Chapter 2 of the AOCR.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX R

APPENDIX R: OPERATIONAL CONTROL

1 OPERATIONAL CONTROL FUCNTIONS

1.1 AOC holders conduct operational control by making those decisions and performing
those actions on a daily basis that are necessary to operate flights safely and in
compliance with the regulations. Operational control functions include crew and aircraft
scheduling, accepting charter flights from the public, reviewing weather and notices to
airmen (NOTAM), and flight planning. Another aspect consists of developing and
publishing flight control policies and procedures for flight crews and other operations
personnel to follow in the performance of their duties.

1.2 AOC holders are responsible for collecting and disseminating information that is needed
to plan and conduct flights safely, including information about enroute and terminal
weather conditions, navigation, and aerodrome facilities.

2 OPERATIONAL CONTROL SYSTEMS

2.1 Operational control systems vary with the kind of operation the operator is authorised to
conduct, the complexity of the operations, the means of communication, and with the
persons who are involved in preparing for and conducting flights under the AOC holder’s
system.

3 OPERATOR OVERSIGHT RESPONSIBILITY

3.1 The AOC holder’s safety and quality assurance responsibility includes ensuring that both
its flight crew and operational control employees comply with published policies and
procedures.

4 AOC HOLDER’S OPERATIONS MANUAL

4.1 AOC holders prepare and keep current a manual for the guidance of flight, ground and
management personnel in the performance of their duties and responsibilities. AOC
holder shall include in its Operations Manual the duties and responsibilities of those
persons to whom authority to exercise operational control has been delegated, providing
the name of each manager responsible for flight operations (operational control) including
a description of their duties and functions.

4.2 The AOC holder’s Operations Manual must contain guidance on the conditions that must
be met before a flight may be initiated or continued, or under which a flight must be
diverted or terminated.

5 SPECIFIC OPERATIONAL FUNCTIONS

5.1 Operational control includes, but is not limited to, the AOC holder’s performance of the
following functions:
(a) Ensuring that only those operations authorised by the AOC are conducted.
(b) Ensuring that only crewmembers trained and qualified in accordance with the

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX R

applicable regulations are assigned to conduct a flight.

(c) Ensuring that crewmembers are in compliance with flight and duty time
requirements when departing on a flight.
(d) Designating a PIC for each flight.
(e) Providing the PIC and other personnel who perform operational control functions
with access to the necessary information for the safe conduct of the flight (such as
weather, NOTAMs, and aerodrome analysis).
(f) Specifying the conditions under which a flight may be released (weather minima,
flight planning, airworthiness of aircraft, aircraft loading, and fuel requirements).
(g) Ensuring that each flight has complied with the conditions specified for release
before it is allowed to depart.
(h) Ensuring that when the conditions specified for a flight's release cannot be met, the
flight is either cancelled delayed, re-routed, or diverted.
(i) Monitoring the progress of each flight and initiating timely actions when the flight
cannot be completed as planned, including diverting or terminating a flight.

6 SPECIFIC OPERATIONAL CONTROL SYSTEMS

6.1 The operator must include, in the Operations Manual, policies and procedures appropriate
to the flight release system used.

NOTE: The AOC holder’s system for exercising operational control may be described in the
AOC holder’s SOPs.

7 OPERATIONAL STRUCTURE
7.1 An operational control function may be centralised in one individual or diversified
throughout an AOC holder’s organisation. In practice, it is not feasible for an individual to
exercise operational control without assistance in any but the simplest of flight operations.
Most AOC holders create specialised departments for crew scheduling, load control, and
other functions. These functions may or may not be placed under the management and
supervision of the "flight control" department. When these functions are delegated to
specialised sections of the AOC holder’s organisation, the operator is responsible for the
following:
(a) Establishing a means to ensure that all functions have been accomplished before a
flight can be authorised to depart
(b) Establish effective internal communications, operating procedures, and
administrative controls to meet this obligation
(c) Ensuring that these procedures are published in the AOC holder’s operations
manual.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX S

APPENDIX S: AOC HOLDER’S MAINTENANCE CONTROL MANUAL

Each AOC applicant and AOC holder should submit and maintain a maintenance control manual
containing at least the following

Note: The manual may be put together in any subject order and subjects combined so long as
all applicable subjects are covered in the manual.
PART 1 GENERAL ORGANISATION

1.1 Corporate commitment by the Accountable Manager

1.2 General information:
 Brief description of the organisation
 Relationship with other organisations
 Fleet composition - Type of operation
 Line station locations
1.3 Maintenance management personnel:
 Accountable Manager
 Senior management
 Co-ordination with operations
 Duties and responsibilities
 Organisation chart(s)
 Manpower resources
 Training policy
1.4 List of certifying staff. Note: A separate document may be referenced
1.5 Manpower resources
1.6 General description of the facilities at each address intended to be approved
1.7 Organisations intended scope of work
1.8 Notification procedure to the SSCA regarding changes to the organisation’s
activities/approval/location/personnel
1.9 Manual amendment procedures
 Description of who is responsible for issuance and insertion of amendment & revisions
 A statement that hand-written amendments and revisions are not permitted except in situ
immediate action in the interest of safety
 A description of the system for the annotation of pages and their effective dates
 A list of effective pages and their effective dates.
 Annotation of changes (on text pages and as practicable, on charts and diagrams).
 A system for recording temporary revisions.
 A description of the distribution system for the manuals, amendments and revisions.
 A statement of who is responsible for notifying the SSCA of proposed changes and working
on changes requiring SSCA approval.

PART 2: MAINTENANCE PROCEDURES

2.1 Aircraft logbook utilisation and maintenance records, responsibilities, retention

2.2 Aircraft maintenance programme – development and amendment.
2.3 Technical library procedures and use of approved data.
2.4 Accomplishment and control of mandatory continued airworthiness information (Airworthiness) Dire
2.5 Analysis of the effectiveness of the maintenance programme.
2.6 Non-mandatory modification embodiment policy.
2.7 Major modification and repair approval procedures.
2.8 Defect reports:
 Analysis
 Liaison with manufacturers and Regulatory Authorities
 Rectification of defects

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX S

 Deferred defect policy and MEL application

2.9 Aircraft weighing and weight control
2.10 Reliability programmes (if applicable)
 Airframe
 Propulsion
 Components
2.11 Pre-flight inspection:
 Preparation of aircraft for flight
 Sub-contracted Ground Handling functions
 Security of Cargo and Baggage loading
 Control of refuelling, Quantity/Quality
 Control of snow, ice, dust and sand contamination
2.12 Appropriate portions of the operator’s operating manual
2.13 Maintenance documentation in use and completion of same
2.14 Release to service procedure
2.15 Supplier evaluation procedure
2.16 Acceptance/inspection of aircraft components and material from outside contractors.
2.17 Storage, tagging and release of aircraft components and material to aircraft maintenance
2.18 Acceptance of tools and equipment
2.19 Calibration/testing of tools and equipment
2.20 Use of tooling and equipment by staff (including alternate tools)
2.21 Cleanliness standards of maintenance facilities
2.22 Maintenance instructions and relationship to aircraft/aircraft component manufacturers'
instructions including updating and availability to staff
2.23 Return of defective aircraft components to store
2.24 Reference to specific maintenance procedures such as:
 Engine running procedures,
 Aircraft pressure run procedures,
 Aircraft towing procedures,
 Aircraft taxiing procedures.

Part 3 – Quality System Procedures

3.1 Quality audit of organisation procedures
3.2 Quality audit of aircraft
3.3 Quality audit remedial action procedure
3.4 Certifying staff qualification and training procedures
3.5 Certifying staff records
3.6 Quality audit personnel
3.7 Qualifying inspectors
3.8 Qualifying engineers
3.9 Concession control for deviation from manufacturers/organisations' procedures or time
limits
3.10 Qualification procedure for specialised activities such as non-destructive testing, welding,
etc.
3.11 Control of manufacturers' working teams

Part 4 – Additional Line Maintenance Procedures

4.1 Line maintenance control of aircraft components, tools, equipment, etc.

4.2 Line maintenance procedures related to servicing/fuelling/de-icing, etc.
4.3 Line maintenance control of defects and repetitive defects
4.4 Line maintenance procedure for completion of the technical log
4.5 Line procedure for pooled parts and loan parts
4.6 Line procedure for return of defective parts removed from aircraft

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX S

Part 5 – Appendices

5.1 Sample of documents

5.2 List of subcontractors
5.3 List of line maintenance locations and capabilities at each location

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX T

APPENDIX T: AOC HOLDER’S ADDITIONAL QUALITY SYSTEM FOR MAINTENANCE

(a) Each AOC shall establish a plan acceptable to the SSCA to show when
and how often the activities as required in 8.6 will be monitored. In
addition, reports should be produced at the completion of each monitoring
investigation and include details of discrepancies of non-compliance with
procedures or requirements
(b) The feedback part of the system shall address who is required to rectify
discrepancies and non-compliance in each particular case and the
procedure to be followed if rectification is not completed within appropriate
time scales. The procedure should lead to the Accountable Manager.
(c) To ensure effective compliance with 8.6 each AOC Holder and AOC
applicant should use the following elements
• Product sampling - the part inspection of a representative sample of
the aircraft fleet;
• Defect sampling - the monitoring of defect rectification performance;
• Concession sampling - the monitoring of any concession to not carry
out maintenance on time;
• On time maintenance sampling - the monitoring of when (flying
hours/calendar time/flight cycles, etc) aircraft and their components
are brought in for maintenance;
• Sample reports of unairworthy conditions and maintenance errors on
aircraft and components.

Note: The primary purpose of the Quality System for maintenance is to monitor
compliance with the approved procedures specified in an operators
maintenance control manual to ensure compliance with Chapter 8 and
thereby ensure the maintenance aspects of the operational safety of the
aircraft. In particular, this part of the Quality System provides a monitor of the
effectiveness of maintenance, reference 8.2, and should include a feedback
system to ensure that corrective actions are identified and carried out in a
timely manner

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX U

APPENDIX U AOC HOLDER'S AIRCRAFT TECHNICAL LOG

(a) The operator’s aeroplane technical log is a system for recording defects and
malfunctions discovered during the operation and for recording details of all
maintenance carried out on the particular aeroplane to which the operator’s
aeroplane technical log applies whilst that aeroplane is operating between
scheduled visits to the base maintenance facility. In addition, it is used for
recording operating information relevant to flight safety and should contain
maintenance data that the operating crew needs to know.
(b) The operators aeroplane technical log system may range from a simple single
section document to a complex system containing many sections but in all
cases it should include the information specified for the example used here
which happens to use a 5 section document / computer system:
(1) Section 1 should contain details of the registered name and address of
the operator, the aeroplane type and the complete international
registration marks of the aeroplane.
(2) Section 2 should contain details of when the next scheduled
maintenance is due, including, if relevant any out of phase component
changes due before the next maintenance check. In addition this Section
should contain the current Certificate of Release to Service, for the
complete aeroplane, issued normally at the end of the last maintenance
check. Note: The flight crew does not need to receive such details if the
next scheduled maintenance is controlled by other means acceptable to
the SSCA.
(3) Section 3 should contain details of all information considered necessary
to ensure continued flight safety. Such information includes:
(i) The aeroplane type and registration mark.
(ii) The date and place of take-off and landing.
(iii) The times at which the aeroplane took off and landed.
(iv)The running total of flying hours, such that the hours to the next
schedule maintenance can be determined. The flight crew does not
need to receive such details if the next scheduled maintenance is
controlled by other means acceptable to the SSCA.
(v) Details of any defect to the aeroplane affecting airworthiness or safe
operation of the aeroplane including emergency systems known to
the PIC. Provision should be made for the PIC to date and sign such
entries, including, where appropriate, the nil defect state for
continuity of the record. Provision should be made for a CRS or, if
agreed by the SSCA, the alternate abbreviated CRS following
rectification of a defect or any deferred defect or maintenance check
carried out. Such a certificate appearing on each page of this section
should readily identify the defect(s) to which it relates or the
particular maintenance check as appropriate.
1- The alternate abbreviated certificate of release to service
consists of the following statement “SSCA abbreviated release to
service” in place of the full certification statement. When the SSCA
agrees to the use of the alternate abbreviated certificate of release
to service, the introductory section of the technical log should
include an example of the full certification statement together with a

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX U

note stating; “The alternate abbreviated certificate of release to

service used in this technical log satisfies the intent of Appendix V
2 (a). All other aspects of Appendix V 2(a) shall be complied with”.
(c) The quantity of fuel and oil uplifted and the quantity of fuel available in each
tank, or combination of tanks, at the beginning and end of each flight; provision
to show, in the same units of quantity, both the amount of fuel planned to be
uplifted and the amount of fuel actually uplifted; provision for the time when
ground de-icing and/or anti-icing was started and the type of fluid applied,
including mixture ratio fluid/water.
(d) The pre-flight inspection signature.

(e) In addition to the above it may be necessary to record the following

supplementary information:
(1) The time spent in particular engine power ranges where use of such
engine power affects the life of the engine or engine module. Maximum
or Intermediate Contingency Power are two examples.
(2) The number of landings where landings affect the life of an aeroplane or
aeroplane component.
(3) Flight cycles or flight pressure cycles where such cycles affect the life of
an aeroplane or aeroplane component.
Note 1: Where Section 3 is of the multisector ‘part removable’ type then
such ‘part removable’ sections should contain all of the foregoing
information where appropriate.
NOTE 2: Section 3 should be designed such that one copy of each page
may remain on the aeroplane and one other copy may be retained on the
ground until completion of the flight to which it relates.
Note 3: Section 3 lay-out should be divided to show clearly what is
required to be completed after flight and what is required to be completed
in preparation for the next flight.
(f) Section 4 should contain details of all deferred defects that affect or may affect
the safe operation of the aeroplane and should therefore be known to the PIC.
Each page of this section should be pre-printed with the operator’s name and
page serial number and make provision for recording the following:
(i) A cross-reference for each deferred defect such that the original defect
can be identified in the particular Section 3 Sector Record Page.
(ii) The original date of occurrence of the defect deferred.
(iii) Brief details of the defect.
(iv) Details of the eventual rectification carried out and its Certificate of
Release to Service or a clear cross-reference back to the document that
contains details of the eventual rectification
(g) Section 5 should contain any necessary maintenance support information
that the PIC needs to know. Such information would include data on how to
contact maintenance engineering if problems arise whilst operating the
routes etc. The Aeroplane Technical Log System can be either a paper or
computer system or any combination of both methods.

STATE SECRETARIAT OF CIVIL AVIATION

 Air Operator Certificate Requirements APPENDIX V

APPENDIX V CERTIFICATE OF RELEASE TO SERVICE (CRS)

1. When Required
(a) A certificate of release (CRS) to service is necessary before flight at the
completion of any package of maintenance scheduled by the approved aircraft
maintenance programme on the aircraft, whether such maintenance took place
as base or line maintenance. Only in exceptional cases may scheduled
maintenance be deferred and then only in accordance with procedures
specified in the maintenance organisation’s MCM
(b) A CRS is necessary before flight, at the completion of any defect rectification,
whilst the aircraft operates flight services between scheduled maintenance.
(c) A CRS is necessary at the completion of any maintenance on an aircraft
component whilst off the aircraft.
(d) The authorised release certificate/airworthiness approval tag identified as Form
One constitutes the aircraft component CRS when an aircraft component is
maintained by one SSCA approved organisation for another SSCA approved
organisation.
(e) When a SSCA approved maintenance organisation maintains an aircraft
component for use by the organisation, a SSCA Form One is not normally
necessary.
2. Details
(a) The certificate of release to service should contain the following statement:
‘Certifies that the work specified except as otherwise specified was
carried out in accordance with the SSCA airworthiness requirements
currently in force and in respect to that work the aircraft/aircraft
component is considered ready for release to service’.
(b) The CRS should relate to the task specified in the manufacturer’s or Chapter 8
operator’s instruction or the aircraft maintenance programme which itself may
cross-refer to a manufacturer’s/operator’s instruction in a maintenance manual,
service bulletin etc.
(c) The date such maintenance was carried out should include when the
maintenance took place relative to any life or overhaul limitation in terms of
date/flying hours/cycles/landings etc., as appropriate.
(d) When extensive maintenance has been carried out, it is acceptable for the
CRS to summarise the maintenance so long as there is a unique cross-
reference to the work-pack containing full details of maintenance carried out.
Dimensional information should be retained in the work-pack record.
(e) The person issuing the CRS should use his normal signature. A certification
stamp is optional.

STATE SECRETARIAT OF CIVIL AVIATION