8.3.8.6 Volcanic ash
8.3.8.6.1 General
The atmospheric repercussions of volcanic activity can be particularly hazardous to aeroplanes.
Flight through volcanic ash can cause extreme abrasion to all forward facing parts of the
aeroplane, to the extent that visibility through the windshields may be totally impaired, aerofoil
and control surface leading edges may be severely damaged. Airspeed indications may be
completely unreliable through blocking of the pitot heads and engines may become so choked as
to cause power interruptions or even shutdowns.
Flight into such known areas is to be avoided, particularly at night or in daytime forecast IMC
conditions when ash clouds may not be seen.
Standard procedures for “Encountering volcanic ash” should be considered if any of these signs
are observed:
• Smoke or dust in the cockpit;
• An acrid or sulphurous odour;
• St Elmo’s Fire and static discharges around the windshield;
• A bright white or orange glow in the engine inlets;
• Sharp, distinct beams from the landing lights;
• Any abnormal indications in airspeed and engine parameters.
General advice is to execute a 180-degree turn to leave the ash cloud. If possible, the engine
power should be reduced to flight idle to minimize the build up of deposits in the engines.

A precautionary landing should be made at the nearest suitable airport if it is suspected that the
engines have been adversely affected or there is a/c damage.
With reference to ICAO EUR DOC 019 Volcanic Ash Contingency Plan – EUR Region and the
Volcanic Ash Advisory Centre (VAAC) it has been decided to differentiate between three (3)
different volcanic ash contamination zones:

Zone 1 Limited No-Fly Zone is an Area with a High Density Volcanic Ash Contamination.
A “No fly zone” - which includes the main area/core of the volcanic fallout, with an
additional buffer zone. The area is established on the basis of meteorological
conditions where wind direction, humidity etc. will result in a high intensity of
particles. Associated airspace restrictions/closures will be notified by NOTAM.

Zone 2: Potential Contamination Zone is an Area with a Low Density Volcanic Ash
Contamination.
An area outside Zone 1 where flying can be conducted when actual conditions, risk
assessment and test(s) can establish, that flights can be conducted at an acceptable
level of safety and requires prior permission from the operators Authority. Areas
affected by volcanic ash will be notified by SIGMET.
Prerequisites and requirements for flying in this area are given below.

Zone 3: Non-Contaminated Airspace is an Area Free of Volcanic Ash Contamination.
An area - free of contamination - where flights can be conducted without
restrictions or special prerequisites.

Zone 1 is established by Volcanic Ash Advisory Centre (VAAC) and administrated by the
Central Flow Management Unit (CFMU).

Zone 2 is established as a contaminated zone published by the VAAC and forms the basis of the
current restrictions, not including Zone 1.

The Zone 1 and 2 may be over-flown in accordance with the considerations stated below.
After the VAAC has issued the +6, +12, +18 hrs forecasts of contaminated areas, SIGMETs and
NOTAM’s based on the VAAC forecast will be issued.

8.3.8.6.2 Guidance and rules for flying in volcanic ash zone 2
Flight in Zone 2 requires permission from the National authority.

8.3.8.6.2.1 Flight planning
Normal planning according to OM A should be made. It is of most importance that all available
information such as TAF, METAR, NOTAM, and SIGMET are used and taken in consideration
to determine if safe flight can be conducted.
Before flight in to Zone 2, the pilots must review the procedures in each aircraft type’s AOM and
the emergency checklist.

8.3.8.6.2.2 Routing policy
The routing policy in zone 2 is to be shortest period in contaminated area.

8.3.8.6.2.3 Diversion policy
Maximum allowed distance from suitable alternate in accordance with OMA 8.1.2.7 maximum
60 minutes from an adequate aerodrome at one engine inoperative.

8.3.8.6.2.4 MEL/dispatch deviation guide
For flights in Zone 2, following equipment must be operational.
• Air condition packs;
• Engine bleeds;
• Air data computers;
• Standby instruments;
• Navigation systems;
• TCAS;
• TAWS;
• Provisions of Crew oxygen;
• Supplement oxygen for passengers

8.3.8.6.2.5 Fuel policy
Flygbolag AB encourage crew to consider to carriage extra fuel When flying in Zone 2.

8.3.8.6.2.6 Pilot reports
If volcanic ash activity is identified during flight, the following information shall be transmitted
to the nearest ATS unit:
1. Call sign;
2. Position;
3. Time;
4. Flight level:
5. Position, bearing, distance to volcanic activity, level of contamination experienced;
6. Vertical and lateral extend of ash cloud, rate, growth, etc;
7. Air temperature;
8. Wind.
The report shall be transmitted when the commander of the aircraft deems that it is safe to do so.
Post flight reporting shall be made after landing if any encounter of ash has occurred. It shall be
filed as Flight Occurrence Report according to OM A 2.4.3.

8.3.8.6.2.7 Monitoring of flight time
Flight in potential contamination zone 2 may be planned and operated according to each engine
provider and the technical department.
The pilots must register in Aeroplane Technical Log all flight time within Zone 2 and after
landing notify OP with latest flight time in Zone 2.