Route & Aerodrome Manual Supplement - R1 - DTD 04feb2016 (Effective 04feb2016)

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0 AdministrationandControloftheManual
ROUTEANDAERODROME 0.00 TableofContents
MANUALSUPPLEMENT Rev.No. Rev.Date PageNo.
0 15 Oct2015 1
0.00 TABLEOFCONTENTS

0.10 INTRODUCTION
0.10.10 General
0.10.20 EditorialConventions
0.10.30 Pagination
0.10.40 ContentFormat
0.10.40.10 DivisionsArrangement/HierarchicalOrder
0.10.40.20 Numbering of Divisions (Subchapters, Sections, subsections and
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Items)
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0.10.40.30 ParagraphArrangement/HierarchicalOrder

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SYSTEMOFAMENDMENTANDCONTROL
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0.20.10 AmendmenttotheManual
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0.20.20 ChangeControl
0.20.30 AdministrationandControlofElectronicCopy
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0.20.40 DistributionoftheManual
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0.20.50 ManualHolderResponsibility
0.20.60 NonAuthorizedCopies
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0.30 RECORDOFNORMALREVISION

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0.40 RECORDOFTEMPORARYREVISION

0.50 LISTOFEFFECTIVEPAGES

0.60 HIGHLIGHTSOFREVISION

0.70 MASTERINDEX

0.80 ABBREVIATIONS

0.90 DEFINITIONS

OriginalDateIssued:15Oct2015
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ROUTEANDAERODROME 0.10 Introduction
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0.10.10 GENERAL
A. TheRouteandAerodromeManualSupplementcomprisesofinformationneededforthe
areas of operation of Cebu Pacific. It contains specific instructions and information
pertaining to navigation, communication and aerodromes within Cebu Pacific area of
operations.Italsocontainsothersupplementaryinformationrequiredforoperations.

B. Theobjectiveofthismanualistoprovideadocumentthatstrivestoreducethestressand
improve the harmony of flight planning and operations. It is designed to increase the
awarenessoftheareaintowhichFlightCrewareflying.Themanualcontainsinformation
thatisnotofregulatorynaturebutexplanatoryandthereforeuseful.
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C. Theproceduresandinstructionscontainedinthismanualarebasedonthelatesttechnical
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data and accumulated operational experience at the time of publication. Nothing
contained in this manual shall prevent the PIC from utilizing his emergency authority in
casesofemergencyorduringanyirregularity,andiftheactionisconsideredessentialfor
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thesafetyoftheaircraftanditsoccupants.
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D. In order to provide the comprehensive information of Cebu Pacific Route Networks, the
Route and Aerodrome Manual Supplement is issued to complement the Navtech Charts
whichconsistsofthefollowing:
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1. Aerodrome,GroundandGeneralCharts
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2. Area,RadarandTerrainClearance
3. SIDandDepartureProcedures
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4. STARandArrivalProcedures
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5. InstrumentApproachChart
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6. LandingMinimaandRadarProcedures
7. EnrouteChartsManual;
8. SupplementaryTextManual.

D. ThecontentofthismanualisacceptedbytheCAAP.ItdoesnotsupersedeoramendCebu
Pacificaircrafttypedocumentation,Navtech(airportcharts,enroutemaps,navigation&
documentation service provider) or any other approved and current documentation.
Whereinformationinthismanualisatvariancewithanyapprovedandcurrenttechnical
documentationand/orapplicablenationalregulations,thelattershallberegardedasthe
authoritativesources.

E. The manual is distributed to all personnel who are engage in operational related duties.
Personnel to whom the manual is issued (as a whole or partially) are responsible to be
familiarwithitscontents,uponthemanualspublicationanddistributionandinwhichever
formitwastransmitted.OperationsshallbeconductedincompliancewiththeOperations
Manuals.

0 15 Oct2015 2
0.10.20 EDITORIALCONVENTIONS

A. Whenusedinthismanual,thefollowingtermsshallhavethemeaningasdefinedbelow:

1. Shall,will,mustoranyotherimperativeverbindicatesthattheapplicationofa
rule,procedureorprovisionismandatory.

2. Shouldindicatesthattheapplicationofaprocedureorprovisionisrecommended.

3. Maymeansthattheapplicationofaprocedureorprovisionisoptional.

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4. theAuthoritymeanstheCAAP.

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5. He/ShethepronounHeisusedthroughoutthemanualforeaseofreading.

6.theCompanymeansCebuPacific.
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7. Noteisusedwhenanoperatingprocedure,technique,etcisconsideredessentialto
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beemphasized.

8. Cautionisusedwhenanoperatingprocedure,technique,etc,mayresultindamage
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toequipmentifnotcarefullyfollowed.

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9. Warning is used when an operating procedure, technique, etc, may result in

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personnelinjuryorlossoflifeifnotcarefullyfollowed.

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0.10.30 PAGINATION
A. Theheaderofeachpagecontains:
CebuPacificLogo
Thenameofthemanual
ChapterControlNumberandTitle
SubChapterControlNumberandTitle
RevisionNumber
RevisionDateofthelastrevision[PCAR9.2.2.4(a)(2)(3)]
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Thedateoftherevisionismentionedontherecordofnormalrevisionsheet.
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PageNumber(withinSubChapter)
PagenumbersruninsequencestartingwitheachchangeinSubChapter.
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B. Thefooterofeachpagecontains:
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IssueDateoforiginalmanualpage[ICAODoc9376:2.3.4]

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0.10.40 CONTENTFORMAT
Note: In this manual, [PCAR XXX] is mentioned whenever the paragraph refers to the
associatedrequirement.[PCAR9.2.2.4(a)(5)]

A. InternationalstandardISO2145definesatypographicconventionforthe"numberingof
divisions and subdivisions in written documents". International standard ISO 2145 has
beenadoptedinformattingthismanualforusersconvenienceinidentifyingandreferring
thecontentsofthismanual.

0.10.50.10 DivisionsArrangement/HierarchialOrder
Header: 1.00 Chapter
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1.10 SubChapter

Body:
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1.10.10 Section
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1.10.10.10 SubSection

1.10.10.10.10Item
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0.10.40.20 NumberingofDivisions(Subchapters,Sections,subsectionsandItems)
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A. Subchapters,sections,subsectionsanditemsarenumberedbytens(10)to
allow:
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1. Forfutureinsertionofrevisions;
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2. ToensurethatreferencesofotherCompanymanualstothismanualand
viceversaarenotrevisedeverytimerevisionsandthenumberingoftitles
aremade;
3. ToensurethatthereferencestothePCARComplianceStatementremains
thesame.
B. ExampleofSubchapternumbering:
0.10 INTRODUCTION
0.20 SYSTEMOFAMENDMENTANDCONTROL
C. ExampleofSectionnumbering:
0.10.10 GENERAL
0.10.30 EDITORIALCONVENTIONS

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D. ExampleofSubSectionnumbering:

0.10.50.10 DivisionsArrangement/HierarchialOrder

0.10.50.20 NumberingofDivisions

0.10.40.30 ParagraphArrangement/HierarchialOrder
A. Paragraph refers to the text describing a subchapter, section, subsection,

item or a subitem. Where applicable, items under each paragraph are
outlinedinthefollowingorder:

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A.
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B.
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b.
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ii.
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iii.
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ROUTEANDAERODROME 0.20 SystemofAmendmentandControl
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0.20.10 AMENDMENTSTOTHEMANUAL
A. Themanualwillbereviewedonabiannuallybasis,whilerevisionswillbemadewhenitis
deemednecessary.Theeditorialresponsibilityforthecontrolofthemanualrestwiththe
EquipmentChiefPilots.

B. ThemanualisanaccepteddocumentbytheCAAP.Allamendmentsorrevisionsshould
beapprovedbytheVicePresidentFlightOperationsbeforepublication.

C. Normalrevisionsareissuedperiodicallytocovernonurgentcorrections,changesand/or
toaddnewdata.TheyareaccompaniedbyanupdatedListofEffectivePagesandRevision
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Highlightswhichprovidesanexplanationofthechangesintherevisions.

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D. When immediate amendments or revisions are required in the interest of safety, a
TemporaryRevision(TR)maybeissued.
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1. Temporary Revisions (TR) are printed on yellow paper for ease of identification and
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are issued to cover urgent matters arising between normal revisions. They are
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accompaniedbyFilinginstructionsandanupdatedRecordofTemporaryRevision.

2. TheTRshallclearlyindicatethattheinformationisofatemporarynatureandwillbe
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followed either by a permanent approved revision or will be withdrawn after a

definedperiodoftime.IftheinformationoftheTRisincorporatedinthenextformal
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revision,aninstructionwillbeissuedtoremovetheTR.
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E. Allamendmentsshallbeintheformofprinted,replacementpagesforthepapercopy,or
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transmittedelectronicallyfortheelectronicversion.Holdersofelectronicversionswillbe
issuedanentirereplacementcopy.
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F. Handwrittenamendmentsandrevisionsarenotpermittedexceptinsituationsrequiring
immediateamendmentorrevisionsintheinterestofsafety.
G. Averticallineindicatesrevisedornewlypublishedtextonthepages.Itwillnotbeusedto
indicateformatorpagenumberchanges.Editorialrevisionse.g.spellingcorrectionsmay
haverevisionbarwithnoassociatedhighlights.
H.Inordertogiveampletimeforthemanualholderstoreviewthenewlyapprovedrevisions
priortoitseffectivedate,manualrevisionshallbeuploadedtotheEKP/IAMCEBwithin5
workingdaysuponreceiptoftheVicePresidentFlightOperationsapproval.
0 15 Oct2015 2
0.20.20 CHANGECONTROL
A. All revisions and issues of this manual shall be approved by the Vice President Flight
Operationspriortorelease.

B. Handling of revisions shall be in accordance with Quality Management System Manual
(QMSM). All revisions shall be issued under cover of a Document Change/Production
RequestForm,whichshallalsocontainadescriptionoftherevision.

C. Revisions shall be identified by a Revision Number (Rev. 0, 1, 2, etc.) and each new
revisionshallsupersedeallpreviouschanges.

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D. The revision status of this manual shall be subject to an audit as part of the Company
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QualityAuditProgram.

0.20.30 ADMINISTRATIONANDCONTROLOFELECTRONICCOPY
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A. TheelectronicversionofthemanualshallbeavailableintheEnterpriseKnowledgePortal
(eKP) [https://iamceb.cebupacificair.com] under the Technical Library. It shall have a
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controllingmark(UNCONTROLLEDEKPCOPY)whenprinted.

B. As a security precaution, each personnel shall be assigned a username and password to
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access the EKP/IAMCEB, however this manual is available only to those who have
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access/viewerrightstothemanualintheTechnicalLibraryportal.

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C. In case of EKP/IAMCEB system failure, the hard copy of the manual that is available in
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TechnicalPublicationsOfficemaybeconsulted.
D. DigitalCopyHolders:Foreveryrevisionanentirereplacementcopywillbedistributed.
0.20.40 DISTRIBUTIONOFTHEMANUAL

A. Themanualincludingamendmentsorrevisionsaredistributedtotheauthorizedholders
by Technical Publications in accordance with the distribution list and in the relevant
format(digitalorprinted).ItshallbecoveredbyDocumentReceiptandRetrievalFormor
transmittal/acknowledgementreceipt.

B. Hard copy and electronic copy of this manual shall be available at the Technical
PublicationsandEKP.

C. All approved revisions shall be issued/distributed prior to its effective date. Refer to
QMSM2.30.10.Pforthedistributionpolicyofallapproved/accepteddocuments/manuals.
D.NewlyapprovedrevisionwillalsobepostedintheEKPwithin5workingdaysuponreceipt
oftheapproval.

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0.20.50 MANUALHOLDERRESPONSIBILITY
A. Each manual holder shall be responsible for safeguarding his copy and maintaining the
correct amendment status. Revisions are numbered consecutively and if a break in
revision numbers indicates that a particular revision has not been received, the manual
holdershallimmediatelyobtainthemissingrevisionthroughtheTechnicalPublications.

B. Once the manual is revised, the manual holders will be notified via FDCI to collect or
download from the internet their revised copy. On receipt of the revision, the manual
holder shall update his copy accordingly. Those holding out of date copies of revised
documentation shall ensure that they are immediately destroyed to prevent the use of
obsoletedocumentation.
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C. Itistheresponsibilityofthemanualholdertomakehimselfthoroughlyfamiliarwiththe
changesintherevision.

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D. AllmanualholdershaveasharedresponsibilitytonotifytheEquipmentChiefPilotofany
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errorsorabnormalitiescontainedinthemanual.
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0.20.60 NONAUTHORIZEDCOPIES

A. Nonauthorized copies of the manual shall not be used for the conduct of Flight
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Operations.
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B. ThemanualissuedinpapercopyisreferredasaControlledCopyasthisallowstoverify
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completenessandrevisionstatusofeachpage,atanytimeofuse.
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C. Individually produced printouts from any electronic version of the manual will be
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annotated with a caution Uncontrolled EKP Copy. Such printouts must be cross
checkedfortheirvalidityagainstLEPorcurrentdiscversionorrevisionstatusfileavailable
ontheintranetlinkbelow.

https://iamceb.cebupacificair.com/businesstools/technicallibrary/List%20of%20Manuals%
20and%20Revision%20Status/Forms/AllItems.aspx

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ROUTEANDAERODROME 0.30 RecordofNormalRevision
1 04Feb2016 1
A. A notation should be made on the revision record below after each revision is inserted, thus
providingacheckthatallrevisionsareentered.

Revision DateApprovedby
RevisionDate EffectiveDate InsertedBy
Number VPFltOps
0 15Oct2015 14Dec2015 14Jan2016 ACM
1 04Feb2016 04Feb2015 04Feb2016 ACM

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ROUTEANDAERODROME 0.40 RecordofTemporaryRevision
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A. A notation should be made on the revision record below after each revision is inserted, thus
providingacheckthatallrevisionsareentered.

Revision DateApprovedby
RevisionDate EffectiveDate InsertedBy
Number VPFltOps

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ROUTEANDAERODROME 0.60 HighlightsofRevision
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Thisisaninitialissueofthemanual.
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ROUTEANDAERODROME 0.70 MasterIndex
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TobeIssued

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ROUTEANDAERODROME 0.80 Abbreviations
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The following abbreviations may be found throughout the manual. Some abbreviations may also
appear in lowercase letters. Abbreviations having very limited use are explained in the chapter
wheretheyareused.

AAL AboveAerodromeLevel
A/C Aircraft
AGL AboveGroundLevel
AH AlertHeight
AIP AeronauticalInformationPublication
ALS ApproachLandingSystem
ALT Altitude
ALTN Alternate
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AMSL AboveMeanSeaLevel
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AOC AirOperatorsCertificate
AOM AerodromeOperatingMinima/AeroplaneOperatingMatters
A/P AutoPilot
APU AuxiliaryPowerUnit O L
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ASAP AsSoonAsPossible
ASR AirSafetyReport
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APCH Approach
ATA ActualTimeofArrival
ATC AirTrafficControl
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ATD ActualTimeofDeparture
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AWO AllWeatherOperations
AWY Airway
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BC BackCourse
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BCM BackCourseMarker
BCN Beacon
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BDRY Boundary
BKN Broken
BLDG Building
CAT ClearAirTurbulence
CATI LandingCategoryI(IIorIII)
CATII CategoryIIIAllWeatherOperations
CATIII CategoryIIIAllWeatherOperations
CAVOK CeilingandVisibilityOK
C/B CircuitBreaker
CL CentrelineLights
COM CommunicationsEquipment
CRM CrewResourceManagement
CRZ Cruise
DA DecisionAltitude
DEST Destination
Dev Deviation
DH DecisionHeight
DIST Distance
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DME DistanceMeasuringEquipment
DOW&I DryOperatingWeightandIndex
E East
EDP ElectronicDataProcessing
ELEV Elevation
EMER Emergency
EOBT EstimateOffBlockTime
ETA EstimatedTimeofArrival
ETD EstimatedTimeofDeparture
ETOPS ExtendedTwinOperations
ETP EquiTimePoint
ETA EstimatedTimeofArrival
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F Fahrenheit
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FIR FlightInformationRegion
FIS FlightInformationServices
FL FlightLevel
FLT Flight O L
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FMS FlightManagementSystem
ft Feet
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GA Goaround
GMT GreenwichMeanTime
GND Ground
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GNSS GlobalNavigationSatelliteSystem
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GPS GlobalPositioningSystem
GPWS GroundProximityWarningSystem
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G/S GlideSlope
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GS GroundSpeed
H Hour
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H24 24HourService
HF HighFrequency(3to30MHz)
HI HighIntensityLight
HIALS HighIntensityApproachLightSystem
HIRL HighIntensityRunwayEdgeLight
Hg Mercury
hPa hectoPascal
Hrs Hours
Hz Hertz(cyclespersecond)
IAL InstrumentApproachandLandingChart
IAS IndicatedAirSpeed
IATA InternationalAirTransportAssociation
ICAO InternationalCivilAviationOrganisation
IFPS IntegratedFlightPlanningSystem
IFR InstrumentFlightRules
ILS InstrumentLandingSystem
IMC InstrumentalMeteorologicalConditions
in inch(es)
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ISA InternationalStandardAtmosphere
ISO InternationalStandardOrganisation
ITCZ InterTropicalConvergenceZone
KCAS KnotsCalibratedAirspeed
kg kilogram
kHz kilohertz
km kilometer
kts knots
L Light
LCTR Locator(Compass)
LD LandingDistance
LDA LandingDistanceAvailable
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LDG Landing
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LEP ListofEffectivePages
LLZ Localizer
LMC LastMinuteChanges
LMT LocalMeanTime O L
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LOC Localizer
LVP LowVisibilityProcedures
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m meter
MAP MissedApproachPoint
MAX Maximum
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mb Millibar
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MDA/H MinimumDescentAltitude/Height
MHz Megahertz
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MID MiddleRunwayPortion
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MLW MaximumLandingWeight
mm Millimeter
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MOCA MinimumObstructionClearanceAltitude
MORA MinimumOffRouteAltitude
MSA MinimumSafe(orSector)Altitude
MSL MeanSeaLevel
MTOW MaximumTakeOffWeight
MZFW MaximumZeroFuelWeight
N North
NA NotApplicable
NAV Navigation
NE Northeast
NM NauticalMiles
NDB NonDirectionalBeacon
NOTAM NoticeToAirmen
NW Northwest
OAT OutsideAirTemperature
OCA/H ObstacleClearanceAltitude/Height
OEW OperatingEmptyWeight
OM OperationsManual/OuterMarker
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OPS Operations
OPSSPECOperationsSpecifications
PANOPS ProceduresforAirNavigationServicesAircraftOperations
PAPI PrecisionApproachPathIndicator
PAR PrecisionApproachRadar
PCN PavementClassificationNumber
PERF Performance
PFD PrimaryFlightDisplay
PPR PriorPermissionRequired
QDM MagneticBearingtofacility
QDR MagneticBearingfromfacility
QFE Actualatmospherepressureatairportelevation
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QFU MagneticOrientationofRunway
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QNE Sealevelstandardatmosphere(1013hPaor29.92Hg)
QNH Actualatmospherepressureatsealevelbasedonlocalstationpressure
RA RadioAltitude/RadioAltimeter/ResolutionAdvisories
REF Reference O L
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RFF RescueFireFighting
RH RightHand
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RPL RepetitiveFlightPlan
RNAV AreaNavigation
RNP RequiredNavigationPerformance
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ROR RecordofRevision
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RPL RepetitiveFlightPlan
RTO RejectedTakeoff
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RTOW RegulatedTakeoffWeight
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RVR RunwayVisualRange
RVSM ReducedVerticalseparationMinima
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RWY Runway
S South
SAR SearchandRescue
SE Southeast
SID StandardInstrumentDeparture
SIGMET Informationconcerningenrouteweatherphenomena,which may affect the safety
ofaircraftoperations
SNOWTAM SnowNoticetoAirmen
SPD Speed
SRA SurveillanceRadarApproach
SRE SurveillanceRadarElementofPrecisionApproachRadarSystem
STAR StandardTerminalArrivalRoute
STD Standard
SW Southwest
TA TrafficAdvisories
TAF TerminalAerodromeForecast
TAS TrueAirSpeed
TAT TotalAirTemperature
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TBC ToBeConfirmed
TBD ToBeDetermined
TBN ToBeNotified
TCAS TrafficCollisionAlertSystem
TDZ TouchdownZone
TEMP Temperature
TEMPO Temporary
T/O Takeoff
TOC TopofClimb
TOD TopofDescent
TODA TakeoffDistanceAvailable
TOGA Takeoff/Goaround
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TOGW TakeoffGrossWeight
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TORA TakeoffRunAvailable
TOW TakeoffWeight
TWR Tower
TWY Taxiway O L
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UHF UltraHighFrequency(3003000mHz)
U/S Unserviceable
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UTC UniversalTimeCoordinated
VASI VisualApproachSlopeIndicator
VFE MaximumSpeedFlaps/SlatsExtended
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VFR VisualFlightRules
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VFTO SpeedFinalTakeoff
VHF VeryHighFrequency(30300MHz)
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VIS Visibility
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VMC VisualMeteorologicalConditions
VOR VHFOmnidirectionalRange
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V/S VerticalSpeed
W West
WPT Waypoint
WX Weather
WXR WeatherRadar
Z ZuluTime/UTC)
ZFCG ZeroFuelCentreofGravity
ZFW ZeroFuelWeight

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ROUTEANDAERODROME 0.90 Definitions
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Note: The Quality Management System Manual (QMSM) contains the Master List of Definitions to
minimizeredundanciesofAbbreviationsintherespectivedepartmentalmanuals.
The Master List of Definitions shall be used as standard terms for common items and actions.
Thislistshallbeupdatedonaregularbasistoensureaccesstothemostrecentterminologies.
[PCARIS9.2.2.3(2.3.2)(b)];[PCARIS9.2.2.3(3.1)];[PCARIS9.2.2.3(3.2)]
Wherenecessary,specifictermsaredefinedatthebeginningofthesectionstowhichtheyare
appropriate.

AccelerateStop Distance Available. The length of the takeoff run available plus the length of
stopway,ifprovided.
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Advisory airspace. An airspace of defined dimensions, or designated route, within which air traffic
advisoryserviceisavailable.

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Aerodrome. A defined area on land or water (including any buildings, installations and equipment)
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intended to be used either wholly or in part for the arrival, departure and surface movement of
aircraft.
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AerodromeElevation.Theelevationofthehighestpointofthelandingarea.
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Aeronautical Information Publication. A publication issued by or with the authority of a State and
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containingaeronauticalinformationofalastingcharacteressentialtoairnavigation.
Aircraft.Anymachinethatcanderivesupportintheatmospherefromthereactionsoftheairother
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thanthereactionsoftheairagainsttheearth'ssurface.

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Aircraft category. Classification of aircraft according to specified basic characteristics, e.g. airplane
(aeroplane),helicopter,glider,freeballoon.

Aircraft operating manual. A manual, acceptable to the State of the Operator, containing normal,
abnormalandemergencyprocedures,checklists,limitations,performanceinformation,detailsofthe
aircraftsystemsandothermaterialrelevanttotheoperationoftheaircraft.

Note:Theaircraftoperatingmanualispartoftheoperationsmanual.
Aircraft (Airplane) Flight Manual. A manual, associated with the certificate of airworthiness,
containing limitations within which the aircraft is to be considered airworthy, and instructions and
informationnecessarytotheflightcrewmembersforthesafeoperationoftheaircraft.

Aircraftidentification.Agroupofletters,figuresoracombinationthereofwhichiseitheridenticalto,
orthecodedequivalentof,theaircraftcallsigntobeusedinairgroundcommunications,andwhichis
usedtoidentifytheaircraftingroundgroundairtrafficservicescommunications.
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Air navigation facility. Any facility used in, available for use in, or designed for use in aid of air
navigation, including airports, landing areas, lights, any apparatus or equipment for disseminating
weather information, for signaling, for radio directional finding, or for radio or other electrical
communication, and any other structure or mechanism having a similar purpose for guiding or
controllingflightintheairorthelandingandtakeoffofaircraft.

Airport (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
movementofaircraft.

Airport(aerodrome)operatingminima.Thelimitsofusabilityofanairportfor:
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(1) takeoff,expressedintermsofrunwayvisualrangeand/orvisibilityand,ifnecessary,cloud
conditions
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(2) landinginprecisionapproachandlandingoperations,expressedintermsofvisibilityand/or
runwayvisualrangeanddecisionaltitude/heightDA/Hasappropriatetothecategoryofthe
operation; O L
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(3) landing in approach and landing operations, with vertical guidance, expressed in terms of
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visibilityand/orrunwayvisualrangeanddecisionaltitude/heightDA/H;and
(4) landing in nonprecision approach and landing operations, expressed in terms of visibility
and/orrunwayvisualrange,minimumdescentaltitude/heightMDA/Hand,ifnecessary,cloud
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conditions.
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Airplane (aeroplane). A powerdriven heavierthanair aircraft, deriving its lift in flight chiefly from
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aerodynamicreactionsonsurfaceswhichremainfixedundergivenconditionsofflight.

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Airprox Incident. A situation in which, in the opinion of a pilot or controller, the distance between
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aircraft as well as their relevant positions and speed have been such that the safety of the aircraft
involvedwasormayhavebeencompromised.

AirTraffic.Allaircraftinflightoroperatingonthemaneuveringareaofanaerodrome.

Air Traffic Control. A service that promotes the safe, orderly, and expeditious flow of air traffic at
aerodromesandduringtheapproach,departure,andenrouteenvironments.

AirTrafficControlClearance.Authorizationforanaircrafttoproceedunderconditionsspecifiedbyan
airtrafficcontrolunit.

Air Traffic Control Instruction. Directives issued by air traffic control for the purpose of requiring a
pilottotakeaspecificaction.

AirtrafficControlService.Aserviceprovidedforthepurposeof:
(1) Preventing collisions between aircraft, and on the manoeuvring area between aircraft and
obstructions
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(2) Expeditingandmaintaininganorderlyflowofairtraffic.

Air Traffic Service. A generic term meaning variously, flight information service, alerting service, air
traffic advisory service, air traffic control service (area control service, approach control service or
aerodromecontrolservice).

Alternate airport/aerodrome. An airport to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or to land at the airport of intended landing where the
necessary services and facilities are available, where aircraft performance requirements can be met
andwhichisoperationalattheexpectedtimeofuse.Alternateairportsincludethefollowing:
(1)Takeoff alternate. An alternate airport/heliport at which an aircraft would be able to land
D
shouldthisbecomenecessaryshortlyaftertakeoffanditisnotpossibletousetheairportof
departure.
PY LE
(2)Enroutealternate.Analternateairportatwhichanaircraftwouldbeabletolandintheevent
thatadiversionbecomesnecessarywhileenroute.
O L
(3)Destinationalternate.Analternateairportatwhichanaircraftwouldbeabletolandshouldit
C O
becomeeitherimpossibleorinadvisabletolandattheairportofintendedlanding.

D TR
Approachandlandingoperationsusinginstrumentapproachprocedures.Instrumentapproachand
landingoperationsareclassifiedasfollows:
N
(1) Nonprecision approach and landing operations. An instrument approach and landing which
utilizeslateralguidancebutdoesnotutilizeverticalguidance.
O
(2) Approach and landing operations with vertical guidance. An instrument approach and landing
C
whichutilizeslateralandverticalguidancebutdoesnotmeettherequirementsestablishedfor
precisionapproachandlandingoperations;e.g.Precisionlikeapproaches[RNAV(GPS)].
N
C
(3) Precisionapproachandlandingoperations.Aninstrumentapproachandlandingusingprecision
U
lateral and vertical guidance with minima as determined by the category of operation.
Categoriesofprecisionapproachandlandingoperations:
(a) 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
runwayvisualrange(RVR)notlessthan550m.
(b) CategoryII(CATII)operation.Aprecisioninstrumentapproachandlandingwithadecision
heightlowerthan60m(200ft),butnotlowerthan30m(100ft),andaRVRnotlessthan
300m.
(c) CategoryIIIA(CATIIIA)operation.Aprecisioninstrumentapproachandlandingwith:
(i) adecisionheightlowerthan30m(100ft)ornodecisionheight;and
(II)aRVRnotlessthan175m.
(d) CategoryIIIB(CATIIIB)operation.Aprecisioninstrumentapproachandlandingwith:
(i)adecisionheightlowerthan15m(50ft)ornodecisionheight;and
(ii)aRVRlessthan175mbutnotlessthan50m.
0 15 Oct2015 4
(e) Category IIIC (CAT IIIC) operation. A precision instrument approach and landing with no
decisionheightandnoRVRlimitations.
Note: Where decision height (DH) and runway visual range (RVR) fall into different
categoriesofoperation,theinstrumentapproachandlandingoperationwouldbeconducted
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
consideredaCatIIIBoperationoranoperationwithaDHintherangeofCatIIbutwithan
RVRintherangeofCatIwouldbeconsideredaCatIIoperation).

Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired
flightpathwithinthecoverageofgroundorspacebasednavigationaidsorwithinthelimitsofthe
D
capabilityofselfcontainedaids,oracombinationofthese.
PY LE
Note: Area navigation includes performancebased navigation as well as other operations that do
notmeetthedefinitionofperformancebasednavigation.
O L
Airway. A control area or portion thereof established in the form of a corridor equipped with radio
C O
navigationaids.
D TR

Altitude.Thevertical distanceofalevel,apointoranobject consideredasapoint,measuredfrom
meansealevel.
N

AppropriateAuthority.(seealsoAuthority)
O
(1) Regardingflightoverthehighseas:therelevantauthorityoftheStateofRegistry.
C
(2)Regarding flight other than over the high seas: the relevant authority of the State having
N
C
sovereigntyovertheterritorybeingoverflown.

U
Approved. The Authority has reviewed the method, procedure or policy in question and issued a
formalwrittenapproval.

Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of
loadingorunloadingpassengers,mailorcargo,fuelling,parkingormaintenance.

Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired
flightpathwithinthecoverageofgroundorspacebasednavigationaidsorwithinthelimitsofthe
capabilityofselfcontainedaids,oracombinationofthese.
Note: Area navigation includes performancebased navigation as well as other operations that do
notmeetthedefinitionofperformancebasednavigation.

ATSRoute.Aspecifiedroutedesignedforchannellingtheflowoftrafficasnecessaryfortheprovision
ofairtrafficservices.
Note: The term "ATS route" is used to mean variously, airway, advisory route, controlled or
uncontrolledroute,arrivalordepartureroute,etc.

0 15 Oct2015 5
Augmented Flight Crew. A flight crew that comprises more than the minimum number required to
operatetheaeroplaneandinwhicheachflightcrewmembercanleavehisorherassignedpostand
bereplacedbyanotherappropriatelyqualifiedflightcrewmemberforthepurposeofinflightrest.

Authority.Thecompetentbodyresponsibleforthesafetyofcivilaviationinthestateoftheapplicant
oroperator.

BlockTime.Thetimebetweenanairplanefirstmovingfromitsparkingplaceforthepurposeoftaking
offuntilitcomestorestonthedesignatedparkingpositionandallenginesorpropellersarestopped.
Chocktochocktimeingeneralusage.

BrakingAction.areportontheconditionsoftheairportmovementareas,providingpilotsthequality
D
ordegreeofbrakingthatmaybeexpected.Brakingactionisreportedintermsof:good,mediumto
PY LE
good,medium,mediumtopoor,poor,nilorunreliable.

Calendarday.Theperiodofelapsedtime,usingCoordinatedUniversalTimeorlocaltimethatbegins
O L
atmidnightandends24hourslaterinthenextmidnight.
C O

D TR
Circling.Thevisualphaseofaninstrumentapproachtobringanaircraftintopositionforlandingona
runwaywhichisnotsuitablylocatedforastraightinapproach.

N
Contaminated Runway. A runway is considered to be contaminated when more than 25% of the
runway surface area (whether in isolated areas or not) within the required length and width being
O
usediscoveredbythefollowing:
C
(1) Surfacewatermorethan3mm(0.125in)deep,orbyslush,orloosesnow,equivalenttomore
than3mm(0.125in)ofwater;or
N
C
(2) Snow which has been compressed into a solid mass which resists further compression and will
U
holdtogetherorbreakintolumpsifpickedup(compactedsnow);or
(3) Ice,includingwetice

ContingencyFuel.Aquantityoffuelcarriedtocompensateforitemssuchas:
(1) Deviationsofanindividualairplanefromexpectedfuelconsumptiondata
(2) Deviationsfromforecastmeteorologicalconditions
(3) Deviationsfromplannedroutingsand/orcruisinglevels/altitude.

Controlledflight.Anyflightwhichissubjecttoanairtrafficcontrolclearance.

Copilot.AlicensedpilotservinginanypilotingcapacityotherthanasPICbutexcludingapilotwhois
on board the aircraft for the sole purpose of receiving flight instruction. Copilot may also mean
Secondincommand(SIC)orFirstOfficer(FO).

Crewmember.Apersonassignedbyanoperatortodutyonanaircraftduringflighttime/period.

0 15 Oct2015 6
CriticalEngine.Theenginewhosefailurewouldmostadverselyaffecttheperformanceorhandling
qualitiesofanaircraft.

Critical phases of flight. Those portions of operations involving taxiing, takeoff and landing, and all
flightoperationsbelow10,000feet,exceptcruiseflight
Cruisereliefpilot.Aflightcrewmemberwhoisassignedtoperformpilottasksduringcruiseflight,to
allowthePICoracopilottoobtainplannedrest.
CruisingLevel.Alevelmaintainedduringasignificantportionofaflight.

Damprunway.Arunwayisconsidereddampwhenthesurfaceisnotdry,butwhenthemoistureonit
D
doesnotgiveitashinyappearance.
PY LE

DecisionAltitude/Height (DA/DH).Aspecifiedaltitudeorheight(A/H)intheprecisionapproachat
whichamissedapproachmustbeinitiatediftherequiredvisualreferencetocontinuetheapproach
hasnotbeenestablished. O L
C O
Note1: "Decisionaltitude(DA)"isreferencedtomeansealevel(MSL)and"decisionheight(DH)"is
D TR
referencedtothethresholdelevation.
Note2: The "required visual reference" 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
N
assessmentoftheaircraftpositionandrateofchangeofposition,inrelationtothedesired
O
flightpath.
Defined point after takeoff (DPATO). The point, within the takeoff and initial climb phase, before
N
whichthehelicopter'sabilitytocontinuetheflightsafely,withoneengineinoperative,isnotassured
C
andaforcedlandingmayberequired.
U

Definedpointbeforelanding(DPBL).Thepoint,withintheapproachandlandingphase,afterwhich
thehelicopter'sabilitytocontinuetheflightsafely,withoneengineinoperative,isnotassuredanda
forcedlandingmayberequired.

Dryrunway.Adryrunwayisonewhichisneitherwetnorcontaminated,andincludesthosepaved
runways which have been specially prepared with grooves or porous pavement and maintained to
retaineffectivelydrybrakingactionevenwhenmoistureispresent.

Effective length of the runway. The distance for landing from the point at which the obstruction
clearance plane associated with the approach end of the runway intersects the centerline of the
runwaytothefarend.

Elevation. The vertical distance of a point or a level, on or affixed to the surface of the earth
measuredfrommeansealevel.
0 15 Oct2015 7
Emergency locator transmitter (ELT). A generic term describing equipment which broadcast
distinctive signals on designated frequencies and, depending on application, may be automatically
activatedbyimpactorbemanuallyactivated.AnELTmaybeanyofthefollowing:
(1) AutomaticfixedELT(ELT(AF)).AnautomaticallyactivatedELTwhichispermanentlyattachedto
anaircraft.
(2) AutomaticportableELT[ELT(AP)].AnautomaticallyactivatedELTwhichisrigidlyattachedtoan
aircraftbutreadilyremovablefromtheaircraft.
(3) AutomaticdeployableELT[ELT(AD)].AnELTwhichisrigidlyattachedtoanaircraftandwhichis
automaticallydeployedandactivatedbyimpact,and,insomecases,alsobyhydrostaticsensors.
Manualdeploymentisalsoprovided.
(4) SurvivalELT[ELT(S)].An ELTwhichisremovablefromanaircraft,stowedsoastofacilitateits
D
readyuseinanemergency,andmanuallyactivatedbysurvivors.
PY LE

Engine. A unit used or intended to be used for aircraft propulsion. It consists of at least those
componentsandequipmentnecessaryforthefunctioningandcontrol,butexcludesthepropeller(if
applicable).
O L
C O

EnhancedVisionSystem(EVS).Asystemtodisplayelectronicrealtimeimagesoftheexternalscene
D TR
achievedthroughtheuseofimagesensors.

N
Enroute phase. That part of the flight from the end of the takeoff and initial climb phase to the
commencementoftheapproachandlandingphase.
O

Extendeddiversiontimeoperations(EDTO).Anyoperationbyanairplanewithtwoormoreturbine
C
engines where the diversion time to an enroute alternate aerodrome is greater than the threshold
N
C
timeestablishedbytheAuthority.

U
EDTOcriticalfuel.Thefuelquantitynecessarytoflytoanenroutealternateaerodromeconsidering,
atthemostcriticalpointontheroute,themostlimitingsystemfailure.

EDTOsignificantsystem.Anairplanesystemwhosefailureordegradationcouldadverselyaffectthe
safetyparticulartoanEDTOflight,orwhosecontinuedfunctioningisspecificallyimportanttothesafe
flightandlandingofanairplaneduringanEDTOdiversion.

Extendedoverwateroperation.
(1) Withrespecttoaircrafthavingamaximumcertificatedtakeoffmassof5,700kg(12,000lbs)or
more,otherthanhelicopters,anoperationoverwateratahorizontaldistanceofmorethan400
nmfromthenearestshorelineorthedistancethatcanbecoveredin120minutesofflightat
the published one powerunit inoperative cruising speed (in still air, in ISA conditions),
whicheverdistanceislesser,fromasuitableemergencylandingsite;
(2) Withrespecttoaircrafthavingamaximumcertificatedtakeoffmassequaltoorlessthan5,700
kg(12,000lbs),otherthanhelicopters,anoperationoverwateratahorizontaldistanceofmore
than100nmfromthenearestshorelineorthedistancethatcanbecoveredin30minutesof
0 15 Oct2015 8
flightatthepublishedonepowerunitinoperativecruisingspeed(instillair,inISAconditions),
whicheverdistanceislesser,fromasuitableemergencylandingsite;or
FiledFlightPlan.TheflightplanasfiledwithanATSunitbythepilotorhisdesignatedrepresentative,
withoutanysubsequentchanges.

Note: Whentheword"message"isusedasasuffixtothisterm,itdenotesthecontentandformatof
thefiledflightplandataastransmitted.
Finalapproachandtakeoffarea(FATO).Adefinedareaoverwhichthefinalphaseoftheapproach
manoeuvretohoverorlandingiscompletedandfromwhichthetakeoffmanoeuvreiscommenced.
Where the FATO is to be used by performance class 1 helicopters, the defined area includes the
D
rejectedtakeoffareaavailable.
PY LE
FlightLevel.Asurfaceofconstantatmosphericpressurewhichisrelatedtoaspecificpressuredatum,
1013.2hectopascals(hPa),andisseparatedfromothersuchsurfacesbyspecificpressureintervals.
O L
Note1:ApressuretypealtimetercalibratedinaccordancewiththeStandardAtmosphere:
C O
(a) WhensettoQNHaltimetersetting,willindicatealtitude
D TR
(b) WhensettoQFEaltimetersetting,willindicateheightabovetheQFEreferencedatum
(c) Whensettoapressureof1013.2hectopascals(hPa)maybeusedtoindicateflightlevels.

N
Note 2: The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than
geometricheightsandaltitudes.
O
FlightManual.Amanual,associatedwiththecertificateofairworthiness,containinglimitationswithin
which the aircraft is to be considered airworthy, and instructions and information necessary to the
N
C
flightcrewmembersforthesafeoperationoftheaircraft.
U
Flightoperationsofficer/flightdispatcher.Apersondesignatedbytheoperatortoengageinthe
controlandsupervisionofflightoperations,whetherlicensedornot,suitablyqualifiedinaccordance
withPCARPart2,whosupports,briefsand/orassiststhePICinthesafeconductoftheflight.

FlightPlan.
(1) ATS Flight Plan. Specified information provided to air traffic services units, relative to an
intendedflightorportionofaflightofanaircraft.
(2) Operational Flight Plan. The operator's plan for the safe conduct of the flight based on
considerations of aircraft performance, other operating limitations, and relevant expected
conditionsontheroutetobefollowedandattheaerodromesorheliportsconcerned.
Flow Control. Measures designed to adjust the flow of traffic into a given airspace, along a given
route,orboundforagivenaerodrome,soastoensurethemosteffectiveutilizationoftheairspace.

FrictionCoefficient.Relationshipbetweenthefrictionforceactingonthewheelandthenormalforce
onthewheel.Thenormalforcedependsontheweightoftheaircraftandtheliftofthewings.
0 15 Oct2015 9
GlidePath.Adescentprofiledeterminedforverticalguidanceduringafinalapproach.

Groundhandling.Servicesnecessaryforanaircraftsarrivalat,anddeparturefrom,anairport,other
thanairtrafficservices.

GroundVisibility.Thevisibilityatanaerodrome,asreportedbyanaccreditedobserver.

Handling agent. An agency which performs on behalf of the operator some or all of the latter's
functions including receiving, loading, unloading, transferring or other processing of passengers, or
cargo.

Heading. The direction, in which the longitudinal axis of an aircraft is pointed, usually expressed in
D
degreesfromNorth(true,magnetic,compassorgrid).
PY LE

Height.Theverticaldistanceofalevel,apointoranobject,measuredfromaspecifieddatum.
O L
Holdovertime.Theestimatedtimedeicing/antiicingfluidwillpreventtheformationoffrostorice
C O
andtheaccumulationofsnowontheprotectedsurfacesofanaircraft.Holdovertimebeginswhenthe
finalapplicationofdeicingorantiicingfluidcommencesandexpireswhenthedeicingorantiicing
D TR
fluidappliedtotheaircraftlosesitseffectiveness.

Instrument Meteorological Conditions. Meteorological conditions expressed in terms of visibility,
N
distancefromcloud,andceiling,lessthantheminimaspecifiedforvisualmeteorologicalconditions.
O

Instrument Approach Procedure. A series of predetermined manoeuvres by reference to flight
C
instruments with specified protection from obstacles from the initial approach fix or, where
N
C
applicable, from the beginning of defined arrival route, to a point from which a landing can be
completed and thereafter, if a landing is not completed, to a position at which holding or enroute
U
obstacleclearancecriteriaapply.
Isolatedaerodrome.Adestinationaerodromeforwhichthereisnodestinationalternateaerodrome
suitableforagivenairplanetype.

JourneyLog.AformsignedbytheCommanderofeachflightthatrecordstheaeroplane'sregistration,
crewmembernamesanddutyassignments,thetypeofflight,andthedate,place,andtimeofarrival
anddeparture

Landing decision point (LDP). The point used in determining landing performance from which, a
powerunit failure occurring at this point, the landing may be safely continued or a balked landing
initiated.

Landdistanceavailable(LDA).Thelengthyofrunwaywhichisdeclaredavailableandsuitableforthe
groundrunofanairplanelanding.

LocalDay.A24hourperiodcommencingat00:00localtime.

0 15 Oct2015 10
LocalNight.Aperiodof8hoursfallingbetween22:00hoursand08:00hourslocaltime.
Low Visibility Procedures. Procedures applied at an aerodrome for the purpose of ensuring safe
operationsduringCategoryIIandIIIapproachesandLowVisibilityTakeoffs.

LowVisibilityTakeOff.AtakeoffwheretheRunwayVisualRange(RVR)islessthan400m.

Master Minimum Equipment List (MMEL). A list established for a particular aircraft type by the
organizationresponsibleforthetypedesignwiththeapprovaloftheStateofDesigncontainingitems,
oneormoreofwhichispermittedtobeunserviceableatthecommencementofaflight.TheMMEL
may be associated with special operating conditions, limitations or procedures. The MMEL provides
thebasisfordevelopment,review,andapprovalbytheAuthorityofanindividualoperator'sMEL.
PY LE
Maximumdiversiontime.Maximumallowablerange,expressedintime,fromapointonaroutetoan
enroutealternateaerodrome.
O L
Meteorological information. Meteorological report, analysis, forecast, and any other statement
C O
relatingtoexistingorexpectedmeteorologicalconditions.
D TR
Minimumdescentaltitude(MDA)orminimumdescentheight(MDH).Aspecifiedaltitudeorheight
inanonprecisionapproachorcirclingapproachbelowwhichdescentmustnotbemadewithoutthe
requiredvisualreference.
N
O
Minimum equipment list (MEL). A list provides for the operation of aircraft, subject to specified
conditions, with particular equipment inoperative, prepared by an operator in conformity with, or
C
morerestrictivethan,theMMELestablishedfortheaircrafttype.

N
C
MissedApproachProcedure.Theproceduretobefollowediftheapproachcannotbecontinued.
U

Navigation specification. A set of aircraft and flight crew requirements needed to support
performancebasednavigationoperationswithinadefinedairspace.Therearetwokindsofnavigation
specification:
(1) Required navigation performance (RNP) specification. A navigation specification based on an
area navigation that includes that requirement for performance monitoring and alerting,
designatedbytheprefixRNP,e.g.RNP4,RNPAPCH.
(2)Area navigation (RNAV) specification. A navigation specification based on area navigation that
doesnotincludetherequirementsforperformancemonitoringandalerting,designatedbythe
prefixRNAV,e.g.RNAV5,RNAV1.

Note1: The Performance based Navigation Manual (ICAO Doc 9613) Volume 2 contains detailed
guidanceonnavigationspecifications.

Note2: The term RNP as previously defined as a statement of the navigation performance,
necessaryforoperationwithinadefinedairspace,hasbeenremovedfromICAOAnnex6
PART1astheconceptofRNPhasbeenovertakenbytheconceptofPBN.ThetermRNPin
0 15 Oct2015 11
of Annex 6 is now solely used in context of navigation specifications that require

performance monitoring and alerting. E.g. RNP 4 refers to the aircraft and operating
requirements, including a 4 NM lateral performance with onboard performance
monitoringandalertingthataredetailedinICAODoc9613.

Net Flight Path. Is a flight path determined for engine(s) failure case. It is established in such a
mannerthatitrepresentstheactualclimbperformancediminishedbyagradientofclimbof:
1. Takeoff(oneenginefailure): 0.8%fortwoengineaircraft
2. Enroute(oneenginefailure): 1.1%fortwoengineaircraft

Night.Thehoursbetweentheendofeveningciviltwilightandthebeginningofmorningciviltwilight
D
orsuchotherperiodbetweensunsetandsunrise,asmaybeprescribedbytheappropriateauthority.
PY LE
Civiltwilightendsintheeveningwhenthecentreofthesun'sdiscis6degreesbelowthehorizonand
beginsinthemorningwhenthecentreofthesun'sdiscis6degreesbelowthehorizon.

O L
NonprecisionApproach.InstrumentapproachwithlateralguidanceonlyfromtheFAFtotherunway
C O
environment.DescentlimitistheMDA,andobstacleclearance(includinggoaround)isguaranteedif
the approach is discontinued no farther than the MAP. Approaches with lateral guidance from
D TR
localiser,VOR,NDBorGPSareconsiderednonprecisionapproaches.Althoughoftenahelpfultoolfor
lateralandverticalnavigationduringapproach,FMSguidanceisnotacertifiedapproachaid.

N
NOTAM. A notice containing information concerning the establishment, condition or change in any
O
aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to
personnelconcernedwithflightoperations.
C
(1) ClassIdistribution:Distributionbymeansoftelecommunication
N
C
(2) ClassIIdistribution:Distributionbymeansotherthantelecommunication
U

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 airport elevation as
applicable,usedinestablishingcompliancewithappropriateobstacleclearancecriteria.
Obstacle Clearance Altitude/Height (OCA/H). The lowest altitude (OCA), or alternatively the lowest
height above the elevation of the relevant runway threshold or above the aerodrome elevation as
applicable(OCH),usedinestablishingcompliancewiththeappropriateobstacleclearancecriteria.
Obstruction clearance plane. A plane sloping upward from the runway at a slope of 1:20 to the
horizontal,andtangenttoorclearingallobstructionswithinaspecifiedareasurroundingtherunway
asshowninaprofileviewofthatarea.Intheplaneview,thecenterlineofthespecifiedareacoincides
with the centerline of the runway, beginning at the point where the obstruction clearance plane
intersects the centerline of the runway and proceeding to a point at least 1500 feet from the
beginning point. Thereafter, the centerline coincides with the takeoff path over the ground for the
runway(inthecaseoftakeoffs)orwiththeinstrumentapproachcounterpart(forlandings),orwhere
the applicable one of these paths has not been established, it proceeds consistent with turns of at
least4;000footradiusuntilapointisreachedbeyondwhichtheobstructionclearanceplaneclearsall
0 15 Oct2015 12
obstructions.Thisareaextendslaterally200feetoneachsideofthecenterlineatthepointwherethe
obstruction clearance plane intersects the runway and continues at this width to the end of the
runway; then it increases uniformly to 500 feet on each side of the centerline at a point 1500 feet
from the intersection of the obstruction clearance plane with the runway; thereafter, it extends
laterally500feetoneachsideofthecenterline.
Offshoreoperations.Operationswhichroutinelyhaveasubstantialproportionoftheflightconducted
overseaareastoorfromoffshorelocations.Suchoperationsinclude,butarenotlimitedto,support
ofoffshoreoil,gasandmineralexploitationandseapilottransfer.

OperatingCrewMember.Acrewmemberwhocarriesouthisdutiesinanaircraftduringaflightor
duringanypartofaflight.
PY LE
Operation. An activity or group of activities which are subject to the same or similar hazards and
which require a set of equipment to be specified, or the achievement and maintenance of a set of
pilotcompetencies,toeliminateormitigatetheriskofsuchhazards.
O L
C O
Operational control. The exercise of authority over the initiation, continuation, diversion or
terminationofaflightintheinterestofthesafetyoftheaircraftandtheregularityandefficiencyof
D TR
theflight.

Operationalflightplan.Theoperator'splanforthesafeconductoftheflightbasedonconsiderations
N
ofaircraftperformance,otheroperatinglimitations,andrelevantexpectedconditionsontherouteto
O
befollowedandattheairportsorheliportsconcerned.

C
Operations manual. A manual containing procedures, instructions and guidance for use by
N
C
operationalpersonnelintheexecutionoftheirduties.
Operationsspecifications.Theauthorizations,conditionsandlimitationsassociatedwiththeair
operatorcertificate(AOC)andsubjecttotheconditionsintheoperationsmanual.

OperationsinperformanceClass1.Operationswithperformancesuchthat,intheeventofacritical
powerunitfailure,performanceisavailabletoenablethehelicoptertosafelycontinuetheflightto
an appropriate landing area, unless the failure occurs prior to reaching the takeoff decision point
(TDP)orafterpassingthelandingdecisionpoint(LDP),inwhichcasesthehelicoptermustbeableto
landwithintherejectedtakeofforlandingarea.

Operations in performance Class 2. Operations with performance such that, in the event of critical
powerunitfailure,performanceisavailabletoenablethehelicoptertosafelycontinuetheflighttoan
appropriatelandingarea,exceptwhenthefailureoccursearlyduringthetakeoffmanoeuvreorlate
inthelandingmanoeuvre,inwhichcasesaforcedlandingmayberequired.

OperationsinperformanceClass3.Operationswithperformancesuchthat,intheeventofapower
unitfailureatanytimeduringtheflight,aforcedlandingwillberequired.

0 15 Oct2015 13
Operational Control. The exercise of authority over the initiation, continuation, diversion or
terminationofaflightintheinterestofthesafetyoftheaircraftandtheregularityandefficiencyof
theflight.

Performancebased 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.

Note: Performance requirements are expressed in navigation specifications (RNAV specification,
RNPspecification)intermsofaccuracy,integrity,continuity,availabilityandfunctionalityneeded
fortheproposedoperationinthecontextofaparticularairspaceconcept.

D
Performance criteria. Simple, evaluative statements on the required outcome of the competency
PY LE
elementandadescriptionofthecriteriausedtojudgewhethertherequiredlevelofperformancehas
beenachieved.

O L
PilotFlying(PF).Thepilot,whoforthetimebeing,isinchargeofthecontrolsofanaircraft.
C O

Pilotincommand(PIC).Thepilotdesignatedbytheoperator,orinthecaseofgeneralaviation,the
D TR
owner,asbeingincommandandchargedwiththesafeconductofaflight.

PilotNotFlying(PNF).Thepilotwhoisassistingthepilotflyinginaccordancewiththemulticrewco
N
operationconcept,whentherequiredflightcrewismorethanone.
O

Point of no return. The last possible geographic point at which an airplane can proceed to the
C
destinationaerodromeaswellastoanavailableenroutealternateaerodromeforagivenflight.
N
C

Precision Approach. Instrument approach with lateral and vertical guidance from the FAP to the
U
runwaytouchdownzone,withsystemaccuracy,integrityandobstacleclearance(includinggoaround)
guaranteeduntilthedescentlimit(decisionaltitudeordecisionheight)isreached.ILS,MLSandPAR
areconsideredprecisionapproaches.

Pressurealtitude.Anatmosphericpressureexpressedintermsofaltitudewhichcorrespondstothat
pressureintheStandardAtmosphere.

RepetitiveFlightPlan(RPL).Aflightplanrelatedtoaseriesoffrequentlyrecurring,regularlyoperated
individualflightswithidenticalbasicfeatures,submittedbyanoperatorforretentionandrepetitive
usebyATS.

ReportingPoint.Aspecifiedgeographicallocationinrelationtowhichthepositionofanaircraftcan
bereported.

Reporting time. The time at which flight and cabin crew members are required by an operator to
reportforduty.
0 15 Oct2015 14
Required communication performance (RCP). A statement of the performance requirements for

operationalcommunicationinsupportofspecificATMfunctions.

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.

Required Navigation Performance (RNP). A statement of the navigation performance accuracy
necessaryforoperationwithinadefinedairspace.

Rest period. A continuous and defined period of time, subsequent to and/or prior to duty, during
whichflightorcabincrewmembersarefreeofallduties.
PY LE
Return to Service (RTS). A document signed by an authorized representative of an approved
maintenance organization (AMO) in respect of an inspection, repair or modification on a complete
aircraft, engine or propeller after it has received a Maintenance Release for the maintenance
performedatanAMO. O L
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Note:Anairoperator'saircraftarereturnedtoservicefollowingmaintenancebyapersonspecifically
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authorizedbyanAMOratherthanbyanindividualontheirownbehalf.Areturntoservicecanonly
be signed when all maintenance has been completed, accounted for and a maintenance release
signedasdescribedinParts5and6.ThepersonsigningtheRTSactsinthecapacityofanauthorized
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agent for the AMO and is certifying that the maintenance covered by the RTS was accomplished
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accordingtotheairoperator'scontinuousmaintenanceprogram.Responsibilityforeachstepofthe
accomplished maintenance is borne by the person signing for that step and the RTS certifies the
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entiremaintenanceworkpackage.Thisarrangementinnowayreducestheresponsibilityoflicensed
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aircraftmaintenancetechnicians(AMT)ormaintenanceorganizationsformaintenancefunctionsor
taskstheyperformorsupervise.TheRTSisrequiredforallcommerciallyoperatedaircraftincluding
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flighttrainingaircrafthavingundergonemaintenanceatanAMO;howeverthismayalsobeusedfor
NonCommercialaircraft.

Runway. A defined rectangular area on a land aerodrome prepared for the landing and takeoff of
aircraft.

RunwayVisualRange.Therangeoverwhichthepilotofanaircraftonthecentrelineofarunwaycan
seetherunwaysurfacemarkingsorthelightsdelineatingtherunwayoridentifyingitscenterline.
Safe forced landing. Unavoidable landing or ditching with a reasonable expectancy of no injuries to
personsintheaircraftoronthesurface.

Seriesofflights.Seriesofflightsareconsecutiveflightsthat:
(1)beginandendwithinaperiodof24hours;and
(2) areallconductedbythesamePIC.

0 15 Oct2015 15
SIGMETInformation.Informationissuedbyameteorologicalwatchofficeconcerningtheoccurrence
or expected occurrence of specified enroute weather phenomena which may affect the safety of
aircraftoperations.

Slush.Watersaturatedsnowwhichwithaheelandtoeslapdownmotionagainstthegroundwillbe
displacedwithasplatter;specificgravity:0.5upto0.8
Snow(ontheground).
(1) Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon
release;specificgravity:uptobutnotincluding0.35.
(2) Wetsnow:Snowwhich,ifcompactedbyhand,willsticktogetherandtendtoorformasnowball;
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specificgravity:0.35uptobutnotincluding0.5.
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(3) Compacted snow: Snow which has been compressed into a solid mass that resists further
compressionandwillholdtogetherorbreakupintochunksifpickedup;specificgravity:0.5and
over.
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StabilizedApproach.Anapproachwithoutspeedand/orconfigurationchangesduringfinaldescent.

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StabilizedApproachProcedure.Anapproachprocedurealongtheextendedrunwaycentrelinewitha
constant, inflight verifiable descent gradient from the final approach altitude to the runway
touchdown zone. Except for offsetlocalizer approaches, an ILS approach is inherently a stabilised
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approachprocedure.Nonprecisionapproachescanbeconstructedasastabilisedapproachprocedure
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bychoosingtheFAFaccordinglyandbypublishingadistanceversusaltitude(VOR+DME,NDB+DME,
LOC+DME)orwaypointversusaltitudetable(GPS)tobeabletoverifyadherencetothe(imaginary)
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glidepath.
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Takeoffandinitialclimbphase.Thatpartoftheflightfromthestartoftakeoffto300m(1,000ft)
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above the elevation of the FATO, if the flight is planned to exceed this height, or to the end of the
climbintheothercases.

Takeoff decision point (TDP). The point used in determining takeoff performance from which, a
powerunitfailureoccurringatthispoint,eitherarejectedtakeoffmaybemadeoratakeoffsafely
continued.

Taxiing. Movement of an aircraft on the surface of an aerodrome under its own power, excluding
takeoffandlanding.

Taxiway.Adefinedpathonalandaerodromeestablishedforthetaxiingofaircraftandintendedto
providealinkbetweenonepartoftheaerodromeandanother.

Threshold.Thebeginningofthatportionoftherunwayusableforlanding.
Thresholdtime.Therange,expressedintime,establishedbytheAuthority,toanenroutealternate
aerodrome,wherebyanytimebeyondrequiresanEDTOapprovalfromtheAuthority.

0 15 Oct2015 16
Total vertical error (TVE). The vertical geometric difference between the actual pressure altitude
flownbyanaircraftanditsassignedpressurealtitude(flightlevel).

Track.Theprojectionontheearth'ssurfaceofthepathofanaircraft,thedirectionofwhichpathat
anypointisusuallyexpressedindegreesfromNorth(true,magneticorgrid).

TransitionAltitude.Thealtitudeatorbelowwhichtheverticalpositionofanaircraftiscontrolledby
referencetoaltitudes.

TransitionLevel.Thelowestflightlevelavailableforuseabovethetransitionaltitude.

Visibility.Theability,asdeterminedbyatmosphericconditionsandexpressedinunitsofdistance,to
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seeandidentifyprominentunlightedobjectsbydayandprominentlightedobjectsbynight.
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Visual Approach. An approach when either part or all of an instrument approach procedure is not
completedandtheapproachisexecutedwithvisualreferencetotheterrain.
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Visualmeteorologicalconditions(VMC).Meteorologicalconditionsexpressedintermsofvisibility,
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distancefromcloud,andceiling*,equaltoorbetterthanspecifiedminima.

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VTOSS.Theminimumspeedatwhichclimbshallbeachievedwiththecriticalpowerunitinoperative,
theremainingpowerunitsoperatingwithinapprovedoperatinglimits.
Waypoint.Aspecifiedgeographicallocationusedtodefineanareanavigationrouteortheflightpath
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ofanaircraftemployingareanavigation.

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Wet Runway. A runway is considered wet when the runway surface is covered with water, or
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C
equivalent,lessthanorequalto3mmorwhenthereissufficientmoistureontherunwaysurfaceto
causeittoappearreflective,butwithoutsignificantareasofstandingwater.
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1 Meteorology
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1.10 INTRODUCTION

1.20 WESTASIAANDMIDDLEEAST
1.20.10 GeneralInformation
1.20.20 WinterandSpring
1.20.30 SummerandAutumn
1.20.40 Shamals

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1.30 SOUTHASIAANDINDIANSUBCONTINENT
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1.30.10 GeographicalExtent
1.30.20 WinterandSpring O L
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1.30.30 SummerandAutumn
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1.30.40 WeatherPatternintheRegions

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1 Meteorology
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1.10.10 GENERAL

A. This Chapter contains description of the general climatology and weather patterns for
each of the areas within which Cebu Pacific is authorized to operate. The information
giveninthisChapterservesthefollowingpurposes:

1. To enhance situational awareness with respect to a particular area of the operation
throughacomprehensiveselfbriefing;
2. Toprovideageneraloverallviewofoperatingintheareaspecified;
3. Tohighlightparticularproblemsassociatedwithoperationsinthearea;and
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4. Toimproveflightsafety.

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B. Pilots should familiarize themselves with NavTech Text, as it contains comprehensive
information such as ATC procedures and its national differences from ICAO standards,
EmergencyProcedures,CommunicationandTranspondersettingproceduresandtheEn
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routeareaspecificprocedures.
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Note1: TheinformationcontainedinthisChapterhasbeencompiledfromvarioussources.If
informationisinconsistentwithvalidNavTechdata,thelattertakespriority.

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Note2: Itisthecrewmembersresponsibilitytofamiliarizethemselveswiththeinformation
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relevanttotheroutenetworkofCebuPacific.

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1 Meteorology
ROUTEANDAERODROME 1.20 WestAsiaandMiddleEast
0 15 Oct2015 1
1.20.10 GENERALINFORMATION
A. The Middle East consists largely of arid desert areas which experience very little, if any
rainfall.Coastaltemperaturesarelittlelowerthaninland,buttheheatisrenderedeven
moreuncomfortablebythehighhumidityinthesummermonths.

B. IntheArabiaGulfregion,theannualaveragerainfallisoftenlessthan125mmandmost
rain,ifany,fallbetweenNovemberandMarch.
1.20.20 WINTERANDSPRING
A. ThewinterandspringsstartsfromNovemberandremainactivetillApril.
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B. Cold fronts from West produce cumulonimbus (CB) and squall lines over the Eastern
Mediterranean sectors occasionally reaching as far as Tehran. The Tehran area is also
affectedbycoldfrontsfromtheNorthwhichproducewidespreadstratus,fog,drizzleand
snow. O L
C O

C. Warm fronts may affect the routes near and to Tehran. They move from Southeast to
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NorthwestandthewarmaircomesfromtheGulf Area.Theyproduceovercastweather
withrain,drizzleandoccasionallysnow.EastofTehranandtheGulfAreafrontalpassages
are rare. If they do occur, they produce layers of stratocumulus and cumulus with
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scatteredthunderstorms.
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D. IntheGulf,fogoccursduringthisperiod,butformationisrarebefore0200AM,theworst
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month being February. Rainfall is in the form of showers or occasional cumulonimbus,

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normallyofshortduration.

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E. Problems with dust haze are negligible, except with occasional squally winds associated
withcumulonimbus.
1.20.20.10 JetStreamsandUpperWinds
A. Jet streams will be found over the whole area. The main direction is from
theWestoroccasionallySouthwest.Windforecastsareoftenerraticdueto
themovementofthejetstreamareas.Averagespeedis60to90knotswith
maximumstrengthof120to150knots.

1.20.20.20 Turbulence
A. Clear Air Turbulence (CAT) in connection with the jet streams. Mountain
waveturbulencemayoccuroverBeirut/Ankara.

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1.20.20.30 Thunderstorms
A. There can be very severe cumulonimbus activity at the change over from
Winter to Summer in March and from Summer to Winter in the autumn,
with violent thunderstorms and associated up and downdrafts and down
bursts. Isolated thunderstorms may occur, especially in May, they usually
haveabaseofaround6000feetmovingslowlytotheNortheast.
1.20.20.40 DustandSandStorms
A. Found in the desert region of Egypt, Sudan, Iraq, Iran, the Gulf area and
Pakistan. Dust and Stand storms are often associated with gusts and
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thunderstorms or frontal wind shifts, when the surface winds are greater
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than20to25knots.Inthesestormstheairisruledwithdust/sandparticles
up to at least 15000 feet. These occur at any time of the year most
frequentlyduringspring,summerandautumn.
O L
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1.20.30 SUMMERANDAUTUMN
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A. ThesummerandautumnstartsfromMayandremainactivetillOctober.

B. Frontalactivityoverthemajorityoftheroutesisgenerallyabsentexceptforweaksystems
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affecting Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf region
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betweenMaytoJuly,dustcanaffecttheairportsatanytime,andstrongsurfaceNorth
west winds (SHAMAL) of 20 to 25 knots can seriously reduce visibility in rising sand and
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dust.Averagevisibilityis3000to4000metersindust,butcanfalltoabout1000meters
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forafewhoursaftertheonsetoftheSHAMAL,particularlyinearlyJune.

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C. Easterlywindsfromtheseabringpatchyfogorstratusat500to1000feetatBahrainand
Doha. Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than
Bahrain but rarely fog at the same time. Northwest winds from sea can result in fog at
Dubai.

D. Land breeze from the westsouthwest and sea breeze from the eastnortheast can be
pronouncedduringsummerandautumn.

Note: During summer, rapid cooling at the surface after sunset can produce a marked
inversion above 400 feet, and pilots should be alert to the associated problems, as
seeninthefollowingexample:July:
2000feet:40SAT
1000feet:40SAT
500feet:40SAT
Below500feetdroppingrapidlyto31ontheground.

1 Meteorology
0 15 Oct2015 3
A. Jet streams are absent over the routes. Light westerly winds becoming
variableintheGulfAreaandNorthEasttoSouthEasttowardsKarachi.

1.20.30.20 TurbulenceandWindshear
A. Practically no turbulence is experienced due to lower wind velocities.

However, the approach path to aerodromes in the Middle East and Gulf
desert areas are subject to sometimes very strong wind shears and/or
inversion.
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1.20.30.30 TropicalCyclones
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A. Moving in from the Arabian Sea they may very occasionally affect the
Karachiarea.
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1.20.30.40 DustandSandStands
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A. SeeOMC1.20.20(Winter/Spring),howevermorefrequentinsummer.
1.20.30.50 InterTropicalConvergenceZoneITCZ
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A. TheITCZmayreachasfarasKarachiinmidsummerbutnoteveryyear.
1.20.40 SHAMALS
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1.20.40.10 General
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A. TheShamal,fromtheArabicwordforNorth,isawindwhichcanblowwith
persistence(andiscommonduringanypartoftheyear)overIraqandthe
ArabianGulf.

B. The Shamal is the only feature that brings persistent strong winds to the
region. However, there are notable differences between the Summer and
WinterShamals(seebelow).

C. TheShamalscanlastfor4or5daysandbringwindspeedsashighas40to
50 kt over the exposed, open sea areas. Along the coast and inland winds
are more typically in the 20 to 25 kt range, they will be strongest during
daylighthourswhenthermalactivitycausesmixingandmomentumtransfer
in the lowest layers. During the night, surface winds will ease dramatically
inlandbutlowlevelwindswillremainstrong,leadingtopossiblelowlevel
wind shear. Rough seas will develop in the offshore sea areas with the
strongestwindsandhighestseasinthedeepwaterareasaroundDasIsland.
1 Meteorology
0 15 Oct2015 4
Wave heights of up to 15 to 18 ft have been reported with the strongest

Shamals.

D. Typically, the cyclonic (anticlockwise) circulation around the Low pressure
combines with the anticyclonic (clockwise) circulation around the semi
permanent High pressure cell over Northern Saudi Arabia to create an
enhancementofthewindsovertheArabianGulf.Thesewindsarenormally
confinedtothatlayeroftheatmospherefromthesurfaceupto5000ft.At
ground level during the daytime, the Shamal is particularly strong causing
duststormsandwidespreadareasofliftedsandovertheGulfregion,butits
strengthfallsoffatthesurfaceovernight.

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E. NorthernGulfisliftedandcarriedSoutheastwardstoaffectBahrain,Qatar
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peninsulaandquitefrequentlytheUAE.

F. During the summer months, this dust haze (which originates in the Tigris
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Euphrates flood basin of Iraq) is a serious inconvenience and is often a
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hazardtoaviationoperations.ThefinesandparticlesintheIraqibasinare
liftedintotheatmospherebystrongsurfaceheating.Temperaturesupto50
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degreesCelsiusinhighsummerdevelopaThermalLowthatreinforcesthe
seasonalleelowoftheZagrosMountains;theseconvectivedustcloudsand
thefinesandparticlesarethencarriedsoutheastwardsbythestrongflow.
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1.20.40.20 LowLevelJet

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A. CommontotheMiddleEastisaphenomenoncalledthelowleveljetthat
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isamajorfactorincontributingtothepersistenceoftheShamal.Thejetis
mainly a thermal phenomenon, and is confined to heights below 5000 ft
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where the vertical temperature profile forms an inversion a physical

consequence of a marked temperature difference (normally 3 degrees per
1000ft,hereitcanbe18degreesper1000ft).TheJettendstorideontop
ofthissharpinversionandhasaspeedofabout42to48knotsat500ft.

B. During a Shamal the strong winds add to the lowlevel jet and cause an
increaseinthestrengthofthewind.ThecombinationoftheLowLevelJet
andaShamalcreatessignificantoccurrencesoflowlevelwindshear.

Note: This combined phenomena (Shamal and Low Level Jet) has been
identified as contributing to destabilized approaches. The continuation
ofapproacheswithsignificanttailwindeffectsataltitudeandnegligible
surface wind is not encouraged. Timely notification of these conditions
to ATC and replanning arrival to a more favorable runway should be
attempted. Should an approach and landing be necessary in these
conditions, it requires careful planning and execution, with crews fully
preparedtoexecuteamissedapproachshouldtheyencounteranysigns
oftheapproachbecomingdestabilized.
1 Meteorology
0 15 Oct2015 5
1.20.40.30 SummerShamals
A. High temperatures over Northern India ahead of the monsoon create a

marked heat low during early June. A trough of low pressure extends
westwards into the Gulf from this lowpressure centre and helps to
reinforcealeelowovertheSouthcoastofIran.Thislowcombinedwitha
ridge of high pressure over Saudi Arabia produces a Northwesterly
gradient, which can persist over the Gulf for up to six weeks. The
phenomenonisknownlocallyastheFortydayShamal.

B. Fromyeartoyeartheonsetandstrengthofthisaffectcanvarywidely.Hot
and generally dry conditions prevail with periods of Southeasterly winds
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replacing the Northwesterly flow when the lee low weakens. When the
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winds are from the Northwest they bring hot and often dusty conditions
fromthedesertsofSaudiArabia,KuwaitandIraq.Asthetimetheairspends
over the Gulf is relatively short when the winds are strong and as the sea
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surface temperature is still comparatively low, the Northwesterlies can
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remainfairlydryatthistimeofyear.
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1.20.40.40 WinterShamals

A. During the winter months from November to April, upper level troughs
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pass through the area bringing strong surface pressure patterns to the
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lower Gulf area. When the trough is to the west of the area, over Saudi
Arabia, a Southeasterly pressure gradient will exist over the Emirates.
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Ahead of the trough cloud, rain and isolated thunderstorms can be

N
C
expected.

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B. The development and intensity of these features depends on various

criteriasuchasstabilityoftheatmosphere,depthandspeedofthetrough
andlowlevelsourcesofmoisture.Astheuppertroughmovesthroughthe
EmiratesaridgeofhighpressurebeginstodevelopoverSaudiArabia.This
ridge combines with a lee low, which forms over the mountains of
SouthernIrantogenerateastrongNorthwesterlygradientovertheGulf.
ThewindthatisgeneratedisknownbyitslocalnameShamalfromthe
Arabicwordfornorth.

C. ThewinterShamalwillbringcoldairfromTurkeyandNorthernIraqallthe
way into the southern deserts of the Rub Al Khali. These winds will
therefore bring marked falls in temperature and will often be associated
withextensiveareasofbrokenstratocumulus cloud,whichformoverthe
relatively warm waters of the Gulf. As the Shamal develops atmospheric
conditionstendtobecomeincreasinglystablewithcoldairinthelowlevels
andhighpressurebuildingoverthearea

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1 Meteorology
ROUTEANDAERODROME 1.30 SouthAsiaandIndianSubContinent
0 15 Oct2015 1
1.30.10 GEOGRAPHICALEXTENT
A. The geographical extent of Indian subcontinent and South Asia includes countries like
Afghanistan, Bangladesh, Bhutan, India, Indonesia, Malaysia, Maldives, Nepal, Pakistan,
Singapore,SriLankaandThailand.
1.30.20 WINTERANDSPRING
A. The winter and springs starts from December and remain active till June. Fine weather
season,coolanddry.Generallylessthan2/8ofcloud.
1.30.20.10 JetstreamsandUpperWinds
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A. December to March are the months of greatest jet streams activity. Main
axisNorthofKarachi,NewDelhiandKolkata.
1.30.20.20 Turbulence O L
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A. ClearAirTurbulenceassociatedwiththejetstream,lighttomoderate.
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1.30.20.30 ThunderstormsandTropicalCyclones

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A. Occasionally a depression from the Mediterranean area may move across

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India,SouthoftheHimalayasgivingthunderstormsandNorthwestsurface
winds up to 50 knots, in the region of Kolkata. They are called the
C
NorwestersTropicalCycloneshaveasecondarypeakinMayandmaybe
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foundintheBayofBengal.
1.30.30 SUMMERANDAUTUMN
A. ThesummerandautumnstartsfromJulyandremainactivetillNovember.

B. This is the monsoon season, monsoon means seasonal. A monsoon is a main wind flow
that persists for a long period and then undergoes a complete reversal with change of
season. Winds result from the effect of uneven seasonal heating between the large
landmass of Asia and warm Equatorial Seas. Summer monsoons blow towards low
pressureovertheheatedland.Wintermonsoonsfromhighpressureoverthecooledland.

C. TheSouthwestmonsoonadvancesoverSouthernIndianPeninsulaandSriLankabetween
25thand31stMayeveryyear.Themonsoonadvancesintheformoftwobranchesknown
astheArabianSeaCurrentandtheBayofBengalCurrent.
D. TheadvanceoftheITCZortheIntertropicalFrontoverthelatitudesofIndiaisknownas
theadvanceoftheSouthwestmonsoon.NormallytheadvanceoftheSouthwestmonsoon
isheraldedbythunderstormswhentheequatorial maritimeair replaces the continental
air.TheITCZadvancesasfaras27NparallelandtheentireIndiaisinthegripofSouthwest
1 Meteorology
0 15 Oct2015 2
monsoon by the 15th of July when the axis of the Inter Tropical Convergence Zone is
locatedfromtheNorthernpartsofRajasthanacrosstheGangeticplainsintotheheadbay
of Bengal. Along the axis of the trough thunder and precipitation is the characteristic
feature throughout the season. Whereas the latitudes of Bombay are characterised by
steadyshoweryprecipitation.

E. TheintertropicalfrontortheITCZistheboundaryalongwhichthetradewindcurrentsof
both hemispheres converge. Its position varies with the season, being located
approximately 10 degrees South in JanuaryFebruary and 5 degrees North in July to
August. The monsoon and the mean position of the ITCZ reaches Colombo at the
beginningofMay,Bombayabout34weekslater.TheITCZretreatsagainduringOctober
(BOM) and early November (CMB). The ITCZ consists of squalls with cumulus and CB
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activityoveranareaof100NMormoreinwidth.TopofCBs5060000feet.Bestflying
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altitudecansometimesbeFL280300belowthewidespreadanvil.

F. West Coast of India (Bombay), Trivandrum and Sri Lanka get heavy rainfall under the
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influenceoftheArabianSeabranchoftheSouthwestmonsoon.InfacttheperiodofMay
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/Junearethepeakperiodofrainfallactivity.Similarlyinthisperiod(July/August)Eastern
provinces of India namely eastern parts of Bihar, West Bengal (Kolkata) and Bangladesh
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(Dhaka) come under the influence of the Bay of Bengal Current of the Southwest
monsoon.

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G. During July and August intense low pressure systems called monsoon depressions
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originate over the head bay of Bengal and travel in West to Northwesterly direction
ushering rainfall along their tracks. These depressions cause widespread rainfall over
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India.WhenamonsoondepressionmovesNorthwestfromtheheadbayandlocatednear
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CentralIndia,Bombayexperiencesveryheavyrainfallassociatedwithsquallyweather.

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H. Even though the activity of the Southwest Monsoon season extends from June to
September, the whole season is not one of continuous rainfall activity. Barring the
monsoondepressionswhichcauseheavyrainfallalongthepathinwhichtheytravel,the
rainfallactivityingeneralovertheIndiaSubcontinentalsodependsverylargelyuponthe
positionofthemonsoontrough.

I. WhenthistroughoccupiesamorenortherlypositionitisknownorcalledaWeakorBreak
Monsooncondition.TheWeakorBreakMonsoonoccurswhenthewholecountryisunder
theWesterlywindsweep.ThiscanbeseenwhentheBayofBengalbranchofmonsoonis
notaffectingthenorthernpartsofIndiaandwhenthereisnoeasterlywindflowtothe
northoftheaxisofthemonsoontrough.

J. Duringsuchsituations,therainfallpatternoverthecountryundergoesastrikingchange.
TheregionsoftheHimalayasgetveryheavyrainfall.ThenorthernpartsofAssamgetvery
heavy rain and the rivers in the northeast regions become flooded. The rainfall activity
generally decreases over the rest of the country. Cloud coverage is lesser during such
periodsandasaconsequence,thetemperaturerises.Pressuresalsorisesphenomenally
over the central parts of the country. However, there is an increase of rainfall more of
1 Meteorology
0 15 Oct2015 3
thunder activity over the interior parts of the South Peninsula. In fact, Madras gets
thundershowersduringsuchspells.
A. Westerly jet stream activity is absent. An easterly jet stream may

occasionally be found over the Rangoon/Bangkok track. Generally light
winds with variable direction East to Southeast. Somewhat stronger
towardsSingapore,upto30knots.
1.30.30.20 Turbulence
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A. In the monsoon you may encounter anything between lights to extreme
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turbulence. Do not fly into CB's. Circumnavigation with radar is always
possible.Avoidadverseweathergenerously.
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1.30.30.30 ThunderstormsandTropicalCyclones
C O
A. The thunderstorms (CBs) seldom last longer than 3040 minutes over an
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aerodrome, giving heavy rainfall with visibility well below landing minima.
Delayyourlandingortakeoff.Thelowestfrequencyofoccurrenceisduring
theperiod0600Localtimetonoon,themaximuminthelateafternoonand
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night.Tropicalcyclonesoccurmostofteninthisseasonandwillbefoundin
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theBayofBengal.Theyapproachthebayinawesterlydirectionacrossthe
MalayanPeninsula;theychangetoanortherlydirectionreachingtheBayof
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BengalandfrequentlyhitthelandSouthEastofKolkata(Bangladesh)with
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C
devastatingeffect.
1.30.40 WEATHERPATTERNINTHEREGIONS

1.30.40.10 Afghanistan
A. Afghanistan is a landlocked country in South West Asia. It is bound by

Pakistan to the east and south, Iran to the west, Turkmenistan to the
northwest, Uzbekistan and Tajikistan to the north and China to the
northeast.ThecountryisdividedfromsoutheasttonorthwestbytheHindu
Kush and Pamir Mountain Ranges and is divided into three geographical
regions:
1. The central highlands which account for 64% of the land area and are
partoftheHimalayanRanges.TheHinduKushridgerisesabove6,400
metres(21,000feet).
2. The fertile northern plains with elevations of up to 600 metres (2,000
feet).
3. Thesouthwesternplateauwhichaccountsfor25%ofthelandareaand
isanaridregionvegetatedmostlybyscrubwithanaverageelevationof
about900metres(3,000feet).
1 Meteorology
0 15 Oct2015 4
B. Afghanistan has a continental dry climate with large differences between

day and night temperatures as well as quick seasonal transitions. Summer
temperatures in the plains can reach 46 degrees Celsius (115 degrees
Fahrenheit)whileinthehigherplateauxwintertemperaturescanfallto26
degrees Celsius (15 degrees Fahrenheit). The Winds of 120 Days which
occur between June to September can have velocities of up to 180 kmph
(108mph)andtherainyseasonisfromOctobertoApril,althoughrainfallis
very irregular. Average temperature ranges in Kabul are from 8 to 2
degreesCelsius(18to36degreesFahrenheit)inJanuaryto16to33degrees
Celsius(61to91degreesFahrenheit)inJuly.
1.30.40.20 Bangladesh
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A. Bangladesh is a low lying riverine country located between the foothills of
theHimalayasandtheIndianOcean.ItisboundbyIndiatothenorth,east
andwest,MyanmartothesoutheastandbytheBayofBengaltothesouth.
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Bangladeshisamongthecountriesmostpronetonaturalfloods,tornados
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andcyclones.

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B. Bangladeshhasatropicalmonsoonalclimatewiththreedistinctseasons:
1. Hot summer season when rain occurs from heavy thunderstorms
betweenMarchandJune.
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2. Rainy season between June and September when over 80% of the
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annualprecipitationoccursinheavyandfrequentdownpours.Although
the rainy season is cooler than the hot summer season it is still warm
C
andhumid.
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C
3. Cool winter season which is mostly dry and lasts from October to
February.
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C. Theaverageannualprecipitationvariesbetween1,270mmand1,520mm
(50 to 60 inches) depending on the region. Three types of violent storms
troublethecountrydependingontheseasonandtheyare:
1. cyclonicstorms,
2. thunderstormsand
3. tornadoes

1.30.40.30 Bhutan

A. BhutanisalandlockedcountrylocatedintheEastHimalayanMountainsof
CentralAsia.ItisboundbytheTibetanregionofChinatothenorthaswell
as India to the south, east and west. The country is almost entirely
mountainousexceptforthesouthernDuarsPlainthatextendstoIndiafrom
thefoothillsoftheHimalayas.

B. The densely populated valleys of Bhutan have a temperate climate, while
thecountryasawholehasthreeclimaticzones:
1 Meteorology
0 15 Oct2015 5
1. TheDuarsPlainhasasubtropicalclimatecharacterizedbyhighhumidity
andheavyrainfall.
2. Thecentralbeltofflatvalleysischaracterizedbycoolwintersandhot
summerswithmoderaterainfall,and
3.Thehighvalleyshavecoldwintersandcoolsummers.

C. Average annual precipitation varies from 1,020 to 1,520 mm (40 to 60
inches) and over 5,000 metres (16,400 feet) the land is permanently
covered with snow and glaciers. Average temperature ranges in Thimphu
arefrom4degreesCelsius(39degreesFahrenheit)inJanuaryto17degrees
Celsius(63degreesFahrenheit)inJuly.
D
1.30.40.40 India
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A. India is located on the Indian subcontinent in South Asia. It is bound by

Pakistantothenorthwest,China,BhutanandNepaltothenorth,Myanmar
O L
and Bangladesh to the east, the Bay of Bengal to the southeast and the
C O
ArabianSeatothesouthwest.

D TR
B. IndiahasatropicalclimatethatisdominatedbytheAsiaticmonsoonswith
four fairly distinct seasons which are common to all six or seven climatic
regions.
N
1.Arelativelycoolwintermonsoonseason.
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2.Ahotandrainlesstransitionalseason.
3.Arainymonsoonseasonand
C
4.ahumidseason.
N
C

C. Tropical hurricanes and cyclones are common between April to June and
U
SeptembertoDecember.

1.30.40.50 Indonesia
A. IndonesiaislocatedinSouthEastAsiaandisthelargestarchipelagonation
in the world. It is bound by Malaysia and the South China Sea to the
northwest, Papua New Guinea to the east, the Pacific Ocean to the
northeastandtheIndianOceantothesouthwest.
B. Indonesiahasanequatorialclimatewithtwoseasonsthatareinfluencedby
the surrounding seas and determined by the monsoons. The dry season is
from June to September and the wet season is from November to March.
Relative humidity averages 80% all year round and thunderstorms are
frequent. Average annual temperature ranges in Jakarta are from 23
degrees Celsius (73 degrees Fahrenheit) to 33 degrees Celsius (91 degrees
Fahrenheit)allyear.

1 Meteorology
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1.30.40.60 Malaysia
A. Malaysiaconsistsoftwogeographicalsegments:
1.WestMalaysia,thesouthernthirdoftheMalayPeninsulainSouthEast
Asiaand
2. East Malaysia which occupies the northern quarter of the island of
Borneo.

B. WestMalaysiaisboundbyThailandtothenorth,theSouthChinaSeatothe
east, Singapore to the south and the Strait of Malacca to the west. East
Malaysia is bound by Indonesia to the south, the South China Sea to the
westandnorth,andtheSuluSeatothenortheast.TheenclaveofBruneiis
D
locatedinthenorthernregionofEastMalaysia.WestorPeninsulaMalaysia
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consistsofarangeofsteepforestcoveredmountainswithcoastalplainsto
theeastandwestwhiletheprincipalriveristhePahang.EastMalaysiahasa
broadswampycoastalplainthatrisestojunglecoveredhillsintheinterior.
O L
C O
C. Malaysia has a tropical climate with two monsoon seasons. The NW
Monsoon from October to February and the SW Monsoon from April to
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October with squalls and thunderstorms common. Average annual

precipitation for West Malaysia is 2,540 mm (100 inches) and for East
Malaysia it is 4,420 mm (150 inches). Humidity is high all year round and
N
average temperature ranges for Kuala Lumpur are from 22 to 32 degrees

O
Celsius(72to90degreesFahrenheit)allyearroundwhileinthemountains
theaveragetemperaturerangesarefrom13to27degreesCelsius(55to80
C
degreesFahrenheit).
N
C

1.30.40.70 Maldives
U
A. Maldives is an archipelago of atolls located in the north central Indian

Ocean. The territory is comprised of 1,190 islands, of which 202 are
inhabited. Generally, the islands are low with many tiny banks washed by
theoceanwhilesomeatollsareencircledbyreefs.Othersaremadeupof
small ring shaped reefs while many contain fresh water lagoons and have
marshycoastalareas.

B. The Maldives has a tropical climate characterized by hot and humid
conditions with little daily variation. The islands are subject to the SW
MonsoonbetweenJuneandAugust,andtheNEMonsoonfromNovember
to March. Average annual precipitation is 2,540 mm (100 inches) in the
north and 3,810 mm (150 inches) in the south. The average temperature
ranges are from 25 degrees Celsius (77 degrees Fahrenheit) to 29 degrees
Celsius(84degreesFahrenheit)allyear.

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1.30.40.80 Nepal
A. NepalislocatedamongthesouthernslopesoftheHimalayanMountainsin
SouthCentralAsia.ItisboundbyChinatothenorthandIndiatotheeast,
west and south. The country is divided into three main topographical
regions:
1. The high mountains of the main Himalayan Range, which include Mt.
Everest,Mt.LhotseandMt.Makalu.
2. Kathmandu Valley which is a circular basin enclosed by tertiary ranges
knownastheSiwalikHills.
3. TheTarai,whichisanarrowflatbeltofalluviallandthatextendsalong
thesouthernborderwithIndia.
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B. Nepalhasaclimatethatrangesfromsubtropicalsummerswithmildwinters
inthesouthernlowlandstoanalpineclimatewithcoolsummersaswellas
severe winters in the mountains. Average annual precipitation decreases
O L
from1,778mm(70inches)intheeastto899mm(35inches)inthewest.
C O
AveragetemperaturerangesinKathmanduarefrom2to20degreesCelsius
(36to73degreesFahrenheit)inJanuaryto20to29degreesCelsius(68to
D TR
84degreesFahrenheit)inJuly.
1.30.40.90 Pakistan
N
A. Pakistan is located in South Asia. It is bound by India to the east,

AfghanistanandIrantothewest,ChinatothenorthandtheArabianSeato
C
thesouth.Thecountryisdividedintothreemaingeographicalregions:
N
C
1. ThenorthernhighlandswhichincludetheHinduKushMountainRanges,
including the K2 peak while south of the Khyber Pass they include the
U
SafedKoh,TobaKakarandRasKohRanges.
2. TheIndusRiverPlainwhichcontainsfertileagriculturallandandtothe
westtheThalandTharDeserts.
3. The Baluchistan Plateau which is an arid tablelands with a number of
smallmountainrangessuchastheCentralBrahui,Kirthar,Makranand
SulaimanRanges.

B. Pakistanhasasubtropicalclimatecharacterizedbyfourseasons.
1. AdrycoolwinterseasonfromDecembertoFebruary,
2.AdryhotsummerseasonfromMarchtoMay,
3.ASWMonsoonseasonfromJunetoSeptemberand
4.ANEMonsoonseasonfromOctobertoNovember.

C. Averageannualprecipitationvariesfrom1,520mm(60inches)to127mm
(5 inches) depending on the region. The prevailing summer wind is a dry
windcalledtheLoo.AveragetemperaturerangesinKarachiarefrom13to
25 degrees Celsius (55 to 77 degrees Fahrenheit) in January to 28 to 34
degreesCelsius(82to93degreesFahrenheit)inJune.
1 Meteorology
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1.30.40.100 Singapore

A. SingaporeislocatedontheMalayPeninsulainSouthEastAsia.Theterritory
consists of the island of Singapore and around 50 adjacent islands. The
countryisseparatedphysicallyfromMalaysiabytheJohoreStraitandfrom
Indonesia by the Strait of Malacca as well as the Strait of Singapore. The
islandsaregenerallyflatandlowwithafewsmallcliffsandshallowvalleys
tothesouthwest.Themainislandisdrainedbyanumberofshortstreams
suchastheSingapore,Jurong,Kalang,Kranji,SeletarandSerangoon.

B. Singaporehasatropicalclimatecharacterizedbyhotandhumidconditions.
Rainfall is distributed evenly throughout the year with an average annual
D
precipitation of2,410mm(95inches). DuringtheNEMonsoon,floodsare
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common while the SW Monsoon usually brings violent wind squalls called
Sumatras.Averagetemperaturerangesarebetween24degreesCelsius(75
degreesFahrenheit)to32degreesCelsius(90degreesFahrenheit)allyear.
O L
C O
1.30.40.110 SriLanka

D TR
A. SriLankaisanislandlocatedintheIndianOceanandseparatedfromIndia
bythePalkStrait.Thecountryhastwogeographicalregions:
1. A rolling plain which comprises 80% of the land area as well as the
N
entirenorthernhalfoftheislandandcontinuesaroundthecoasttothe
O
southernhalf.
2. The south central region which is hilly and mountainous with two
C
plateaux,theHattonandKandy,thatriseabruptlyfromtheUraBasin.
N
C

B. Sri Lanka has a tropical climate with little seasonal variation in conditions
U
and humidity, which is frequently around 90%. The island experiences the
SW Monsoon in May and the NE Monsoon in November. Average annual
precipitationvariesbetween1,270mmand1,900mm(50and75inches)on
the southeast plains to between 2,540 mm and 5,080 mm (100 and 200
inches) on the southwest plains. Average temperature ranges in Colombo
arefrom23to31degreesCelsius(73to88degreesFahrenheit)andfrom14
to24degreesCelsius(57to75degreesFahrenheit)inthehighlands.

1.30.40.120 Thailand

A. ThailandislocatedinthecenterofmainlandSouthEastAsia.Itisboundby
theAndamanSeatothewest,Myanmartothewestandnorthwest,Laosto
the east and northeast, Cambodia to the east as well as Malaysia and the
GulfofThailandtothesouth.

B. Thecountryisdividedintofivetopographicalregions:
1. Thesoutheastcoastwhichhasalushandfertileplain.
1 Meteorology
0 15 Oct2015 9
2. ThenortheasternKhoratPlateauregionwhichaccountsforaround33%
ofthelandareaandisringedbythePhanomDongrakMountainRange
andPhetchabunMountains.
3. A central lowland which is dominated by the Chao Phraya River and
includesthecentralvalleythatcomprises22%ofthelandarea.
4. The northern and western mountain regions which are a series of
parallelmountainrangesseparatedbysteepandnarrowvalleys.

C. Thesouthernpeninsularegionwhichisdividedbyaseriesofnorthtosouth
ridges which form a narrow swampy indented western coastal plain and a
broadsmootheasterncoastalplain.

D
D. Thailandhasatropicalclimatedominatedbythemonsoons.Theclimateis
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characterizedingeneralbyfourseasons:
1.AdryseasonfromJanuarytoFebruary,
2. AhotseasonfromMarchtoMay,
O L
3.AwetseasonfromJunetoOctober,and
C O
4. AcoolseasonfromNovembertoDecember,witharound90%ofrainfall
occurringinthewetseason.
D TR

E. Averageannualprecipitationvariesfrom1,020mm(40inches)to2,030mm
(80 inches) depending on the region. Average temperature ranges in
N
Bangkokarefrom20degreesCelsius(68degreesFahrenheit)inDecember
O
to35degreesCelsius(95degreesFahrenheit)inApril

C

N
C
U
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O L
C O

D TR
N
O
C
N
C
U
2 AerodromeBriefing
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2.10 INTRODUCTION
2.10.10 General
2.10.20 BriefingLayout
2.10.30 AerodromeCategoriesListing&Requirements
2.10.40 EnRouteEmergencyAirports

2.20 AUSTRALIA
D
2.20.10 Sydney

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2.30 EASTASIA
2.30.10 SouthKoreaIncheon
2.30.20 Hongkong
O L
C O

D TR
2.40 SOUTHEASTASIA
2.40.10 Singapore

N
2.50 MIDDLEEAST
O
2.50.10 KingdomofBahrain
C
2.50.20 KingdomofSaudiArabiaDammam
N
C
2.50.30 KingdomofSaudiArabiaRiyadh
U
2.50.40 KuwaitStateofKuwait
2.50.50 QatarDoha
2.50.60 UnitedArabEmiratesDubai
2.50.70 UnitedArabEmiratesSharjah

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O L
C O

D TR
N
O
C
N
C
U
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2.10.10 GENERAL

A. Aerodrome briefings are predicated on normal operations and based on the best
informationavailableatthetime.Nothingcontainedinthebriefingsshouldoverride
theapplicationofgoodairmanshipandcommonsensenoroverridetherequirement
toabidebyapplicableStateRegulations.

B. Theaerodromebriefingsarewrittenconsideringthefollowingpoints:
1. Thebriefingshouldbeconcise.Itshouldnotduplicateinformationcontainedinthe
Navtech text but will draw attention to Navtech where unusual procedures or
conditionsprevail.
D
2. The briefing should provide basic data and background information useful to the
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pilots,e.g.basicaerodromeandrunwaydatainordertogivethepilotanindication
ofthefacilitiesavailable.
3. Allinformationcontainedinbriefingshouldbeaccessedfromothersourcessuchas
O L
theaerodromechartsbeforepublishing.
C O
4. The briefing should highlight particular hazards or difficulties associated with
D TR
operatingattheaerodrome;
5. The briefing should indicate restrictions that are imposed on operations at the
N
aerodrome. In some cases Cebu Pacific may choose to apply more limiting
restrictions than would otherwise be required by the airport or national
O
authority.Operatingproceduresandrestrictionsthataredetailedinthebriefing
mustbeappliedwhenoperatingattheaerodromeconcerned.
C

N
C
C. Every effort will be made to keep aerodrome briefings updated; however this may
notalwaysbepossible.Therefore,criticaldatasuchasdeclaredrunwaydistancesand
U
available instrument approaches must be checked from the performance data,

approachchartsandNavTechdata.

Warning: It is imperative that briefings be read in conjunction with current
documentation and that where any conflicts exist, Navtech takes priority.
Where noaerodromebriefingexists,allnecessaryinformationforsuccessful
operationscanbeobtainedfromtheNavtechdocumentation.

Note: The pilots are encouraged to provide their operational experience to the
EquipmentChiefPilot;thiswillhelptokeepthebriefingsupdatedwiththelatest
availableinformation.
2 AerodromeBriefing
0 15 Oct2015 2
2.10.20 BRIEFINGLAYOUT
A. Briefings follow a standard layout. Some briefings are necessarily longer and more
detailed than others and may contain additional sections and subsections as
required.

2.10.20.10 BriefingContents
A. NameofAirportandInformation:
1. This section provides the name of airport. If more than one airport
existsinalocation,theothernameoftheairportismentionednextto
D
it.
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2. Thissectionalsoprovidesthefollowingairportinformation:
O L
a. ICAO/IATACode
C O
b. Airportcategory;
D TR
c. Runwaydata;
d. InstrumentApproachNavigationaidsavailableattheairport;
N
e. Elevation;
O
f. LocaltimedifferencefromUTCforwinterandsummer.

C
B. Warning,CautionandNote:

N
C
1. Thissection providesthegeneralwarnings,cautionsandnotesrelated
U
totheairfield.

C. Terrain

1. This section details the airport location and the description of the
surroundingterrain.

D. AirTrafficControl

1. ThissectionprovidesdetailsoftheAirTrafficservicesprovided.

E. GroundFacilities

1. Thissectionprovidesinformationontaxiing,parkingandgateservices.
Other ground based facilities may also be described such as unusual
runwaylayoutorcharacteristics.

2 AerodromeBriefing
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F. Weather

1. This section provides an overview of typical weather patterns
throughout the year with particular focus on items of interest such as
Fog,Thunderstorms,Snowandstrongwind.
G. ArrivalProcedures

1. Thissectionprovidessupplementaryarrivalinformationonprocedures
oranyspecificinformationthatcanenhancecrewbriefingnotstatedin
NavTechcharts.

D
H. CompanyApproachProcedures
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1. This section provides information on specific approach procedures
requiredbyCebuPacificataparticularaerodrome,ifany.
O L
C O
I. DepartureProcedures

D TR
1. This section provides supplementary information on departure

procedures or any specific information that can enhance crew briefing
notstatedinNavTechchart.
N
J. AdditionalInformation

C
1. Thissectionwillhighlightadditionalinformationrelevanttotheairport,
N
C
forexample:
a. LowVisibilityProcedures(LVP);
U
b. Deicingprocedures;
c. Any information that does not logically fit into the other main
sectionsabove;
d. nonoperational information such as customs/immigration
procedures,security,etc.

K. Alternates:

a. This section details a list of authorized alternates. The alternates are
listedinascendingorderofdistance(greatcircle)fromthedestination
aerodrome.

b. The airport table indicates the preferred Commercial alternate. During
planning, the selected alternate on the OFP may differ from the
preferredCommercialAlternatewithpreferencegenerallygiventothat
withintheshortestdistance,subjecttoallconsiderations.
2 AerodromeBriefing
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2.10.30 AIRPORTCATEGORIESLISTINGANDREQUIREMENTS
A. AirportsarecategorizedinascendingorderofdifficultyfromCategoryAtoCategoryC.

1. CategoryAairportssatisfiesallofthefollowingrequirements:
a. Anapprovedinstrumentapproachprocedure
b. Atleastonerunwaywithnoperformancelimitedprocedurefortakeoffand/or
landing
c. Publishedcirclingminimanothigherthan1000ftAAL;and
d. NightOperationsCapability
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2. Category B airports do not satisfy the Category A requirements or require extra
considerationssuchas:
a. NonStandardapproachaidsand/orapproachpatterns;or
O L
C O
b. Unusuallocalweatherconditions;or
c. Unusualcharacteristicsorperformancelimitations;or
D TR
d. Any other relevant considerations including obstructions, physical layout,

lightingetc.
N

3. CategoryCairportsrequireadditionalconsiderationstoCategoryBairports.
O
a. ItistheresponsibilityoftheEquipmentChiefPilottocategorizetheaerodromes
C
applicabletohisdivision.Updatedaerodromecategoriesshallbedisseminated
N
C
thruaFDCI.

U
B. UseofAirportCategoryA,B,andC:

1. CATEGORYA
a. AirportstowhichaPilotinCommand(PIC)mayoperateUNRESTRICTED.

2. CATEGORYB
a. AirportstowhichaPilotincommand(PIC)maynotoperateuntilcompetency
hasbeenestablishedbythefollowing:
i. Operatingentryasanactivecrewmemberor;
ii.FlightObservationor;
iii.Airportbriefingcanbeaccomplishbyeitherpictorialpresentationor
simulatorexercise
Note: ThevalidityofCategoryBairportcompetencyis12months.
RevalidationisdonebyAIRPORTBRIEFING.

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3. CATEGORYC
a. AirportstowhichaPilotincommand(PIC)maynotoperateuntilcompetency
hasbeenestablishedbythefollowing:
i. Physicalentry
ii.AtleastTwo(2)flightsasanactivecrewmember
Note: ThevalidityofCategoryCairportcompetencyis12months.Revalidationis
donebyone(1)RouteQualificationcheck.
2.10.40 DIVERSIONAIRPORTS
A. Thissectionisintendedtoassistpilotsintheselectionofanairportforasafelanding
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when circumstances necessitate a change from the planned route, destination,
destination alternate or enroute alternate. The adequate airports shall not to be
O L
confusedwithEDTOadequateairports,whichrequiremorestringentconditionstobe
C O
met.

D TR
B. Selectionofadiversionairportshallbebasedonaircraftsafetyand,ifappropriate,
the anticipated aircraft and passenger services required, in accordance with the
N
companyprioritiesforpreferredalternates.

O
C.Ifthediversionisfornonmechanical,anyadequateairportmaybeusedasadiversion
C
airport. The approved regular, provisional or alternate airports in Cebu Pacific Air
OperationsSpecificationsshouldtakeprecedence.
N
C
D. If the diversion is due to technical defect, the PIC may use any suitable airport
necessarytocompletetheflightsafely.


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O L
C O

D TR
N
O
C
N
C
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2 AerodromeBriefing
ROUTEANDAERODROME 2.20 Australia
0 15 Oct2015 1
2.20.10 SYDNEY,AUSTRALIA
A. AirportandAirfieldData:
NameofAirport SydneyKingsfordSmithInternationalAirport
ICAO/IATACode YSSY/SYD
AirportCategory A
Facilities ILSAllRunways
LocalTime UTC+10
Runway Designation Length
07/25 5,466ft 2,530m
D
16L/34R 7,999ft 2,438m
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16R/34L 12,999ft 3,992m
Elevation 21feet
O L
C O
B. Warnings,CautionsandNotes:
D TR

CAUTION: Intersection departures may be requested by ATC, crews are reminded to
checkperformancenumbersfromrespectiveAirbusLPCs.
N

CheckappropriateNOTAMSwithparticularconcernoverRichmondAirbase
O
andmilitaryactivitiesinthesurroundingareas.
C

TransitionlevelsarevariedwiththeQNH.
N
C
Multipletaxiwayandwingspanlimitations.

ATC commonly assigns high constraints to aid in the flow of traffic.
Approachplanningmaybealteredtoaccommodate.

NOTES: Crews are requested to appropriately check all NAVTECH charts and
WeatherattimeofSuitabilityincludingEDTOalternatespriortoconducting
theflight.

CrewscanexpecttheuseofALLrunwaysduetonoisesharingrestrictions
andpeaktrafficflow.

Parallel runway operations and simultaneous opposite direction runway
operationscanbeineffect.

C. Terrain:

1. MSAof2,700ftlocatedtotheNorthWestoftheAirport.
2 AerodromeBriefing
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D. AirTrafficControl:

1. The term require would be necessary in order to facilitate runway changes if
neededforperformancereasons.
2. ThetermrequestwillNOTnecessarilybegivensignificancetoATC.

E. GroundFacilities:

1. Groundfacilitiesareavailable.
2. AeroCareisCebuPacificsgroundhandler;Frequency:135.825Mhz

D
F. Weather:
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1. Sydney encounters a temperate climate ranging from warm summers to cool
winterswhilstrainfallcanbeexpectedthroughouttheyear.
O L
2. ThewarmestmonthsareJanuarytoMarchwheresurfacetemperaturesrangefrom
C O
19degreesCelsiusto28degreesCelsius.Temperaturescanrisetoabove30degrees
D TR
Celsiusonoccasion.
3. ThecoldestmonthoftheyearwouldbeJulywherethetemperaturerangesfrom7
degreesCelsiusto16degrees.
N
G. ArrivalProcedures:

C
1. Special attention must be given to the STAR (BOREE Arrival), as indicated on the
NAVTECHplate,aircraftmustcrossBEROWatorbelow9000ft.OpenDescentmight
N
C
bemoreappropriateinordertomeetthisrestriction.
U
2. IndependentVisualApproachescanbeineffectduringVFRconditions.Maximum
intercept will be 30 degrees and DO NOT pass thru final approach path for your
runway.
3. ILS/PRM operations can also be in affect. (Procedures can be reviewed during
approachbriefings).

H. DepartureProcedures

1. Special attention must be given to the SY5 (Sidney 5) departure due to the turn
restrictionat800ft.

2. OftenSIDandRunwayswillbechangedafterclearancehasbeenissuedtherefore
DONOTprogramtheSIDuntilreceivedfromclearancedelivery.
3. Turnsareoftenstatedassoonaspractical.SIDarerecommendedtobeflownin
NAVandcomplianceiscriticalandmustbestrictlyfollowed.
2 AerodromeBriefing
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4. WhenassignedtheSYD6youwillbeassignedaninitialheadingbytowerthisis
theintendedheadingtobeflownAFTERthealtitudelimitedonthedeparture/800
ft.
5. Noiseabatementprocedures(NADP1and2)appliedforRwy16Rbetween2300
0600LT:thecurfewtimeduringwhichotherrestrictionsareinforce.Requiredrate
ofclimbis4.5%fortakeoffto1000ftfornoiseabatement.
6. Payparticularattentiontothegroundmechanic/ATCpriortostartingEngines.
7. Ensure Green Lights at Aerobridges along with Aircraft Type A330300 with the
automaticdockingguidancesystem.

D
I. CompanyApproachProcedures:

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None

J. AdditionalInformation: O L

C O
1. Nightrestrictionbetween23000600LT
D TR
2. Crews are reminded to declare all items deemed necessary on the Customs
declarationform.Failuretodosocouldresultinafineand/oraban.
N
3. Afterclearingimmigrationcrewsareadvisednottocongregatebehindimmigration
countersbuttoproceeddownstairstoeitherthebaggagecarouselareaorthecrew
O
buspickuparea.

C
K. Alternates
N
C
NameofAirport Distance(NM) Remarks

YSCB CBR Canberra 128 Commerciallypreferredalternate
YBBN BNE Brisbane 405

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O L
C O

D TR

N

N
C
2 AerodromeBriefing
ROUTEANDAERODROME 2.30 EastAsia
0 15 Oct2015 1
2.30.10 SOUTHKOREAINCHEON
A. AirportandAirfieldData

NameofAirport IncheonInternationalAirport
ICAO/IATACode RKSI/ICN
AirportCategory A
LocalTime UTC+9
15L/33R 12,303ft 3750m
D
33L/15/R 12,303ft 3750m
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16 13,123ft 4000m
34 13,123ft 4000m
Elevation O L
23feet
C O

B. Warnings,CautionsandNotes
D TR

CAUTION: Pilotisrequestedtotake extremecautionnottopenetrateprohibitedand
N
restrictedareasaroundtheairport.

O
C. Terrain

C
1. Incheonairportislocatedatflatarea,westofIncheononYeongjongYongyuislands
N
C
on the west coast about 60 km from the Seoul centre. There is no high terrain
surroundingtheairport.
U


1. ThestandardofATCissatisfactory.Usestandardandsimplephraseology.

E. GroundFacilities

1. Groundfacilitiesavailable.
2. Sharpisthegroundhandler;Frequency132.0MHZ

F. Weather

1. Incheon features a continental climate with 4 clearly defined seasons. It offers
scorching summer and freezing winter. Summer, from July till the end of August is
hottest and wettest of the year with heavy showers at times but often clearing
quickly.

2 AerodromeBriefing
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2. WinterweatherbeingmuchcolderatDecemberwithtemperaturesdroppingto0
bydayandfrostyspellsatnight,earlymorningthepoorvisibilityandlowceilingof
cloudareregularoccurrences.


1. All runways are equipped with ILS CAT IIIB at both sides allowing for operation in
visibilityconditionsaslowas50meters.

2. RWY 15R/33L is used mostly for passenger aircraft arrivals STARs are issued and
adheredtobutnormallyRadarvectorforinterceptingfinalcourseisexpected.

D
3. Afterlanding,allaircraftsarerequiredtovacatequicklytheRWYfollowRapidExit
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taxiways.

O L
C O
None

D TR

1. EOSIDforRWY33L/Rand34isdescribedinLPC.
N

C
1. ThetaxiwaylightingsatIncheonInternationalAirport(aswellastherunwaylight)
N
C
aretiedintospecialcomputersatthecontroltower.

U
2. Air Traffic Controllers can provide progressive taxiing to an aircraft by setting the
computer to manipulate the taxi and runway lights so that it will lead you to
designatedgateorparkingstand

K. Alternates

RKSS GMP SeoulGimpo 17 Commerciallypreferredalternate

RKPK PUS GimhaeBusan 183

2 AerodromeBriefing
0 15 Oct2015 3
2.30.20 HONGKONG

NameofAirport HongKongInternationalAirport
ICAO/IATACode VHHH/HKG
AirportCategory A
LocalTime UTC+8
07L/25R 12,467ft 3800m
D
07R/25L 12,467ft 3800m
PY LE
Elevation 19ft

O L
C O

CAUTION: Windsfromthenortheastclockwisethroughsouthwestof15knotsormore,
D TR
cancausesignificantlowlevelwindshear.
NOTE: The surface wind at the airport is generally not a good indicator of the
N
prevailing winds due to terrain and landsea breeze effects. Instead, wind
conditions at approximately 2,000 feet should be used to assess the
O
likelihood of significant turbulence further down the approach. The

significanceofturbulencecanbeexpectedtoincreaseratherthandecrease
C
beforetouchdown.
N
C
C. Terrain

1. Eastsoutheastterrainrisesto1,527feetwithin4nm.
2. Southterrainrisesto3,068feetwithin3nm.
3. Acrossthewatertothenorththehighestpointonthemainlandis1,962feetwithin
6nm.
4. Northeastthehighestpointis1,677feetwithin7nm.


2 AerodromeBriefing
0 15 Oct2015 4
E. GroundFacilities

2. Jardairisthegroundhandler;Frequency131.8.0MHZ

F. Weather

1. Hong Kong's climate is affected by its tropical coastal location on the South China
Sea.Annualrainfallisonaverage2,200millimeters.
2. Wind from the northeast sector is frequent from November to March and is often
gusty.Weatherisgenerallygoodwiththeseconditions;however,turbulencecanbe
D
expectedduringclimborapproach.
PY LE
3. Wind from the northwest sector is rare; showers may reduce visibility when a low
andassociatedtroughispositionedtothenorthwest.About30%ofwindsarefrom
thenorthnortheast(NNE)direction.Windfromthesouthwestisinfrequentexcept
O L
insummer.About40%ofwindsarefromthesoutheastandvelocitiesincreasewith
C O
typhoonsinthearea.FogalsooriginatesfromthesoutheastsectorinFebruaryand
D TR
March.
4. MosttyphoonswillapproachHongKongfromthesoutheastsectorinsummerand
autumn,particularlyduringAugustandSeptember.Whenthereistyphoonactivity
N
atHongKong,theairportmayindicatesurfacewindsof3035knotswhilethe1,000
O
feetwindmaybeinexcessof100knots.

C

N
C
1. STARsareusedextensively.Thereisageneralspeedlimitof250KIASbelowFL100.
U
There are also further speed restrictions on the approaches and missed approach
procedureduetotheterraininproximitytotheairport.
2. Altimetersettingprocedure:
Transitionaltitudeis9,000ft.Thetransitionlevelistobedeterminedinaccordance
withthefollowingQNHvalueatHongKongInternationalAirport:
a. 980hPaoraboveFL110
b. 979hPaorbelowFL120


None

2 AerodromeBriefing
0 15 Oct2015 5

1. CallforATCclearancebystatingthebaynumberandtheflightlevelifdifferentto
filedflightplan.
2. Pushbackclearancewillincludetheinstruction"pushbackRED","pushbackBLUE"
orpush and tow forward GREEN. This tells the ground crew which direction to
orienttheaircraft. Ensure that the pushback color code or nonstandard
pushback instructions issued by SMC are accurately relayed to the ground crew
beforepushback,orenginestartbegins.

3. For the detailed engine startup and pushback procedures, refer to Departure
D
sectionofHongKongAirportBriefinginNavtech.

PY LE
4. ExpectOCEANdeparturesforallrunways.WhentheRNAVdeparturecantbeused,
thenonRNAVSIDshallberequested.
O L
P RNAV and NON PRNAV procedure under the same designation are not always
C O
overlapwitheachother.
D TR
Followtheinitialturninstructionsandspeedrestrictionsstrictlyduringdepartureto
preventlossofterrainclearance.
Speedrestrictionof250knotsbelow10,000feet.
N

C
1. Landing
N
C
a. On completion of landing roll flights are expected to vacate the runway at the
first available taxiway or as instructed by ATC. The rapid exit taxiways are
U
designed to permit aircraft to leave the runway expeditiously. Under normal

circumstancesaircraftvacatingtherunwayshouldnotstoponexittaxiwaysuntil
theyarefullyclearoftherunwayareaasindicatedbytherunwayholdingpoint.
b. PilotsmustnotifyATCpriortolandingiftheyanticipatenotbeingabletocomply
withtheserequirements.

2. Taxi
The airport is equipped with Surface Movement Radar (SMR). The airport requires
theoperationoftransponderduringgroundoperationfromstartofpushbackbefore
departureanduntilafterparkedafterlanding.

3. CommunicationsFailure
Special Arrival and Departure Communications Failure procedure applied. Refer to
NavtechEMERGENCYHONGKONG,P.R.ofCHINA1PAGEfordetails.

2 AerodromeBriefing
0 15 Oct2015 6
K. Alternates

VMMC MFM Macau 34 Commercial

RPLL MNL NAIA 655 Weather

D
PY LE
O L
C O
D TR
N
O
C
N
C
U
2 AerodromeBriefing
ROUTEANDAERODROME 2.40 SouthEastAsia
0 15 Oct2015 1
2.40.10 SINGAPORE
A. AirportandAirfieldData:

NameofAirport SingaporeChangiInternationalAirport
ICAO/IATACode WSSS/SIN
AirportCategory A
LocalTime UTC+8
20R/02L 13,123ft 4,000m
D
20C/02C 13,123ft 4,000m
PY LE
Elevation 22feet

O L
C O

NOTE: RWY02R/20L(CHANGIeastRWY)isformilitaryaircraftonly.
D TR

C. ATCClearance
N

1. In accordance with Flight Level Assignment Scheme for Pacific Ocean, all flight
O
departingfromSINGAPOREviaairwayL642,joiningM753willbeassignedFL280,310,
350or390.
C

N
C
2. WhenrequestingATCclearancestateintendedflightlevel.

U

1. ThestandardofATCissatisfactory.Usestandardandsimplephraseology..

E. GroundFacilities

2. SATAisthegroundhandler;Frequency131.225MHZ

F. Weather

1. SingaporeislocatedatNorthoftheEquatornearLat1.5degNandLong104degE.
Because of its geographical location and maritime exposure, its climate is
characterized by uniform temperature and pressure, high humidity and abundant
rainfall.TheclimateofSingaporecanbedividedintotwomainseasons,theNortheast
Monsoon and the Southwest Monsoon season, separated by two relatively short
intermonsoonperiods.
2 AerodromeBriefing
0 15 Oct2015 2
2. NorthEastMonsoonSeasonstartsfromDecembertoearlyMarch.

3. NorthEast winds prevail, sometimes reaching 10kts. Cloudy conditions in December
andJanuarywithfrequentafternoonshowers.Probabilityofwidespreadmoderateto
heavyrainoccurlastingfrom1to3daysatastretch.ItisrelativelydrierinFebruary
till early March. Also generally windy with wind speeds sometimes reaching 15 to
20ktsinthemonthsofJanuaryandFebruary.

4. Pre SouthWest Monsoon is from late March to May. The wind is light and variable
withafternoonandearlyeveningshowersoftenwiththunder.

5. SouthWestMonsoonSeasonstartsfromJunetoSeptember.SouthEast/SouthWest
D
winds prevail. Isolated to scattered late morning and early afternoon showers are
PY LE
expected.Earlymorning'Sumatra'linesquallsarecommon.

6. Pre NorthEast Monsoon is from October to November. The winds are light and
O L
variablewithscatteredshowerswiththunderinthelateafternoonandearlyevening.
C O

G. ArrivalProcedure
D TR

1. STARs are issued and generally adhered to. ATC will often cancel STARs and issue
radarvectorsifweatherisinclementandtrafficisheavy.
N

C
None
N
C

U

1. Due to the airport location, take off 1st or 2nd segments could be temporarily
affectedbyvesselsmovingalongshippingchannelandmodifyingtherunwayobstacle
envelope.

2. MinimumClimbGradientshouldbeconsideredontakeoffasindicatedinthespecific
charts.

3. ATC will report the ships height moving along the northern channel, take off
performanceshouldbecomputedinaccordingly.

4. PRNAV SIDs are available only, non RNP 1/ PRNAV approved aircraft shall fly
departureprocedureasabasicBRNAVprocedureorexpectradarvectorsfromATC.
MERSINGistheusualSIDforNorthboundflights.

5. SIDsareissuedandadheredto.ATCareveryaccommodatingwithdeviationrequests
forweatheravoidance.

2 AerodromeBriefing
0 15 Oct2015 3

1. Acomplextaxiwaysnetisavailableandeasytofollow.Thetaxiwaysareidentifiedby
the letter E plus a progressive figure at East of the field, by the letter W plus a
progressivefigureatWestofthefield.ThelinksbetweentheEWtaxiwaysarecalled
NCstandsforNorthcrossandSCforSouthcross.Thegroundcontrolgivescleartaxi
clearance.

2. Alltaxiwayshavecenterlinelighting(inGreen).Atnighttime,thetaxiclearancewould
be:followtheGreento.

3. NOTAMs are to be consulted on each flight as there is a lot of runway and taxiway
D
construction.
PY LE

K. Alternates
O L
C O
D TR
WMKJ JHB Senai(JohorBaru) 29 Commerciallypreferredalternate

WIDD BTH Batam 37
N
WMKK KUL KualaLumpur 185

O

N
C
PY LE

O L
C O

D TR

N

N
C
2 AerodromeBriefing
ROUTEANDAERODROME 2.50 MiddleEast
0 15 Oct2015 1
2.50.10 KINGDOMOFBAHRAIN
NameofAirport BahrainInternationalAirport
ICAO/IATACode OBBI/BAH
AirportCategory A
LocalTime UTC+3
12L/30R 13,005ft 3,964m
D
12R/30L 8,301ft 2,530m
PY LE
Elevation 6feet

O L
C O

WARNING: Markedtemperatureinversionsoccurfrequentlyinthelowerandmiddle
D TR
levels of the troposphere especially at night during summer. These can

significantly affect climbout performance, and can be associated with
windshear.
N
CAUTION: Birdsinvicinityoftheairport.

C
CAUTION: Pilots entering RWY 12L/30R to line up, are advised to ensure that
aircraft tyres do not remain in contact with the Runway lights as these
N
C
maybeveryhot.
U

CAUTION: Beware of severe lowlevel wind shear. This occurs frequently during
summer, especially overnight between the surface and 1500 feet AGL.
Verystrongwindshearcanalsobeencounteredinthevicinityofsevere
thunderstormsovertheGulfregionduringwinterandspring.

CAUTION:Noaircraftabovelightcategoryarepermittedtoexecute180degreeturn
ontherunway.

NOTE: Bahrainairportisnotavailableasalternatebetween0300to2300UTC.

C. Terrain

1. TheairportissituatedontheEasterncoastofBahraininAlMaharraq.Nosignificant
terrain.

2 AerodromeBriefing
0 15 Oct2015 2


E. GroundFacilities


F. Weather
1. Earlymorningfogandlowstratusareapossibilityparticularlyduringthewinter
months.Occasionalduststorms.StrongNortherlywindsoccurthroughouttheyear.
D
2. ThunderstormsatBahraincanbeverysevere.
PY LE
3. Turbulence and Windshear are fairly common and may be severe, not necessarily
associated with thunderstorms. Aircraft report losing altitude at rates up to 3000
ft/min during approach and resulting GPWS activation has occurred. Due to the
O L
topographyandheatindex,turbulenceisnormallyafactor.
C O

D TR
None

N
O
None

C
N
C
None
U

1. Taxiway lighting is blue edge and green centreline. Markings are quite visible.
Approachradarcanprovideforwindshearalert.

K. Alternates

OEDF DMM Dammam 49 Commerciallypreferredalternate
OKBK KWI Kuwait 240
OERK RUH Riyadh 279
OMSJ SHJ Sharjah 348

2 AerodromeBriefing
0 15 Oct2015 3
2.50.20 KINGDOMOFSAUDIARABIADAMMAM
NameofAirport KingFahadInternationalAirport
ICAO/IATACode OEDF/DMM
AirportCategory A
LocalTime UTC+3
16L/34R 13,123ft 4,000m
D
16R/34L 13,123ft 4,000m
PY LE
Elevation 72feet

O L
C O

None
D TR

C. Terrain

N
1. The airport is located 14 NM inland from the coast, on a large flat area without
O
obstruction.

C

N
C
U

E. GroundFacilities

2. SaudiGroundServicesisthegroundhandler.

F. Weather

1. Theweatheristhesameweatherasobservedatmanyairfieldsinthegulfregion.
2. Hazeistypical,reducingthevisibilitytoaround6000m.Thismayreducetoa1000
minsevereduststorms.
3. Rainismorelikelyinthewintermonthsandmaybeveryheavyreducingvisibility.
4. Prevailingnortherlywindscouldbeverystrongattimes.
5. Early morning fog and low stratus can occur during the winter months.
FrontalweatheroccasionallyaffectsDammaminwinter.
2 AerodromeBriefing
0 15 Oct2015 4
6. Dust storms occur throughout the year but are most troublesome during mid
summerafternoons.


None


None

PY LE
None

O L
C O
1. Taxiwaylighting:Blueedge.
D TR
2. MetradarisavailablewithATC.
3. The carriage of alcohol or perceived pornographic material may result in arrest
followingnormalaircraftsearchbyCustomsofficials.
N
4. Nearesthotelaccommodationis55kmsfromairport.
O
5. Dammamis75kmsfromDhahrancity.
C
6. Customsofficialsboardandconductaspotcheckafterpassengersdisembarkation
N
C
atallKSAdestinationsbeforeaircraftreleaseforfurthergroundhandlingprocess.

U
K. Alternates

OBBI BAH Bahrain 74 Commerciallypreferredalternate

OTHH DOH Doha 174
OKBK KWI Kuwait 203
OERK RUH Riyadh 233
OMAA AUH AbuDhabi 354

2 AerodromeBriefing
0 15 Oct2015 5
2.50.30 KINGDOMOFSAUDIARABIARIYADH

NameofAirport KingKhaledInternationalAirport
ICAO/IATACode OERK/RUH
AirportCategory A
LocalTime UTC+3
15L/33R 13,797ft 4,205m
D
15R/33L 13,795ft 4,205m
PY LE
Elevation 2,049feet

O L
C O

None
D TR

C. Terrain

N
1. Theairfieldissituated15NMNorthofthecityofRiyadhonahighflatplain.
O

C

N
C
E. GroundFacilities

2. SaudiGroundServices(SGS)isthegroundhandler

F. Weather

1. Prevailing wind Northerly but Easterly winds frequent during the winter
months.
2. JanuarytoFebruary:Earlymorningfogoccurs.
3. MarchtoMay:PossibilityofDuststorms.


None

2 AerodromeBriefing
0 15 Oct2015 6
None


None


1. 180turnsonrunwaysareprohibited.

D
2. Taxiwaylightsaregreencentrelinewithblueedgelightingaroundtheapron.

PY LE
3. IfLVPinuse,ATCwillnormallyrequireacallpassingeachcrossingtaxiway.

O L
4. RighthandcircuitsonRWYs15Rand33R.
5. Apossibilityofprotractedcustomsandimmigrationproceduresexits.
C O

D TR
6. The carriage of alcohol or pornographic material may result in arrest following

normalaircraftsearchbyCustomsofficials.

N
7. ShouldadiversionbecarriedouttoanaerodromeinSaudiArabiawithoutanATC
unititmaybenecessarytofollowtheTIBA(TrafficInformationBroadcastsAircraft)
O
procedures(e.g.Hail,Wejh).
C

8. The appropriate FRS (Fire Rescue Service Unit) for those aerodromes with TIBA
N
C
proceduresmustbecalled15minutespriortoarrival.
U

9. The TIBA and FRS frequencies are listed on every approach plate for those
aerodromesaffected.

10. Customsofficialsboardandconductaspotcheckafterpassengersdisembarkation
atallKSAdestinationsbeforeaircraftreleaseforfurthergroundhandlingprocess.

L. Alternates

OBBI BAH Bahrain 257
OTHH DOH Doha 295
OKBK KWI Kuwait 342
OETF TIF Taif 441

2 AerodromeBriefing
0 15 Oct2015 7
2.50.40 KUWAITSTATEOFKUWAIT
NameofAirport KuwaitInternationalAirport
ICAO/IATACode OKBK/KWI
AirportCategory A
LocalTime UTC+3
15L/33R 11,483ft 3,500m
D
15R/33L 11,155ft 3,400m
PY LE
Elevation 205feet

O L
C O

CAUTION:Birdsinvicinityoftheairport.
D TR

C. Terrain

N
1. Theairportislocated8NMSouthofKuwaitcity.
O

2. The most significant obstacle is a communications tower North of the airfield at 10
C
NM. The height of the tower is 1351 feet. The MSA is 3000 feet in all sectors to 25
NM.
N
C


E. GroundFacilities

1. NASisthegroundhandler;Frequency132.025Mhz

F. Weather

1. Kuwait is a desert country with little annual rainfall. Most rain falls between
November to March but there are few rainy days. Temperatures in winter are mild,
summers consistently hot and only on the coast the temperature is little lower
although the humidity here is higher. The temperature in summer is the biggest
factor.

2. Onoccasionsthetemperaturemayexceed50C.

2 AerodromeBriefing
0 15 Oct2015 8
3. Duststormsoccurmainlyinsummer.PrevailingwindNortherly.
4. Turbulenceonfinalapproachiscommon.
5. During the winter months troughs bring some rain with occasional reduced ceiling;
embeddedCU/CBapossibility.Earlymorningfogoccursduringwinter.


Caution: Parallel highway lighted by night 0.2 NM East of Runway centreline may be
mistakenforRunways.

PY LE
None

O L
C O
None.

D TR

1. RapidExitTaxiwaysareindicatedatnightbygreencentrelinelighting.
N
2. Taxiwaylightingisgreencentrelineandblueedgeonturnandatintersections.
O
3. RightcircuitsonRWYs15L/R.
C
4. Radarcoverageis200NMforareaand80milesforapproach.
N
C
5. ExpectFollowMevehicletostand.
U
6. KuwaitisaNoSmokingTerminal.

K. Alternates


OERK RUH Riyadh 277
OTHH DOH Doha 333
OMDB DXB Dubai 467

2 AerodromeBriefing
0 15 Oct2015 9
2.50.50 QATARDOHA
NameofAirport HamadInternationalAirport
ICAO/IATACode OTHH/DOH
AirportCategory A
LocalTime UTC+3
16L/34R 15,912ft 4,850m
D
16r/34L 13,944ft 4,250m
PY LE
Elevation 35feet

O L
C O

WARNING:Extensivemilitaryactivityaroundthefield.
D TR
CAUTION: Birdsinthevicinityofairport
C. Terrain
O
1. Nosignificantterrain
C
N
C
1. ThestandardofATCissatisfactory.Usestandardandsimplephraseology.Radaris
providedandusedextensively.

E. GroundFacilities

2. QatarAviationServices(QAS)isthegroundhandler.
F. Weather

1. ExtremelyhotweatherbetweenthemonthsofJunetoSeptemberwhilestrong
humiditypersiststowardsthecoast.

2. Therestoftheyearremainspleasantwithchancesofshowersandearlymorningfog
duringthemonthsofNovembertoFebruary.
2 AerodromeBriefing
0 15 Oct2015 10
CAUTION: OnapproachtoNorthernRunways34L/R,highwaywithshielded
illuminationcanbevisibletoaircraft
None
.
None
PY LE
None
O L
C O
K. Alternates
D TR

NameofAirport Distance (NM) Remarks
N
OBBI BAH Bahrain 122 Commerciallypreferredalternate

OEDF DMM Dammam 169
O
OMDB DXB Dubai 219
N
C
2 AerodromeBriefing
0 15 Oct2015 11
2.50.60 UNITEDARABEMIRATESDUBAI


NameofAirport DubaiInternationalAirport
ICAO/IATACode OMDB/DXB
AirportCategory A
LocalTime UTC+4
12L/30R 13,123ft 4,000m
D
12R/30L 14,590ft 4,447m
PY LE
Elevation 59feet

O L
C O

CAUTION: Birdsinvicinityoftheairport.
D TR

CAUTION: Due to similar runway alignment, do not mistake for Sharjah airport
located10NMNortheastofDubai.
N
CAUTION: Be aware of the constantly changing status of taxiways and movement

areasduetoconstruction.
C

N
C
NOTE: If tracking inbound and clearance to track towards DXB is not received,
U
shouldcontinuetrackingtowardsSharjah.

NOTE: The designated Bomb Threat / Hijack parking area DXB is taxiway K
(located at threshold of RWY 12), specifically the portion running parallel
totherunway.

NOTE: Refertonoiseabatementprocedures

NOTE: InaccordancewiththesecurityproceduresatDubaiInternationalAirport,
transitcrewmemberscanleaveandreentertheaircraftONCEONLY.

C. Terrain

1. Theairportislocatedclosetothecoastontheoutskirtsofthecity.
2. Terrainisnotasignificantfactoralthoughthereareseveralmanmadeobstructions
inthearea.

2 AerodromeBriefing
0 15 Oct2015 12


2. Trafficdensitymaybeaproblematcertaintimesoftheday.Speedrestrictionswill
beadvisedwhennecessarybycontrollerduringdescentandapproach.

E. GroundFacilities


2. DNATAisthegroundhandler;Frequency131.6MHZ
PY LE
F. Weather

1. Earlymorningfogisapossibilityatanytimeofyear.
O L
C O
2. Occasional dust storms are most likely during the period March to May.
Thunderstorms,althoughinfrequent,maybesevere.
D TR

3. LowlevelWINDSHEARmayoccurwithcalmorlightsurfacewinds.

N
O

None
C

N
C

U
None.


1. TaxiwayLighting.Greencentrelinewithblueedgelightsatintersections.

2. ApproachandTowermonitor121.50.

3. RWYs12L/12R:Righthandcircuit.

4. Continuous constructions work in progress requires special crew attention and
awarenessforTaxiIng.


None

2 AerodromeBriefing
0 15 Oct2015 13
K. Alternates

OMSJ SHJ Sharjah 20 Commerciallypreferredalternate
OMRK RAK RasAlKhaimah 41
OMAL AAN AlAin 117
2.50.70 UNITEDARABEMIRATESSHARJAH
D

PY LE
NameofAirport SharjahInternationalAirport
ICAO/IATACode OMSJ/SHJ
AirportCategory A O L
C O
D TR
LocalTime UTC+4
12/30 13,330ft 4063m)
N
Elevation 116feet
O

C

N
C
None

U
C. Terrain

1. The airport lies 10 NM North East of Dubai International Airport. No significant
terrain,exceptthattheMSAintheSouthEastquadrantrisesto2400feet.


1. The standard of ATC is satisfactory. Use standard and simple phraseology. At busy
periodsandduetothecloseproximityofDubai,smalldelayscanbeexpected.

E. GroundFacilities


2 AerodromeBriefing
0 15 Oct2015 14
F. Weather

1. TemperaturesareveryhotbetweenMaytoSeptemberandwarmandsunnyfrom
mid October to April with occasional rainfall. Rainfall is very low and falls mainly
betweenNovemberMarch.Humidityishighincoastalareasduringsummer.
2. Weatherisgenerallygood,andconsistentwiththeMiddleEast.Howeverduetothe
close proximity of the sea, fog and mist may give problems around early morning
andearlyevening.

D
None

PY LE
F. CompanyApproachProcedures

None O L
C O
G. DepartureProcedures
D TR

1. AircraftoftenadvisedtocontactDubaiDepartureonceairborne.

N
H. AdditionalInformation

O
None
C

I. Alternates
N
C

OMRK RAK RasAlKhaimah 41 Commerciallypreferredalternate
OMFJ FJR Fujairah 90
OMAL AAN AlAin 117

3 SupplementaryInformation
0 15 Oct2015 1

3.10 LOWVISIBILITYOPERATIONS
3.10.10 Takeoff
3.10.20 Landing
3.10.30 StateSpecificTakeoffandLandingMinimaApprovals
3.20 NAVIGATION
3.20.10 OverFlightPermits
3.20.20 RVSM
D
3.20.30 RNAV&RNP
PY LE
3.30 COMMUNICATION
O L
3.30.10 CebuPacificDispatch
C O
3.30.20 DepartureMessage
D TR
3.30.30 ArrivalMessage
3.30.40 ManilaGroundOperations
N
3.30.50 PIREPs
O
3.30.60 CebuPacificEngineering
C
3.30.70 AircraftMobilePhone
N
C
3.30.80 CommunicationFacilities
U
3.30.80.10 References
3.30.80.20 ATCCommunications
3.30.80.30 InFlightBroadcast
3.30.90 NavigationAids
3.30.100 CompanyCommunications

3.40 ESCAPEROUTE&DRIFTDOWNPLANNING
3.40.10 DepressurizationEscapeRoutes
3.40.20 SingleEngineDriftDown

3.50 COLDWEATHEROPERATIONS

3.60 HIGHELEVATIONAIRPORTOPERATIONS

1 04Feb2016 2
3.70 METRICUNITS&ALTIMETRY
3.70.10 MetricUnits&MetricAltitudesTable
3.70.20 AltimeterSettingProcedures
3.80 TABLES
3.80.10 UnitsofConversionTable
3.80.20 ISA
3.80.30 MetricWind/Knots/FeetperMinute
3.80.40 AltitudeTemperatureCorrectionChart
D
3.80.50 MeterorogicalVisibilityandRVRConversionTables
PY LE

3.90 CONTINGENCYPROCEDURES
O L
3.90.10 EnRouteContingencyProcedures
C O
3.90.20 WeatherDeviationProcedures
D TR
3.90.30 RadioCommunicationFailure
3.90.40 TransponderFailure
N
3.90.50 Hijack
O
3.90.60 Emergency
3.90.70 ModeS
C
3.90.80 SATCOM
N
C
OPERATIONSMANUAL 3.10 LowVisibilityOperations
PartCRoute&Aerodrome Rev.No. Rev.Date PageNo.
0 15 Apr2015 1
3.10.10 TAKEOFF

A. Operational approval for LVTO operations must be in compliance with specific state
approvalandcanbesubjecttocertainconditionsand/orrestrictionsforspecificstates.
If specific take off minima are not shown on the Navtech chart then the company Low
VisibilityTakeoffMinimahasbeenacceptedbythestate.
3.10.20 LANDING

A. LandingminimaisshownontherelevantNavtechapproachchart.EnsuretheLVOchartis
correctlyshowingtheLVTOminimaandthatitisabovetheCompanyminima.Provided
all limitations and provisions are met, the A319/A320/A330 are authorized for Cat II/III
D
approachandlandingminimaare;
PY LE

CatIInotlessthanDHof100feetandLowestRVR300mor1000Feet
CatIIInotlessthanDHof50feetAHof200feetandRVRof75mor600Feet.
O L
C O
3.10.30 STATESPECIFICTAKEOFFANDLANDINGMINIMAAPPROVALS

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Country AircraftType Category RVR DH LVTO

China A319/A320/A330 II 350 100
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Hongkong A319/A320/A330 II 350 100 200

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IIIA 200 50 200

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Kuwait A330 II 300 100 150

N
Macau A319/A320 II 350 100 200

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Philippines A319/A320/A330 II 350 100

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RepublicofKorea A319/A320/A330 II 350 100

IIIA 200 50
Singapore A319/A320/A330 II 350 100
Taiwan A319/A320/A330 II 350 100

Note: Refer to current Operations Specifications for specific special authorization and
approvals.

OriginalDateIssued:15Apr2015
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ROUTEANDAERODROME 3.20 Navigation
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3.20.10 OVERFLIGHTPERMITS
A. Somecountriese.g.SaudiArabia,Iran,Indiaetc,requirethattheaircraftmusthave
permissiontooverflytheirterritories. ItistheresponsibilityofIOCCtoensurethatall
overflightpermitsareobtainedandkeptuptodate.

B. For the flight crew reference, the over flight permits are included in the flight plan
package given by IOCC (kept onboard the aircraft library). Their validity should be
checked and confirmed by the crew. (They should be checked from time to time for
validity. Most of the permits are renewed monthly). Therefore, end of the month is a
goodtimetodoublecheckifpermitswillbevalidnextmonth.

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C. If any discrepancy is discovered, the flight crew shall report this thru the Journey
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Report form. The IOCC will be responsible for obtaining new permit numbers for the
specificflight.

3.20.20 O L
REDUCEDVERTICALSEPARATIONMIMUMUM(RVSM)
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3.20.20.10 Overview
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A. ReducedVerticalSeparationMinimum(RVSM)isdefinedasanairspaceor
routebetweenFL290andFL410(inclusive),whereaircraftarevertically
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separatedby1000feet,insteadof2000feet.
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B. Theobjectiveistoincreasetheroutecapacityofsaturatedairspace,while
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maintaining the same level of safety. This is achieved by strict

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requirements on equipment and training of personnel, flight crew and

ATC controllers. As part of the RVSM program, the aircraft altitude
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keeping performance is monitored, overhead specific groundbased

measurement units, to continuously verify that airspace users are
effectively applying the approved criteria and that overall safety
objectivesaremaintained.

C. Cebu Pacific route network airspace is RVSM compliant. Cebu Pacific
aircraftareapprovedbytheCAAPforRVSMoperationsandthisapproval
isshownintheOPSSPECSoftheAOC.

D. Detailed procedures and requirements for RVSM are given in the FCOM
PROSPO50.RVSMproceduresarealsodescribedinNavigaText,section
AirTrafficControl.

3.20.20.20 RVSMProcedures

A. Priortoflight,crewtoensurethattheaircraftserviceabilitystatesatisfies
dispatch requirements for the intended route to be flown, noting any
operatinglimitationsthatmightapply.
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B. Defects must be checked against the MEL for their effect on RVSM
operation. A defect which affects the RVSM status of the aircraft will
downgradetheaircraftcapabilitytobeflowninRVSMairspace.

C. Generally,theflightcrewshouldconsiderthefollowingprocedures:

1. Preflight:
a. CheckthateachPFDaltitudeindication(QNHreference)doesnot
differ from the airport elevation as specified in FCOM PROSPO
50,RVSMFlightPreparation.

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2. WithinRVSMairspace:
a. KeepAPengagedforcruiseandlevelchanges.
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b. LimitV/Swheninproximitytoothertraffic(avoidingTCASalerts).
c. DonotovershootassignedFLbymorethan150feet.
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d. Approximately every hour, check altitude indications for
tolerances(FCOMPROSUP34FlightInstrumentTolerances)
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3. ATCtobeinformedincaseof:
a. FailureofbothAPs.
b. Onlyonemainaltitudeindication.
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c. Excessivediscrepancyofaltitudeindications.
d. Encounterwithsevereturbulence.
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e. UnabletomaintainassignedFL.
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3.20.30 RNAVANDRNP
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A. ImplementationofRNAV(AreaNavigation)isoneofthekeyelementstoobtainsystem
capacity improvements and should allow airspace users to benefit from more direct
routingsandgreaterfuelsavings.

B. Required Navigation Performance (RNP) is a statement of the navigation performance
accuracynecessaryforoperationwithinadefinedairspace.

C. Required Navigation Performance Type is a description of an RNP by number. The
numberreferstothenavigationalperformanceaccuracyinthehorizontalplaneandis
expressed in Nautical Miles (NM). For example, RNP 5 means that an aircraft must be
abletonavigatewithin5NMofitsintendedposition(bothacrosstrackandalongtrack)
foratleast95%ofitstotalflyingtime

D. BRNAV(BasicRNAV)isdefinedasRNAVthatrequiresanaircrafttomeetahorizontal
trackkeepingaccuracyof5NMorbetterfromitsplannedpositionfor95%ofitsflight
timeRNP5.Thisnavigationperformanceassumesthenecessarycoverageprovidedby
satellite or ground based navigation aids are available for the intended route to be
flown.
0 15 Oct2015 3
E. Cebu Pacific aircraft are approved by the CAAP for RNP (RNP 0.3, 1, 3, 4, 5, 10 and
BRNAV)andRNAV(GNSS/GPS)operations;theseapprovalsareshownintheOPSSPEC
oftheAOC.

F. WhenflyinginRNPorotherairspacethatrequiresaspecificnavigationalaccuracy,this
canbecheckedontheMCDUPROGpageunderAccuracy.TheappropriateRNPtype
may be entered into the Required Accuracy field to verify compliance (Default
changeswithflightphase).

G. RPregisteredaircraft,whenoperatinginsidethePhilippinesFIRmustcomplywithRNP5
and,outsidePhilippinesterritorialairspace(i.e.beyondtheFIR)mustcomplywithICAO
Annex2andotherStatesregulationswhenoperatingwithintheirairspace.
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H. MostairspacethatCebuPacificoperatesinwillbedesignatedeither,BRNAVairspace
(RNP5),RNP5(Philippines)orRNP4.CheckNavTechenroute datatoverifytheRNP
typefortheroute.
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I. Contingency Procedures when navigation accuracy falls below the required RNP type
are described in the NavTech Text, Section Air Traffic Control. The call Negative
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RNAVwillbeusedtoindicatetoATCNAV.AccuracydegradationandATCwillprovide
instructionsaccordingly.

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J. RNPCapabilitywithdetailedproceduresandrequirementsaregivenintheFCOMPRO
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SPO51. The MEL must be consulted when departing with inoperative navigation
equipmenttoverifycompliancewithBRNAVrequirements
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ROUTEANDAERODROME 3.30 Communication
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3.30.10 CEBUPACIFICFLIGHTDISPATCH(IOCC)

A. DispatchcanbereachedviaVHFonthedesignatedfrequencyuptoapproximately150
NM out of MNL. Departure messages, arrival messages and operational issues can be
communicatedthroughthem.Dispatchcanassistwith:
1.Weatherreports.
2.Loadissues(ZFW,Fuelrequirements,etc).
3.RelaystoMaintenance.
4.Delayinformation.
5.Requiredequipmentonarrival(wheelchairs,GPU,Aerobridge,Airconditioner).
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3.30.20 DEPARTUREMESSAGE
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A. Aircraft departing MNL will call Flight Dispatch/IOCC with a departure message when
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workloadpermits.Thedeparturemessageshallcontainthefollowinginformation:
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1.Flightnumber
2.Airbornetime
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3.ETAatDestination
4.AnyrequiredoperationalinformationorPIREPs
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3.30.30 ARRIVALMESSAGE

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A. Aircraft arriving MNL will call Flight Dispatch/IOCC and request their bay assignment.
Thiswillhelpingivingaccurateinformationforoutboundcrewsandplanning.
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3.30.40 MANILAGROUNDOPERATIONS

A. Manila ground operations (Hub Control Center/IOCC) are available on VHF 131.05 for
ground operations issues such as ground equipment requirements, load issues,
passengerboarding,etc.

B. FordeparturesoutofManila,obtaintheFinalZFWfiguredirectlyfromManilaground
operations (Flight Dispatch/IOCC) or via ACARS, then pass back to them the Final Fuel
and required load figures while also ensuring that the ground refueler and ground
Engineerareinformed.

3.30.50 PIREPS

A. PilotsareencouragedtoforwardPilotReportsofphenomenawithsignificantimpacton
operations (turbulence, visibility, operational matters etc.) to Flight Dispatch/IOCC for
thebenefitofotherdepartingorarrivingflights.

0 15 Oct2015 2
3.30.60 CEBUPACIFICENGINEERING

A. Cebu Pacific Engineering can be reached on the same Flight Dispatch/IOCC frequency
(131.05),thecallsignwillbeMaintenanceControlCenter(MCC),whichwillbeavailable
24hours.Usethisfrequencytorequestanyengineeringassistancerequired.

3.30.70 AIRCRAFTMOBILEPHONES

A. Internationalflightscarryacompanymobilephone(locatedintheLPClaptopbagfront
pocketsleeve)incaseanyunexpectedoperationalissuesarisewhenatoutstationsand
directcommunicationwithFlightDispatch/IOCCbecomesnecessary.

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3.30.80 COMMUNICATIONFACILITIES
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3.30.80.10 References
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A. Informationoncommunicationsfacilitiesandnavigationalaidsforthe
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CebuPacificAirareaofoperationsiscontainedinthefollowing
references:
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1. Approach,Airport,SID/STARandEnrouteChartscontainedinthe
NavtechCharts
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2. RADIOAIDSsectionoftheNavtechSupplementaryTextManual.
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3. ENROUTEandCHARTNOTAMssectionsoftheNavtechEnroute
ChartsManual.
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4. CebuPacificAirRouteBriefs,ifpublishedfortheroute.
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3.30.80.20 ATCCommunications
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A. ATC units must be contacted on the frequency assigned by the last
controllerorontherelevantfrequencygivenintheNAVTECHCharts.
B. IncertainATCenvironments,anadvancecallmayberequiredtothenext
ATCcontroller.Whensucharequirementispublished,thenextATCmust
becontactedinadvanceoftheentryintothatATCarea.
C. Certain areas or countries may require an additional call to be made to
anotherentitysuchascallingtheAirDefenseRadarpriortooperating
into Iran FIRs. This must be complied with; in case of no contact being
established, notify through another agency, such as Tehran ATC for the
IranianAirDefenseRadar.
3.30.80.30 InFlightBroadcast
A. WhenthereisnoassignedfrequencyandATCfacilitiesarenotavailable,
thentheappropriateInFlightBroadcastfrequencymustbeused.
0 15 Oct2015 3
B. TherequirementsforInFlightBroadcastProcedure(IFBP)orTraffic
InformationByAircraft(TIBA)proceduresareusuallyinvokedbyaState
throughtheissueofNOTAMsorbyanamendmenttotheAIP.IfTIBA/IFB
proceduresrequiredfortheroute,theessentialsare:
1. ListeningWatch
A listening watch should be maintained on the TIBA frequency 10
minutes before entering the designated airspace until leaving this
airspace.Foranaircrafttakingofffromanaerodromelocatedwithin
the lateral limits of the designated airspace listening watch should
start as soon as appropriate after takeoff and be maintained until
leavingtheairspace.
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2. Timings
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a. Abroadcastshouldbemade:
i. 10 minutes before entering the designated airspace, or, for
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limitsofthedesignatedairspace,assoonasappropriateafter
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takeoff
ii. 10minutespriortocrossingareportingpoint
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iii. 10minutespriortocrossingorjoininganATSroute
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iv. At20minuteintervalsbetweendistantreportingpoints
v. Atthetimeofachangeinflightlevel;and
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vi. Atanyothertimeconsiderednecessarybythepilot.
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3. StandardBroadcastFormat(ICAOFormat)
a. The standard format is utilized for all broadcasts except those
involvinglevelchanges:
i. ALLSTATIONS[callsign]
ii. FLIGHTLEVEL[number]
iii. ATSroute
iv. POSITIONAT[time]
v. ESTIMATING[nextreportingpoint]at[time]
vi. [callsign]
4. Transponder/TCAS
a. In the absence of other directions from ATC, operate the
transponderonModeAandCcode2000.Allaircraftshouldhave
TA/RAmodeselected.
0 15 Oct2015 4
3.30.90 NAVIGATIONAIDS
A. The Navigation aids must be hardtuned to the appropriate frequency for takeoff,
approachandlanding,butmaybeautotunedfortheotherportionsoftheflight.

B. Navigation aids that are declared unreliable by NOTAM must be deselected. The aids
that are declared to be out of calibration should also be deselected, unless they are
considered essential for the flight, in which case, extreme caution must be exercised
whenusingthem.
3.30.100 COMPANYCOMMUNICATIONS
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A. CompanyVHF
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1. CebuPacificAirhasVHFstationsatmostoutstationstofacilitatecommunications
betweenflightcrewandgroundservices.
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AUSTRALIA
Airfield GroundHandler Frequency
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SYD Sydney AeroCare 135.825
EASTASIA
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ICN Incheon SharpAviationServices 132.0

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PUS Busan SharpAviationServices 132.0

KIX Kansai CKTS 130.95
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NGO Nagoya CentrairOperationsSkyport 132.05

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NRT Narita NaritaSkyport 130.55

TPE Taipei TransAsiaAirways 131.5
SOUTHEASTASIA
MNL Manila IOCC 131.05
BKK Bangkok BangkokFlightServices 131.025
BKI KotaKinabalu CONTACTBKITOWER
BWN Brunei RoyalBrunei 131.95
CGK Jakarta JASAERO 131.475
DPS Denpasar JASAERO 131.475
KUL KualaLumpur KLAS 130.5
HAN Hanoi 118.4
HKT Phuket SNRBAGSHKTOPERATION 131.35
SGN HoChiMinh TIAGS 125.7
SIN Singapore SATA 131.225
REP SiemReap 118.5
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CHINA
CAN Canton GBIAC 131.5
HKG Hongkong JARDIN/JARDAIR 131.8
MFM Macau MENZIES 130.55
PEK Beijing BAGS(BeijingAviationGroupServices) 131.25
PVG Pudong SHANGHAIAIR 130.5
WUH Wuhan 131.5
XMN Xiamen 118.25
MIDDLEEAST
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DMM Dammam SaudiGroundServices(SGS) None
DXB Dubai DNATA 131.6
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DOH Doha QatarAviationServices(QAS) TBA
KWI Kuwait NAS 132.025
RUH Riyadh O L SaudiGroundServices(SGS) None
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B. ACARS
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1. Aircraft Communication Addressing & Reporting System is a communication tool
utilizing digital data commonly referred to as Data Link. Like any other
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communication tool, ACARS if used efficiently and effectively, will result in many
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benefits to the airline including direct and indirect cost reduction, improved
reliability of the services we provide, and efficient, direct and reliable
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communicationlinkbetweentheaircraft/flightcrewandtheairline.

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2. Theinformationprovidedincludes,butnotlimitedto,thefollowing:
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1. Departurereport
2. Weatherreport
3. Actualandexpecteddelayreport
4. Freetext
5. A/Cpositioningreport
6. EngineConditioningMonitoring(ECM)
7. Defectsandmaintenancemessagetransimission
C. SATCOM

1. SatcomareinstalledintheA330aircraft.
0 15 Oct2015 6
3.30.110 USEOFCOMMUNICATIONEQUIPMENT

A. VHFRadio

1. VHFradioistheprimarymeansbywhichcommunicationshouldbemadewiththe
company.
2. WhereACARSisserviceable,itiscompanypolicytomaintaincontinuoususeofVHF
3/VHFCentreforACARS.
3. Maintain continuous use of VHF3/VHF Centre on the DATA setting for ACARS
operation. When a third frequency needs to be monitored, the VHF3/VHF Centre
may be used (e.g. ATC frequency, 121.5 or 126.9) for this specific requirement.
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However,assoonastheadditionalvoicefrequencyisnolongerrequired,theDATA
settingmustberesumedforefficientuseofACARS.
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4. OneVHFwillbeusedtocontinuallymonitor121.5Mhz.
5. Each VHF set has a Frequency Select switch. As a new frequency is required, it
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shouldbepresetonthenonactiveside,thenselectedtoactivewhenneeded.This
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willleavethelastfrequencyusedstandingbyifneeded.
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6. Where sequential frequencies are known, they may be preset in advance on the
nonactivesideaftercontacthasbeenestablishedontheactiveside.
7. ThePNF/PMisrequiredtocloselymonitortheVHFselectionstoavoidlossofradio
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contactduetoinadvertentoperationofSelectswitch.
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B. ACARS
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1. Ensure the correct format is used for the flight number entry in ACARS. Use the
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Cebu Pacific Air three letter airline identifier CEB, followed directly by the flight
number,(i.e.CEB7945)wheninitializingtheFMC/FMSandACARS.
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2. ACARSistobeusedto:
a. Senddeparture,arrivalandenroutereports.
b. Gatherweatherinformation
c. Provideearlyadviseoftechnicalproblems
C. ATCDatalink

1. Flight crews who have completed the Cebu Pacific Air FANS Module in the E
learning, may use ATC Datalink Controller Pilot Datalink (CPDLC) and Automatic
DependentSurveillance(ADS)inthoseareasdescribedintheroutebriefingsection.

2. CPDLC is a data link application that supports the exchange of data messages
directly between a controller and a flight crew. Its implementation improves
communicationcapabilitiesbyreducingvoicechannelcongestions.

0 15 Oct2015 7
3. OtherbenefitswiththeuseofCPDLCare:
a. increaseinsectorcapacities;
b. morepilotrequestscanbedealtwithsimultaneously;
c. reducedprobabilityofmiscommunication;and
d. fewerlossesofcommunicationevents.

4. CPDLCOperations:

a. FlightPlanning:AllCPDLCcapableaircraftshallinserttheletterJinItem10and
COM/CPDLCinItem18oftheICAOflightplanform.
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b. InitialLogonRequest:
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i. AninitiallogonrequestisneededifanaircraftistransferredfromanATS
unitwhereCPDLCisnotavailabletoanATSunitwhereCPDLCisavailable.
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ii. Toperformaninitiallogonrequest,theflightcrewenterstheAFNlogon
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addressoftheATSU(seeTable1)towhichthelogonrequestistobesent.
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iii. ThepurposeofthisconnectionistoallowtheexchangeofCPDLCmessages
betweenanaircraftandanATSunit.
5. FlightCrewProcedures:

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a. UplinkMessage:ACPDLCmessagesentfromagroundsystem
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i. Flight crewmember should read the uplink message individually. Once the
uplink message has been read, the flight crew should discuss the right
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response to the message. This method can provide a flight crew with an
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acceptablelevelofsituationalawarenessfortheintendedoperations.
ii. In case of uplink with multielement message, each flight crew should
ensurethattheyreadandunderstandthemessageinthecorrectsequence
beforemakingtheresponse.
iii. Flight crewmembers are expected to reply to the received CPDLC uplink
messageassoonaspossible.However,flightcrewmembershouldnotreply
withouttakingadequatetimetofullyunderstandthemessage.Ifadditional
timeisneeded,theflightcrewshouldsendaSTANDBYresponse.

b. DownlinkMessage:ACPDLCmessagesentfromanaircraft
i. In order to have an adequate level of situational awareness, each flight
crewmember should read and review each downlink message before it is
sent.
PilotMonitoring(PM)inputthemessage
PilotFlying(PF)reviewthemessagebeforethemessageissent
0 15 Oct2015 8
ii. Foraugmentedcrews,theflightcrewmembercarryingoutthehandover
briefing should thoroughly brief the changeover flight crewmember on
the status of the CPDLC connections and messages, including a review of
any pertinent uplink and downlink CPDLC message (e.g. conditional
clearances)

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ROUTEANDAERODROME 3.40 EscapeRouteandDriftdownPlanning
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3.40.10 DEPRESSURIZATIONESCAPEROUTES

A. Certain destinations will have routes that overfly mountainous regions. When the GRID
MORAishigherthanFL100,thenastandardemergencydescentmaynotbepossibledue
toobstacleclearance.InthesecasestheEscapeRoutewillbepublishedforthecritical
routesegments.

B. Loss of pressurization requires that the aircraft is flown at an altitude that provides
breathableairforcrewandpassengers.Theaircrafthassystemsinplacethatwillprovide
oxygentopassengersandcrewwhiletheaircraftisdescendingtothisaltitude.

C. When terrain clearance is not a factor the normal emergency descent can be flown
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downtoFL100.However,whenterrainclearanceisafactor,thedescentprofileandroute
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to be flown must provide terrain clearance and comply with regulated oxygen
requirements.

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D. In order for the systems to provide adequate protection, the aircraft must be flown in
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accordanceto(orbelow) thefollowingprofileafteradepressurization(FCOMPROSPO
20).ThisprofileisapplicabletotheA330aircraftequippedwith15minutesofpassengers
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oxygensupply.
3.40.20 SINGLEENGINEDRIFTDOWN
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A. In case of an Engine failure enroute, the drift down procedure given in FCOM PEROEI
GEN15shallbeadheredto.
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ROUTEANDAERODROME 3.50 ColdWeatherOperations
0 15 Oct2015 1
3.50 COLDWEATHEROPERATIONS

A. Refertothefollowingdocumentsforguidance:

1. AirbusFCOMPROSUP9130AdverseWeatherColdWeather
a. ExteriorInspection,
b. DeicingandAntiicingontheGround,
c. SecuringtheAircraftforColdSoak,
d. WaterSystemDepressurizationorDraining.

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2. AirbusFCOMPROSUP9150AdverseWeatherFluidContaminatedRunway
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3. OMA8.20.70:DeIcing/AntiIcingontheGround

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ROUTEANDAERODROME 3.60 HighElevationAirportOperations
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3.60.10 GENERAL

A. AirportsofhighelevationcausetheaircrafttooperateathigherDensityAltitudesduring
theTakeoffandLandingphasethanpilotsareroutinelyfamiliarwith.Themostprominent
effect being the, True Airspeed (TAS) Effect. This TAS effect causes some notable
considerations.

3.60.20 TAKEOFF
A. At7000ftandISA+20,highelevationandtemperaturescangenerateaTASeffectofup
to25knotsatV2andproduceliftoffspeedsclosetothemaximumtirespeedlimitation.
A slow rotation could produce a VLOF above maximum tire speed. During a two engine
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climbatV2+10(IAS165),theTAScanbeashighas200ktsat10,000ft.
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B. When2engineaircraftareoperated,allenginesoperatingperformanceisacceptableand
notlimitingexceptfortirespeed.However,withoneengineinoperative,obstaclelimited
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performanceisverymarginalwithlittleexcessperformanceatnormaloperatingweights.
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3.60.30 APPROACHANDLANDING
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A. Normalintermediateapproachspeedof250ktsIAS,cangiveaTASofupto330kts.This
willmakeitmuchhardertodeceleratetoapproachspeed.Earlydecelerationthereforeis
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agoodconservativeprecaution.
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B. High TAS has to be taken into consideration when maneuvering as radius of turn is
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considerablymorethanatsealevel.Stabilizedrateofdescentona3degreeglideslopeis
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between850and900fpmonfinalinthelandingconfigurationatVAPP.AtCONFFULLand
VAPP,theTASistypically20knotsabovetheindicatedairspeed,resultinginthenecessity
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tocommencetheflareearlierwithhighgroundspeedontouchdown.Relativetosealevel,
muchhigherenergylevelsexistatthecommencementofdeceleration.
3.60.40 FLARE

A. There is tendency to overrotate if the flare is started late and the sink rate does not
reduce as anticipated due to the density altitude. This causes an increased risk of tail
strikes.
3.60.50 OPERATIONALCONSIDERATIONS
A. AvoiddownwindTakeoffs,orensureV2iswellbelowmax.Tirespeed.
B. Avoidtailwindlanding
C. TireSpeedlimitationscanbecriticalathighTakeoffweights.
D. ARejectedTakeoff(RTO)closetoV1willcauseBrakeTemperatureissues.
E. Hydroplaningismorelikelyevenwithsmalldepthsofcontaminationonrunway.
ROUTEANDAERODROME 3.60 HighElevationAirportOperations
0 15 Oct2015 2
3.60.60 RULEOFTHUMB
DensityAltitude=AirfieldAltitude+1000feetper8degreesaboveISA

Example: Elevation 7,200 ft. With an OAT of 25 degrees (ISA + 24) the density altitude is
10,200ft.
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ROUTEANDAERODROME 3.70 MetricUnitsandAltimetry
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3.70.10 METRICUNITSANDMETRICALTITUDETABLES

UnitsofMeasure Approx.Conversion
Height,Elevation,FlightLevel:meters Mx3.3=feet
SurfaceWind:meterspersec M/secx2=knots
RatesofDescent/Climb:meterspersec M/secx200=ft/min
Speed&UpperWind:km/hr(kph) Km/hr/2=knots
Distance:kmandmeters NMx1.85=Km
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AltitudesandFlightLevelsinmeters(METRICCRUISINGLEVELStable)
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ROUTEANDAERODROME 3.70 MetricUnitsandAltimetry
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3.70.20 ALTIMETERSETTINGPROCEDURES
AboveTransitionLevel:

Whenabovethetransitionlevel(flyingaltitudesreferencedtoSTD=QNE),theproceduresare
straightforward.SimplyconverttheclearedFLmeterstoFLfeetusingthetablesorthemetric
PbontheFCUtofindtheequivalentaltitudeinfeet,andsetit.
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ROUTEANDAERODROME 3.80 ConversionTables
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3.80.10 UNITSOFCONVERSION
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3.80.20 ISA
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0 15 Oct2015 3
3.80.30 METRICWIND/KNOTS/FEETPERMINUTE

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3.80.40 ALTITUDETEMPERATURECORRECTIONCHART
A. Thecalculatedminimumsafealtitudes/heightsmustbecorrectedwhentheOATismuch
lowerthanthatpredictedbythestandardatmosphere.

B. Thecorrectionhastobeappliedontheheightabovetheelevationofthealtimetersetting
source.

C. Thealtimetersettingsourceisgenerallytheatmospherepressureatanairport,andthe
correctionontheheightabovetheairporthastobeappliedontheindicatedaltitude.The
samecorrectionvalueisappliedwhenflyingateitherQFEoratQNH

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Valuestobeaddedbythepilottominimumpromulgatedheights/altitudes(ft):
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O L
C O
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N
O
C

N
C
1 04Feb2016 5
3.80.50 METEOROLOGICALVISIBILITYANDRVRCONVERSIONTABLES

MeteorologicalVisibility
RVRConversion
Conversion
StatuteMiles Meters Feet Meters

1/4sm 400m 300ft 75m
3/8sm 600m 400ft 125m
1/2sm 800m 500ft 150m
D
5/8sm 1000m 600ft 175m
3/4sm 1200m 700ft 200m
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7/8sm 1400m 1000ft 300m
1sm 1600m 1200ft 350m
11/8sm
O L
1800m

1400ft 450m
C O

11/4sm 2000m 1600ft 500m
D TR
11/2sm 2400m 1800ft 550m

13/4sm 2800m 2000ft 600m
N
2sm 3200m 2100ft 650m

O
21/4sm 3600m 2400ft 750m

21/2sm 4000m 3000ft 1000m
C
23/4sm 4400m 4000ft 1200m

N
C
3sm 4800m 4500ft 1400m

U
5000ft 1500m
6000ft 1800m
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O L
C O
D TR

N
C
ROUTEANDAERODROME 3.90 ContingencyProcedures
0 15 Oct2015 1
3.90.10 ENROUTECONTIGENCYPROCEDURES

A. Introduction:

1. Although all possible contingencies cannot be covered, the procedures specified
belowprovideforthemorefrequentcasessuchas:
a. Inabilitytomaintainassignedflightlevelduetometeorologicalconditions,aircraft
performanceorpressurizationfailure;
b. Enroutediversionacrosstheprevailingtrafficflow;and
c. Loss of, or significant reduction in, the required navigation capability when
D
operating in an airspace where the navigation performance accuracy is a
prerequisitetothesafeconductofflightoperations.
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2. Withregardto(a)and(b),theproceduresareapplicableprimarilywhenrapiddescent
and/or turnback or diversion is required. The pilot's judgment shall determine the
O L
sequence of actions to be taken, having regard to the prevailing circumstances. Air
C O
trafficcontrolshallrenderallpossibleassistance.
D TR

B. GeneralProcedures:

N
1. If an aircraft is unable to continue the flight in accordance with its ATC clearance,
and/oranaircraftisunabletomaintainthenavigationperformanceaccuracyspecified
O
for the airspace, a revised clearance shall be obtained, whenever possible, prior to
C
initiatinganyaction.

N
C
2. Theradiotelephonydistresssignal(MAYDAY)orurgencysignal(PANPAN)preferably
U
spokenthreetimesshallbeusedasappropriate.SubsequentATCactionwithrespect
tothataircraftshallbebasedontheintentionsofthepilotandtheoverallairtraffic
situation.

3. If prior clearance cannot be obtained, an ATC clearance shall be obtained at the
earliest possible time and, until a revised clearance is received, the pilot shall
broadcasttheaircraft'sposition(includingtheATSRoutedesignatorortheTrackCode
as appropriate) and its intentions, at frequent intervals on 121.5 MHz (with 123.45
MHzasabackupfrequency).IftheaircraftisinanareawhereATCcommunications
are being conducted on VHF, pending receipt of any reclearance, the position and
intentionsshouldbebroadcastonthecurrentcontrolfrequency,ratherthan123.45
MHz.

4. Until a revised clearance is obtained the specific inflight contingency procedures
detailedbelowshouldbecarefullyfollowed.

5. Ingeneralterms,theaircraftshouldbeflownataflightleveland/oronatrackwhere
other aircraft are least likely to be encountered. Maximum use of aircraft lighting
0 15 Oct2015 2
should be made and a good lookout maintained. If TCAS is carried, the displayed
informationshouldbeusedtoassistinsightingproximatetraffic.

6. Thepilotshouldtakethefollowingactions:
a. complywiththeATCclearanceissued;or
b. adviseATCofintentionsandexecutetheproceduresdetailedbelow.
3.90.20 WEATHERDEVIATIONPROCEDURE
A. ActionstobetakenifarevisedATCclearancecannotbeobtained:
D
1. If the aircraft is required to deviate from track to avoid adverse meteorological
conditionsandpriorclearancecannotbeobtained,anATCclearanceshallbeobtained
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attheearliestpossibletime.UntilanATCclearanceisreceivedthepilotshalltakethe
followingactions:
O L
a. ifpossible,deviateawayfromanorganizedtrackorroutesystem;
C O
b. establish communications with and alert nearby aircraft by broadcasting, at
D TR
suitableintervals:aircraftidentification,flightlevel,position(includingATSroute
designatororthetrackcode)andintentions,onthefrequencyinuseandon121.5
MHz(or,asabackup,ontheinterpilotairtoairfrequency123.45MHz);
N
c. watchforconflictingtrafficbothvisuallyandbyreferencetoTCAS;
O
Note: If, as a result of actions taken under the provisions above, the pilot
C
determines that there is another aircraft at or near the same flight level
with which a conflict may occur, then the pilot is expected to adjust the
N
C
pathoftheaircraft,asnecessary,toavoidconflict.
U

d. turn on all aircraft exterior lights (commensurate with appropriate operating
limitations);
e. fordeviationsoflessthan10NMremainatalevelassignedbyATC;
f. fordeviationsgreaterthan10NM,whentheaircraftisapproximately10NMfrom
track,initiatealevelchangeinaccordancewiththefollowingtable;
RouteCenterLineTrack Deviations>10NM LevelChange

EAST LEFT DESCEND300ft
000179magnetic RIGHT CLIMB300ft
WEST LEFT DESCEND300ft
180359magnetic RIGHT CLIMB300ft
g. whenreturningtotrack,beatitsassignedflightlevelwhentheaircraftiswithin
approximately10NMofthecenterline;and
0 15 Oct2015 3
h. ifcontactwasnotestablishedpriorto deviating,continuetoattempt tocontact

ATC to obtain a clearance. If contact was established, continue to keep ATC
advisedofintentionsandobtainessentialtrafficinformation.
3.90.30 RADIOCOMMUNICATIONFAILURE
A. Iftwowaycommunicationislost,thetranspondermustbesettoModeACode7600.

B. A controller seeing this response will check the extent of the failure by instructing the
aircraft to operate Ident. or to change codes. If the aircraft receiver is functioning,
further control of the aircraft may continue using code changes or Ident. to
acknowledgeclearances.
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C. Use123.45tocontactotheraircraft.121.5mayalsobeused.

D. Navtechprovidesspecificguidance,ifapplicable.
O L
C O
3.90.40 TRANSPONDERFAILURE

D TR
A. In the event of complete transponder failure, ATC will endeavour to allow the flight to
continueinaccordancewithflightplan.Incertaintrafficsituations,however,particularly
whenthefailureisdetectedsoonaftertakeoff,thismaynotbepossible,andtheaircraft
N
mayberequiredtoreturntothedepartureaerodromeortolandatanotheracceptable
O
aerodrome.
3.90.50 HIJACK
N
C

A. Intheeventofahijack,transponderModeACode7500shouldbeselected.
U
3.90.60 EMERGENCY

A. Ifthetransponderisalreadyoperatingonaspecifiedcode,thiscodemustbemaintained
in an emergency unless directed by ATC. In any other circumstance Mode A Code 7700
shouldbeselected.
3.90.70 MODES

A. Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft
withintheirrange,ModeS(Select)establishesselectiveandaddressedinterrogationswith
aircraftinflightwithinitscoverage.Suchselectiveinterrogationimprovesthequalityand
integrity of the detection, identification and altitude reporting. These improvements
translateintobenefitsintermsofsafety,capacityandefficiencybenefitswhicharekey
tosupportingthefutureofthehightrafficdensityairspace.

B. The first step in the introduction of SSR Mode S was known as Mode S Elementary
Surveillance(ELS).ModeSEnhancedSurveillance(EHS),whichbuildsupontheconceptof
0 15 Oct2015 4
ELS and consists of the extraction of Downlink Aircraft Parameters (DAPs), facilitates an
increase in the safety and efficiency of the ATM operations, and is being progressively
introduced.DAPscanbedisplayedtoATCControllers.

C. TheseDAPsconsistofthefollowingeightparameters:
1. SelectedAltitude,
2. RollAngle,
3. TrackAngleRate,
4. TrueTrackAngle,
5. GroundSpeed,
D
6. MagneticHeading,
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7. IndicatedAirspeed/MachNo,
8. VerticalRate O L
C O
D. AllCebuPacificAirbusfleetareequippedwithModeSEnhancedsurveillance.
D TR

E. Mode S multilateration technology is used on the ground and provides accurate
surveillance and identification of all aircraft and transponder equipped vehicles on the
N
airportsurface.The multilaterationsystemusesmultiplereceiversaroundtheairportto
capturethe"squitter"transmittedfromtheModeStransponder.Then,bycomparingthe
O
time difference, the system calculates the position. For aircraft the system will get the
C
identitybyselectivelyinterrogatingthetranspondertoreceivetheassignedModeAcode
and the Aircraft Identification (i.e. The ICAO 3letter designator and flight number)
N
C
insertedintheFMS.
U

F. Pilotsshouldensurethatthetransponderisoperating(i.e.XPDRorAUTO,asinstalled,not
OFForSTBY)andtheassignedModeAcodeselectedfromtherequestforpushbackor
taxiwhicheverisearlier.

G. Controllers see the result on a dedicated display screen, with each aircraft and vehicle
securely tagged with its identification and position. It is in use at many of the major
Europeanairportsandisplannedforwidespreadimplementation.

H. Pilots should ensure that the transponder is operating continuously (i.e. XPDR or AUTO,
notOFForSTBY)afterlandingcontinuouslyuntiltheaircraftisfullyparkedonstand.

I. Correctuse ofSOP's(e.g.CallsignentryintoFMSandATC Transponderoperation) cater
for the requirements of Mode S operation, which is otherwise transparent to the crew.
ShoulditbenecessarytoreinitialisetheCallsigninflight,forexampleifanincorrectentry
hadinadvertentlybeenmade;firstDELETESECFPLN;COPYACTIVEFPLN;INITSECFPLN
usingrequiredentries;ACTIVATESECFPLN.
0 15 Oct2015 5
3.90.80 SATCOM
A. SATCOM telephone communications is provided for Flight Crew and Passenger use. Six
channelsareinstalled,twoofwhicharededicatedtoFlightDeckuseonly.Thesecanbe
usedeitherforACARScommunicationsviatheATSU(whenoutofrangeofVHFdatalink),
orforvoicecommunicationsatanytime.

Note: IRUs must be aligned before SATCOM is operative, as the transceivers rely on a
stabilisedplatformtoalignwithsatellites.

B. SATCOMmainmenupageisaccessedviatheMCDUMENUkey.CabinCalls(asinstalled)
can be disabled via the SATCOM STATUS prompt (normally left enabled). Full system
D
descriptionisgiveninAirbusFCOMDSC234510andinstructionsforuseinAirbusFCOM
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PROSUP23.

O L
C O

D TR

N
O
C
N
C
U
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O L
C O

D TR
N
O
C
N
C
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4 SpecialOperations
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4.10 EXTENDEDDIVERSIONTIMEOPERATIONS(EDTO)
4.10.10 General
4.10.20 EDTOEndorsementandValidity
4.10.30 EDTOOrientationChartsandComputerizedFlightPlan(CFP)
4.10.40 EDTOFuelRequirementsandPlanning
4.10.40.10 CriticalFuelScenario
4.10.40.20 AdditionalfuelReserve
D
4.10.50 EDTOSuitableEnrouteAlternateRequirements
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4.10.50.10 UseofDepartureorDestinationasEDTOAlternate
4.10.50.20 SingleSuitableEDTOAlternate
O L
4.10.60 EDTOWeatherRequirements
C O
4.10.60.10 EnrouteAlternateWeatherMonitoring
D TR
4.10.60.20 EDTOEnrouteWeatherPlanning
4.10.70 EDTOAircraftRequirements
N
4.10.80 EDTOFlightCrewProcedures
O
4.10.80.10 ReroutingorDiversionDecisionMaking
C
4.10.90 EDTOFlightWatch
N
C

4.20 ADVSERSEWEATHER
U
4.20.10 AdverseRunwayConditionsTakeoffandLanding
4.20.10.10 RunwaySurfaceCondition
4.20.10.20 PerformanceBasisonaGivenRunway
4.20.10.30 OperationalLimitations
4.20.10.40 PICConsiderations
4.20.20 ApproachandLandingConsiderations
4.20.30 OperationsinTurbulenceandWindshear

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O L
C O
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N
C

4 SpecialOperations
4.10 ExtendedDiversionTimeOperations
ROUTEANDAERODROME (EDTO)
MANUALSUPPLEMENT
Rev.No. Rev.Date PageNo.
0 15 Oct2015 1
4.10.10 GENERAL
A. ExtendedDiversionTimeOperations(EDTO)istheacronymcreatedbyICAOtodescribe
the operation of twinengine turbine aircraft over a route that contains a point further
than 60 minutes of flying time, at the approved single engine inoperative cruise speed
(understillairISAconditions)fromanAdequateAirport.EDTOincludesoperationsover
remotelandareasandwater.
1. ThetermEDTO&ETOPScanbeusedinterchangeablyandisinlinewiththenewICAO
Annex6.
2. For Cebu Pacific A330 aircraft type, the 60minute is considered to be a standard
D
distanceof430NM.
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3. TheEDTOEntryPoint(EEP)isthepointenrouteatwhichtheaircraftexceedsthe60
minfromtheclosestadequateairport.
O L
4. TheEDTOsegmentstartsattheEEPandendsattheExitPoint(EXP)whentheflightis
C O
backandremains60minsfromtheclosestenrouteadequateairport.

D TR
B. EDTOEnrouteAlternate

1. AnEDTOEnrouteAlternateisanairportwhichhasbeennominatedandindicatedin
N
the OFP for a particular EDTO flight as an aerodrome to which a diversion can be
O
safelyaccomplished.

C
2. BelowisthetableofCAAPapprovedenroutealternates:
N
C
AUSTRALIA
U
YBCS CNS CairnsIntl

YBCG OOL GoldCoastAirport
YBAS ASP AliceSprings
YBTL TSV TownsvilleAirport
YMAV AVV AvalonAirport
YPAD ADL AdelaideIntl
YPDN DRW DarwinIntl
AYPY POM JacksonIntl
WABB BIK FransKaisiepoAirport
WAPP AMQ AmbonAirport
RPMD DVO DavaoIntl
RPMR GES TamblerIntl
WAAA UPG SultanHassudinIntl(Makassar)
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D
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O L
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N
O
C
N
C
U
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WESTASIA(SAUDIARABIA,UAE,KUWAIT,QATAR)
VVTS SGN TansonNyatIntl
VVNB HAN NoiBaiIntl
VTBS BKK SuvarnavhumiIntl
VECC CCU NetajiSubhasChandaraBoseIntl
VOHS HYD RajivGandhiIntl
VABB BOM ChatrapatiShijaviIntl
D
OPKC KHI KarachiIntl
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OOMS MCT MuscatIntl
VIDP DEL O L
IndiraGandhiIntl
C O
VMMC MFM MacaoIntl
VHHH HKG HongkongIntl
D TR
ZPPP KMG KunmingWujiabaIntL

VYYY RGN YangonIntl
N
VCBI CMB BandaranaikeIntl(Colombo)

O
VVDN DAD DanangIntl

C
WBKK BKI KotaKinabaluIntl

N
C
WMKK KUL KualaLumpurIntl

U
VTSP HKT PhuketIntl

WIMM KNO KualanamuIntl(Medan)
VOMM MAA ChennaiIntl
VRMM MLE IbrahinIntl(Male)
OOSA SSL SalalahAirport

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WestAsia(SaudiArabia,UAE,Kuwait,Qatar)

D
PY LE
O L
C O
D TR
N
O
C. EDTOAreaofOperations
N
C

1. TheEDTOareaofoperationsistheareainwhichthecompanyisauthorizedbyCAAP
U
toconductaflightundertheEDTOrules.Itisrepresentedbycirclescenteredonthe
EDTOEnrouteAirports,theradiusofwhichdefinesthemaximumdiversiondistance.
It is measured by an airplanes oneengine inoperative cruise speed under the
standardconditioninstillair.

2. AnyrouteintheareasgivenbelowmaybeusedforEDTOoperationsbyCebuPacific
Air,providedthatallrelevantrequirementsaremet.
4.10.20 EDTOENDORSEMENTANDVALIDITY
A. UponcompletionoftheapprovedCebuPacificEDTOGroundTrainingandOnesectorof
LineTrainingunderthesupervisionofaTRI,FlightCrewshallbeallowedtoconductline
operationsunderEDTOrules.

B. EDTOvalidityisrenewedonanannualrecurrenttrainingprogram
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4.10.30 EDTOORIENTATIONCHARTSANDCOMPUTERIZEDFLIGHTPLAN(CFP)
A. The EDTO Orientation Chart depicts the route of flight and indicated the 60 and 120
minutearcsinordertoprovideorientationforflightcrew.

B. The CFP IS THE Master reference for EDTO flight planning. In addition to the normal
informationprovidedontheCFP,TheEDTOCFPshallalsoinclude;
1. CurrentEDTOrulemaxdiversiontimeauthorized
2. EDTOfuelPlanning
D
3. EntryPoints,EquitimepointsfromAdequateAerodromesandExitPoints
4. CriticalFuelScenarioPlanning
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C. SampleEDTOComputerizedFlightPlan:
O L
C O
D TR
N
O
C
N
C
U
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D
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O L
C O
D TR
O
C
N
C
U
4 SpecialOperations
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D
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O L
C O
D TR
N
O
C
N
C
U

4 SpecialOperations
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D
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O L
C O
D TR
N
O
C
N
C
U

4 SpecialOperations
MANUALSUPPLEMENT
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D
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O L
C O
D TR
N
O
C
N
C
U
4 SpecialOperations
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D
PY LE
O L
C O
D TR
N
O
C
N
C
U
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D
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O L
C O

D TR
N
O
C
N
C
U
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4.10.40 EDTOFUELREQUIREMENTSANDPLANNING
A. Unliketheareaofoperations,whichisdeterminedinstillairandISAconditions,EDTOfuel
planningmustconsidertheexpectedweatherconditionsforecastenrouteincludingWind
Component,ISAdeviationandIcing.

B. BothStandardFuelplanningandEDTOfuelplanningmustbecalculatedandthehigherof
thetwomustbeuplifted.

C. EDTOFuelplanningrequiresthecalculationofaCriticalFuelScenario;thisfuelplanningis
splitintotwoparts:
D
1. StandardFuelscenariofromdeparturetotheCriticalETP
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2. CriticalETPtothediversionairport.

D. TheCriticalETPistheETPexhibitingthelowestfuelsurplusorthehighestfueldeficit.The
O L
highestfueldeficitisconsideredtobetherequiredadditionalEDTOfuelreserve.
C O

E. IftheEDTOsectoriscoveredbyonlyonesuitableairport,thecriticalfuelwillbebasedon
D TR
EEPandEXPandinmostcasestheEXPbeingthemostcritical.
4.10.40.10 CriticalFuelScenario
N
A. EDTOCriticalFuelScenarioisbasedontheStudyofthreefailures:
1. EngineFailure
C
2. Depressurization
N
3. DepressurizationandEngineFailure
C
B. The fuel requirements will be compared the standard fuel requirement and
thehighestquantitywillbeuplifted,ensuringsafecompletionoftheflight.

C. TheEnginefailurescenariomustconsiderdescentattheselectedcruisespeed
to the selected level schedule and Diversion cruise at the selected level and
speed.

D. TheDepressurizationscenarioshallconsideremergencyDecentatVmo/Mmo
(speedbrakesextended)downtoFL100andDiversioncruiseperformedatLRC
speed.

E. The Depressurization and Engine Failure scenario shall consider emergency
Decent at Vmo/Mmo (speedbrakes extended) down to FL100 and Diversion
cruiseperformedattheselectedspeedschedule.
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4.10.40.20 AdditionalFuelReserves
A. EDTOrequiresthatadditionalfuelbeaddedtothefuelcalculatedinthethree
casestoallowfor:
1. ContingencyFuel5%
2. PerformanceFactor
3. APUFuelconsumption
4. IcingPenaltyandEffectofanyMEL/CDL

D
4.10.50 EDTOSUITABLEENROUTEALTERNATEREQUIREMENTS
PY LE
A. For Cebu Pacific EDTO operations the dispatcher will check all the appropriate alternate
airports and nominate these into the CFP. The flight crew shall ensure that these
selectionsaresuitable. O L
C O
B. Anadequateairportisonethatmeetsthefollowingrequirements:
D TR
1. Hasarunwaythatislongenoughtosafelybringanaircrafttostopwithinthelanding
distanceavailableafterclearingallobstaclesintheapproachplanbyasafemargin.
N
2. Isexpectedtobereadilyavailableifrequired
O
3. Is equipped with necessary auxiliary services such as ATC, lighting, meteorological

services,navigationandapproachaidsandrescueandfirefightingservices.
C
N
C
C. AnadequateairportmustbeconsideredsuitableifitistobeusedasanEDTOalternate
airportforflightplanningpurposes.
U

D. Anadequateairportisconsideredsuitablewhen:
1. TheforecastweatherequalorexceedstheEDTOenrouteWeatherPlanningMinima
withinaperiodofonehourbeforetheearliesttimeofusetoonehourafterthelatest
timeofuse.
2. Runwayconditionsalsoensurethatasafelandingcanbeaccomplished
4.10.50.10 UseofDepartureorDestinationasEDTOAlternates
A. If no enroute alternate airports are available, departure or destination

airportscanbeusedasEDTOenroutealternates.

B. Normal(nonEDTO)meteorologicalminimaareappliedtothedestinationand
thedepartureairportincaseofreturn.
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4.10.50.20 SingleSuitableEDTOAlternates
A. AnEDTOsegmentmaybecoveredbyacombinationofsuitablealternatesor
just one suitable alternate provided that the airports or airport meet the
criteriatobenominated,i.e.weather.

B. WhenonlyoneairportcoverstheEDTOsegment,thediversionisplannedto
thatairportoncetheEDTOsegmenthasbeenenteredanduptothetimethe
flight exits the EDTO segment and is back within the 60 minutes of an
adequateairport.
D

4.10.60 EDTOWEATHERREQUIREMENTS
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A. Toensurethataninstrumentapproachwillbepossibleatthetimethatadivertingaircraft
wouldreachthediversionairport,EDTOrequiresahigherthanstandardweatherminima
O L
duringtheflightplanningstagefortheselectedEDTOalternateairports.
C O

D TR
B. Note that the planning minimums are not applicable during flight and should not be
consideredlimitingatthisstage.TheDiversiontoanalternateshallbeconductedatthe
discretionofthePIC.
N
4.10.60.10 EnrouteAlternateWeatherMonitoring
O
A. Flight crew must monitor the forecast weather for any required EDTO
alternates whilst enroute. Once the aircraft has been dispatched, the EDTO
N
C
alternates remain suitable if the forecasted weather reports (METAR + TAF)

U
indicate that the weather will remain at or above the Aerodrome Operating
Minima.

B. Shouldtheweatherataselectedalternatedeterioratebelowlandingminima
prior to entering the EDTO segment, another alternate must be nominated
thatdoessatisfytheweatherrequirements.Ifthereisnoavailablealternate,
theflightmustnotentertheEDTOsegmentandtheflightshallbererouted
toNONEDTOroute.

C. IfalreadyintheEDTOsegment,thePICshallcontinuetheflightonanEDTO
route.
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4.10.60.20 EDTOEnrouteWeatherPlanningMinima
A. Theminimashowninthetablebelowareallpredicatedontheminimashown
ontheapplicableInstrumentApproachprocedurecontainedintheNAVTECH
documentationthatisinaccordancewithPCAR8.6.2.12.

PlanningMinima
Airportwithatleasttwo Airportwithatleasttwo
TypeOfApproach separateapproach separateapproach
D
procedurebasedontwo proceduresbaseontwo
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separateaidsservingtwo separateaidsservingone
separaterunways(see runwayoratleastone
note) approachprocedure
O L basedononeaidserving
C O
onerunway
Precision PrecisionApproach NonPrecision
D TR
Approach CatIMinima ApproachMinima

CatII,III
N
(ILS,MLS)
Precision NonPrecision Circlingminimaor,if
O
Approach ApproachMinima notavailable,non

CatII,III precisionapproach
C
(ILS,MLS) minimaplus60m
N
C
(200ft)/1000m
NonPrecision Thelowerofnon Thehigherofnon
U
Approach precisionapproach precisionapproach

minimaplus minimaplus60m
200ft/1000mor (200ft)/1000mor
circlingminima circlingminima
Circling CirclingMinima
Approach

Note: Runways on the same airport are considered to be separate runways
when they are separate landing surfaces which may overlay or cross
suchthatifoneoftherunwaysisblocked,itwillnotpreventtheplanned
typeofoperationsontheotherrunwayandeachofthelandingsurfaces
hasaseparateapproachbasedonaseparateaid.
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4.10.70 EDTOAIRCRAFTREQUIREMENTS
A. AircraftServiceability

1. An EDTO flight is processed as a normal flight with some additional restrictions
relating to Extended Diversion time operations. IOCC will liaisewith Maintenance to
check for technical restrictions affecting the aircraft and will provide the flight crew
withalltherelevantinformationtoconducttheflightsafely.

2. AnEDTOservicecheckmustbecompletedandindicatedintheTechnicalLogbook.
D
B. MEL/CDLConsiderations
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1. EDTO serviceability requirements are more restrictive than normal operations

therefore any system deficiencies that may impact dispatch of the aircraft must be
O L
informed to IOCC prior to dispatch. These items have to be reviewed by the flight
C O
crew to assess what affect they might have on additional requirements and/or
limitations.
D TR
C. EDTOVerificationFlight
1. CAAP might require a verification flight be conducted after certain maintenance

O
actions.Theverificationmustbecompletedinthefirst60minutesoftheflightprior
toenteringtheEDTOsegment.
C
2. Verificationflightsarearequirementforthefollowing:
C
U
a. MaintenancetoEDTOsignificantcomponents
b. EngineChange
c. Fueloroilsystemmajorchange
d. EDTOsignificantfailures
e. Releasefromlettercheck
3. Maintenance will determine the requirement of a verification flight after reviewing

thetechnicallog;

4. AnoticetothecrewwillberaisedrequestingtocarryoutanEDTOverificationflight;
IOCC must also be notified after 60 minutes of the flight if any defects have been
noted.

5. The fuel requirements for an EDTO verification flight may include sufficient fuel to
completethesectorvianonEDTOrouting.ThePICshallconsider:
a. Previoustechnicalhistoryoftheaircraft
4 SpecialOperations
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0 15 Oct2015 17
b. Availabilityofenrouteengineeringsupport
c. AvailabilityofnonEDTOroutings
d. Forecastenrouteweather
e. Commercialimplicationsofexcessfuelonthepayload
f. Desirabilityofminimizingdisturbancetonetworkscheduling
4.10.80 EDTOFLIGHTCREWPROCEDURES
A. An ETOPS/EDTO flight shall be conducted in accordance with the Operating procedures
D
specifiedintheA330FCOMasmodified/refinedbythosecontainedinChapter8.70ofOM
A.Forquickguidance,belowarethesubjectsthatthecrewneedstobeawareof:
PY LE

1. AircraftAcceptance
O L
a. WhenacceptingtheaircraftpriortoanETOPSflight,thePilotinCommand(PIC)
C O
mustensurethattheETOPS/EDTOCheckintheAircraftTechnicalLogisproperly
signedoff.
D TR
b. Additionally,particularattentionmustbepaidtoHILitemsthatareannotatedin
theMELas"ForETOPS".
N

2. FMGSPreparation
O
a. SinceETOPS/EDTOflightsarealmostalwaysflightsinvolvingextendedperiodsof
C
IRS and GPSonly navigation, and to cater for possibility of GPS failure, a full
N
C
alignmentoftheIRS'satthegateismandatory.

U
3. OperationsFlightWatch
a. TheFlightWatchserviceisprovidedtoallETOPS/EDTOflightsby10CCusingany
orallofcommunicationmeans(ACARS,HF,VHFandSATCOM).

4.AwarenessofDiversionAirports
a. If a nominated airport cannot continue to the meet the requirements of an
ETOPS/EDTOAdequateAirport:
i. SelectanotherETOPS/EDTOAdequateAirportwithinthemaximumdiversion
distanceOR,
ii. NONETOPS/NONEDTOcriteriamustbeapplied.

5. FuelMonitoring
a. Inadditiontothestandardfuelmonitoringpolicy,toallowanongoingassessment
to be made of the validity of the ETOPS/EDTO fuel policy the flight crew will
recordthefollowingfuelquantities,ateachETP:
4 SpecialOperations
MANUALSUPPLEMENT
0 15 Oct2015 18
i. Fuelremaining(FOB),basedoncalculatedfuelquantity;
ii. Any difference between the minimum diversion fuel required, based on the
ETPfuelcalculations,andtheactualfuelremainingattheETP.
b. A diversion or rerouting is not required if the fuel remaining at anyone of the
ETPs, is established to be below the minimum required by the ETOPS diversion
fuelcalculationsontheCFP,unlessthereisasuspectoffuelleak.Thediscrepancy
shall however be reported by submitting a Journey Report (JR) for further
investigation,andcorrectiveactionshallbedoneifdeemedappropriate.
c. TheflightcrewisrequiredtomakeafuelstatusreporttoFlightDispatchat the
D
firstETOPS/EDTOExitpoint.

PY LE
6. WeatherMonitoring
a. Before reaching the EEP, the flight crew shall make every effort to obtain, from
O L
the most convenient source (ACARS, ATC, IOCC, the latest weather forecasts or
C O
reports for the applicable ETOPS/EDTO Enroute alternate airports, in order to
confirm their continued suitability. Weather conditions during the applicable
D TR
'validity periods at ETOPS/EDTO Enroute alternate airport(s) must be above the

inflightapproachminima.ETOPS/EDTOdispatchweatherminimadonotapplyin
flight.
N
b. Should any of the ETOPS/EDTO Enroute alternate airports selected for the flight
O
become unsuitable, for whatever reason, prior to the ETOPS/EDTO entry point,
informI0CC.InthissituationI0CCandtheflightcrewwillworktogetherto:
C
i. Checkwhetherothersuitableairportsareavailablethatwillallowtheflightto
N
C
continueontheplannedETOPSroute;orifthisisnotpossible,
U
ii. Reroute to ensure that the aircraft remains within the applicable maximum
diversion distance of a suitable enroute alternate throughout any
ETOPS/EDTOsegment;orifneitheroftheseoptionsisavailable,
iii. Reroute to remain nonETOPS throughout the flight to the planned
destination.Ifnoneoftheaboveoptionsisviable,thenanairturnbackwill
benecessary.
c. Where a change of ETOPS Enroute alternates or reroute is required, I0CC will
make every attempt to provide a revised OFP to the flight crew. The preferred
methodsofprovidingthisrevisionindescendingorderofpriorityare:
i. ACARSmessage.
ii. VoiceCommunication.
d. ShouldoneoftheETOPS/EDTO enroutealternateairportsselectedfortheflight
become unsuitable, for whatever reason, during the ETOPS/EDTO segment (i.e.
after passing the applicable ETOPS/EDTO entry point) then a diversion is not
necessary.Theflightshouldbecontinuedontheplannedroute.
4 SpecialOperations
MANUALSUPPLEMENT
0 15 Oct2015 19
7. AircraftSystemsMonitoring
a. Aswithnormaloperations,theaircraftsystemsstatusischeckedwithreference
totheECAMMEMO,STATUSandSYSpages.

8. ETOPS/EDTOCommunicationsProcedures
a. Proper communications procedures are a vital requirement for the safe and
reliable conduct of ETOPS/EDTO operations. All crews involved in ETOPS/EDTO
flightsmustrigorouslyadheretothecommunicationsproceduresspecifiedbelow,
andareencouragedtofullyutilizeallavailablemeansofcommunicationtoensure
that contact with I0CC is possible during the flight. Any communications
D
difficultiesexperiencedmustbefullyreportedassoonaspossiblebysubmittinga
PY LE
JourneyReport,inordertoallowpromptrectificationaction.
b. It is recommended to perform a preflight ACARS printer test. However, ACARS
serviceability is not mandatory for an ETOPS/EDTO flight. Crews must pass the
O L
followingETOPSdeparturemessagetoI0CC,atleast30minutespriortoentering
C O
thefirstETOPS/EDTOzone.
D TR
i. ETAatfirstETOPS/EDTOEntrypointswithpredictedFOB
AA.The primary means of transmitting this ETOPS/EDTO departure message
N
shallbeviaACARS.
BB.After passing the final ETOPS/EDTO Exit Point, an ETOPS/EDTO exit
O
message must be passed to I0CC by the best available means. The

C
messageshallincludethefollowinginformation:
N
C
1. TimeatETOPS/EDTOExit;
U
2. FuelRemainingatETOPS/EDTOExit;
3. ETAatdestination.

9. DiversionDecision
a. DuringanETOPS/EDTOflight,adiversion,reroutingorturnbackwillneedtobe
consideredinthefollowingcircumstances:
i. LossofRNP10capabilitybeforeenteringRNP10airspace.
ii. Weather conditions at one or more of the ETOPS/EDTO enroute alternate
airports falls below the applicable approach minima, or becomes unsuitable
foranyreason,beforereachingtheETOPS/EDTOEntryPoint;
iii. Aircraft or critical system failure/malfunction, requiring a diversion to the
nearestsuitableairport.Asapolicy,theseshallinclude:
AA. CasesleadingtoLANDASAPontheECAMorintheQRH,
4 SpecialOperations
MANUALSUPPLEMENT
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BB. The"ElectricalGeneration"and"FuelSystem"failurecaseslistedinthe
"EXTENDEDRANGEOPERATIONDIVERSIONDURINGEXTENDEDRANGE
OPERATION"sectionofFCOMPROSPO40A40;
iv. Failuresresultinginincreasedfuelconsumption.

10.PostFlightProcedures
a. TheIRSdrift(intermsofpositiondeviationandresidualgroundspeed)isassessed
atthegate,inaccordancewiththeFCOM,andalogbookentryisperformedifthe
IRSpositiondeviationorresidualgroundspeedexceedstherelevantlimits.
D
b. All ETOPS/EDTO significant defects, which would prevent the aircraft to be
dispatched on an ETOPS/EDTO flight in compliance with the MEL, will be duly
PY LE
reported in the logbook for maintenance assessment and corrective action, as
required.
O L
4.10.90 EDTOFLIGHTWATCH
C O
D TR
A. IOCCmaintainsaflightwatchforallCebuPacificEDTOflights.Theflightwatchpersonnel
monitor:
1. WeatherforecastsforEDTOalternates
N
2. Enrouteweatherforecastsandsigmets
O
3. NOTAMS
C
4. Anyalterationtothestatusofenroutefacilities
N
C

B. IOCCshalltakenoteofcrewreportingestimatesofEEPs,ETPs,EXPsandDestinationETA
U
through ACARS messages. If any factor renders enroute alternate unsuitable they will
contacttheflightandassistwithanyreplanningthatmayberequired.

4 SpecialOperations
ROUTEANDAERODROME 4.20 AdverseWeather
0 15 Oct2015 1
4.20.10 ADVERSERUNWAYCONDITIONSTAKEOFFANDLANDING
4.20.10.10 RunwaySurfaceCondition
A. For takeoff and landing performance purposes, runway surfaces are

categorizedasDry,SlipperyorContaminated.

B. Arunwayisconsideredtobe:
1. DRYWhenneitherslipperynorcontaminated.

2. SLIPPERYWhenduetothepresenceofashallowdepthofwaterbased
D
material on the runway, the stopping capability is reduced below that
PY LE
availablewhenitisdryortherunwayiscoveredbyasolidwaterbased
materialwhichinherentlyhasalowercoefficientoffrictionthanadry
runwaysurface(forexample,ice)
O L
C O
3. CONTAMINATED When dueto thepresenceofa significantdepthof
waterbasedmaterialontherunwaythestoppingcapabilityisreduced
D TR
belowthatavailableontherunwaywhenitisdry.
ARunwayisconsideredtobecontaminated,slipperyoricywhenmore
N
than25percentoftherunwaysurfacearea(whetherinisolatedareas
O
arenot)withintherequiredlengthandwidthbeingused,iscoveredby
waterbasedmaterial.
C
N
C
C. WaterBasedMaterialONRunways
Term Definition
Damp A runway is damp when the surface is not dry but
whenwateronitdoesnotgiveashinyappearance.
Wet A runway is wet when the surface has a shiny
appearanceduetoathinlayerofwater.
StandingWater Waterofsubstantialdepth
Slush Water saturated with snow which spatters when
steppingfirmlyonit
WetSnow Snow if compacted by hand will stick together and
tendtoformasnowball.
Dry/LooseSnow Snow which can be blown if loose, or if compacted
byhandwillfallapartagainuponrelease
Icy Ice
4 SpecialOperations
0 15 Oct2015 2
D. Thefollowingtableshowsthedepthsofwaterbasedmaterialsabovewhich
arunwayisconsideredtobecontaminated:
Category RunwayCondition
None
Dry
Damp
Slush(depth<2mm)
Water(depth,3mm)

WetSnow(depth<4mm)
Slippery
CompactedSnow
D
Ice
PY LE
Slush(depth>=2mm)
Water(depth>=3mm)
O L
Contaminated
WetSnow(depth>=4mm)
C O
DrySnow(depth>15mm)
D TR

4.20.10.20 PerformanceBasisonaGivenRunway

N
A. Takeoff or Landing on a slippery or contaminated runway incurs

O
considerableperformancepenalties.

C
B. Airportauthorityreportsonrunwayconditiontypicallyinclude:
N
C
1. ThetypeofdepositontheRunway
U
2. Reportedrunwayfrictioncoefficient
3. ReportedBrakingaction(typicallygood,mediumorpoor)

C. Performance corrections for both takeoff and landing should be based on
thetypeofmaterialontherunwayandwhereappropriateitsdepth.Refer
totheFCOM/QRHforthemethodstobeusedtoobtainperformancedata
onslipperyorcontaminatedrunways.

4.20.10.30 OperationalLimitations

A. Refer to the Airbus FCOM or QRH for maximum crosswinds on slippery or
contaminatedrunways.
1. TOGAThrustmustbeusedoncontaminatedrunways
2. MaxReverseforlandingmustbeusedoncontaminatedrunways
3. Takeoffisnotallowedonicyrunways

4 SpecialOperations
0 15 Oct2015 3
B. Takeofforlandingisnotallowedonrunwayscoveredwithmorethan
1. 13mmofstandingwater
2. 13mmofslush
3. 100mmofdrysnow
4. 25mmofwetsnow

C. Takeoffmustnotbecommencediftheriskoficingduringtheinitialclimb
outisforecastedsuch thattheantiicingsystem maynot be ableto cope
withtheexpectediceaccretion.

D
D. Takeoffshouldbeabandonedimmediatelyiftheaircraftfailstoaccelerate
PY LE
properly.

E. Theavailableclearedortreatedrunwaywidthshallnotbelessthan30m.

O L
C O
F. Snowbanksadjacenttotheclearedwidthofrunwaysandtaxiwaysmustbe
D TR
limitedtosuchaheightthatadequateprotectionisprovidedagainstengine
ingestion, damage to engine pods or extended flaps and slats. Follow the
taxiwayandrunwaycenterlinesascloselyaspossibleandrequestguidance
N
fromtheairfieldauthorityincaseofdoubt.

O
4.20.10.40 PICConsiderations

C
A. AvailableRunwaylength
N
C
B. Whethertherunwaysurfaceisgroovedorporous
U
C. Clarityofthreshold,centerlinelightsandedgelights
D. Surfacewindandcrosswindlimitations
E. Visibility/RVR
F. PilotReportsfromcomparableaircrafttype(tobeusedasguidanceonly)
4.20.20 APPROACHANDLANDINGCONSIDERATIONS
A. Theeffectoficeaccumulationonaircraftistoincreasestallingspeedconsiderably.Insuch
conditions it is recommended therefore in accordance with the FCOM to increase the
minimumpatternspeeds,particularlytheapproachspeed.

B. If there is ice on the wing leading edge use wing anti ice before deploying slats. During
approachandlandingallantiicingsystemsshouldbeusedcontinuously.Extendedperiods
offlightwithslatsandflapsshouldbeavoided.

4 SpecialOperations
0 15 Oct2015 4
C. Iffreezingrainisreportedattheairfield,specialattentionshouldbepaidtothepotential
iceaccumulationontheaircraftandbrakingconditions.

D. In fog or in falling or blowing snow, landing lights should be used in caution as the
reflectedlightmayactuallyreducetheeffectivevisibility.

E. InCaseofdirectionalproblemsduringlandingespeciallyincrosswindconditionsonawet
andcontaminatedrunwaythefollowingshouldbeconsidered:
1. Usefullreverseassoonaspossibleaftertouchdown.Idlereversemaybeusedonceit
has been established landing distance assured and directional control can be
maintained
D
2. Wheelbrakingshouldbeappliedonceallwheelsarefirmlyontheground.Modulated
PY LE
brakingshouldnowbeusedsinceitincreasessoppingdistance.UseofAutobrakeis
recommended.

O L
4.20.30 OPERATIONSINTURBULENCEANDWINDSHEAR
C O

A. Turbulence is meteorologically defined as a disturbed flow of air with embedded
D TR
irregular whirls eddies or waves. An aircraft in turbulent flow is subjected to irregular

motionwhilemoreorlessmaintainingitsintendedflightpath.

N
B. Intensityspecificationsforturbulencehavebeendefinedasthefollowing:
O
1. Light:Slightdiscomfortandlightoscillations.
C
2. Moderate:Moderatechangesinaircraftaltitudeorattitudeaccompaniedbysmall
variationsinairspeed.Walkinginthecabinisdifficult,looseobjectsmovearound.
N
C
Strongintermittentjolts.
U
3. Severe:Abruptchangesinaircraftaltitudeorattitude.Aircraftmaybeoutofcontrol
forminuteperiodsaccompaniedbylargeairspeedandthrustvariations.Occupants
areforcedviolentlyagainstseatbeltsandlooseobjectsaretossedaround.

C. Windshear is meteorologically defined as the local variation of wind velocity in a given
but changeable direction. Windshear in aviation equates to the rate of change of wind
velocityalongthepathofanaircraft.

D. Windshearwithorwithoutturbulencealterstheliftingforceonanaircraft,resultingina
significantsinkingorrisingmotion.Itisthuscategorizedas:
1. Increasedperformanceshearcausedbyincreasingheadwindordecreasingtailwind
componentorverticalupdrafts.
2. Decreaseperformanceshearcausedbydecreasingheadwindorincreasingtailwind
componentorverticaldowndrafts.

4 SpecialOperations
0 15 Oct2015 5
E. Policy

1. Flights throughareaswithknownorforecastthunderstorms,severeturbulenceor
windshear should be avoided whenever possible due to the various hazards
involved (hail, lightning strikes gusts, up and downdrafts combined with high g
loads)

2. Do not takeoff during heavy thunderstorm activity at the departure airfield. Delay
the approach or divert to an alternate airfield rather than penetrate through the
thunderstorm..

3. Strong winds may reach a magnitude where ground handling and operation,
D
includingtaxi,willbecomeunsafeorevenimpossible.
PY LE

4. Ifsurfacemeanwindspeedsof60knotsorabovearereported,takeofforlandingis
notauthorizedandtheairfieldmustbeconsideredclosed.
O L
C O
F. GeneralGuidelines

D TR
1. Mutual information on the development and position of thunderstorms between

pilotsandATC,aswellascarefulweathermonitoringisofgreatimportanceforthe
earlyandadequateavoidancenecessaryforsevereweatherareas.
N
2. Useallavailableweatherandwindsheardetectionsystems,bothintheaircraftand
groundbased.UseallATCandPIREPs.
C

N
C
3. Pilotsareencouragedtoimprovetheirownstandardsofjudgmentbasedonvisual
cues. They should be aware of the limitations of weather radar in producing a
U
reliablepicture.Radarandwindsheardetectionsystemscanonlypaintweatherand
moisture,whereaswindshearmayoccursomeconsiderabledistancefromanysuch
visibleweather.InadditiontotheguidelinesregardingtheUseofWeatherRadarin
the FCOM and FCTM, additional resources are available through the Learning
ManagementSystemusingCebuPacificseLearningportal.

4. At some airfields low level windshear alert systems attempt to provide warning in
the event of horizontal changes in wind direction and velocity exceeding certain
values, and rapid surface pressure changes which help detect cold front passages
andthunderstormgustfronts.

5. Incaseofwindshearalongtheapproachpath,Pilotreportsstillrepresentthemain
sourceofinformation.

6. Immediate corrective action in accordance with FCOM procedures, to avoid high
sinkratesclosetothegroundisofvitalimportance.

4 SpecialOperations
0 15 Oct2015 6
G. WakeTurbulenceSeparation

1. WakeTurbulencemaybeencounteredbyaircraftinflightaswellaswhenoperating
on the airfield movement area. Pilots are reminded that must maintain a safe
distanceinrelationtootheraircraft.

Note: Acceptanceofavisualapproachclearanceisanacknowledgementthatthe
pilot accepts the responsibility of providing his own wake turbulence
separation.

2. ATC provides a longitudinal separation depending on wake vortex category. Good
airmanshipandjudgmentisrequiredifthePICdeterminesthatfurtherseparationis
D
required.Turbulenceavoidanceproceduresforvarioussituationsareasfollows:
PY LE
a. Takeoff2minutesMediumbehindHeavy/3minutesMediumbehindHeavy
(iftakingofffromanintersection)
O L
b. Landing4NMHeavybehindHeavy/5NMMediumbehindHeavy
C O

H. TurbulenceandWindshearFlightCrewProcedures
D TR

1. Pilotsmustbealerttothepossibilityofwindshearduringdeparturewhenstudying
weatherinformationindicating:
N
a. Thunderstormcellsareinthevicinityoftheairfieldatadistanceof15nmorless.
O
b. Frontalspeedsexceeding30ktsareevident.
C
c. Thepresenceofhighbaseconvectivecloudswithhighsurfacetemperaturesand
N
C
largedewpointspread.

U
2. Ifwindshearisexpectedthefollowingprecautionsshouldbeconsidered:
a. DelayTakeofforLanding.
b. Selectionofthemostfavorablerunwayconsideringlength,obstaclesandclimb
outdirection.
c. UseofTOGAthrustforTakeoff.
d. Additional briefing for the use of Predictive Windshear Detection system and
recoveryproceduresinaccordancewithFCOM.

3. Thunderstormsshallbeavoided:
a. Visuallybystayingwellclearofacumulonimbuscell.
b. Byusingairborneweatherradartofindthemostsuitablecorridor.
c. Strongechoesshallbeavoidedby20NMormore.Thisisimportantat20,000ft
andaboveforcircumnavigationofechoesthathaveprominentscallopsorother
prominentprotrusions.
4 SpecialOperations
0 15 Oct2015 7
4. Wheneverpossibleavoid:
a.Flightincirruscloudsifthunderstormactivityisreportedalongtheroute,asthey
couldbehidinganviltopsandreducestheeffectivenessoftheairborneweather
radar.
b. Flight at or near the freezing level where the heaviest icing and hail must be
expected.
c.FlyingbelowtheoverhangofCBclouds.Thisiswherehailcanbeexpected.
5. Always be alert of for difference of actual wind readouts compared to reported

surface winds. If windshear is detected, or sudden speed loss or a downburst is
D
encountered, or if there is any doubt about the ability to reestablish a correct
approachpath,conducttheappropriateFCOMprocedures.
PY LE

I. TurbulencePreparation
O L
A. If flying in a thunderstorm or severe turbulence area is anticipated or unavoidable,
C O
thefollowingpreparationsshouldbemade:
D TR
1. MonitorAirborneradarclosely.
2. SelectSEATBELTSsignON.
N
3. The captain should provide the LCCI with a recommendation regarding the
O
suspensionofcabinserviceandanestimateoftheseverityandthedurationof
turbulence.
C
4. Ifmoderateorsevereturbulenceisanticipatedorexperienced,thecaptainshall
N
C
inform the LCCI to cease all cabin services, have the carts stowed and instruct
cabincrewtotaketheirseats.
U
5. Ifsuchturbulenceisimminentthecaptainmayadvisethecabincrewdirectlyvia
thePAsystem:CabinCrewTakeyourseats.
6. It is better to use the phrases bumpy or rough air when making Passenger
Announcements.
7. Securealllooseitemsinthecockpitandfastentheshoulderharness.
8. Switch on cockpit lighting to high intensity to avoid being dazzled in a
thunderstorm.
9. Fly at the recommended turbulence penetration speed and conduct the
turbulencepenetrationprocedureasperFCOM.

B. Atmaximumcruisealtitudethemarginbetweenlowspeedandhighspeedbuffetis
small and any increase of g loads, whether caused by maneuvering or by
turbulence, maylead to seriousdifficulties. Thisshallbeconsideredwhen trying to
climb over a turbulent reason. Avoided altitudes approaching the recommended
maximumcruisingaltitude.
4 SpecialOperations
0 15 Oct2015 8
J. Recovery

A. Should control be partially lost due to severe turbulence, resulting in a steep dive,
thefollowingrecommendationsmaybehelpfulforasuccessfulrecovery:
1. Usespeedbrakestopreventarapidspeedbuildup.
2. Donotretractspeedbrakesuntilsignsofrecoveryisrecognized
3. FollowFCOMproceduresforwindshearrecovery
K. AssessmentafterFlightthroughTurbulence

D
1. After passing through thunderstorm or turbulent area, the various aircraft systems
shouldbeperiodicallychecked.
PY LE

2. The Flight and engine systems, probe heating, radio and navigation equipment and
compassreadingsshouldbechecked.
O L

C O
3. In order to ensure a technical inspection is carried out after the aircraft has been
D TR
exposedtoabnormalstresses.AnentrymustbemadeintheTechnicalLogbook.Any
exceedanceofenginepowerorairframelimitationsmustbenoted.

N
L. ReportingtoATC

O
1. Wheneveranysignificantturbulenceisencountered,particularlybelow500ftAGL,
C
ATC shall be informed giving position, altitude, wind velocity and direction above
andbelowshearlevel.
N
C
U
5 FlightOverMountainousArea
1
TOBEISSUED

D
PY LE
O L
C O
D TR
N
O
C
N
C
U
PY LE
O L
C O
D TR
N
C

6 WeightandBalanceData
1 04Feb2016 1

6.10 A319111AIRCRAFT
6.10.10 StructuralWeightLimitationsandConfiguration
6.10.20 WeightsandIndices
6.10.30 OperationalWeightsandIndices
6.10.40 FuelIndexTable
6.10.50 CargoCompartmentLoadLimitations
6.10.60 CargoCompartmentIndexTable
6.10.70 PassengerIndexTableRegionalOperations
D
6.10.80 PassengerIndexTableDomesticOperations
PY LE
6.10.90 SeatMap

6.20 A320214AIRCRAFT O L
C O
D TR
N
O
C
6.20.70 PassengerIndexTableRegionalOperations
N
C
6.20.80 PassengerIndexTableDomesticOperations
U
6.20.90 SeatMap

6.30 A330343AIRCRAFT
6.30.50 NonStandardFuelIndexTable
6.30.80 PassengerIndexTable

PY LE
O L
C O
D TR
N
C

ROUTEANDAERODROME 6.10 A319111Aircraft
1 04Feb2016 1
6.10.10 STRUCTURALWEIGHTLIMITATIONSANDCONFIGURATIONS
NOTE: AllweightsinKG.
WEIGHT CREWCONFIG
PAX
AIRCRAFTREGISTRY DESIGNWEIGHTS LIMITATIONS
CONFIG
(KG) STD MAX
RPC3191 RPC3195 MaximumTaxiWeight 70,400
RPC3192 RPC3196
MaximumTakeoffWeight 70,000
RPC3193 RPC3197
RPC3194 RPC3198 MaximumLandingWeight 61,000 156Y 2/4 3/4
D
MaximumZeroFuelWeight 57,000
PY LE
MinimumWeight 35,400
6.10.20 WEIGHTSANDINDICES
O L
C O
DOMESTIC REGIONAL
AIRCRAFT BASIC BASIC (STDCREW) (STDCREW)
MSN
D TR
REGISTRY WEIGHT INDEX

DOW DOI DOW DOI
RPC3191 2625 40,746 47.1 41,546 46.3 41,752 46.6
N
RPC3192 2638 40,431 47.8 41,231 47.0 41,437 47.3

O
RPC3193 2786 40,899 49.4 41,699 48.6 41,905 48.9

C
RPC3194 2790 40,161 48.6 40,961 47.8 41,167 48.1

RPC3195 2831 40,262 47.7 41,062 46.9 41,268 47.2
N
C
RPC3196 2821 40,796 48.9 41,596 48.1 41,802 48.4

U
RPC3197 2852 40,917 50.0 41,717 49.2 41,923 49.5

RPC3198 2876 40,726 48.9 41,526 48.1 41,732 48.4
CORRECTIONFORNONSTANDARDCONFIGURATION
VariationofCrewfromStandardConfiguration DOW DOI

rd
PerAdditionalFlightDeckCrew(3 Occupant) +80KG 1.0
PerReductionofCabinCrew FWD 70KG 0.7
AFT 70KG +0.8
Ferry NOCabinCrew 280KG 0.2
NOTE: WhenDOIiscomputedusingtheabovevalues,adifferencewithLPCloadsheetmayappear.
Anacceptablediscrepancyis0.1IndexUnit.
1 04Feb2016 2
6.10.30 OPERATIONALWEIGHTSANDINDICES

FLIGHTDECKCREWWEIGHTSANDINDEXCHANGE
FLIGHTDECKCREW TOTALNUMBEROFCREW TOTALWEIGHT INDEXCHANGE

Capt+F/O 2 160kg 1.9
Capt+F/O+1OBS 3 240kg 2.9
FLI
CABINCREWWEIGHTSANDINDEXCHANGE
CABINCREW TOTALNUMBEROFCREW TOTALWEIGHT INDEXCHANGE
D
2FWD+2AFT 4 280kg +0.2
PY LE
PANTRYWEIGHTS&INDEXCHANGE
SECTOR
O L TOTALWEIGHT INDEXCHANGE
C O
DOMESTIC 360kg 0.9
D TR
REGIONAL 566kg 1.2
6.10.40 FUELINDEXTABLE
O
WEIGHT(kg) INDEX
C
35004249 +1
N
C
42505249 0
U
52506249 1
62507749 2
775011249 3
1125013249 2
1325013749 3
1375014749 4
1475015249 5 LOCATION CAPACITY(USG) WEIGHT(KG)
1525015749 6 OuterCellLeft 232.5 691
1575016249 7 OuterCellRight 232.5 691
1625017249 8 InnerCellLeft 1829.6 5436
1725017749 9 InnerCellRight 1829.6 5436
1775018249 10 CenterTank 2179.6 6476
1825018730 11 TOTAL 6303.8 18730
1 04Feb2016 3
6.10.50 CARGOCOMPARTMENTLOADLIMITATIONS

D
FORWARDCARGOHOLD(COMPARTMENT1)
PY LE
DESIGNATION FRAMESTATION MAXLOAD USABLE
CAPACITY VOLUME
COMPARTMENT SECTION FROM TO (Kg) (m3)
11 24A
O L
28 1,405 4.09
C O
1
12 28 34 1,223 4.42
D TR
Total 24A 34 2,268 8.51
O
C
N
C
U
1 04Feb2016 4
AFTCARGOHOLD(COMPARTMENTS3and4)
CAPACITY VOLUME
41 47/51 54 1,326 5.23
4
42 54 59 1,695 6.60
SubTotalCompartment4 47 59 2,426 11.83
5 51 59 65 1,497 7.22
Total 47/51 65 4,518 19.05
PY LE
O L
C O
D TR
N
O
C
N
C
U

1 04Feb2016 5
6.10.60 CARGOCOMPARTMENTINDEXTABLE

CPT1 CPT4 CPT5

WEIGHT(kg) INDEX WEIGHT(kg) INDEX WEIGHT(kg) INDEX
187 0 0110 0 058 0
88265 1 111334 +1 59177 +1
266443 2 335557 +2 178296 +2
444620 3 558781 +3 297415 +3
621798 4 7821004 +4 416534 +4
799976 5 10051228 +5 535653 +5
D
9771153 6 12291451 +6 654772 +6
11541331 7 14521674 +7 773891 +7
PY LE
13321509 8 16751898 +8 8921011 +8
15101686 9 18992121 +9 10121130 +9
16871864 10 O L
21222345 +10 11311249 +10
C O
18652042 11 23462568 +11 12501368 +11
20432219 12 25692792 +12 13691487 +12
D TR
22202268 13 27933015 +13 14881497 +13

30163021 +14
NOTES: 1. For LMC, index values are for WEIGHT ADDED to the airplane in locations shown.
IfREMOVINGtheWEIGHTfromtheairplane,REVERSEtheSIGNS.
C
2. ThetwocargocompartmentsaredesignatedCategoryCbyFAR,Part25.857.
N
C
3. The forward and aft cargo holds are designed for the carriage of bulk loads with a
U
maximumloaddensityof240kg/m3(15lb/ft3).
4. Compartments or net section which are 80% volumetrically filled are considered to be
volumetricallyfull.
5. Packages weighing more than 150 KG (330 lb) shall be restrained or individually tied
down.Singlepackagescouldbetieddown.
6. A minimum clearance of 51 mm (2 in) to the cargo compartment ceiling has to be
respected.

1 04Feb2016 6
6.10.70 PASSENGERINDEXTABLEREGIONALOPERATIONS

CABINOa CABINOb CABINOc
PAXNUMBER INDEX PAXNUMBER INDEX PAXNUMBER INDEX
1 0 13 0 12 +1
23 1 49 +1 34 +2
46 2 1016 +2 5 +3
78 3 1722 +3 67 +4
911 4 2329 +4 8 +5
1214 5 3035 +5 910 +6
D
1516 6 3642 +6 1112 +7
PY LE
1719 7 4348 +7 13 +8
2021 8 4955 +8 1415 +9
2224 9 5660
O L +9 1617 +10
2526 10 18 +11
C O
2729 11 STANDARDPASSENGER 1920 +12
D TR
3032 12 WEIGHTS(KG) 21 +13

3334 13 ADULTMALE 75 2223 +14
N
3537 14 ADULTFEMALE 75 2425 +15

3839 15 CHILD 35 26 +16
O
4042 16 INFANT 10 2728 +17

C
4344 17 2930 +18

N
C
4547 18 NOTE:ForLMC 31 +19

4849 19 3233 +20
U
IndexValuesareforWEIGHT
5052 20 ADDEDtoairplaneinlocations 3435 +21
5354 21 shown. 36 +22
IfREMOVINGtheWEIGHT 3738 +23
fromtheairplane,REVERSE
39 +24
theSIGNS.
4042 +25
1 04Feb2016 7
6.10.80 PASSENGERINDEXTABLEDOMESTICOPERATIONS

1 0 13 0 12 +1
24 1 410 +1 34 +2
56 2 1117 +2 56 +3
79 3 1824 +3 7 +4
1012 4 2531 +4 89 +5
1315 5 3238 +5 1011 +6
D
1618 6 3945 +6 1213 +7
1920 7 4652 +7 1415 +8
PY LE
2123 8 5360 +8 16 +9
2426 9 1718 +10
2729 10
O L
STANDARDPASSENGER 1920 +11
C O
3032 11 WEIGHTS(KG) 2122 +12
D TR
3334 12 ADULTMALE 69 23 +13

3537 13 ADULTFEMALE 55 2425 +14
3840 14 CHILD 25 2627 +15
N
4143 15 INFANT 10 2829 +16

O
4445 16 30 +17
C
4648 17 NOTE:ForLMC 3132 +18

N
4951 18 3334 +19

C
IndexValuesareforWEIGHT
5254 19 ADDEDtoairplaneinlocations 3536 +20
U
shown. 3738 +21

IfREMOVINGtheWEIGHT 39 +22
fromtheairplane,REVERSE
4042 +23
theSIGNS.

1 04Feb2016 8
6.10.90 SEATMAP
0a 0b 0c
D
[54PAX] [60PAX] [42PAX]
ROW19 ROW10 20 ROW2127
PY LE
O L
C O

D TR

N
C
1 04Feb2016 1

AIRCRAFTREGISTRY DESIGNWEIGHTS WEIGHTLIMITATIONS(KG)
RPC3242 RPC3250 MaximumTaxiWeight 77,400
RPC3243 RPC3265 MaximumTakeoffWeight 77,000
RPC3244 RPC3266
RPC3249 MaximumLandingWeight 66,000
MaximumZeroFuelWeight 62,500
MinimumWeight 37,230
AIRCRAFTREGISTRY DESIGNWEIGHTS WEIGHTVARIANTS(KG)
PY LE
RPC3237 RPC3264 MaximumTaxiWeight 73,900* 77,400
RPC3238 RPC3267 MaximumTakeoffWeight 73,500* 77,000
RPC3260 RPC3268 O L
MaximumLandingWeight 66,000
C O
RPC3261 RPC3269
RPC3262 RPC3270 MaximumZeroFuelWeight 62,500
D TR
RPC3263 RPC3271 MinimumWeight 37,230
Note: * Operational approval was granted to Cebu Pacific of using the lower weight variant for the
N
listedaircraftinallcountriesitoperatesexceptPhilippines,HongkongandChina.
O
AIRCRAFTREGISTRY
C
DESIGNWEIGHTS WEIGHTVARIANTS(KG)
(SHARKLETS)
N
C
RPC3272 RPC4100 MaximumTaxiWeight 73,900 77,400*

U
RPC3273 RPC4101 MaximumTakeoffWeight 73,500 77,000*

RPC3274 RPC4102
RPC3275 RPC4103 MaximumLandingWeight 66,000
RPC3276 RPC4104 MaximumZeroFuelWeight 62,500
RPC3277 RPC4105
RPC3278 RPC4106 MinimumWeight 37,230
RPC3279 RPC4107
Note:**Aircraft with sharklets are also certified with dual weight variant but DO NOT HAVE
OPERATIONALAPPROVALofusingthelowerweightvariant.MTOWtobeusedis77,000kg.
1 04Feb2016 2
PASSENGER CREWCONFIGURATION
AIRCRAFTREGISTRY
CONFIGURATION STD MAX
RPC3237 RPC3238 180Y 2/4 3/6
RPC3242 RPC3243 179Y 2/4 3/6
RPC3244 179Y 2/4 4/6
RPC3249 RPC3265
180Y 2/4 4/6
RPC3250 RPC3266
RPC3260 RPC3272 RPC4100
RPC3261 RPC3273 RPC4101
RPC3262 RPC3274 RPC4102
D
RPC3263 RPC3275 RPC4103
PY LE
RPC3264 RPC3276 RPC4104
180Y 2/4 3/6
RPC3267 RPC3277 RPC4105
RPC3268 RPC3278 RPC4106
RPC3269 RPC3279
O L
RPC4107
C O
RPC3270
RPC3271
D TR
N
DOMESTIC REGIONAL
O

MSN
DOW DOI DOW DOI
C
RPC3237 5045 41,814 52.8 42,614 51.9 42,820 52.2

N
C
RPC3238 5067 41,840 52.8 42,640 51.9 42,846 52.2

U
RPC3242 2994 42,577 52.1 43,377 51.2 43,583 51.5

RPC3243 3048 42,504 52.9 43,304 52.0 43,510 52.3
RPC3244 3272 42,482 51.9 43,282 51.0 43,488 51.3
RPC3249 3762 42,766 52.6 43,566 51.7 43,772 52.0
RPC3250 3767 42,847 53.9 43,647 53.0 43,853 53.3
RPC3260 4447 42,153 52.7 42,953 51.8 43,159 52.1
RPC3261 4508 42,325 53.7 43,125 52.8 43,331 53.1
RPC3262 4537 41,677 52.8 42,477 51.9 42,683 52.2
RPC3263 4574 41,965 52.4 42,765 51.5 42,971 51.8
RPC3264 4852 41,532 53.2 42,332 52.3 42,538 52.6
RPC3265 4861 41,959 53.3 42,759 52.4 42,965 52.7
RPC3266 4870 41,890 53.1 42,690 52.2 42,896 52.5
1 04Feb2016 3
DOMESTIC REGIONAL
MSN
DOW DOI DOW DOI
RPC3267 4927 42,161 51.7 42,961 50.8 43,167 51.1
RPC3268 4993 41,907 51.2 42,707 50.3 42,913 50.6
RPC3269 5250 41,816 52.3 42,616 51.4 42,822 51.7
RPC3270 5320 41,796 53.5 42,596 52.6 42,802 52.9
RPC3271 5381 41,696 52.8 42,496 51.9 42,702 52.2
RPC3272 5442 42,019 54.5 42,819 53.6 43,025 53.9
RPC3273 5498 41,872 54.5 42,672 53.6 42,878 53.9
D
RPC3274 5669 41,373 54.4 42,173 53.5 42,379 53.8
PY LE
RPC3275 5687 41,352 54.3 42,152 53.4 42,358 53.7
RPC3276 5917 41,214 54.5 42,014 53.6 42,220 53.9
RPC3277 5934 41,361
O L 54.6 42,161 53.7 42,367 54.0
C O
RPC3278 6021 41,820 54.8 42,620 53.9 42,826 54.2
D TR
RPC3279 6051 41,784 54.5 42,584 53.6 42,790 53.9

RPC4100 6317 41,328 54.8 42,128 53.9 42,334 54.2
N
RPC4101 6325 41,349 54.7 42,149 53.8 42,355 54.1

O
RPC4102 6418 41,159 54.4 41,959 53.5 42,165 53.8

RPC4103 6441 41,326 55.0 42,126 54.1 42,332 54.4
C
RPC4104 6741 41,307 54.6 42,107 53.7 42,313 54.0

N
C
RPC4105 6777 41,344 54.0 42,144 53.1 42,350 53.4

U
RPC4106 6925 41,304 54.2 42,104 53.3 42,310 53.6

RPC4107 6929 41,268 54.6 42,068 53.7 42,274 54.0
CORRECTIONFORNONSTANDARDCONFIGURATION

rd th
PerAdditionalFlightDeckCrew(3 and4 Occupant) +80 1.0
PerAdditionalCabinCrew(Aft) +70 +0.9
Ferry(NoCabinCrew) 280 0.2

NOTE: WhenDOIiscomputedusingtheabovevalues,adifferencewithLPCLoadsheetmayappear.

1 04Feb2016 4

FLIGHTDECKCREWWEIGHTSANDINDEXCHANGE
FLIGHTDECKCREW TOTALNUMBEROFCREW TOTALWEIGHT INDEXCHANGE
Capt+F/O 2 160kg 2.2
Capt+F/O+1OBS 3 240kg 3.3
Capt+F/O+2OBS* 4 320kg 4.3

CABINCREWWEIGHTSANDINDEXCHANGE
D
CABINCREW TOTALNUMBEROFCREW TOTALWEIGHT INDEXCHANGE
PY LE
2FWD+2AFT 4 280kg +0.2
2FWD+3AFT 5 350kg +1.1
2FWD+4AFT
O L
6 420kg +2.0
C O
D TR
PANTRYWEIGHTS&INDEXCHANGE
SECTOR TOTALWEIGHT INDEXCHANGE

N
Domestic 360kg 1.1

O
Regional 566kg 1.4
1 04Feb2016 5

WEIGHT(kg) INDEX
35004249 +1
42505249 0
52506249 1
62507749 2
775011249 3
1125013249 2
1325013749 3
D
1375014749 4
PY LE
1475015249 5 LOCATION CAPACITY(USG) WEIGHT(KG)
1525015749 6 OuterCellLeft 232.5 691
1575016249 7 O L
OuterCellRight 232.5 691
C O
1625017249 8 InnerCellLeft 1829.6 5436
D TR
1725017749 9 InnerCellRight 1829.6 5436

1775018249 10 CenterTank 2179.6 6476
1825019000 11 TOTAL 6303.8 18730
N

N
C

1 04Feb2016 6
6.20.50 CARGOCOMPARTMENTLOADLIMITATIONS

PY LE
FORWARDCARGOHOLD(COMPARTMENT1)
O L CAPACITY VOLUME
C O
11 24A 28 1,045 4.090
D TR
1
12 28 31 1,225 4.770
SubTotalNetSection11and12 24A 31 2,270 8.860
N
1 13 31 34 1,132 4.420
O
Total 24A 34 3,402 13.280

C
N
C
1 04Feb2016 7
AFTCARGOHOLD(COMPARTMENTS3and4)
CAPACITY VOLUME
31 47 50 1,301 5.23
3
32 50 52A/53 1,125 4.53
SubTotalCompartment3 47 52A/53 2,426 9.76
41 53 56 928 3.79
4
42 56 59 1,182 4.75
SubTotalCompartment4 53 59 2,110 8.54
D
TotalCompartment3and4 47 59 4,536 18.30
PY LE

O L
C O
D TR
N
O
C
N
C
U
1 04Feb2016 8
BULKCARGOHOLD(COMPARTMENT5)
CAPACITY VOLUME
51 59 60 374 1.490
5 52 60 62 363 1.390
53 62 65 770 3.040
Total 59 65 1,497 5.920

D
PY LE
O L
C O
D TR
N
O

N
C
1 04Feb2016 9
6.20.60 CARGOCOMPARTMENTINDEXTABLE

CPT1 CPT3 CPT4 CPT5

WEIGHT(kg) INDEX WEIGHT(kg) INDEX WEIGHT(kg) INDEX WEIGHT(kg) INDEX
176 0 0123 0 166 0 146 0
77232 1 124372 +1 67201 +1 47142 +1
233388 2 373622 +2 202336 +2 143237 +2
389543 3 623871 +3 337471 +3 238333 +3
544699 4 8721120 +4 472606 +4 334428 +4
700855 5 11211369 +5 607741 +5 429524 +5
8561010 6 13701618 +6 742876 +6 525619 +6
D
10111166 7 16191868 +7 8771011 +7 620714 +7
PY LE
11671322 8 18692117 +8 10121146 +8 715810 +8
13231477 9 21182366 +9 11471281 +9 811905 +9
14781633 10 O L
23672426 +10 12821416 +10 9061001 +10
C O
16341789 11 14171551 +11 10021096 +11
17901944 12 15521686 +12 10971192 +12
D TR
19452100 13 16871821 +13 11931287 +13

21012256 14 18221956 +14 12881383 +14
22572411 15 19572091 +15 13841478 +15
N
24122567 16 20922110 +16 14791497 +16

O
25682723 17
C
27242878 18
28793034 19
N
C
30353190 20
U
31913345 21
33463402 22
NOTES: 1. For LMC, index values are for WEIGHT ADDED to the airplane in locations shown.
2. ThetwocargocompartmentsaredesignatedCategoryCbyFAR,Part25.857.
3. The forward and aft cargo holds are designed for the carriage of bulk loads with a
maximumloaddensityof240kg/m3(15lb/ft3).
4. Compartments or net section which are 80% volumetrically filled are considered to be
volumetricallyfull.
5. Packages weighing more than 150 KG (330 lb) shall be restrained or individually tied
down.Singlepackagescouldbetieddown.
6. A minimum clearance of 51 mm (2 in) to the cargo compartment ceiling has to be
respected.

1 04Feb2016 10
6.20.70 PASSENGERINDEXTABLEREGIONALOPERATIONS RP C3237 3238/32423250/3260 3273

1 0 14 0 12 +1
23 1 514 +1 3 +2
45 2 1524 +2 45 +3
67 3 2534 +3 67 +4
89 4 3544 +4 8 +5
1011 5 4554 +5 910 +6
1213 6 5560 +6 11 +7
D
1415 7 1213 +8
1618 8 STANDARDPASSENGER 14 +9
PY LE
1920 9 WEIGHTS(KG) 1516 +10
2122 10 ADULTMALE 75 1718 +11
2324 11 O LADULTFEMALE 75 19 +12
C O
2526 12 CHILD 35 2021 +13
2728 13 INFANT 10 22 +14
D TR
2930 14 2324 +15

3133 15 25 +16
N
3435 16 2627 +17

3637 17 28 +18
O
3839 18 2930 +19

C
4041 19 3132 +20

N
C
4243 20 33 +21
4445 21 3435 +22
U
4647 22 36 +23
4850 23 3738 +24
5152 24 39 +25
5354 25 4041 +26
5556 26 4243 +27
5758 27 44 +28
5960 28 4546 +29
47 +30
NOTE:ForLMC 4849 +31
50 +32
IndexValuesareforWEIGHTADDEDtoairplaneinlocationsshown.
5152 +33
5354 +34
55 +35
5657 +36
5859/60 +37
1 04Feb2016 11
RP C32743279/4100 4107

1 0 16 0 12 +1
23 1 720 +1 34 +2
45 2 2133 +2 5 +3
67 3 3446 +3 67 +4
89 4 4760 +4 8 +5
1011 5 910 +6
1213 6 1112 +7
D
1415 7 13 +8
PY LE
1617 8 1415 +9
1819 9 STANDARD 1617 +10
2021 10 PASSENGERWEIGHTS(KG)
O L 18 +11
2223 11 ADULTMALE 75 1920 +12
C O
2425 12 ADULTFEMALE 75 21 +13
D TR
2627 13 CHILD 35 2223 +14

2829 14 INFANT 10 2425 +15
3031 15 26 +16
N

3233 16 2728 +17
O
3435 17 2930 +18

C
3637 18 31 +19
3839 19 3233 +20
N
C
4041 20 3435 +21

U
4243 21 36 +22
4445 22 3738 +23
4647 23 39 +24
4849 24 4041 +25
5051 25 4243 +26
5253 26 44 +27
5455 27 4546 +28
5657 28 4748 +29
5860 29 49 +30
5051 +31
52 +32
NOTE:ForLMC
5354 +33
IndexValuesareforWEIGHTADDEDtoairplaneinlocationsshown. 5556 +34
IfREMOVINGtheWEIGHTfromtheairplane,REVERSEtheSIGNS. 57 +35
5860 +36

1 04Feb2016 12
6.20.80 PASSENGERINDEXTABLEDOMESTICOPERATIONS RP C3237 3238/32423250/3260 3273

1 0 15 0 12 +1
23 1 616 +1 34 +2
45 2 1726 +2 5 +3
68 3 2737 +3 67 +4
910 4 3848 +4 89 +5
1112 5 4958 +5 1011 +6
1315 6 5960 +6 12 +7
D
1617 7 1314 +8
PY LE
1819 8 STANDARD 1516 +9
2022 9 PASSENGERWEIGHTS(KG) 17 +10
2324 10 O L
ADULTMALE 69 1819 +11
2526 11 ADULTFEMALE 55 2021 +12
C O
2728 12 CHILD 25 22 +13
D TR
2931 13 INFANT 10 2324 +14

3233 14 2526 +15
3435 15 2728 +16
N
3638 16 29 +17
O
3940 17 3031 +18

C
4142 18 3233 +19

4345 19 34 +20
N
C
4647 20 3536 +21

U
4849 21 3738 +22

5052 22 3940 +23
5354 23 41 +24
5556 24 4243 +25
5760 25 4445 +26
46 +27
4748 +28
NOTE:ForLMC
4950 +29
51 +30
5253 +31
5455 +32

5657 +33
5859/60 +34

1 04Feb2016 13
RP C32743279/4100 4107

1 0 17 0 12 +1
23 1 821 +1 34 +2
45 2 2236 +2 56 +3
67 3 3751 +3 7 +4
89 4 5260 +4 89 +5
1012 5 1011 +6
1314 6 1213 +7
D
1516 7 1415 +8
PY LE
1718 8 16 +9
1920 9 STANDARD 1718 +10
2123 10 PASSENGERWEIGHTS(KG)
O L 1920 +11
2425 11 ADULTMALE 69 2122 +12
C O
2627 12 ADULTFEMALE 55 23 +13
D TR
2829 13 CHILD 25 2425 +14

3031 14 INFANT 10 2627 +15
3234 15 2829 +16
N

3536 16 30 +17
O
3738 17 3132 +18

C
3940 18 3334 +19

4142 19 3536 +20
N
C
4345 20 3738 +21

U
4647 21 39 +22
4849 22 4041 +23
5051 23 4243 +24
5253 24 4445 +25
5456 25 46 +26
5758 26 4748 +27
5960 27 4950 +28
5152 +29
53 +30
5455 +31
NOTE:ForLMC
5657 +32
5860 +33

1 04Feb2016 14
6.20.90 SEATMAP

0a 0b 0c
[60PAX] [60PAX] [59/60PAX]
ROW 1 10 ROW 11 21 ROW 22 31

PY LE

O L
C O

D TR
N
O
C
N
C
U
1 04Feb2016 1
AIRCRAFT WEIGHTVARIANTS PAX CREWCONFIG

DESIGNWEIGHTS
REGISTRY (KG) CONFIG
STD MAX
RPC3341 MaximumTaxiWeight 235,900 205,900

RPC3342 MaximumTakeoffWeight 235,000 205,000
RPC3343
RPC3344 MaximumLandingWeight 187,000 436Y 2/9 4/11
D
RPC3345 MaximumZeroFuelWeight 173,000 175,000*
RPC3346 MinimumWeight 121,000
PY LE
O L
C O
DOMESTIC REGIONAL INTERNATIONAL
AIRCRAFT BASIC BASIC (STDCREW) (STDCREW) (STDCREW)
MSN
D TR

DOW DOI DOW DOI DOW DOI
RPC3341 1420 119,625 95.9 121,284 95.2 121,705 94.4 122,341 97.0
N
RPC3342 1445 119,429 99.3 121,088 98.6 121,509 97.8 122,145 100.4
O
RPC3343 1495 118,795 98.9 120,454 98.2 120,875 97.4 121,511 100.0
C
RPC3344 1527 118,758 98.6 120,417 97.9 120,838 97.1 121,474 99.7
RPC3345 1552 118,888 98.8 120,547 98.1 120,968 97.3 121,604 99.9
N
C
RPC3346 1602 118,888 98.7 120,547 98.0 120,968 97.2 121,604 99.8
U
CORRECTIONFORNONSTANDARDCREWCONFIGURATION

PerAdditionalFlightDeckCrew(3rdand4thOccupant) +80 2.1
PerAdditionalCabinCrew(D1) +70 1.7
PerAdditionalCabinCrew(D4ForwardofGalley) +70 +1.7
PerAdditionalCabinCrew(D4AftofGalley) +70 +1.5
Ferry(NoCabinCrew) 630 +0.2
IndicatedWaterQuantity 25% 787 4.2
50% 525 2.8
75% 262.5 1.4
NOTE: WhenDOIiscomputedusingtheabovevalues,adifferencewithLPCLoadsheetmayappear.
1 04Feb2016 2

COCKPIT CABIN LOCATION
CREWCODE WEIGHT INDEX
CREW CREW FD/D1/D2/D3/D4
2/9 2 9 2/2/2/2/3 790 1.7
2/10 2 10 2/3/2/2/3 860 2.4
2/11 2 11 2/3/2/2/4 930 1.7
3/9 3 9 3/2/2/2/3 870 2.5
3/10 3 10 3/3/2/2/3 940 3.2
3/11 3 11 3/3/2/2/4 1010 2.5
D
4/9 4 9 4/2/2/2/3 950 3.4
PY LE
4/10 4 10 4/3/2/2/3 1020 4.1
4/11 4 11 4/3/2/2/4 1090 3.4
2/0 2
O L
0 2/0/0/0/0 160 1.8
C O
3/0 3 0 3/0/0/0/0 240 2.6
D TR
4/0 4 0 4/0/0/0/0 320 3.5
PANTRYWEIGHTS&INDEX
SECTOR CODE TOTALWEIGHT(KG) INDEXUNIT

A OneMeal
C
INTERNATIONAL
B TwoMeals 1926kg +2.8
N
C
A OneMeal
REGIONAL
U

A OneMeal
DOMESTIC

Note:AbovePantryWeightsincludeinflightsalesandfullsizetrolleys/carts.
INDEXADJUSTMENTPER100kgWEIGHT
GALLEYLOCATION ONLOAD OFFLOAD
G1F 1.04 +1.04
G1A 0.96 +0.96
FwdG4L/R +0.87 0.87
G4L/R +0.95 0.95
1 04Feb2016 3
[FuelDensity=0.785kg/l]

20003999 2 3400035999 15 7410074249 +10
40005999 4 3600036499 16 7425074399 +12
60007999 6 3650036999 17 7440074549 +13
80008999 8 3700037499 11 7455074699 +15
90009999 9 3750037999 6 7470074849 +17
1000010999 8 3800038499 0 7485074999 +18
1100011999 6 3850038999 +6 7500075149 +20
D
1200013999 4 3900039999 +10 7515075299 +22
PY LE
1400015999 +1 4000044999 +9 7530075449 +24
1600017999 +2 4500049000 +6 7545075599 +26
1800019999 +0 5000054999 +2 7560075749 +27
2000021999 2
O L
5500059999 +1 7575075899 +29
C O
2200023999 4 6000064999 0 7590076049 +31
2400025999 6 6500069999 +2 7605076199 +33
D TR
2600027999 8 7000071999 +5 7620076349 +35

2800029999 9 7200072449 +7 7635076499 +36
N
3000031999 11 7245073349 +8 76500 +38

3200033999 13 7335074099 +9
O
Note: RefertoFCOMPERLODWBAFIT10forfuelindextableforfueldensities0.760to0.830(kg/l)
C
N
C
USABLEFUEL
OUTERTANKS INNERTANKS TRIMTANK TOTAL
U
VOLUME(LITERS) 3,650X2 42,000X2 6,230 97,530

WEIGHT(KG) 2,865X2 32,970 4,891 76,561
1 04Feb2016 4
REFUELING
During automatic refueling, the trim tank is filled when the preselected fuel quantity is greater than
36,500kg,whateverthedensity.
Withthetanksfilledtothemaximumcapacity,thereisenoughspaceineachtanktoallowfora2%
thermalexpansionofthefuelwithoutitsspillingthroughtheventsystem.
REFUELINGDISTRIBUTION
D
PY LE
O L
C O
D TR
N
O
C
N
C
U
Example: TherequiredFOBis38,900kg.
Postrefueldistribution: Outers(each) =2,865kg
Inners(each) = 15,385kg
TrimTank =2,400kg
1 04Feb2016 5
6.30.50 NONSTANDARDFUELINDEXTABLE
The fuel index table has been established assuming a fuel distribution in accordance with refuel
distributionchartasgiveninpreviouspage.
Ifafterrefuelingtheactualdistributiondeviatesfromthechartvalues,theactualandtheloadsheetCG
willshowadiscrepancy.
The following tables allow to determine the fuel index taking into account the actual fuel quantity in
eachtank.TodeterminetheactualtakeoffCGenterthetableswiththeactualfuelquantitiesineach
tank,readthefuelindexforeachtankandusetheirsumtoentertheloadsheet.Checkthattheactual
CG is inside the operational limits. If CG is outside the limits transfer fuel to achieve a distribution in
D
accordancewiththechartorrearrangetheload.
PY LE
Note: Thesetablesarevalidonlywhenusedwiththefollowingformulafortheindex:
I=Wx(H.arm36.3495)/2500+K
(Weightinkg,H.arminm) O L
C O
Example
D TR
DATA: Fueldensity=0.785kg/l
Fuelineachinnerfueltank=12,000kg
N
Fuelineachouterfueltank=2,800kg
O
Fuelintrimtank=2,500kg
Weight(Kg) Index
N
C
Left 12,000 12
InnerTank
U
Right 12,000 12
Left 2,800 +6
OuterTank
Right 2,800 +6
TrimTank 2,500 +28
TOTAL 32,100 +16
EntertheloadsheetwiththeFuelIndexof+16
With32,100kgfuel,trimtankshouldbeempty.
Usingstandardfuelindextable,32,100kg=13indexunit.
1 04Feb2016 6
INNERTANK

1000 1 12000 12 23000 19
2000 2 13000 13 24000 19
3000 3 14000 13 25000 20
4000 4 15000 14 26000 19
5000 5 16000 15 27000 19
6000 6 17000 16 28000 19
7000 7 18000 17 29000 18
8000 8 19000 17 30000 18
D
9000 9 20000 18 31000 17
10000 10 21000 18 32000 16
PY LE
11000 11 22000 19 33000 15
O L OUTERTANK
C O

D TR
100200 0 14001700 +3 27002800 +6

300800 +1 18002200 +4
9001300 +2 23002600 +5
N
TRIMTANK

N
C
100 +1 1700 +19 3300 +37

200 +2 1800 +20 3400 +39
U
300 +3 1900 +21 3500 +40

400 +4 2000 +22 3600 +41
500 +6 2100 +24 3700 +42
600 +7 2200 +25 3800 +43
700 +8 2300 +26 3900 +44
800 +9 2400 +27 4000 +46
900 +10 2500 +28 4100 +47
1000 +11 2600 +29 4200 +48
1100 +12 2700 +30 4300 +49
1200 +13 2800 +32 4400 +50
1300 +15 2900 +33 4500 +52
1400 +16 3000 +34 4600 +53
1500 +17 3100 +35 4700 +54
1600 +18 3200 +36 4800 +55
1 04Feb2016 7
6.30.60 CARGOCOMPARTMENTDESCRIPTIONANDLIMITATIONS
CARGOHOLDSTRUCTURALLOADLIMITATIONS
MAXIMUMCAPACITY LONGITUDINAL AREA
D
COMPARTMENT GROSS COMBINED LINEARLOAD LOADING
WEIGHT LIMIT (KG/M) (KG/FT2)
PY LE
Compartment1 10,206
FWD 22,861 2,070 97
Compartment2 20,412
Compartment3
O L 14,832
C O
AFT 18,507 2,070 97
Compartment4 10,206
D TR
BULK Compartment5 3,468 68
LOADINGLIMITATIONS
N
MAXIMUMPOSITION ULD TotalULD

O
COMPARTMENT POSITION
LOAD Type Loaded
C
11,12,13L/R 1,587kg AKE 6

N
C
FWD CMPT1 11P,12P 4,616kg PAG 2

5,103kg PMC 2
U
21,22,23,24,25,26L/R 1,587kg AKE 12

CMPT2 21P,22P,23P,24P 4,616kg PAG 4
5,103kg PMC 4
31,32,33,34L/R 1,587kg AKE 8
AFT CMPT3 31P,32P,33P 4,616kg PAG 3
31P,32P 5,103kg PMC 2
41,42,43L/R 1,587kg AKE 6
CMPT4 41P,42P 5,103kg PMC 2
4,616kg PAG 2
NS51 339kg
CMPT
NS52 1,413kg
5
NS53 1,716kg
Note: At any given time, ULD, either AKE or PMC/PAG cannot be loaded into its maximum weight due to the
structurallimitationoftheA330lowerdeckpositions.
1 04Feb2016 8
6.30.70 CARGOCOMPARTMENTINDEXTABLES
COMPARTMENT1

163 0 25342663 20 51345263 40 77347863 60
64193 1 26642793 21 52645393 41 78647993 61
194323 2 27942923 22 53945523 42 79948123 62
324453 3 29243053 23 55245653 43 81248253 63
454583 4 30543183 24 56545783 44 82548383 64
585713 5 31843313 25 57845913 45 83848513 65
D
714843 6 33143443 26 59146043 46 85148642 66
844973 7 34443573 27 60446173 47 86438772 67
PY LE
9741103 8 35743703 28 61746303 48 87738902 68
11041233 9 37043833 29 63046433 49 89039032 69
12341363 10 O L
38343963 30 64346563 50 90339162 70
C O
13641493 11 39644093 31 65646693 51 91639292 71
14941623 12 40944223 32 66946823 52 92939422 72
D TR
16241753 13 42244353 33 68246953 53 94239522 73

17541883 14 43544483 34 69547083 54 95339682 74
N
18842013 15 44844613 35 70847213 55 96839812 75

20142143 16 46144743 36 72147343 56 98139942 76
O
21442273 17 47444873 37 73447473 57 994310072 77

C
22742403 18 48745003 38 74747603 58 1007310202 78

N
24042533 19 50045133 39 76047733 59 1020310206 79

C
1 04Feb2016 9
COMPARTMENT2

0104 0 51725382 25 1045010660 50 1572815938 75
105315 1 53835593 26 1066110871 51 1593916149 76
316526 2 55945804 27 1087211082 52 1615016360 77
527737 3 58056015 28 1108311293 53 1636116571 78
738949 4 60166226 29 1129411504 54 1657216782 79
9501160 5 62276438 30 1150511716 55 1678316993 80
11611371 6 64396649 31 1171711927 56 1699417205 81
13721582 7 66506860 32 1192812138 57 1720617416 82
D
15831793 8 68617071 33 1213912349 58 1741717627 83
17942004 9 70727282 34 1235012560 59 1762817838 84
PY LE
20052215 10 72837493 35 1256112771 60 1783918049 85
22162426 11 74947704 36 1277212982 61 1805018260 86
24272637 12 77057915O L 37 1298313193 62 1826118471 87
C O
26382849 13 79168127 38 1319413404 63 1847218682 88
D TR
28503060 14 81288338 39 1340513616 64 1868318894 89

30613271 15 83398549 40 1361713827 65 1889519105 90
32723482 16 85508760 41 1382814038 66 1910619316 91
N
34833693 17 87618971 42 1403914249 67 1931719527 92

O
36943904 18 89729182 43 1425014460 68 1952819738 93

39054115 19 91839393 44 1446114671 69 1973919949 94
C
41164326 20 93949604 45 1467214882 70 1995020160 95

N
C
43274538 21 96059815 46 1488315093 71 2016120371 96

45394749 22 981610027 47 1509415305 72 2037220412 97
U
47504960 23 1002810238 48 1530615516 73

49615171 24 1023910449 49 1551715727 74
1 04Feb2016 10
COMPARTMENT3 COMPARTMENT4

0168 0 76497988 23 093 0 52055393 28
169508 1 79898327 24 94282 1 53945582 29
509848 2 83288667 25 283472 2 55835772 30
8491188 3 86689007 26 473661 3 57735961 31
11891528 4 90089347 27 662850 4 59626150 32
15291868 5 93489687 28 8511040 5 61516339 33
18692208 6 968810027 29 10411229 6 63406529 34
22092548 7 1002810367 30 12301418 7 65306718 35
D
25492888 8 1036810707 31 14191607 8 67196907 36
28893228 9 1070811047 32 16081797 9 69087096 37
PY LE
32293568 10 1104811387 33 17981986 10 70977286 38
35693908 11 1138811727 34 19872175 11 72877475 39
39094248 12 O L
1172812067 35 21762364 12 74767664 40
C O
42494588 13 1206812407 36 23652554 13 76657854 41
45894928 14 1240812747 37 25552743 14 78558043 42
D TR
49295268 15 1274813087 38 27442932 15 80448232 43

52695608 16 1308813427 39 29333122 16 82338421 44
N
56095948 17 1342813767 40 31233311 17 84228611 45

59496288 18 1376814107 41 33123500 18 86128800 46
O
62896628 19 1401814447 42 35013689 19 88018989 47

C
66296968 20 1444814747 43 36903879 20 89909179 48

N
69697308 21 1478814832 44 38804068 21 91809368 49

C
73097648 22 40694257 22 93699557 50

U
42584447 23 95589746 51
44484636 24 97479936 52
46374825 25 993710125 53
48265014 26 1012610206 54
50155204 27

(*) With96x125inchesULDloadedonposition33P,positions32Pand41Phave
toremainunoccupiedorloadedwith88x125ULD.
(*) With96x125inchesULDloadedin31P,32P,41Pand42P,33Phastoremain
unoccupied.
(*) With88x125inchesULDloadedin31P,32P,41Pand42P,position33Pmaybe
loadedwith88x125inchesULDor96x125inchesULD.
1 04Feb2016 11
COMPARTMENT5

068 0 9081046 7 18852024 14 28633002 21
69208 1 10471186 8 20252164 15 30033142 22
209348 2 11871326 9 21652304 16 31433281 23
349487 3 13271465 10 23052443 17 32823421 24
488627 4 14661605 11 24442583 18 34223468 25
628767 5 16061745 12 25842723 19
768907 6 17461884 13 27242862 20
PY LE
O L
C O
D TR
N
C
1 04Feb2016 12
6.30.80 PASSENGERINDEXTABLES
PY LE
CABIN0A

PAXNUMBER INDEX
O L
PAXNUMBER INDEX

PAXNUMBER INDEX PAXNUMBER INDEX
C O
12 1 19 12 3637 23 5455 34
3 2 2021 13 3839 24 56 35
D TR
45 3 2223 14 40 25 5758 36
67 4 24 15 4142 26 59 37
8 5 2526 16 43 27 6061 38
N
910 6 27 17 4445 28 6263 39

O
11 7 2829 18 4647 29 64 40
C
1213 8 3031 19 48 30 6566 41

1415 9 32 20 4950 31 67 42
N
C
16 10 3334 21 51 32 6869 43
U
1718 11 35 22 5253 33 7072 44
CABIN0B
PAXNUMBER INDEX PAXNUMBER INDEX PAXNUMBER INDEX PAXNUMBER INDEX
1 0 2931 10 6062 20 9092 30

24 1 3235 11 6365 21 9395 31
57 2 3638 12 6668 22 9698 32
810 3 3941 13 6971 23 99101 33
1113 4 4244 14 7274 24 102105 34
1416 5 4547 15 7577 25 106108 35
1719 6 4850 16 7880 26 109111 36
2022 7 5153 17 8183 27 112114 37
2325 8 5456 18 8486 28 115117 38
2628 9 5759 19 8789 29 118120 39
1 04Feb2016 13
CABIN0C CABIN0D
PAXNUMBER INDEX PAXNUMBER INDEX PAXNUMBER INDEX PAXNUMBER INDEX
115 0 1 0 4143 +19 8384 +38

1646 +1 23 +1 4445 +20 8587 +39
4777 +2 45 +2 4647 +21 8889 +40
78109 +3 67 +3 4849 +22 9091 +41
110120 +4 89 +4 5051 +23 9293 +42
1012 +5 5254 +24 9496 +43
1314 +6 5556 +25 9798 +44
1516 +7 5758 +26 99100 +45
D
1718 +8 5960 +27 101102 +46
PY LE
1920 +9 6162 +28 103104 +47
2123 +10 6365 +29 105107 +48
2425 O L+11 6667 +30 108109 +49
2627 +12 6869 +31 110111 +50
C O
2829 +13 7071 +32 112113 +51
D TR
3032 +14 7273 +33 114115 +52

3334 +15 7476 +34 116118 +53
3536 +16 7778 +35 119120 +54
N
3738 +17 7980 +36 121122 +55

O
3940 +18 8182 +37 123124 +56
N
C
NOTE: IndexValuesareforWEIGHTADDEDtoairplaneinlocationsshown.
U
STANDARDPASSENGERWEIGHTS(KG)
CATEGORY DOMESTIC/REGIONAL/INTERNATIONAL
MALE 82
FEMALE 75
CHILD 35
INFANT 10
PY LE
O L
C O
D TR
N
C

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9. Warning is used when an operating procedure, technique, etc, may result in

Header: 1.00 Chapter

A. Paragraph refers to the text describing a subchapter, section, subsection,

followed either by a permanent approved revision or will be withdrawn after a

of Annex 6 is now solely used in context of navigation specifications that require

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

month being February. Rainfall is in the form of showers or occasional cumulonimbus,

A. Practically no turbulence is experienced due to lower wind velocities.

Wave heights of up to 15 to 18 ft have been reported with the strongest

where the vertical temperature profile forms an inversion a physical

A. High temperatures over Northern India ahead of the monsoon create a

Ahead of the trough cloud, rain and isolated thunderstorms can be

B. The development and intensity of these features depends on various

A. Occasionally a depression from the Mediterranean area may move across

A. Westerly jet stream activity is absent. An easterly jet stream may

A. Afghanistan is a landlocked country in South West Asia. It is bound by

B. Afghanistan has a continental dry climate with large differences between

A. India is located on the Indian subcontinent in South Asia. It is bound by

October with squalls and thunderstorms common. Average annual

average temperature ranges for Kuala Lumpur are from 22 to 32 degrees

A. Maldives is an archipelago of atolls located in the north central Indian

A. Pakistan is located in South Asia. It is bound by India to the east,

available instrument approaches must be checked from the performance data,

1. This section provides supplementary information on departure

d. Any other relevant considerations including obstructions, physical layout,

NameofAirport Distance(NM) Remarks

NameofAirport Distance(NM) Remarks

RKSS GMP SeoulGimpo 17 Commerciallypreferredalternate

likelihood of significant turbulence further down the approach. The

designed to permit aircraft to leave the runway expeditiously. Under normal

NameofAirport Distance(NM) Remarks

VMMC MFM Macau 34 Commercial

WMKJ JHB Senai(JohorBaru) 29 Commerciallypreferredalternate

WMKK KUL KualaLumpur 185

levels of the troposphere especially at night during summer. These can

NameofAirport Distance(NM) Remarks

OBBI BAH Bahrain 74 Commerciallypreferredalternate

6. The carriage of alcohol or pornographic material may result in arrest following

OEDF DMM Dammam 206 Commerciallypreferredalternate

OBBI BAH Bahrain 122 Commerciallypreferredalternate

OMDB DXB Dubai 219

CAUTION: Be aware of the constantly changing status of taxiways and movement

NameofAirport Distance(NM) Remarks

Country AircraftType Category RVR DH LVTO

Hongkong A319/A320/A330 II 350 100 200

IIIA 200 50 200

Kuwait A330 II 300 100 150

Macau A319/A320 II 350 100 200

Philippines A319/A320/A330 II 350 100

RepublicofKorea A319/A320/A330 II 350 100

maintaining the same level of safety. This is achieved by strict

requirements on equipment and training of personnel, flight crew and

keeping performance is monitored, overhead specific groundbased

SYD Sydney AeroCare 135.825

ICN Incheon SharpAviationServices 132.0

PUS Busan SharpAviationServices 132.0

NGO Nagoya CentrairOperationsSkyport 132.05

NRT Narita NaritaSkyport 130.55

StatuteMiles Meters Feet Meters

11/2sm 2400m 1800ft 550m

2sm 3200m 2100ft 650m

21/4sm 3600m 2400ft 750m