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Document 32008R0008
Commission Regulation (EC) No 8/2008 of 11 December 2007 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane (Text with EEA relevance )
Commission Regulation (EC) No 8/2008 of 11 December 2007 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane (Text with EEA relevance )
Commission Regulation (EC) No 8/2008 of 11 December 2007 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane (Text with EEA relevance )
OJ L 10, 12.1.2008, p. 1–206
(BG, ES, CS, DA, DE, ET, EL, EN, FR, IT, LV, LT, HU, MT, NL, PL, PT, RO, SK, SL, FI, SV)
In force
Relation | Act | Comment | Subdivision concerned | From | To |
---|---|---|---|---|---|
Modifies | 31991R3922 | Replacement | annex 3 | 12/01/2008 |
Relation | Act | Comment | Subdivision concerned | From | To |
---|---|---|---|---|---|
Implicitly repealed by | 32018R1139 |
12.1.2008 |
EN |
Official Journal of the European Union |
L 10/1 |
COMMISSION REGULATION (EC) No 8/2008
of 11 December 2007
amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane
(Text with EEA relevance)
THE COMMISSION OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Community,
Having regard to Council Regulation (EEC) No 3922/91 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (1), and in particular Article 11(1) thereof,
Whereas:
(1) |
Regulation (EEC) No 3922/91 provides that the Commission shall adopt the amendments to the common technical requirements and administrative procedures listed in Annex III thereto which are necessitated by scientific and technical progress. |
(2) |
Annex III to Regulation (EEC) No 3922/91 containing common technical requirements and administrative procedures applicable to commercial transportation by aeroplane is based on a set of harmonised rules adopted by the Joint Aviation Authorities (JAA) called Joint Aviation Requirements for Commercial Air Transportation (Aeroplanes) (JAR-OPS 1), as amended on 1 January 2005 (Amendment 8). |
(3) |
JAR-OPS 1 has been amended since 1 January 2005 (Amendments 9 to 12) to improve safety requirements contained therein. The new requirements should be applicable without delay, and in any case from the date of application of Annex III to Regulation (EEC) No 3922/91, i.e. 16 July 2008. |
(4) |
As the amendments are urgent in order to provide the concerned air operators and Authorities with the period necessary to adjust to the new requirements, the urgency procedure laid down in Article 12(4) of the same Regulation should apply. |
(5) |
Annex III to Regulation (EEC) No 3922/91 should therefore be amended accordingly. |
(6) |
The measures provided for in this Regulation are in accordance with the opinion of the Air Safety Committee established by Article 12 of Regulation (EEC) No 3922/91, |
HAS ADOPTED THIS REGULATION:
Article 1
Annex III to Council Regulation (EEC) No 3922/91 is replaced by the Annex to this Regulation.
Article 2
This Regulation shall enter into force on the day of its publication in the Official Journal of the European Union.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 11 December 2007.
For the Commission
Jacques BARROT
Vice-President
(1) OJ L 373, 31.12.1991, p. 4. Regulation as last amended by Regulation (EC) No 1900/2006 (OJ L 377, 27.12.2006, p. 176.)
ANNEX
‘ANNEX III
Common technical requirements and administrative procedures applicable to commercial transportation by aircraft
OPS 1: Commercial Air Transportation (Aeroplanes)
Contents (General layout)
SUBPART A |
— |
Applicability and Definitions |
SUBPART B |
— |
General |
SUBPART C |
— |
Operator Certification and Supervision |
SUBPART D |
— |
Operational Procedures |
SUBPART E |
— |
All Weather Operations |
SUBPART F |
— |
Performance General |
SUBPART G |
— |
Performance Class A |
SUBPART H |
— |
Performance Class B |
SUBPART I |
— |
Performance Class C |
SUBPART J |
— |
Mass and Balance |
SUBPART K |
— |
Instruments and Equipment |
SUBPART L |
— |
Communication and Navigation Equipment |
SUBPART M |
— |
Aeroplane Maintenance |
SUBPART N |
— |
Flight Crew |
SUBPART O |
— |
Cabin Crew |
SUBPART P |
— |
Manuals, Logs and Records |
SUBPART Q |
— |
Flight and duty time limitations and rest requirements |
SUBPART R |
— |
Transport of Dangerous Goods by Air |
SUBPART S |
— |
Security |
‘SUBPART A
APPLICABILITY AND DEFINITIONS
OPS 1.001
Applicability
OPS Part 1 prescribes requirements applicable to the operation of any civil aeroplane for the purpose of commercial air transportation by any operator whose principal place of business and, if any, registered office is in a Member State, hereafter called operator. OPS 1 does not apply:
(1) |
to aeroplanes when used in military, customs and police services; nor |
(2) |
to parachute dropping and fire-fighting flights, and to associated positioning and return flights in which the persons carried are those who would normally be carried on parachute dropping or fire-fighting; nor |
(3) |
to flights immediately before, during, or immediately after an aerial work activity provided these flights are connected with that aerial work activity and in which, excluding crew members, no more than 6 persons indispensable to the aerial work activity are carried. |
OPS 1.003
Definitions
(a) |
For the purpose of this Annex:
|
(b) |
Part M and Part 145 as referred to in this Annex are those of Regulation (EC) No 2042/2003 of 20 November 2003 (1). |
‘SUBPART B
GENERAL
OPS 1.005
General
(a) |
An operator shall not operate an aeroplane for the purpose of commercial air transportation other than in accordance with OPS Part 1. For operations of Performance Class B aeroplanes, alleviated requirements can be found in Appendix 1 to OPS 1.005(a). |
(b) |
An operator shall comply with the applicable retroactive airworthiness requirements for aeroplanes operated for the purpose of commercial air transportation. |
(c) |
Each aeroplane shall be operated in compliance with the terms of its Certificate of Airworthiness and within the approved limitations contained in its Aeroplane Flight Manual. |
(d) |
All Synthetic Training Devices (STD), such as Flight Simulators or Flight Training Devices (FTD), replacing an aeroplane for training and/or checking purposes are to be qualified in accordance with the requirements applicable to Synthetic Training Devices. An operator intending to use such STD must obtain approval from the Authority. |
OPS 1.020
Laws, regulations and procedures — Operator's responsibilities
An operator must ensure that:
(1) |
All employees are made aware that they shall comply with the laws, regulations and procedures of those States in which operations are conducted and which are pertinent to the performance of their duties; and |
(2) |
All crew members are familiar with the laws, regulations and procedures pertinent to the performance of their duties. |
OPS 1.025
Common language
(a) |
An operator must ensure that all crew members can communicate in a common language. |
(b) |
An operator must ensure that all operations personnel are able to understand the language in which those parts of the Operations Manual which pertain to their duties and responsibilities are written. |
OPS 1.030
Minimum equipment lists — Operator's responsibilities
(a) |
An operator shall establish, for each aeroplane, a Minimum Equipment List (MEL) approved by the Authority. This shall be based upon, but no less restrictive than, the relevant Master Minimum Equipment List (MMEL) (if this exists) accepted by the Authority. |
(b) |
An operator shall not operate an aeroplane other than in accordance with the MEL unless permitted by the Authority. Any such permission will in no circumstances permit operation outside the constraints of the MMEL. |
OPS 1.035
Quality system
(a) |
An operator shall establish one quality system and designate one Quality Manager to monitor compliance with, and adequacy of, procedures required to ensure safe operational practices and airworthy aeroplanes. Compliance monitoring must include a feed-back system to the Accountable Manager (see also OPS 1.175 (h)) to ensure corrective action as necessary. |
(b) |
The quality system must include a Quality Assurance Programme that contains procedures designed to verify that all operations are being conducted in accordance with all applicable requirements, standards and procedures. |
(c) |
The quality system and the Quality Manager must be acceptable to the Authority. |
(d) |
The quality system must be described in relevant documentation. |
(e) |
Notwithstanding subparagraph (a) above, the Authority may accept the nomination of two Quality Managers, one for operations and one for maintenance provided that the operator has designated one Quality Management Unit to ensure that the quality system is applied uniformly throughout the entire operation. |
OPS 1.037
Accident prevention and flight safety programme
(a) |
An operator shall establish and maintain an accident prevention and flight safety programme, which may be integrated with the quality system, including:
|
(b) |
Proposals for corrective action resulting from the accident prevention and flight safety programme shall be the responsibility of the person accountable for managing the programme. |
(c) |
The effectiveness of changes resulting from proposals for corrective action identified by the accident and flight safety programme shall be monitored by the Quality Manager. |
OPS 1.040
Crew members
(a) |
An operator shall ensure that all operating flight and cabin crew members have been trained in, and are proficient to perform, their assigned duties. |
(b) |
Where there are crew members, other than cabin crew members, who carry out their duties in the passenger compartment of an aeroplane, an operator shall ensure that these
|
OPS 1.050
Search and rescue information
An operator shall ensure that essential information pertinent to the intended flight concerning search and rescue services is easily accessible on the flight deck.
OPS 1.055
Information on emergency and survival equipment carried
An operator shall ensure that there are available for immediate communication to rescue coordination centres, lists containing information on the emergency and survival equipment carried on board all of his aeroplanes. The information shall include, as applicable, the number, colour and type of life-rafts and pyrotechnics, details of emergency medical supplies, water supplies and the type and frequencies of emergency portable radio equipment.
OPS 1.060
Ditching
An operator shall not operate an aeroplane with an approved passenger seating configuration of more than 30 passengers on overwater flights at a distance from land suitable for making an emergency landing, greater than 120 minutes at cruising speed, or 400 nautical miles, whichever is the lesser, unless the aeroplane complies with the ditching requirements prescribed in the applicable airworthiness code.
OPS 1.065
Carriage of weapons of war and munitions of war
(a) |
An operator shall not transport weapons of war and munitions of war by air unless an approval to do so has been granted by all States concerned. |
(b) |
An operator shall ensure that weapons of war and munitions of war are:
|
(c) |
An operator shall ensure that the commander is notified before a flight begins of the details and location on board the aeroplane of any weapons of war and munitions of war intended to be carried. |
OPS 1.070
Carriage of sporting weapons and ammunition
(a) |
An operator shall take all reasonable measures to ensure that any sporting weapons intended to be carried by air are reported to him. |
(b) |
An operator accepting the carriage of sporting weapons shall ensure that they are:
|
(c) |
Ammunition for sporting weapons may be carried in passengers’ checked baggage, subject to certain limitations, in accordance with the Technical Instructions (see OPS 1.1160 (b)(5)) as defined in OPS 1.1150 (a)(15). |
OPS 1.075
Method of carriage of persons
An operator shall take all measures to ensure that no person is in any part of an aeroplane in flight which is not a part designed for the accommodation of persons unless temporary access has been granted by the commander to any part of the aeroplane:
(1) |
For the purpose of taking action necessary for the safety of the aeroplane or of any person, animal or goods therein; or |
(2) |
In which cargo or stores are carried, being a part which is designed to enable a person to have access thereto while the aeroplane is in flight. |
OPS 1.080
Intentionally blank
OPS 1.085
Crew responsibilities
(a) |
A crew member shall be responsible for the proper execution of his/her duties that:
|
(b) |
A crew member shall:
|
(c) |
Nothing in paragraph (b) above shall oblige a crew member to report an occurrence which has already been reported by another crew member. |
(d) |
A crew member shall not perform duties on an aeroplane:
|
(e) |
A crew member shall be subject to appropriate requirements on the consumption of alcohol which shall be established by the operator and acceptable by the Authority, and which shall not be less restrictive than the following:
|
(f) |
The commander shall:
|
(g) |
The commander or the pilot to whom conduct of the flight has been delegated shall, in an emergency situation that requires immediate decision and action, take any action he/she considers necessary under the circumstances. In such cases he/she may deviate from rules, operational procedures and methods in the interest of safety. |
OPS 1.090
Authority of the commander
An operator shall take all reasonable measures to ensure that all persons carried in the aeroplane obey all lawful commands given by the commander for the purpose of securing the safety of the aeroplane and of persons or property carried therein.
OPS 1.095
Authority to taxi an aeroplane
An operator shall take all reasonable steps to ensure that an aeroplane in his charge is not taxied on the movement area of an aerodrome by a person other than a flight crew member, unless that person, seated at the controls:
(1) |
Has been duly authorised by the operator or a designated agent and is competent to;
|
(2) |
Has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control signals and instructions, phraseology and procedures, and is able to conform to the operational standards required for safe aeroplane movement at the aerodrome. |
OPS 1.100
Admission to flight deck
(a) |
An operator must ensure that no person, other than a flight crew member assigned to a flight, is admitted to, or carried in, the flight deck unless that person is:
|
(b) |
The commander shall ensure that:
|
(c) |
The final decision regarding the admission to the flight deck shall be the responsibility of the commander. |
OPS 1.105
Unauthorised carriage
An operator shall take all reasonable measures to ensure that no person secretes himself/herself or secretes cargo on board an aeroplane.
OPS 1.110
Portable electronic devices
An operator shall not permit any person to use, and take all reasonable measures to ensure that no person does use, on board an aeroplane a portable electronic device that can adversely affect the performance of the aeroplane's systems and equipment.
OPS 1.115
Alcohol and drugs
An operator shall not permit any person to enter or be in, and take all reasonable measures to ensure that no person enters or is in, an aeroplane when under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered.
OPS 1.120
Endangering safety
An operator shall take all reasonable measures to ensure that no person recklessly or negligently acts or omits to act:
(1) |
so as to endanger an aeroplane or person therein; |
(2) |
so as to cause or permit an aeroplane to endanger any person or property. |
OPS 1.125
Documents to be carried
(a) |
An operator shall ensure that the following documents or copies thereof are carried on each flight:
|
(b) |
Each flight crew member shall, on each flight, carry a valid flight crew licence with appropriate rating(s) for the purpose of the flight. |
OPS 1.130
Manuals to be carried
An operator shall ensure that:
(1) |
The current parts of the Operations Manual relevant to the duties of the crew are carried on each flight; |
(2) |
Those parts of the Operations Manual which are required for the conduct of a flight are easily accessible to the crew on board the aeroplane; and |
(3) |
The current Aeroplane Flight Manual is carried in the aeroplane unless the Authority has accepted that the Operations Manual prescribed in OPS 1.1045, Appendix 1, Part B contains relevant information for that aeroplane. |
OPS 1.135
Additional information and forms to be carried
(a) |
An operator shall ensure that, in addition to the documents and manuals prescribed in OPS 1.125 and OPS 1.130, the following information and forms, relevant to the type and area of operation, are carried on each flight:
|
(b) |
The Authority may permit the information detailed in subparagraph (a) above, or parts thereof, to be presented in a form other than on printed paper. An acceptable standard of accessibility, usability and reliability must be assured. |
OPS 1.140
Information retained on the ground
(a) |
An operator shall ensure that: At least for the duration of each flight or series of flights;
|
(b) |
The information referred to in subparagraph (a) above includes:
|
OPS 1.145
Power to inspect
An operator shall ensure that any person authorised by the Authority is permitted at any time to board and fly in any aeroplane operated in accordance with an AOC issued by that Authority and to enter and remain on the flight deck provided that the commander may refuse access to the flight deck if, in his/her opinion, the safety of the aeroplane would thereby be endangered.
OPS 1.150
Production of documentation and records
(a) |
An operator shall:
|
(b) |
The commander shall, within a reasonable time of being requested to do so by a person authorised by an Authority, produce to that person the documentation required to be carried on board. |
OPS 1.155
Preservation of documentation
An operator shall ensure that:
(1) |
Any original documentation, or copies thereof, that he is required to preserve is preserved for the required retention period even if he ceases to be the operator of the aeroplane; and |
(2) |
Where a crew member, in respect of whom an operator has kept flight duty, duty and rest period records, becomes a crew member for another operator, that record is made available to the new operator. |
OPS 1.160
Preservation, production and use of flight recorder recordings
(a) |
Preservation of recordings:
|
(b) |
Production of recordings The operator of an aeroplane on which a flight recorder is carried shall, within a reasonable time after being requested to do so by the Authority, produce any recording made by a flight recorder which is available or has been preserved. |
(c) |
Use of recordings:
|
OPS 1.165
Leasing
(a) |
Terminology Terms used in this paragraph have the following meaning:
|
(b) |
Leasing of aeroplanes between Community operators
|
(c) |
Leasing of aeroplanes between a Community operator and any entity other than a Community operator:
|
‘Appendix 1 to OPS 1.005(a)
Operations of performance class B aeroplanes
(a) |
Terminology:
|
(b) |
Operations, to which this Appendix is applicable, may be conducted in accordance with the following alleviations.
|
‘Appendix 1 to OPS 1.125
Documents to be carried
See OPS 1.125.
In case of loss or theft of documents specified in OPS 1.125, the operation is allowed to continue until the flight reaches the base or a place where a replacement document can be provided.
‘SUBPART C
OPERATOR CERTIFICATION AND SUPERVISION
OPS 1.175
General rules for Air Operator Certification
Note 1: Appendix 1 to this paragraph specifies the contents and conditions of the AOC.
Note 2: Appendix 2 to this paragraph specifies the management and organisation requirements.
(a) |
An operator shall not operate an aeroplane for the purpose of commercial air transportation otherwise than under, and in accordance with, the terms and conditions of an Air Operator Certificate (AOC). |
(b) |
An applicant for an AOC, or variation of an AOC, shall allow the Authority to examine all safety aspects of the proposed operation. |
(c) |
An applicant for an AOC must:
|
(d) |
If an operator has aeroplanes registered in different Member States, appropriate arrangements shall be made to ensure appropriate safety oversight. |
(e) |
An operator shall grant the Authority access to his organisation and aeroplanes and shall ensure that, with respect to maintenance, access is granted to any associated Part–145 maintenance organisation, to determine continued compliance with OPS 1. |
(f) |
An AOC will be varied, suspended or revoked if the Authority is no longer satisfied that the operator can maintain safe operations. |
(g) |
The operator must satisfy the Authority that;
|
(h) |
The operator must have nominated an accountable manager acceptable to the Authority who has corporate authority for ensuring that all operations and maintenance activities can be financed and carried out to the standard required by the Authority. |
(i) |
The operator must have nominated post holders, acceptable to the Authority, who are responsible for the management and supervision of the following areas,
|
(j) |
A Person may hold more than one of the nominated posts if acceptable to the Authority but, for operators who employ 21 or more full time staff, a minimum of two persons are required to cover the four areas of responsibility. |
(k) |
For operators who employ 20 or less full time staff, one or more of the nominated posts may be filled by the accountable manager if acceptable to the Authority. |
(l) |
The operator must ensure that every flight is conducted in accordance with the provisions of the Operations Manual. |
(m) |
The operator must arrange appropriate ground handling facilities to ensure the safe handling of its flights. |
(n) |
The operator must ensure that its aeroplanes are equipped and its crews are qualified, as required for the area and type of operation. |
(o) |
The operator must comply with the maintenance requirements, in accordance with Part M, for all aeroplanes operated under the terms of its AOC. |
(p) |
The operator must provide the Authority with a copy of the Operations Manual, as specified in Subpart P and all amendments or revisions to it. |
(q) |
The operator must maintain operational support facilities at the main operating base, appropriate for the area and type of operation. |
OPS 1.180
Issue, variation and continued validity of an AOC
(a) |
An operator will not be granted an AOC, or a variation to an AOC, and that AOC will not remain valid unless:
|
(b) |
Notwithstanding the provisions of OPS 1.185 (f), the operator must notify the Authority as soon as practicable of any changes to the information submitted in accordance with OPS 1.185(a) below. |
(c) |
If the Authority is not satisfied that the requirements of subparagraph (a) above have been met, the Authority may require the conduct of one or more demonstration flights, operated as if they were commercial air transport flights. |
OPS 1.185
Administrative requirements
(a) |
An operator shall ensure that the following information is included in the initial application for an AOC and, when applicable, any variation or renewal applied for:
|
(b) |
In respect of the operator's maintenance system only, the following information must be included in the initial application for an AOC and, when applicable, any variation or renewal applied for, and for each aeroplane type to be operated:
|
(c) |
The application for an initial issue of an AOC must be submitted at least 90 days before the date of intended operation except that the Operations Manual may be submitted later but not less than 60 days before the date of intended operation. |
(d) |
The application for the variation of an AOC must be submitted at least 30 days, or as otherwise agreed, before the date of intended operation. |
(e) |
The application for the renewal of an AOC must be submitted at least 30 days, or as otherwise agreed, before the end of the existing period of validity. |
(f) |
Other than in exceptional circumstances, the Authority must be given at least 10 days prior notice of a proposed change of a nominated post holder. |
‘Appendix 1 to OPS 1.175
Contents and conditions of the Air Operator Certificate
An AOC specifies the:
(a) |
Name and location (principal place of business) of the operator; |
(b) |
Date of issue and period of validity; |
(c) |
Description of the type of operations authorised; |
(d) |
Type(s) of aeroplane(s) authorised for use; |
(e) |
Registration markings of the authorised aeroplane(s) except that operators may obtain approval for a system to inform the Authority about the registration markings for aeroplanes operated under its AOC; |
(f) |
Authorised areas of operation; |
(g) |
Special limitations; and |
(h) |
Special authorisations/approvals e.g.:
|
‘Appendix 2 to OPS 1.175
The management and organisation of an AOC holder
(a) |
General: An operator must have a sound and effective management structure in order to ensure the safe conduct of air operations. Nominated post holders must have managerial competency together with appropriate technical/operational qualifications in aviation. |
(b) |
Nominated post holders:
|
(c) |
Adequacy and supervision of staff:
|
(d) |
Accommodation facilities:
|
(e) |
Documentation: The operator must make arrangements for the production of manuals, amendments and other documentation. |
‘SUBPART D
OPERATIONAL PROCEDURES
OPS 1.195
Operational Control
An operator shall:
(a) |
Establish and maintain a method of exercising operational control approved by the Authority; and |
(b) |
Exercise operational control over any flight operated under the terms of his AOC. |
OPS 1.200
Operations manual
An operator shall provide an Operations Manual in accordance with Subpart P for the use and guidance of operations personnel.
OPS 1.205
Competence of operations personnel
An operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.
OPS 1.210
Establishment of procedures
(a) |
An operator shall establish procedures and instructions, for each aeroplane type, containing ground staff and crew members' duties for all types of operation on the ground and in flight. |
(b) |
An operator shall establish a check-list system to be used by crew members for all phases of operation of the aeroplane under normal, abnormal and emergency conditions as applicable, to ensure that the operating procedures in the Operations Manual are followed. |
(c) |
An operator shall not require a crew member to perform any activities during critical phases of the flight other than those required for the safe operation of the aeroplane. |
OPS 1.215
Use of Air Traffic Services
An operator shall ensure that Air Traffic Services are used for all flights whenever available.
OPS 1.216
In-Flight Operational Instructions
An operator shall ensure that his in-flight operational instructions involving a change to the air traffic flight plan shall, when practicable, be coordinated with the appropriate Air Traffic Service Unit before transmission to an aeroplane.
OPS 1.220
Authorisation of Aerodromes by the Operator
An operator shall only authorise use of aerodromes that are adequate for the type(s) of aeroplane and operation(s) concerned.
OPS 1.225
Aerodrome Operating Minima
(a) |
An operator shall specify aerodrome operating minima, established in accordance with OPS 1.430 for each departure, destination or alternate aerodrome authorised to be used in accordance with OPS 1.220. |
(b) |
Any increment imposed by the Authority must be added to the minima specified in accordance with subparagraph (a) above. |
(c) |
The minima for a specific type of approach and landing procedure are considered applicable if:
|
OPS 1.230
Instrument departure and approach procedures
(a) |
An operator shall ensure that instrument departure and approach procedures established by the State in which the aerodrome is located are used. |
(b) |
Notwithstanding subparagraph (a) above, a commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure. |
(c) |
Different procedures to those required to be used in accordance with subparagraph (a) above may only be implemented by an operator provided they have been approved by the State in which the aerodrome is located, if required, and accepted by the Authority. |
OPS 1.235
Noise abatement procedures
(a) |
An operator shall establish operating procedures for noise abatement during instrument flight operations in compliance with ICAO PANS OPS Volume 1 (Doc 8168–OPS/611). |
(b) |
Take-off climb procedures for noise abatement specified by an operator for any one aeroplane type should be the same for all aerodromes. |
OPS 1.240
Routes and areas of operation
(a) |
An operator shall ensure that operations are only conducted along such routes or within such areas, for which:
|
(b) |
An operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation, imposed by the Authority. |
OPS 1.241
Operation in defined airspace with Reduced Vertical Separation Minima (RVSM)
An operator shall not operate an aeroplane in defined portions of airspace where, based on Regional Air Navigation Agreement, a vertical separation minimum of 300 m (1 000 ft) applies unless approved to do so by the Authority (RVSM Approval). (See also OPS 1.872).
OPS 1.243
Operation in areas with specified navigation performance requirements
(a) |
An operator shall ensure that an aeroplane operated in areas, or through portions of airspace, or on routes where navigation performance requirements have been specified, is certified according to these requirements, and, if required, that the Authority has granted the relevant operational approval. (See also OPS 1.865 (c)(2), OPS 1.870 and OPS 1.872). |
(b) |
An operator of an aeroplane operating in areas referred to in (a) shall ensure that all contingency procedures, specified by the authority responsible for the airspace concerned, have been included in the Operations Manual. |
OPS 1.245
Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS Approval
(a) |
Unless specifically approved by the Authority in accordance with OPS 1.246 (a) (ETOPS approval), an operator shall not operate a two-engined aeroplane over a route which contains a point further from an adequate aerodrome than, in the case of:
|
(b) |
An operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding VMO, based upon the true airspeed that the aeroplane can maintain with one-engine-inoperative under the following conditions:
|
(c) |
An operator must ensure that the following data, specific to each type or variant, is included in the Operations Manual:
Note: The speeds and altitudes (flight levels) specified above are only intended to be used for establishing the maximum distance from an adequate aerodrome. |
OPS 1.246
Extended range operations with two-engined aeroplanes (ETOPS)
(a) |
An operator shall not conduct operations beyond the threshold distance determined in accordance with OPS 1.245 unless approved to do so by the Authority (ETOPS approval). |
(b) |
Prior to conducting an ETOPS flight, an operator shall ensure that a suitable ETOPS en-route alternate is available, within either the approved diversion time, or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter. (See also OPS 1.297 (d)). |
OPS 1.250
Establishment of minimum flight altitudes
(a) |
An operator shall establish minimum flight altitudes and the methods to determine those altitudes for all route segments to be flown which provide the required terrain clearance taking into account the requirements of Subparts F to I. |
(b) |
Every method for establishing minimum flight altitudes must be approved by the Authority. |
(c) |
Where minimum flight altitudes established by States overflown are higher than those established by the operator, the higher values shall apply. |
(d) |
An operator shall take into account the following factors when establishing minimum flight altitudes:
|
(e) |
In fulfilling the requirements prescribed in subparagraph (d) above due consideration shall be given to:
|
OPS 1.255
Fuel policy
(a) |
An operator must establish a fuel policy for the purpose of flight planning and in-flight replanning to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operation. |
(b) |
An operator shall ensure that the planning of flights is at least based upon (1) and (2) below:
|
(c) |
An operator shall ensure that the pre-flight calculation of usable fuel required for a flight includes:
|
(d) |
An operator shall ensure that in-flight replanning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination other than originally planned includes:
|
OPS 1.260
Carriage of Persons with Reduced Mobility
(a) |
An operator shall establish procedures for the carriage of Persons with Reduced Mobility (PRMs). |
(b) |
An operator shall ensure that PRMs are not allocated, nor occupy, seats where their presence could:
|
(c) |
The commander must be notified when PRMs are to be carried on board. |
OPS 1.265
Carriage of inadmissible passengers, deportees or persons in custody
An operator shall establish procedures for the transportation of inadmissible passengers, deportees or persons in custody to ensure the safety of the aeroplane and its occupants. The commander must be notified when the above-mentioned persons are to be carried on board.
OPS 1.270
Stowage of baggage and cargo
(See Appendix 1 to OPS 1.270)
(a) |
An operator shall establish procedures to ensure that only such hand baggage is taken into the passenger cabin as can be adequately and securely stowed. |
(b) |
An operator shall establish procedures to ensure that all baggage and cargo on board, which might cause injury or damage, or obstruct aisles and exits if displaced, is placed in stowages designed to prevent movement. |
OPS 1.275
Intentionally blank
OPS 1.280
Passenger Seating
An operator shall establish procedures to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder evacuation from the aeroplane.
OPS 1.285
Passenger briefing
An operator shall ensure that:
(a) |
General:
|
(b) |
Before take-off:
|
(c) |
After take-off:
|
(d) |
Before landing:
|
(e) |
After landing:
|
(f) |
In an emergency during flight, passengers are instructed in such emergency action as may be appropriate to the circumstances. |
OPS 1.290
Flight preparation
(a) |
An operator shall ensure that an operational flight plan is completed for each intended flight. |
(b) |
The commander shall not commence a flight unless he/she is satisfied that:
|
OPS 1.295
Selection of aerodromes
(a) |
An operator shall establish procedures for the selection of destination and/or alternate aerodromes in accordance with OPS 1.220 when planning a flight. |
(b) |
An operator must select and specify in the operational flight plan a take-off alternate if it would not be possible to return to the aerodrome of departure for meteorological or performance reasons. The take-off alternate shall be located within:
|
(c) |
An operator must select at least one destination alternate for each IFR flight unless:
|
(d) |
An operator must select two destination alternates when:
|
(e) |
An operator shall specify any required alternate(s) in the operational flight plan. |
OPS 1.297
Planning minima for IFR flights
(a) |
Planning minima for take-off alternates. An operator shall not select an aerodrome as a take-off alternate aerodrome unless the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with OPS 1.225. The ceiling must be taken into account when the only approaches available are non-precision and/or circling approaches. Any limitation related to one-engine-inoperative operations must be taken into account. |
(b) |
Planning minima for destination and destination alternate aerodromes. An operator shall only select the destination aerodrome and/or destination alternate aerodrome(s) when the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows:
|
(c) |
Planning minima for an en-route alternate aerodrome. An operator shall not select an aerodrome as an en-route alternate aerodrome unless the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in accordance with Table 1 above. |
(d) |
Planning minima for an ETOPS en-route alternate. An operator shall not select an aerodrome as an ETOPS en-route alternate aerodrome unless the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima prescribed in Table 2 below, and in accordance with the operator's ETOPS approval. Table 2 Planning minima — ETOPS
|
OPS 1.300
Submission of ATS Flight Plan
An operator shall ensure that a flight is not commenced unless an ATS flight plan has been submitted, or adequate information has been deposited in order to permit alerting services to be activated if required.
OPS 1.305
Refuelling/defuelling with passengers embarking, on board or disembarking
(See Appendix 1 to OPS 1.305)
An operator shall ensure that no aeroplane is refuelled/defuelled with Avgas or wide cut type fuel (e.g. Jet-B or equivalent) or when a mixture of these types of fuel might occur, when passengers are embarking, on board or disembarking. In all other cases necessary precautions must be taken and the aeroplane must be properly manned by qualified personnel ready to initiate and direct an evacuation of the aeroplane by the most practical and expeditious means available.
OPS 1.307
Refuelling/Defuelling with wide-cut fuel
An operator shall establish procedures for refuelling/defuelling with wide-cut fuel (e.g. Jet-B or equivalent) if this is required.
OPS 1.308
Push Back and Towing
(a) |
The operator shall ensure that all push back and towing procedures comply with appropriate aviation standards and procedures. |
(b) |
The operator shall ensure that pre- or post-taxi positioning of the aeroplanes is not executed by towbarless towing unless:
|
OPS 1.310
Crew Members at stations
(a) |
Flight crew members:
|
(b) |
Cabin crew members. On all the decks of the aeroplane that are occupied by passengers, required cabin crew members shall be seated at their assigned stations during critical phases of flight. |
OPS 1.315
Assisting means for emergency evacuation
An operator shall establish procedures to ensure that before taxiing, take-off and landing, and when safe and practicable to do so, an assisting means for emergency evacuation that deploys automatically, is armed.
OPS 1.320
Seats, safety belts and harnesses
(a) |
Crew members:
|
(b) |
Passengers:
|
OPS 1.325
Securing of passenger cabin and galley(s)
(a) |
An operator shall establish procedures to ensure that before taxiing, take-off and landing all exits and escape paths are unobstructed. |
(b) |
The commander shall ensure that before take-off and landing, and whenever deemed necessary in the interest of safety, all equipment and baggage is properly secured. |
OPS 1.330
Accessibility of emergency equipment
The commander shall ensure that relevant emergency equipment remains easily accessible for immediate use.
OPS 1.335
Smoking on board
(a) |
The commander shall ensure that no person on board is allowed to smoke:
|
OPS 1.340
Meteorological Conditions
(a) |
On an IFR flight a commander shall not:
|
(b) |
On an IFR flight a commander shall not continue beyond:
|
(c) |
On an IFR flight, a commander shall not continue towards the planned destination aerodrome unless the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the planning applicable aerodrome operating minima. |
(d) |
On a VFR flight a commander shall not commence take-off unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under VFR will, at the appropriate time, be such as to render compliance with these rules possible. |
OPS 1.345
Ice and other contaminants — ground procedures
(a) |
An operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aeroplane(s) are necessary. |
(b) |
A commander shall not commence take-off unless the external surfaces are clear of any deposit which might adversely affect the performance and/or controllability of the aeroplane except as permitted in the Aeroplane Flight Manual. |
OPS 1.346
Ice and other contaminants — flight procedures
(a) |
An operator shall establish procedures for flights in expected or actual icing conditions. |
(b) |
A commander shall not commence a flight nor intentionally fly into expected or actual icing conditions unless the aeroplane is certificated and equipped to cope with such conditions. |
OPS 1.350
Fuel and oil supply
A commander shall not commence a flight unless he/she is satisfied that the aeroplane carries at least the planned amount of fuel and oil to complete the flight safely, taking into account the expected operating conditions.
OPS 1.355
Take-off conditions
Before commencing take-off, a commander must satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe take-off and departure.
OPS 1.360
Application of take-off minima
Before commencing take-off, a commander must satisfy himself/herself that the RVR or visibility in the take-off direction of the aeroplane is equal to or better than the applicable minimum.
OPS 1.365
Minimum flight altitudes
The commander or the pilot to whom conduct of the flight has been delegated shall not fly below specified minimum altitudes except when necessary for take-off or landing.
OPS 1.370
Simulated abnormal situations in flight
An operator shall establish procedures to ensure that abnormal or emergency situations requiring the application of part or all of abnormal or emergency procedures and simulation of IMC by artificial means are not simulated during commercial air transportation flights.
OPS 1.375
In-flight fuel management
(See Appendix 1 to OPS 1.375)
(a) |
An operator shall establish a procedure to ensure that in-flight fuel checks and fuel management are carried out. |
(b) |
A commander shall ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, with final reserve fuel remaining. |
(c) |
The commander shall declare an emergency when calculated usable fuel on landing is less than final reserve fuel. |
OPS 1.380
Intentionally blank
OPS 1.385
Use of supplemental oxygen
A commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aeroplane in flight use supplemental oxygen continuously whenever cabin altitude exceeds 10 000 ft for a period in excess of 30 minutes and whenever the cabin altitude exceeds 13 000 ft.
OPS 1.390
Cosmic radiation
(a) |
An operator shall take account of the in-flight exposure to cosmic radiation of all crew members while on duty (including positioning) and shall take the following measures for those crew liable to be subject to exposure of more than 1 mSv per year;
|
(b) |
|
OPS 1.395
Ground proximity detection
When undue proximity to the ground is detected by any flight crew member or by a ground proximity warning system, the commander or the pilot to whom conduct of the flight has been delegated shall ensure that corrective action is initiated immediately to establish safe flight conditions.
OPS 1.398
Use of Airborne Collision Avoidance System (ACAS)
An operator shall establish procedures to ensure that:
(a) |
When ACAS is installed and serviceable, it shall be used in flight in a mode that enables Resolution Advisories (RA) to be produced unless to do so would not be appropriate for conditions existing at the time. |
(b) |
When undue proximity to another aircraft (RA) is detected by ACAS, the commander or the pilot to whom conduct of the flight has been delegated must ensure that any corrective action indicated by the RA is initiated immediately, unless doing so would jeopardize the safety of the aeroplane. The corrective action must:
|
(c) |
Prescribed ACAS ATC communications are specified. |
(d) |
When the conflict is resolved the aeroplane is promptly returned to the terms of the ATC instructions or clearance. |
OPS 1.400
Approach and landing conditions
Before commencing an approach to land, the commander must satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual.
OPS 1.405
Commencement and continuation of approach
(a) |
The commander or the pilot to whom conduct of the flight has been delegated may commence an instrument approach regardless of the reported RVR/Visibility but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR/visibility is less than the applicable minima. |
(b) |
Where RVR is not available, RVR values may be derived by converting the reported visibility in accordance with Appendix 1 to OPS 1.430, subparagraph (h). |
(c) |
If, after passing the outer marker or equivalent position in accordance with (a) above, the reported RVR/visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H. |
(d) |
Where no outer marker or equivalent position exists, the commander or the pilot to whom conduct of the flight has been delegated shall make the decision to continue or abandon the approach before descending below 1 000 ft above the aerodrome on the final approach segment. If the MDA/H is at or above 1 000 ft above the aerodrome, the operator shall establish a height, for each approach procedure, below which the approach shall not be continued if RVR/visibility is less than applicable minima. |
(e) |
The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained. |
(f) |
The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end RVR are also controlling. The minimum RVR value for the mid-point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a roll-out guidance or control system, the minimum RVR value for the mid-point is 75 m. Note: ‘Relevant’, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 knots. |
OPS 1.410
Operating procedures — Threshold crossing height
An operator must establish operational procedures designed to ensure that an aeroplane being used to conduct precision approaches crosses the threshold by a safe margin, with the aeroplane in the landing configuration and attitude.
OPS 1.415
Journey log
A commander shall ensure that the Journey log is completed.
OPS 1.420
Occurrence reporting
(a) |
Terminology:
|
(b) |
Incident reporting. An operator shall establish procedures for reporting incidents taking into account responsibilities described below and circumstances described in subparagraph (d) below.
|
(c) |
Accident and Serious Incident Reporting. An operator shall establish procedures for reporting accidents and serious incidents taking into account responsibilities described below and circumstances described in subparagraph (d) below.
|
(d) |
Specific Reports. Occurrences for which specific notification and reporting methods must be used are described below:
|
OPS 1.425
Reserved
‘Appendix 1 to OPS 1.270
Stowage of baggage and cargo
Procedures established by an operator to ensure that hand baggage and cargo is adequately and securely stowed must take account of the following:
(1) |
Each item carried in a cabin must be stowed only in a location that is capable of restraining it; |
(2) |
Mass limitations placarded on or adjacent to stowages must not be exceeded; |
(3) |
Underseat stowages must not be used unless the seat is equipped with a restraint bar and the baggage is of such size that it may adequately be restrained by this equipment; |
(4) |
Items must not be stowed in toilets or against bulkheads that are incapable of restraining articles against movement forwards, sideways or upwards and unless the bulkheads carry a placard specifying the greatest mass that may be placed there; |
(5) |
Baggage and cargo placed in lockers must not be of such size that they prevent latched doors from being closed securely; |
(6) |
Baggage and cargo must not be placed where it can impede access to emergency equipment; and |
(7) |
Checks must be made before take-off, before landing, and whenever the fasten seat belts signs are illuminated or it is otherwise so ordered to ensure that baggage is stowed where it cannot impede evacuation from the aircraft or cause injury by falling (or other movement) as may be appropriate to the phase of flight. |
‘Appendix 1 to OPS 1.305
Re/defuelling with passengers embarking, on board or disembarking
An operator must establish operational procedures for re/defuelling with passengers embarking, on board or disembarking to ensure the following precautions are taken:
(1) |
One qualified person must remain at a specified location during fuelling operations with passengers on board. This qualified person must be capable of handling emergency procedures concerning fire protection and fire-fighting, handling communications and initiating and directing an evacuation; |
(2) |
A two-way communication shall be established and shall remain available by the aeroplane's inter-communication system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the aeroplane; |
(3) |
Crew, staff and passengers must be warned that re/defuelling will take place; |
(4) |
‘Fasten Seat Belts’ signs must be off; |
(5) |
‘NO SMOKING’ signs must be on, together with interior lighting to enable emergency exits to be identified; |
(6) |
Passengers must be instructed to unfasten their seat belts and refrain from smoking; |
(7) |
Sufficient qualified personnel must be on board and be prepared for an immediate emergency evacuation; |
(8) |
If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during re/defuelling, fuelling must be stopped immediately; |
(9) |
The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear; and |
(10) |
Provision is made for a safe and rapid evacuation. |
‘Appendix 1 to OPS 1.375
In-flight fuel management
(a) |
In-flight fuel checks:
|
(b) |
In-flight fuel management.
|
‘SUBPART E
ALL WEATHER OPERATIONS
OPS 1.430
Aerodrome Operating Minima — General
(See Appendix 1 to OPS 1.430)
(a) |
An operator shall establish, for each aerodrome planned to be used, aerodrome operating minima that are not lower than the values given in Appendix 1. The method of determination of such minima must be acceptable to the Authority. Such minima shall not be lower than any that may be established for such aerodromes by the State in which the aerodrome is located, except when specifically approved by that State. Note: The above paragraph does not prohibit in-flight calculation of minima for a non planned alternate aerodrome if carried out in accordance with an accepted method. |
(b) |
In establishing the aerodrome operating minima which will apply to any particular operation, an operator must take full account of:
|
(c) |
The aeroplane categories referred to in this Subpart must be derived in accordance with the method given in Appendix 2 to OPS 1.430 (c). |
OPS 1.435
Terminology
Terms used in this Subpart have the following meaning:
(1) |
Circling. The visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located for a straight-in approach. |
(2) |
Low Visibility Procedures (LVP). Procedures applied at an aerodrome for the purpose of ensuring safe operations during Category II and III approaches and Low Visibility Take-Offs. |
(3) |
Low Visibility Take-Off (LVTO). A take-off where the Runway Visual Range (RVR) is less than 400 m. |
(4) |
Flight control system. A system which includes an automatic landing system and/or a hybrid landing system. |
(5) |
Fail-Passive flight control system. A flight control system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic flight control system the pilot assumes control of the aeroplane after a failure. |
(6) |
Fail-Operational flight control system. A flight control system is fail-operational if, in the event of a failure below alert height, the approach, flare and landing, can be completed automatically. In the event of a failure, the automatic landing system will operate as a fail-passive system. |
(7) |
Fail-operational hybrid landing system A system which consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling the pilot to complete a landing manually after failure of the primary system. Note: A typical secondary independent guidance system consists of a monitored head-up display providing guidance which normally takes the form of command information but it may alternatively be situation (or deviation) information. |
(8) |
Visual approach. An approach when either part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to the terrain. |
OPS 1.440
Low visibility operations — General operating rules
(See Appendix 1 to OPS 1.440)
(a) |
An operator shall not conduct Category II or III operations unless:
|
(b) |
An operator shall not conduct low visibility take-offs in less than 150 m RVR (Category A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes) unless approved by the Authority. |
OPS 1.445
Low visibility operations — Aerodrome considerations
(a) |
An operator shall not use an aerodrome for Category II or III operations unless the aerodrome is approved for such operations by the State in which the aerodrome is located. |
(b) |
An operator shall verify that Low Visibility Procedures (LVP) have been established, and will be enforced, at those aerodromes where low visibility operations are to be conducted. |
OPS 1.450
Low visibility operations — Training and Qualifications
(See Appendix 1 to OPS 1.450)
An operator shall ensure that, prior to conducting Low Visibility Take-Off, Category II and III operations:
(1) |
Each flight crew member:
|
(2) |
The training and checking is conducted in accordance with a detailed syllabus approved by the Authority and included in the Operations Manual. This training is in addition to that prescribed in Subpart N; and |
(3) |
The flight crew qualification is specific to the operation and the aeroplane type. |
OPS 1.455
Low visibility operations — Operating Procedures
(See Appendix 1 to OPS 1.455)
(a) |
An operator must establish procedures and instructions to be used for Low Visibility Take-Off and Category II and III operations. These procedures must be included in the Operations Manual and contain the duties of flight crew members during taxiing, take-off, approach, flare, landing, roll-out and missed approach as appropriate. |
(b) |
The commander shall satisfy himself/herself that:
|
OPS 1.460
Low visibility operations — Minimum equipment
(a) |
An operator must include in the Operations Manual the minimum equipment that has to be serviceable at the commencement of a Low Visibility Take-off or a Category II or III approach in accordance with the AFM or other approved document. |
(b) |
The commander shall satisfy himself/herself that the status of the aeroplane and of the relevant airborne systems is appropriate for the specific operation to be conducted. |
OPS 1.465
VFR Operating minima
(See Appendix 1 to OPS 1.465)
An operator shall ensure that:
(1) |
VFR flights are conducted in accordance with the Visual Flight Rules and in accordance with the Table in Appendix 1 to OPS 1.465. |
(2) |
Special VFR flights are not commenced when the visibility is less than 3 km and not otherwise conducted when the visibility is less than 1,5 km. |
‘Appendix 1 to OPS 1.430
Aerodrome Operating Minima
(a) |
Take-off Minima
|
(b) |
Non-Precision approach
|
(c) |
Precision approach — Category I operations
|
(d) |
Precision approach — Category II operations
|
(e) |
Precision approach — Category III operations
|
(f) |
Circling
|
(g) |
Visual Approach. An operator shall not use an RVR of less than 800 m for a visual approach. |
(h) |
Conversion of Reported Meteorological Visibility to RVR
|
‘Appendix 2 to OPS 1.430 (c)
Aeroplane categories — All Weather Operations
(a) |
Classification of aeroplanes The criteria taken into consideration for the classification of aeroplanes by categories is the indicated airspeed at threshold (VAT) which is equal to the stalling speed (VSO) multiplied by 1,3 or VS1G multiplied by 1,23 in the landing configuration at the maximum certificated landing mass. If both VSO and VS1G are available, the higher resulting VAT shall be used. The aeroplane categories corresponding to VAT values are in the Table below:
The landing configuration which is to be taken into consideration shall be defined by the operator or by the aeroplane manufacturer. |
(b) |
Permanent change of category (maximum landing mass)
|
‘Appendix 1 to OPS 1.440
Low Visibility Operations — General Operating Rules
(a) |
General. The following procedures apply to the introduction and approval of low visibility operations. |
(b) |
Operational Demonstration. The purpose of the operational demonstration is to determine or validate the use and effectiveness of the applicable aircraft flight guidance systems, training, flight crew procedures, maintenance programme, and manuals applicable to the Category II/III programme being approved.
|
(c) |
Data Collection For Operational Demonstrations. Each applicant must develop a data collection method (e.g. a form to be used by the flight crew) to record approach and landing performance. The resulting data and a summary of the demonstration data shall be made available to the Authority for evaluation. |
(d) |
Data Analysis. Unsatisfactory approaches and/or automatic landings shall be documented and analysed. |
(e) |
Continuous Monitoring
|
(f) |
Transitional periods
|
(g) |
Maintenance of Category II, Category III and LVTO equipment. Maintenance instructions for the on-board guidance systems must be established by the operator, in liaison with the manufacturer, and included in the operator's aeroplane maintenance programme prescribed in Part M, paragraph M.A.302 which must be approved by the Authority. |
(h) |
Eligible Aerodromes and Runways
|
‘Appendix 1 to OPS 1.450
Low Visibility Operations — Training & Qualifications
(a) |
General: An operator must ensure that flight crew member training programmes for Low Visibility Operations include structured courses of ground, Flight Simulator and/or flight training. The operator may abbreviate the course content as prescribed by subparagraphs (2) and (3) below provided the content of the abbreviated course is acceptable to the authority.
|
(b) |
Ground Training. An operator must ensure that the initial ground training course for Low Visibility Operations covers at least:
|
(c) |
Flight Simulator training and/or flight training
|
(d) |
Conversion Training Requirements to conduct Low Visibility Take-off and Category II and III Operations. An operator shall ensure that each flight crew member completes the following Low Visibility Procedures training if converting to a new type or variant of aeroplane in which Low Visibility Take-off and Category II and III Operations will be conducted. The flight crew member experience requirements to undertake an abbreviated course are prescribed in subparagraphs (a)(2) and (a)(3), above:
|
(e) |
Type and command experience. Before commencing Category II/III operations, the following additional requirements are applicable to commanders, or pilots to whom conduct of the flight has been delegated, who are new to the aeroplane type:
|
(f) |
Low Visibility Take-Off with RVR less than 150/200 m
|
(g) |
Recurrent Training and Checking — Low Visibility Operations
|
‘Appendix 1 to OPS 1.455
Low Visibility Operations — Operating procedures
(a) |
General. Low Visibility Operations include:
Note 1: A hybrid system may be used with any of these modes of operations. Note 2: Other forms of guidance systems or displays may be certificated and approved. |
(b) |
Procedures and Operating Instructions
|
‘Appendix 1 to OPS 1.465
Minimum Visibilities for VFR Operations
Airspace class |
|
A B C D E [Note 1] |
F G |
|
|
|
|
Above 900 m (3 000 ft) AMSL or above 300 m (1 000 ft) above terrain, whichever is the higher |
At and below 900 m (3 000 ft) AMSL or 300 m (1 000 ft) above terrain, whichever is the higher |
Distance from cloud |
|
1 500 m horizontally 300 m (1 000 ft) vertically |
Clear of cloud and in sight of the surface |
|
Flight visibility |
8 km at and above 3 050 m (10 000 ft) AMSL(Note 2) 5 km below 3 050 m (10 000 ft) AMSL |
5 km (Note 3) |
||
Note 1: VMC Minima for Class A airspace are included for guidance but do not imply acceptance of VFR Flights in Class A airspace. Note 2: When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft. Note 3: Cat A and B aeroplanes may be operated in flight visibilities down to 3 000 m, provided the appropriate ATS authority permits use of a flight visibility less than 5 km, and the circumstances are such, that the probability of encounters with other traffic is low, and the IAS is 140 kt or less. |
‘SUBPART F
PERFORMANCE GENERAL
OPS 1.470
Applicability
(a) |
An operator shall ensure that multi-engine aeroplanes powered by turbo propeller engines with a maximum approved passenger seating configuration of more than 9 or a maximum take-off mass exceeding 5 700 kg, and all multi-engine turbojet powered aeroplanes are operated in accordance with Subpart G (Performance Class A). |
(b) |
An operator shall ensure that propeller driven aeroplanes with a maximum approved passenger seating configuration of 9 or less, and a maximum take-off mass of 5 700 kg or less are operated in accordance with Subpart H (Performance Class B). |
(c) |
An operator shall ensure that aeroplanes powered by reciprocating engines with a maximum approved passenger seating configuration of more than 9 or a maximum take-off mass exceeding 5 700 kg are operated in accordance with Subpart I (Performance Class C). |
(d) |
Where full compliance with the requirements of the appropriate Subpart cannot be shown due to specific design characteristics (e.g. supersonic aeroplanes or seaplanes), the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate Subpart. |
OPS 1.475
General
(a) |
An operator shall ensure that the mass of the aeroplane:
is not greater than the mass at which the requirements of the appropriate Subpart can be complied with for the flight to be undertaken, allowing for expected reductions in mass as the flight proceeds, and for such fuel jettisoning as is provided for in the particular requirement. |
(b) |
An operator shall ensure that the approved performance Data contained in the Aeroplane Flight Manual is used to determine compliance with the requirements of the appropriate Subpart, supplemented as necessary with other data acceptable to the Authority as prescribed in the relevant Subpart. When applying the factors prescribed in the appropriate Subpart, account may be taken of any operational factors already incorporated in the Aeroplane Flight Manual performance data to avoid double application of factors. |
(c) |
When showing compliance with the requirements of the appropriate Subpart, due account shall be taken of aeroplane configuration, environmental conditions and the operation of systems which have an adverse effect on performance. |
(d) |
For performance purposes, a damp runway, other than a grass runway, may be considered to be dry. |
(e) |
An operator shall take account of charting accuracy when assessing compliance with the take-off requirements of the applicable subpart. |
OPS 1.480
Terminology
(a) |
The following terms used in Subparts F, G, H, I and J, have the following meaning:
|
(b) |
The terms ‘accelerate-stop distance’, ‘take-off distance’, ‘take-off run’, ‘net take-off flight path’, ‘one engine inoperative en-route net flight path’ and ‘two engines inoperative en-route net flight path’ as relating to the aeroplane have their meanings defined in the airworthiness requirements under which the aeroplane was certificated, or as specified by the Authority if it finds that definition inadequate for showing compliance with the performance operating limitations. |
‘SUBPART G
PERFORMANCE CLASS A
OPS 1.485
General
(a) |
An operator shall ensure that, for determining compliance with the requirements of this Subpart, the approved performance data in the Aeroplane Flight Manual is supplemented as necessary with other data acceptable to the Authority if the approved performance Data in the Aeroplane Flight Manual is insufficient in respect of items such as:
|
(b) |
An operator shall ensure that, for the wet and contaminated runway case, performance data determined in accordance with applicable requirements on certification of large aeroplanes or equivalent acceptable to the Authority is used. |
OPS 1.490
Take-off
(a) |
An operator shall ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made. |
(b) |
An operator must meet the following requirements when determining the maximum permitted take-off mass:
|
(c) |
When showing compliance with subparagraph (b) above, an operator must take account of the following:
|
OPS 1.495
Take-off obstacle clearance
(a) |
An operator shall ensure that the net take-off flight path clears all obstacles by a vertical distance of at least 35 ft or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled before the end of the take-off distance available. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used. |
(b) |
When showing compliance with subparagraph (a) above, an operator must take account of the following:
|
(c) |
When showing compliance with subparagraph (a) above:
|
(d) |
When showing compliance with subparagraph (a) above for those cases where the intended flight path does not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
|
(e) |
When showing compliance with subparagraph (a) above for those cases where the intended flight path does require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
|
(f) |
An operator shall establish contingency procedures to satisfy the requirements of OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of OPS 1.500, or land at either the aerodrome of departure or at a take-off alternate aerodrome. |
OPS 1.500
En-route — One Engine Inoperative
(a) |
An operator shall ensure that the one engine inoperative en-route net flight path data shown in the Aeroplane Flight Manual, appropriate to the meteorological conditions expected for the flight, complies with either subparagraph (b) or (c) at all points along the route. The net flight path must have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path must be taken into account. |
(b) |
The gradient of the net flight path must be positive at at least 1 000 ft above all terrain and obstructions along the route within 9,3 km (5 nm) on either side of the intended track. |
(c) |
The net flight path must permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with OPS 1.515 or 1.520 as appropriate, the net flight path clearing vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 nm) on either side of the intended track in accordance with subparagraphs (1) to (4) below:
|
(d) |
When showing compliance with OPS 1.500, an operator must increase the width margins of subparagraphs (b) and (c) above to 18,5 km (10 nm) if the navigational accuracy does not meet the 95 % containment level. |
OPS 1.505
En-route — Aeroplanes With Three Or More Engines, Two Engines Inoperative
(a) |
An operator shall ensure that at no point along the intended track will an aeroplane having three or more engines be more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met unless it complies with subparagraphs (b) to (f) below. |
(b) |
The two engines inoperative en-route net flight path data must permit the aeroplane to continue the flight, in the expected meteorological conditions, from the point where two engines are assumed to fail simultaneously, to an aerodrome at which it is possible to land and come to a complete stop when using the prescribed procedure for a landing with two engines inoperative. The net flight path must clear vertically, by at least 2 000 ft all terrain and obstructions along the route within 9,3 km (5 nm) on either side of the intended track. At altitudes and in meteorological conditions requiring ice protection systems to be operable, the effect of their use on the net flight path data must be taken into account. If the navigational accuracy does not meet the 95 % containment level, an operator must increase the width margin given above to 18,5 km (10 nm). |
(c) |
The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met. |
(d) |
The net flight path must have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after the failure of two engines. |
(e) |
Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. |
(f) |
The expected mass of the aeroplane at the point where the two engines are assumed to fail must not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at least 1 500 ft directly over the landing area and thereafter to fly level for 15 minutes. |
OPS 1.510
Landing — Destination And Alternate Aerodromes
(a) |
An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome. |
(b) |
For instrument approaches with a missed approach gradient greater than 2,5 % an operator shall verify that the expected landing mass of the aeroplane allows a missed approach with a climb gradient equal to or greater than the applicable missed approach gradient in the one-engine inoperative missed approach configuration and speed (see applicable requirements on certification of large aeroplanes). The use of an alternative method must be approved by the Authority. |
(c) |
For instrument approaches with decision heights below 200 ft, an operator must verify that the expected landing mass of the aeroplane allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around of at least 2,5 %, or the published gradient, whichever is the greater (see CS AWO 243). The use of an alternative method must be approved by the Authority. |
OPS 1.515
Landing — Dry Runways
(a) |
An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full stop landing from 50 ft above the threshold:
|
(b) |
When showing compliance with subparagraph (a) above, an operator must take account of the following:
|
(c) |
When showing compliance with subparagraph (a) above, it must be assumed that:
|
(d) |
If an operator is unable to comply with subparagraph (c)(1) above for a destination aerodrome having a single runway where a landing depends upon a specified wind component, an aeroplane may be despatched if 2 alternate aerodromes are designated which permit full compliance with subparagraphs (a), (b) and (c). Before commencing an approach to land at the destination aerodrome the commander must satisfy himself/herself that a landing can be made in full compliance with OPS 1.510 and subparagraphs (a) and (b) above. |
(e) |
If an operator is unable to comply with subparagraph (c)(2) above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c). |
OPS 1.520
Landing — Wet and contaminated runways
(a) |
An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is at least 115 % of the required landing distance, determined in accordance with OPS 1.515. |
(b) |
An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the landing distance available must be at least the landing distance determined in accordance with subparagraph (a) above, or at least 115 % of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, accepted by the Authority, whichever is greater. |
(c) |
A landing distance on a wet runway shorter than that required by subparagraph (a) above, but not less than that required by OPS 1.515 (a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways. |
(d) |
A landing distance on a specially prepared contaminated runway shorter than that required by subparagraph (b) above, but not less than that required by OPS 1.515 (a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on contaminated runways. |
(e) |
When showing compliance with subparagraphs (b), (c) and (d) above, the criteria of OPS 1.515 shall be applied accordingly except that OPS 1.515 (a)(1) and (2) shall not be applied to subparagraph (b) above. |
‘Appendix 1 to OPS 1.495 (c)(3)
Approval of increased bank angles
(a) |
For the use of the increased bank angles requiring special approval, the following criteria shall be met:
|
‘Appendix 1 to OPS 1.515 (a)(3)
Steep Approach Procedures
(a) |
The Authority may approve the application of Steep Approach procedures using glide slope angles of 4,5° or more and with screen heights of less than 50 ft but not less than 35 ft, provided that the following criteria are met:
|
‘Appendix 1 to OPS 1.515 (a)(4)
Short Landing Operations
(a) |
For the purpose of OPS 1. 515 (a)(4), the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared landing distance available. The Authority may approve such operations in accordance with the following criteria:
|
‘Appendix 2 to OPS 1.515 (a)(4)
Airfield Criteria for Short Landing Operations
(a) |
The use of the safe area must be approved by the airport authority. |
(b) |
The useable length of the declared safe area under the provisions of 1.515 (a)(4), and this Appendix, must not exceed 90 meters. |
(c) |
The width of the declared safe area shall not be less than twice the runway width or twice the wing span, whichever is the greater, centred on the extended runway centre line. |
(d) |
The declared safe area must be clear of obstructions or depressions which would endanger an aeroplane undershooting the runway and no mobile object shall be permitted on the declared safe area while the runway is being used for short landing operations. |
(e) |
The slope of the declared safe area must not exceed 5 % upward nor 2 % downward in the direction of landing. |
(f) |
For the purpose of this operation, the bearing strength requirement of OPS 1.480 (a)(5) need not apply to the declared safe area. |
‘SUBPART H
PERFORMANCE CLASS B
OPS 1.525
General
(a) |
An operator shall not operate a single-engine aeroplane:
|
(b) |
An operator shall treat two-engine aeroplanes which do not meet the climb requirements of Appendix 1 to OPS 1.525 (b) as single-engine aeroplanes. |
OPS 1.530
Take-off
(a) |
An operator shall ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made. |
(b) |
An operator shall ensure that the unfactored take-off distance, as specified in the Aeroplane Flight Manual does not exceed:
|
(c) |
When showing compliance with subparagraph (b) above, an operator shall take account of the following:
|
OPS 1.535
Take-off Obstacle Clearance — Multi-Engined Aeroplanes
(a) |
An operator shall ensure that the take-off flight path of aeroplanes with two or more engines, determined in accordance with this subparagraph, clears all obstacles by a vertical margin of at least 50 ft, or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance travelled by the aeroplane from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled before the end of the take-off distance available except as provided in subparagraphs (b) and (c) below. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used. When showing compliance with this subparagraph it must be assumed that:
|
(b) |
When showing compliance with subparagraph (a) above for those cases where the intended flight path does not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
|
(c) |
When showing compliance with subparagraph (a) above for those cases where the intended flight path requires track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
|
(d) |
When showing compliance with subparagraphs (a), (b) and (c) above, an operator must take account of the following:
|
OPS 1.540
En-Route — Multi-engined aeroplanes
(a) |
An operator shall ensure that the aeroplane, in the meteorological conditions expected for the flight, and in the event of the failure of one engine, with the remaining engines operating within the maximum continuous power conditions specified, is capable of continuing flight at or above the relevant minimum altitudes for safe flight stated in the Operations Manual to a point 1 000 ft above an aerodrome at which the performance requirements can be met. |
(b) |
When showing compliance with subparagraph (a) above:
|
OPS 1.542
En-Route — Single-engine aeroplanes
(a) |
An operator shall ensure that the aeroplane, in the meteorological conditions expected for the flight, and in the event of engine failure, is capable of reaching a place at which a safe forced landing can be made. For landplanes, a place on land is required, unless otherwise approved by the Authority. |
(b) |
When showing compliance with subparagraph (a) above:
|
OPS 1.545
Landing — Destination and Alternate Aerodromes
An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.
OPS 1.550
Landing — Dry runway
(a) |
An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) for the estimated time of landing allows a full stop landing from 50 ft above the threshold within 70 % of the landing distance available at the destination aerodrome and at any alternate aerodrome.
|
(b) |
When showing compliance with subparagraph (a) above, an operator shall take account of the following:
|
(c) |
For despatching an aeroplane in accordance with subparagraph (a) above, it must be assumed that:
|
(d) |
If an operator is unable to comply with subparagraph (c)(2) above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c) above. |
OPS 1.555
Landing — Wet and Contaminated Runways
(a) |
An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is equal to or exceeds the required landing distance, determined in accordance with OPS 1.550, multiplied by a factor of 1,15. |
(b) |
An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the landing distance, determined by using data acceptable to the Authority for these conditions, does not exceed the landing distance available. |
(c) |
A landing distance on a wet runway shorter than that required by subparagraph (a) above, but not less than that required by OPS 1.550 (a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways. |
‘Appendix 1 to OPS 1.525 (b)
General — Take-off and Landing Climb
(a) |
Take-off Climb
|
(b) |
Landing Climb
|
‘Appendix 1 to OPS 1.535 (b)(1) & (c)(1)
Take-off Flight Path — Visual Course Guidance Navigation
In order to allow visual course guidance navigation, an operator must ensure that the weather conditions prevailing at the time of operation, including ceiling and visibility, are such that the obstacle and/or ground reference points can be seen and identified. The Operations Manual must specify, for the aerodrome(s) concerned, the minimum weather conditions which enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows:
(a) |
The procedure must be well defined with respect to ground reference points so that the track to be flown can be analysed for obstacle clearance requirements; |
(b) |
The procedure must be within the capabilities of the aeroplane with respect to forward speed, bank angle and wind effects; |
(c) |
A written and/or pictorial description of the procedure must be provided for crew use; and |
(d) |
The limiting environmental conditions must be specified (e.g. wind, cloud, visibility, day/night, ambient lighting, obstruction lighting). |
‘Appendix 1 to OPS 1.550 (a)
Steep Approach Procedures
(a) |
The Authority may approve the application of Steep Approach procedures using glide slope angles of 4.5° or more, and with screen heights of less than 50 ft but not less than 35 ft, provided that the following criteria are met:
|
‘Appendix 2 to OPS 1.550 (a)
Short Landing Operations
(a) |
For the purpose of OPS 1.550 (a)(2), the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared landing distance available. The Authority may approve such operations in accordance with the following criteria:
|
‘SUBPART I
PERFORMANCE CLASS C
OPS 1.560
General
An operator shall ensure that, for determining compliance with the requirements of this Subpart, the approved performance Data in the Aeroplane Flight Manual is supplemented, as necessary, with other Data acceptable to the Authority if the approved performance Data in the Aeroplane Flight Manual is insufficient.
OPS 1.565
Take-off
(a) |
An operator shall ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made. |
(b) |
An operator shall ensure that, for aeroplanes which have take-off field length data contained in their Aeroplane Flight Manuals that do not include engine failure accountability, the distance from the start of the take-off roll required by the aeroplane to reach a height of 50 ft above the surface with all engines operating within the maximum take-off power conditions specified, when multiplied by a factor of either:
does not exceed the take-off run available at the aerodrome at which the take-off is to be made. |
(c) |
An operator shall ensure that, for aeroplanes which have take-off field length data contained in their Aeroplane Flight Manuals which accounts for engine failure, the following requirements are met in accordance with the specifications in the Aeroplane Flight Manual:
|
(d) |
When showing compliance with subparagraphs (b) and (c) above, an operator must take account of the following:
|
OPS 1.570
Take-off Obstacle Clearance
(a) |
An operator shall ensure that the take-off flight path with one engine inoperative clears all obstacles by a vertical distance of at least 50 ft plus 0,01 × D, or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used. |
(b) |
The take-off flight path must begin at a height of 50 ft above the surface at the end of the take-off distance required by OPS 1.565 (b) or (c) as applicable, and end at a height of 1 500 ft above the surface. |
(c) |
When showing compliance with subparagraph (a), an operator must take account of the following:
|
(d) |
When showing compliance with subparagraph (a) above, track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled. Adequate allowance must be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. |
(e) |
When showing compliance with subparagraph (a) above for those cases which do not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
|
(f) |
When showing compliance with subparagraph (a) above for those cases which do require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
|
(g) |
An operator shall establish contingency procedures to satisfy the requirements of OPS 1.570 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of OPS 1.580, or land at either the aerodrome of departure or at a take-off alternate aerodrome. |
OPS 1.575
En-Route — All Engines Operating
(a) |
An operator shall ensure that the aeroplane will, in the meteorological conditions expected for the flight, at any point on its route or on any planned diversion therefrom, be capable of a rate of climb of at least 300 ft per minute with all engines operating within the maximum continuous power conditions specified at:
|
OPS 1.580
En-Route — One Engine Inoperative
(a) |
An operator shall ensure that the aeroplane will, in the meteorological conditions expected for the flight, in the event of any one engine becoming inoperative at any point on its route or on any planned diversion therefrom and with the other engine or engines operating within the maximum continuous power conditions specified, be capable of continuing the flight from the cruising altitude to an aerodrome where a landing can be made in accordance with OPS 1.595 or OPS 1.600 as appropriate, clearing obstacles within 9,3 km (5 nm) either side of the intended track by a vertical interval of at least:
|
(b) |
The flight path shall have a positive slope at an altitude of 450 m (1 500 ft) above the aerodrome where the landing is assumed to be made after the failure of one engine. |
(c) |
For the purpose of this subparagraph the available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than the gross rate of climb specified. |
(d) |
When showing compliance with this paragraph, an operator must increase the width margins of subparagraph (a) above to 18,5 km (10 nm) if the navigational accuracy does not meet the 95 % containment level. |
(e) |
Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. |
OPS 1.585
En-Route — Aeroplanes With Three Or More Engines, Two Engines Inoperative
(a) |
An operator shall ensure that, at no point along the intended track, will an aeroplane having three or more engines be more than 90 minutes at the all-engine long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met unless it complies with subparagraphs (b) to (e) below. |
(b) |
The two-engines inoperative flight path shown must permit the aeroplane to continue the flight, in the expected meteorological conditions, clearing all obstacles within 9,3 km (5 nm) either side of the intended track by a vertical interval of at least 2 000 ft, to an aerodrome at which the performance requirements applicable at the expected landing mass are met. |
(c) |
The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met. |
(d) |
The expected mass of the aeroplane at the point where the two engines are assumed to fail must not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of a least 450 m (1 500 ft) directly over the landing area and thereafter to fly level for 15 minutes. |
(e) |
For the purpose of this subparagraph the available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than that specified. |
(f) |
When showing compliance with this paragraph, an operator must increase the width margins of subparagraph (a) above to 18,5 km (10 nm) if the navigational accuracy does not meet the 95 % containment level. |
(g) |
Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. |
OPS 1.590
Landing — Destination and Alternate Aerodromes
An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) does not exceed the maximum landing mass specified in the Aeroplane Flight Manual for the altitude and, if accounted for in the Aeroplane Flight Manual, the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.
OPS 1.595
Landing — Dry Runways
(a) |
An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) for the estimated time of landing allows a full stop landing from 50 ft above the threshold within 70 % of the landing distance available at the destination and any alternate aerodrome. |
(b) |
When showing compliance with subparagraph (a) above, an operator must take account of the following:
|
(c) |
For despatching an aeroplane in accordance with subparagraph (a) above it must be assumed that:
|
(d) |
If an operator is unable to comply with subparagraph (c)(2) above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c). |
OPS 1.600
Landing — Wet and Contaminated Runways
(a) |
An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is equal to or exceeds the required landing distance, determined in accordance with OPS 1.595, multiplied by a factor of 1,15. |
(b) |
An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the landing distance determined by using data acceptable to the Authority for these conditions, does not exceed the landing distance available. |
‘SUBPART J
MASS AND BALANCE
OPS 1.605
General
(See Appendix 1 to OPS 1.605)
(a) |
An operator shall ensure that during any phase of operation, the loading, mass and centre of gravity of the aeroplane complies with the limitations specified in the approved Aeroplane Flight Manual, or the Operations Manual if more restrictive. |
(b) |
An operator must establish the mass and the centre of gravity of any aeroplane by actual weighing prior to initial entry into service and thereafter at intervals of 4 years if individual aeroplane masses are used and 9 years if fleet masses are used. The accumulated effects of modifications and repairs on the mass and balance must be accounted for and properly documented. Furthermore, aeroplanes must be reweighed if the effect of modifications on the mass and balance is not accurately known. |
(c) |
An operator must determine the mass of all operating items and crew members included in the aeroplane dry operating mass by weighing or by using standard masses. The influence of their position on the aeroplane centre of gravity must be determined. |
(d) |
An operator must establish the mass of the traffic load, including any ballast, by actual weighing or determine the mass of the traffic load in accordance with standard passenger and baggage masses as specified in OPS 1.620. |
(e) |
An operator must determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the Operations Manual. |
OPS 1.607
Terminology
(a) |
Dry Operating Mass. The total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. This mass includes items such as:
|
(b) |
Maximum Zero Fuel Mass. The maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuel contained in particular tanks must be included in the zero fuel mass when it is explicitly mentioned in the Aeroplane Flight Manual limitations. |
(c) |
Maximum Structural Landing Mass. The maximum permissible total aeroplane mass upon landing under normal circumstances. |
(d) |
Maximum Structural Take Off Mass. The maximum permissible total aeroplane mass at the start of the take-off run. |
(e) |
Passenger classification.
|
(f) |
Traffic Load. The total mass of passengers, baggage and cargo, including any non-revenue load. |
OPS 1.610
Loading, mass and balance
An operator shall specify, in the Operations Manual, the principles and methods involved in the loading and in the mass and balance system that meet the requirements of OPS 1.605. This system must cover all types of intended operations.
OPS 1.615
Mass values for crew
(a) |
An operator shall use the following mass values to determine the dry operating mass:
|
(b) |
An operator must correct the dry operating mass to account for any additional baggage. The position of this additional baggage must be accounted for when establishing the centre of gravity of the aeroplane. |
OPS 1.620
Mass values for passengers and baggage
(a) |
An operator shall compute the mass of passengers and checked baggage using either the actual weighed mass of each person and the actual weighed mass of baggage or the standard mass values specified in Tables 1 to 3 below except where the number of passenger seats available is less than 10. In such cases passenger mass may be established by use of a verbal statement by, or on behalf of, each passenger and adding to it a predetermined constant to account for hand baggage and clothing. The procedure specifying when to select actual or standard masses and the procedure to be followed when using verbal statements must be included in the Operations Manual. |
(b) |
If determining the actual mass by weighing, an operator must ensure that passengers' personal belongings and hand baggage are included. Such weighing must be conducted immediately prior to boarding and at an adjacent location. |
(c) |
If determining the mass of passengers using standard mass values, the standard mass values in Tables 1 and 2 below must be used. The standard masses include hand baggage and the mass of any infant below 2 years of age carried by an adult on one passenger seat. Infants occupying separate passenger seats must be considered as children for the purpose of this subparagraph. |
(d) |
Mass values for passengers — 20 seats or more
Table 1
|
(e) |
Mass values for passengers — 19 seats or less.
Table 2
|
(f) |
Mass values for baggage
Table 3 20 or more seats
|
(g) |
If an operator wishes to use standard mass values other than those contained in Tables 1 to 3 above, he must advise the Authority of his reasons and gain its approval in advance. He must also submit for approval a detailed weighing survey plan and apply the statistical analysis method given in Appendix 1 to OPS 1.620 (g). After verification and approval by the Authority of the results of the weighing survey, the revised standard mass values are only applicable to that operator. The revised standard mass values can only be used in circumstances consistent with those under which the survey was conducted. Where revised standard masses exceed those in Tables 1-3, then such higher values must be used. |
(h) |
On any flight identified as carrying a significant number of passengers whose masses, including hand baggage, are expected to exceed the standard passenger mass, an operator must determine the actual mass of such passengers by weighing or by adding an adequate mass increment. |
(i) |
If standard mass values for checked baggage are used and a significant number of passengers check in baggage that is expected to exceed the standard baggage mass, an operator must determine the actual mass of such baggage by weighing or by adding an adequate mass increment. |
(j) |
An operator shall ensure that a commander is advised when a non-standard method has been used for determining the mass of the load and that this method is stated in the mass and balance documentation. |
OPS 1.625
Mass and balance documentation
(See Appendix 1 to OPS 1.625)
(a) |
An operator shall establish mass and balance documentation prior to each flight specifying the load and its distribution. The mass and balance documentation must enable the commander to determine that the load and its distribution is such that the mass and balance limits of the aeroplane are not exceeded. The person preparing the mass and balance documentation must be named on the document. The person supervising the loading of the aeroplane must confirm by signature that the load and its distribution are in accordance with the mass and balance documentation. This document must be acceptable to the commander, his/her acceptance being indicated by countersignature or equivalent. (See also OPS 1.1055 (a)(12)). |
(b) |
An operator must specify procedures for last minute changes to the load. |
(c) |
Subject to the approval of the Authority, an operator may use an alternative to the procedures required by paragraphs (a) and (b) above. |
‘Appendix 1 to OPS 1.605
Mass and Balance — General
(See OPS 1.605)
(a) |
Determination of the dry operating mass of an aeroplane
|
(b) |
Special standard masses for the traffic load. In addition to standard masses for passengers and checked baggage, an operator can submit for approval to the Authority standard masses for other load items. |
(c) |
Aeroplane loading
|
(d) |
Centre of gravity limits
|
‘Appendix 1 to OPS 1.620 (f)
Definition of the area for flights within the European region
For the purposes of OPS 1.620 (f), flights within the European region, other than domestic flights, are flights conducted within the area bounded by rhumb lines between the following points:
— |
N7200 |
E04500 |
— |
N4000 |
E04500 |
— |
N3500 |
E03700 |
— |
N3000 |
E03700 |
— |
N3000 |
W00600 |
— |
N2700 |
W00900 |
— |
N2700 |
W03000 |
— |
N6700 |
W03000 |
— |
N7200 |
W01000 |
— |
N7200 |
E04500 |
as depicted in Figure 1 below:
Figure 1
European region
‘Appendix 1 to OPS 1.620 (g)
Procedure for establishing revised standard mass values for passengers and baggage
(a) |
Passengers
|
(b) |
Checked baggage. The statistical procedure for determining revised standard baggage mass values based on average baggage masses of the minimum required sample size is basically the same as for passengers and as specified in subparagraph (a)(1). For baggage, the relative confidence range (accuracy) amounts to 1 %. A minimum of 2 000 pieces of checked baggage must be weighed. |
(c) |
Determination of revised standard mass values for passengers and checked baggage
|
‘Appendix 1 to OPS 1.625
Mass and Balance Documentation
(a) |
Mass and balance documentation
|
(b) |
Computerised systems. Where mass and balance documentation is generated by a computerised mass and balance system, the operator must verify the integrity of the output data. He must establish a system to check that amendments of his input data are incorporated properly in the system and that the system is operating correctly on a continuous basis by verifying the output data at intervals not exceeding 6 months. |
(c) |
Onboard mass and balance systems. An operator must obtain the approval of the Authority if he wishes to use an onboard mass and balance computer system as a primary source for despatch. |
(d) |
Datalink. When mass and balance documentation is sent to aeroplanes via datalink, a copy of the final mass and balance documentation as accepted by the commander must be available on the ground. |
‘SUBPART K
INSTRUMENTS AND EQUIPMENT
OPS 1.630
General introduction
(a) |
An operator shall ensure that a flight does not commence unless the instruments and equipment required under this Subpart are:
|
(b) |
Instruments and equipment minimum performance standards are those prescribed in the applicable European Technical Standard Orders (ETSO) as listed in applicable Specifications on European Technical Standard Orders (CS-TSO), unless different performance standards are prescribed in the operational or airworthiness codes. Instruments and equipment complying with design and performance specifications other than ETSO on the date of OPS implementation may remain in service, or be installed, unless additional requirements are prescribed in this Subpart. Instruments and equipment that have already been approved do not need to comply with a revised ETSO or a revised specification, other than ETSO, unless a retroactive requirement is prescribed. |
(c) |
The following items shall not be required to have an equipment approval:
|
(d) |
If equipment is to be used by one flight crew member at his/her station during flight, it must be readily operable from his/her station. When a single item of equipment is required to be operated by more than one flight crew member it must be installed so that the equipment is readily operable from any station at which the equipment is required to be operated. |
(e) |
Those instruments that are used by any one flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path. Whenever a single instrument is required in an aeroplane operated by more than 1 flight crew member it must be installed so that the instrument is visible from each applicable flight crew station. |
OPS 1.635
Circuit protection devices
An operator shall not operate an aeroplane in which fuses are used unless there are spare fuses available for use in flight equal to at least 10 % of the number of fuses of each rating or three of each rating whichever is the greater.
OPS 1.640
Aeroplane operating lights
An operator shall not operate an aeroplane unless it is equipped with:
(a) |
For flight by day:
|
(b) |
For flight by night, in addition to equipment specified in paragraph (a) above:
|
OPS 1.645
Windshield wipers
An operator shall not operate an aeroplane with a maximum certificated take-off mass of more than 5 700 kg unless it is equipped at each pilot station with a windshield wiper or equivalent means to maintain a clear portion of the windshield during precipitation.
OPS 1.650
Day VFR operations — Flight and navigational instruments and associated equipment
An operator shall not operate an aeroplane by day in accordance with Visual Flight Rules (VFR) unless it is equipped with the flight and navigational instruments and associated equipment and, where applicable, under the conditions stated in the following subparagraphs:
(a) |
A magnetic compass; |
(b) |
An accurate timepiece showing the time in hours, minutes, and seconds; |
(c) |
A sensitive pressure altimeter calibrated in feet with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight; |
(d) |
An airspeed indicator calibrated in knots; |
(e) |
A vertical speed indicator; |
(f) |
A turn and slip indicator, or a turn coordinator incorporating a slip indicator; |
(g) |
An attitude indicator; |
(h) |
A stabilised direction indicator; and |
(i) |
A means of indicating in the flight crew compartment the outside air temperature calibrated in degrees Celsius. |
(j) |
For flights which do not exceed 60 minutes duration, which take off and land at the same aerodrome, and which remain within 50 nm of that aerodrome, the instruments prescribed in subparagraphs (f), (g) and (h) above, and subparagraphs (k)(4), (k)(5) and (k)(6) below, may all be replaced by either a turn and slip indicator, or a turn co-ordinator incorporating a slip indicator, or both an attitude indicator and a slip indicator. |
(k) |
Whenever two pilots are required the second pilot's station shall have separate instruments as follows:
|
(l) |
Each airspeed indicating system must be equipped with a heated pitot tube or equivalent means for preventing malfunction due to either condensation or icing for:
|
(m) |
Whenever duplicate instruments are required, the requirement embraces separate displays for each pilot and separate selectors or other associated equipment where appropriate. |
(n) |
All aeroplanes must be equipped with means for indicating when power is not adequately supplied to the required flight instruments; and |
(o) |
All aeroplanes with compressibility limitations not otherwise indicated by the required airspeed indicators shall be equipped with a Mach number indicator at each pilot's station. |
(p) |
An operator shall not conduct Day VFR operations unless the aeroplane is equipped with a headset with boom microphone or equivalent for each flight crew member on flight deck duty. |
OPS 1.652
IFR or night operations — Flight and navigational instruments and associated equipment
An operator shall not operate an aeroplane in accordance with Instrument Flight Rules (IFR) or by night in accordance with Visual Flight Rules (VFR) unless it is equipped with the flight and navigational instruments and associated equipment and, where applicable, under the conditions stated in the following subparagraphs:
(a) |
A magnetic compass; |
(b) |
An accurate time-piece showing the time in hours, minutes and seconds; |
(c) |
Two sensitive pressure altimeters calibrated in feet with sub-scale settings, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight; These altimeters must have counter drum-pointer or equivalent presentation. |
(d) |
An airspeed indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to either condensation or icing including a warning indication of pitot heater failure. The pitot heater failure warning indication requirement does not apply to those aeroplanes with a maximum approved passenger seating configuration of 9 or less or a maximum certificated take-off mass of 5 700 kg or less and issued with an individual Certificate of Airworthiness prior to 1 April 1998; |
(e) |
A vertical speed indicator; |
(f) |
A turn and slip indicator; |
(g) |
An attitude indicator; |
(h) |
A stabilised direction indicator; |
(i) |
A means of indicating in the flight crew compartment the outside air temperature calibrated in degrees Celsius; and |
(j) |
Two independent static pressure systems, except that for propeller driven aeroplanes with maximum certificated take-off mass of 5 700 kg or less, one static pressure system and one alternate source of static pressure is allowed. |
(k) |
Whenever two pilots are required the second pilot's station shall have separate instruments as follows:
|
(l) |
Those aeroplanes with a maximum certificated take-off mass in excess of 5 700 kg or having a maximum approved passenger seating configuration of more than 9 seats must be equipped with an additional, standby, attitude indicator (artificial horizon), capable of being used from either pilot's station, that:
except for aeroplanes with a maximum certificated take-off mass of 5 700 kg or less, already registered in a Member State on 1 April 1995, equipped with a standby attitude indicator in the left-hand instrument panel. |
(m) |
In complying with subparagraph (l) above, it must be clearly evident to the flight crew when the standby attitude indicator, required by that subparagraph, is being operated by emergency power. Where the standby attitude indicator has its own dedicated power supply there shall be an associated indication, either on the instrument or on the instrument panel, when this supply is in use. |
(n) |
A chart holder in an easily readable position which can be illuminated for night operations. |
(o) |
If the standby attitude instrument system is certificated according to CS 25.1303(b)(4) or equivalent, the turn and slip indicators may be replaced by slip indicators. |
(p) |
Whenever duplicate instruments are required, the requirement embraces separate displays for each pilot and separate selectors or other associated equipment where appropriate; |
(q) |
All aeroplanes must be equipped with means for indicating when power is not adequately supplied to the required flight instruments; and |
(r) |
All aeroplanes with compressibility limitations not otherwise indicated by the required airspeed indicators shall be equipped with a Mach number indicator at each pilot's station. |
(s) |
An operator shall not conduct IFR or night operations unless the aeroplane is equipped with a headset with boom microphone or equivalent for each flight crew member on flight deck duty and a transmit button on the control wheel for each required pilot. |
OPS 1.655
Additional equipment for single pilot operation under IFR or at night
An operator shall not conduct single pilot IFR operations unless the aeroplane is equipped with an autopilot with at least altitude hold and heading mode.
OPS 1.660
Altitude alerting system
(a) |
An operator shall not operate a turbine propeller powered aeroplane with a maximum certificated take-off mass in excess of 5 700 kg or having a maximum approved passenger seating configuration of more than 9 seats or a turbojet powered aeroplane unless it is equipped with an altitude alerting system capable of:
except for aeroplanes with a maximum certificated take-off mass of 5 700 kg or less having a maximum approved passenger seating configuration of more than 9 and first issued with an individual certificate of airworthiness before 1 April 1972 and already registered in a Member State on 1 April 1995. |
OPS 1.665
Ground proximity warning system and terrain awareness warning system
(a) |
An operator shall not operate a turbine powered aeroplane having a maximum certificated take-off mass in excess of 5 700 kg or a maximum approved passenger seating configuration of more than 9 unless it is equipped with a ground proximity warning system that includes a predictive terrain hazard warning function (Terrain Awareness and Warning System — TAWS). |
(b) |
The ground proximity warning system must automatically provide, by means of aural signals, which may be supplemented by visual signals, timely and distinctive warning to the flight crew of sink rate, ground proximity, altitude loss after take-off or go-around, incorrect landing configuration and downward glide slope deviation. |
(c) |
The terrain awareness and warning system must automatically provide the flight crew, by means of visual and aural signals and a Terrain Awareness Display, with sufficient alerting time to prevent controlled flight into terrain events, and provided a forward looking capability and terrain clearance floor. |
OPS 1.668
Airborne Collision Avoidance System
An operator shall not operate a turbine powered aeroplane having a maximum certificated take-off mass in excess of 5 700 kg or a maximum approved passenger seating configuration of more than 19 unless it is equipped with an airborne collision avoidance system with a minimum performance level of at least ACAS II.
OPS 1.670
Airborne weather radar equipment
(a) |
An operator shall not operate:
unless it is equipped with airborne weather radar equipment whenever such an aeroplane is being operated at night or in instrument meteorological conditions in areas where thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather radar, may be expected to exist along the route. |
(b) |
For propeller driven pressurised aeroplanes having a maximum certificated take-off mass not exceeding 5 700 kg with a maximum approved passenger seating configuration not exceeding 9 seats the airborne weather radar equipment may be replaced by other equipment capable of detecting thunderstorms and other potentially hazardous weather conditions, regarded as detectable with airborne weather radar equipment, subject to approval by the Authority. |
OPS 1.675
Equipment for operations in icing conditions
(a) |
An operator shall not operate an aeroplane in expected or actual icing conditions unless it is certificated and equipped to operate in icing conditions. |
(b) |
An operator shall not operate an aeroplane in expected or actual icing conditions at night unless it is equipped with a means to illuminate or detect the formation of ice. Any illumination that is used must be of a type that will not cause glare or reflection that would handicap crew members in the performance of their duties. |
OPS 1.680
Cosmic radiation detection equipment
(a) |
An operator shall not operate an aeroplane above 15 000 m (49 000 ft) unless:
|
OPS 1.685
Flight crew interphone system
An operator shall not operate an aeroplane on which a flight crew of more than one is required unless it is equipped with a flight crew interphone system, including headsets and microphones, not of a handheld type, for use by all members of the flight crew.
OPS 1.690
Crew member interphone system
(a) |
An operator shall not operate an aeroplane with a maximum certificated take-off mass exceeding 15 000 kg or having a maximum approved passenger seating configuration of more than 19 unless it is equipped with a crew member interphone system except for aeroplanes first issued with an individual certificate of airworthiness before 1 April 1965 and already registered in a Member State on 1 April 1995. |
(b) |
The crew member interphone system required by this paragraph must:
|
OPS 1.695
Public address system
(a) |
An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 19 unless a public address system is installed. |
(b) |
The public address system required by this paragraph must:
|
OPS 1.700
Cockpit voice recorders — 1
(a) |
An operator shall not operate an aeroplane first issued with an individual Certificate of Airworthiness, on or after 1 April 1998, which:
|
(b) |
The cockpit voice recorder shall be capable of retaining information recorded during at least the last 2 hours of its operation except that, for those aeroplanes with a maximum certificated take-off mass of 5 700 kg or less, this period may be reduced to 30 minutes. |
(c) |
The cockpit voice recorder must start automatically to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power. In addition, depending on the availability of electrical power, the cockpit voice recorder must start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight. |
(d) |
The cockpit voice recorder must have a device to assist in locating that recorder in water. |
OPS 1.705
Cockpit voice recorders — 2
(a) |
An operator shall not operate any multi-engined turbine aeroplane first issued with an individual Certificate of Airworthiness, on or after 1 January 1990 up to and including 31 March 1998 which has a maximum certificated take-off mass of 5 700 kg or less and a maximum approved passenger seating configuration of more than 9, unless it is equipped with a cockpit voice recorder which records:
|
(b) |
The cockpit voice recorder shall be capable of retaining information recorded during at least the last 30 minutes of its operation. |
(c) |
The cockpit voice recorder must start to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power. In addition, depending on the availability of electrical power, the cockpit voice recorder must start to record as early as possible during the cockpit checks, prior to the flight until the cockpit checks immediately following engine shutdown at the end of the flight. |
(d) |
The cockpit voice recorder must have a device to assist in locating that recorder in water. |
OPS 1.710
Cockpit voice recorders — 3
(a) |
An operator shall not operate any aeroplane with a maximum certificated take-off mass over 5 700 kg first issued with an individual certificate of airworthiness, before 1 April 1998 unless it is equipped with a cockpit voice recorder which records:
|
(b) |
The cockpit voice recorder shall be capable of retaining information recorded during at least the last 30 minutes of its operation. |
(c) |
The cockpit voice recorder must start to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power. |
(d) |
The cockpit voice recorder must have a device to assist in locating that recorder in water. |
OPS 1.715
Flight data recorders — 1
(See Appendix 1 to OPS 1.715)
(a) |
An operator shall not operate any aeroplane first issued with an individual Certificate of Airworthiness on or after 1 April 1998 which:
unless it is equipped with a flight data recorder that uses a digital method of recording and storing data and a method of readily retrieving that data from the storage medium is available. |
(b) |
The flight data recorder shall be capable of retaining the data recorded during at least the last 25 hours of its operation except that, for those aeroplanes with a maximum certificated take-off mass of 5 700 kg or less, this period may be reduced to 10 hours. |
(c) |
The flight data recorder must, with reference to a timescale, record:
|
(d) |
Data must be obtained from aeroplane sources which enable accurate correlation with information displayed to the flight crew. |
(e) |
The flight data recorder must start automatically to record the data prior to the aeroplane being capable of moving under its own power and must stop automatically after the aeroplane is incapable of moving under its own power. |
(f) |
The flight data recorder must have a device to assist in locating that recorder in water. |
(g) |
Aeroplanes first issued with an individual Certificate of Airworthiness on or after 1 April 1998, but not later than 1 April 2001 may not be required to comply with OPS 1.715(c) if approved by the Authority, provided that:
|
OPS 1.720
Flight data recorders — 2
(See Appendix 1 to OPS 1.720)
(a) |
An operator shall not operate any aeroplane first issued with an individual certificate of airworthiness on or after 1 June 1990 up to and including 31 March 1998 which has a maximum certificated take-off mass over 5 700 kg unless it is equipped with a flight data recorder that uses a digital method of recording and storing data and a method of readily retrieving that data from the storage medium is available. |
(b) |
The flight data recorder shall be capable of retaining the data recorded during at least the last 25 hours of its operation. |
(c) |
The flight data recorder must, with reference to a timescale, record:
|
(d) |
For those aeroplanes having a maximum certificated take-off mass of 27 000 kg or below, if acceptable to the Authority, parameters 14 and 15b of Table A of Appendix 1 to OPS 1.720 need not be recorded, when any of the following conditions are met:
|
(e) |
For those aeroplanes having a maximum certificated take-off mass over 27 000 kg, if acceptable to the Authority, the following parameters need not be recorded: 15b of Table A of Appendix 1 to OPS 1.720, and 23, 24, 25, 26, 27, 28, 29, 30 and 31 of Table B of Appendix 1, if any of the following conditions are met:
|
(f) |
Individual parameters that can be derived by calculation from the other recorded parameters, need not to be recorded if acceptable to the Authority. |
(g) |
Data must be obtained from aeroplane sources which enable accurate correlation with information displayed to the flight crew; |
(h) |
The flight data recorder must start to record the data prior to the aeroplane being capable of moving under its own power and must stop after the aeroplane is incapable of moving under its own power. |
(i) |
The flight data recorder must have a device to assist in locating that recorder in water. |
OPS 1.725
Flight data recorders — 3
(See Appendix 1 to OPS 1.725)
(a) |
An operator shall not operate any turbine-engined first issued with an individual Certificate of Airworthiness, before 1 June 1990 which has a maximum certificated take-off mass over 5 700 kg unless it is equipped with a flight data recorder that uses a digital method of recording and storing data and a method of readily retrieving that data from the storage medium is available. |
(b) |
The flight data recorder shall be capable of retaining the data recorded during at least the last 25 hours of its operation. |
(c) |
The flight data recorder must, with reference to a timescale, record:
|
(d) |
Individual parameters that can be derived by calculation from the other recorded parameters, need not to be recorded if acceptable to the Authority. |
(e) |
Data must be obtained from aircraft sources which enable accurate correlation with information displayed to the flight crew. |
(f) |
The flight data recorder must start to record the data prior to the aeroplane being capable of moving under its own power and must stop after the aeroplane is incapable of moving under its own power. |
(g) |
The flight data recorder must have a device to assist in locating that recorder in water. |
OPS 1.727
Combination Recorder
(a) |
Compliance with Cockpit Voice recorder and flight data recorder requirements may be achieved by:
|
(b) |
A combination recorder is a flight recorder that records:
|
OPS 1.730
Seats, seat safety belts, harnesses and child restraint devices
(a) |
An operator shall not operate an aeroplane unless it is equipped with:
|
(b) |
All safety belts with shoulder harness must have a single point release. |
(c) |
A safety belt with a diagonal shoulder strap for aeroplanes with a maximum certificated take-off mass not exceeding 5 700 kg or a safety belt for aeroplanes with a maximum certificated take-off mass not exceeding 2 730 kg may be permitted in place of a safety belt with shoulder harness if it is not reasonably practicable to fit the latter. |
OPS 1.731
Fasten Seat belt and No Smoking signs
An operator shall not operate an aeroplane in which all passenger seats are not visible from the flight deck, unless it is equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.
OPS 1.735
Internal doors and curtains
An operator shall not operate an aeroplane unless the following equipment is installed:
(a) |
In an aeroplane with a maximum approved passenger seating configuration of more than 19 passengers, a door between the passenger compartment and the flight deck compartment with a placard ‘crew only’ and a locking means to prevent passengers from opening it without the permission of a member of the flight crew; |
(b) |
A means for opening each door that separates a passenger compartment from another compartment that has emergency exit provisions. The means for opening must be readily accessible; |
(c) |
If it is necessary to pass through a doorway or curtain separating the passenger cabin from other areas to reach any required emergency exit from any passenger seat, the door or curtain must have a means to secure it in the open position; |
(d) |
A placard on each internal door or adjacent to a curtain that is the means of access to a passenger emergency exit, to indicate that it must be secured open during take off and landing; and |
(e) |
A means for any member of the crew to unlock any door that is normally accessible to passengers and that can be locked by passengers. |
OPS 1.745
First-Aid Kits
(a) |
An operator shall not operate an aeroplane unless it is equipped with first-aid kits, readily accessible for use, to the following scale:
|
(b) |
An operator shall ensure that first-aid kits are:
|
OPS 1.755
Emergency Medical Kit
(a) |
An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 30 seats unless it is equipped with an emergency medical kit if any point on the planned route is more than 60 minutes flying time (at normal cruising speed) from an aerodrome at which qualified medical assistance could be expected to be available. |
(b) |
The commander shall ensure that drugs are not administered except by qualified doctors, nurses or similarly qualified personnel. |
(c) |
Conditions for carriage
|
OPS 1.760
First-aid oxygen
(a) |
An operator shall not operate a pressurised aeroplane at altitudes above 25 000 ft, when a cabin crew member is required to be carried, unless it is equipped with a supply of undiluted oxygen for passengers who, for physiological reasons, might require oxygen following a cabin depressurisation. The amount of oxygen shall be calculated using an average flow rate of at least 3 litres Standard Temperature Pressure Dry (STPD)/minute/person and shall be sufficient for the remainder of the flight after cabin depressurisation when the cabin altitude exceeds 8 000 ft but does not exceed 15 000 ft, for at least 2 % of the passengers carried, but in no case for less than one person. There shall be a sufficient number of dispensing units, but in no case less than two, with a means for cabin crew to use the supply. The dispensing units may be of a portable type. |
(b) |
The amount of first-aid oxygen required for a particular operation shall be determined on the basis of cabin pressure altitudes and flight duration, consistent with the operating procedures established for each operation and route. |
(c) |
The oxygen equipment provided shall be capable of generating a mass flow to each user of at least four litres per minute, STPD. Means may be provided to decrease the flow to not less than two litres per minute, STPD, at any altitude. |
OPS 1.770
Supplemental oxygen — pressurised aeroplanes
(See Appendix 1 to OPS 1.770)
(a) |
General
|
(b) |
Oxygen equipment and supply requirements
|
OPS 1.775
Supplemental oxygen — Non-pressurised aeroplanes
(See Appendix 1 to OPS 1.775)
(a) |
General
|
(b) |
Oxygen supply requirements
|
OPS 1.780
Crew Protective Breathing Equipment
(a) |
An operator shall not operate a pressurised aeroplane or an unpressurised aeroplane with a maximum certificated take-off mass exceeding 5 700 kg or having a maximum approved seating configuration of more than 19 seats unless:
|
(b) |
PBE intended for flight crew use must be conveniently located on the flight deck and be easily accessible for immediate use by each required flight crew member at their assigned duty station. |
(c) |
PBE intended for cabin crew use must be installed adjacent to each required cabin crew member duty station. |
(d) |
An additional, easily accessible portable PBE must be provided and located at or adjacent to the hand fire extinguishers required by OPS 1.790 (c) and (d) except that, where the fire extinguisher is located inside a cargo compartment, the PBE must be stowed outside but adjacent to the entrance to that compartment. |
(e) |
PBE while in use must not prevent communication where required by OPS 1.685, OPS 1.690, OPS 1.810 and OPS 1.850. |
OPS 1.790
Hand fire extinguishers
An operator shall not operate an aeroplane unless hand fire extinguishers are provided for use in crew, passenger and, as applicable, cargo compartments and galleys in accordance with the following:
(a) |
The type and quantity of extinguishing agent must be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used and, for personnel compartments, must minimise the hazard of toxic gas concentration; |
(b) |
At least one hand fire extinguisher, containing Halon 1211 (bromochlorodifluoro-methane, CBrCIF2), or equivalent as the extinguishing agent, must be conveniently located on the flight deck for use by the flight crew; |
(c) |
At least one hand fire extinguisher must be located in, or readily accessible for use in, each galley not located on the main passenger deck; |
(d) |
At least one readily accessible hand fire extinguisher must be available for use in each Class A or Class B cargo or baggage compartment and in each Class E cargo compartment that is accessible to crew members in flight; and |
(e) |
At least the following number of hand fire extinguishers must be conveniently located in the passenger compartment(s):
When two or more extinguishers are required, they must be evenly distributed in the passenger compartment. |
(f) |
At least one of the required fire extinguishers located in the passenger compartment of an aeroplane with a maximum approved passenger seating configuration of at least 31, and not more than 60, and at least two of the fire extinguishers located in the passenger compartment of an aeroplane with a maximum approved passenger seating configuration of 61 or more must contain Halon 1211 (bromochlorodi-fluoromethane, CBrCIF2), or equivalent as the extinguishing agent. |
OPS 1.795
Crash axes and crowbars
(a) |
An operator shall not operate an aeroplane with a maximum certificated take-off mass exceeding 5 700 kg or having a maximum approved passenger seating configuration of more than 9 seats unless it is equipped with at least one crash axe or crowbar located on the flight deck. If the maximum approved passenger seating configuration is more than 200 an additional crash axe or crowbar must be carried and located in or near the most rearward galley area. |
(b) |
Crash axes and crowbars located in the passenger compartment must not be visible to passengers. |
OPS 1.800
Marking of break-in points
An operator shall ensure that, if designated areas of the fuselage suitable for break-in by rescue crews in emergency are marked on an aeroplane, such areas shall be marked as shown below. The colour of the markings shall be red or yellow, and if necessary they shall be outlined in white to contrast with the background. If the corner markings are more than 2 metres apart, intermediate lines 9 cm x 3 cm shall be inserted so that there is no more than 2 metres between adjacent marks.
OPS 1.805
Means for emergency evacuation
(a) |
An operator shall not operate an aeroplane with passenger emergency exit sill heights:
|
(b) |
Such equipment or devices need not be provided at overwing exits if the designated place on the aeroplane structure at which the escape route terminates is less than 1,83 metres (6 feet) from the ground with the aeroplane on the ground, the landing gear extended, and the flaps in the take off or landing position, whichever flap position is higher from the ground. |
(c) |
In aeroplanes required to have a separate emergency exit for the flight crew and:
|
OPS 1.810
Megaphones
(a) |
An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 60 and carrying one or more passengers unless it is equipped with portable battery-powered megaphones readily accessible for use by crew members during an emergency evacuation, to the following scales:
|
OPS 1.815
Emergency lighting
(a) |
An operator shall not operate a passenger carrying aeroplane which has a maximum approved passenger seating configuration of more than 9 unless it is provided with an emergency lighting system having an independent power supply to facilitate the evacuation of the aeroplane. The emergency lighting system must include:
|
(b) |
An operator shall not, by night, operate a passenger carrying aeroplane which has a maximum approved passenger seating configuration of 9 or less unless it is provided with a source of general cabin illumination to facilitate the evacuation of the aeroplane. The system may use dome lights or other sources of illumination already fitted on the aeroplane and which are capable of remaining operative after the aeroplane's battery has been switched off. |
OPS 1.820
Automatic Emergency Locator Transmitter
(a) |
An operator shall not operate an aeroplane first issued with an individual certificate of airworthiness on or after 1 January 2002 unless it is equipped with an automatic Emergency Locator Transmitter (ELT) capable of transmitting on 121,5 MHz and 406 MHz. |
(b) |
An operator shall not operate an aeroplane first issued with an individual Certificate of Airworthiness before 1 January 2002 unless it is equipped with any type of ELT capable of transmitting on 121,5 MHz and 406 MHz. |
(c) |
An operator shall ensure that all ELTs that are capable of transmitting on 406 MHz shall be coded in accordance with ICAO Annex 10 and registered with the national agency responsible for initiating Search and Rescue or another nominated agency. |
OPS 1.825
Life Jackets
(a) |
Land aeroplanes. An operator shall not operate a land aeroplane:
unless it is equipped with life jackets equipped with a survivor locator light, for each person on board. Each life jacket must be stowed in a position easily accessible from the seat or berth of the person for whose use it is provided. Life jackets for infants may be substituted by other approved flotation devices equipped with a survivor locator light. |
(b) |
Seaplanes and amphibians. An operator shall not operate a seaplane or an amphibian on water unless it is equipped with life jackets equipped with a survivor locator light, for each person on board. Each life jacket must be stowed in a position easily accessible from the seat or berth of the person for whose use it is provided. Life jackets for infants may be substituted by other approved flotation devices equipped with a survivor locator light. |
OPS 1.830
Life-rafts and survival ELTs for extended overwater flights
(a) |
On overwater flights, an operator shall not operate an aeroplane at a distance away from land, which is suitable for making an emergency landing, greater than that corresponding to:
unless the equipment specified in subparagraphs (b) and (c) below is carried. |
(b) |
Sufficient life-rafts to carry all persons on board. Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts must accommodate all occupants of the aeroplane in the event of a loss of one raft of the largest rated capacity. The life-rafts shall be equipped with:
|
(c) |
At least two survival Emergency Locator Transmitters (ELT (S)) capable of transmitting on the distress frequencies prescribed in ICAO Annex 10, Volume V, Chapter 2. |
OPS 1.835
Survival equipment
An operator shall not operate an aeroplane across areas in which search and rescue would be especially difficult unless it is equipped with the following:
(a) |
Signalling equipment to make the pyrotechnical distress signals described in ICAO Annex 2; |
(b) |
At least one ELT (S) is capable of transmitting on the distress frequencies prescribed in ICAO Annex 10, Volume V, Chapter 2; and |
(c) |
Additional survival equipment for the route to be flown taking account of the number of persons on board except that the equipment specified in subparagraph (c) need not be carried when the aeroplane either:
|
OPS 1.840
Seaplanes and amphibians — Miscellaneous equipment
(a) |
An operator shall not operate a seaplane or an amphibian on water unless it is equipped with:
|
‘Appendix 1 to OPS 1.715
Flight data recorders — 1 — List of parameters to be recorded
Table A1 — Aeroplanes with a maximum certificated take-off mass of over 5 700 kg
Note: The number in the left hand column reflect the Serial Numbers depicted in EUROCAE document ED55
No |
Parameter |
1 |
TIME OR RELATIVE TIME COUNT |
2 |
PRESSURE ALTITUDE |
3 |
INDICATED AIRSPEED |
4 |
HEADING |
5 |
NORMAL ACCELERATION |
6 |
PITCH ATTITUDE |
7 |
ROLL ATTITUDE |
8 |
MANUAL RADIO TRANSMISSION KEYING |
9 |
PROPULSIVE THRUST/POWER ON EACH ENGINE AND COCKPIT THRUST/POWER LEVER POSITION IF APPLICABLE |
10 |
TRAILING EDGE FLAP OR COCKPIT CONTROL SELECTION |
11 |
LEADING EDGE FLAP OR COCKPIT CONTROL SELECTION |
12 |
THRUST REVERSE STATUS |
13 |
GROUND SPOILER POSITION AND/OR SPEED BRAKE SELECTION |
14 |
TOTAL OR OUTSIDE AIR TEMPERATURE |
15 |
AUTOPILOT, AUTOTHROTTLE AND AFCS MODE AND ENGAGEMENT STATUS |
16 |
LONGITUDINAL ACCELERATION (BODY AXIS) |
17 |
LATERAL ACCELERATION |
Table A2 — Aeroplanes with a maximum certificated take-off mass of 5 700 kg or below
Note: The number in the left hand column reflect the Serial Numbers depicted in EUROCAE document ED55
No |
Parameter |
1 |
TIME OR RELATIVE TIME COUNT |
2 |
PRESSURE ALTITUDE |
3 |
INDICATED AIRSPEED |
4 |
HEADING |
5 |
NORMAL ACCELERATION |
6 |
PITCH ATTITUDE |
7 |
ROLL ATTITUDE |
8 |
MANUAL RADIO TRANSMISSION KEYING |
9 |
PROPULSIVE THRUST/POWER ON EACH ENGINE AND COCKPIT THRUST/POWER LEVER POSITION IF APPLICABLE |
10 |
TRAILING EDGE FLAP OR COCKPIT CONTROL SELECTION |
11 |
LEADING EDGE FLAP OR COCKPIT CONTROL SELECTION |
12 |
THRUST REVERSE STATUS |
13 |
GROUND SPOILER POSITION AND/OR SPEED BRAKE SELECTION |
14 |
TOTAL OR OUTSIDE AIR TEMPERATURE. |
15 |
AUTOPILOT/AUTOTHROTTLE ENGAGEMENT STATUS |
16 |
ANGLE OF ATTACK (IF A SUITABLE SENSOR IS AVAILABLE) |
17 |
LONGITUDINAL ACCELERATION (BODY AXIS) |
Table B — Additional parameters for aeroplanes with a maximum certificated take-off mass of over 27 000 kg
Note: The number in the left hand column reflect the Serial Numbers depicted in EUROCAE document ED55
No |
Parameter |
18 |
PRIMARY FLIGHT CONTROLS — CONTROL SURFACE POSITION AND/OR PILOT INPUT (PITCH, ROLL, YAW) |
19 |
PITCH TRIM POSITION |
20 |
RADIO ALTITUDE |
21 |
VERTICAL BEAM DEVIATION (ILS GLIDE PATH OR MLS ELEVATION) |
22 |
HORIZONTAL BEAM DEVIATION (ILS LOCALISER OR MLS AZIMUTH) |
23 |
MARKER BEACON PASSAGE |
24 |
WARNINGS |
25 |
RESERVED (NAVIGATION RECEIVER FREQUENCY SELECTION IS RECOMMENDED) |
26 |
RESERVED (DME DISTANCE IS RECOMMENDED) |
27 |
LANDING GEAR SQUAT SWITCH STATUS OR AIR/GROUND STATUS |
28 |
GROUND PROXIMITY WARNING SYSTEM |
29 |
ANGLE OF ATTACK |
30 |
LOW PRESSURE WARNING (HYDRAULIC AND PNEUMATIC POWER) |
31 |
GROUNDSPEED |
32 |
LANDING GEAR OR GEAR SELECTOR POSITION |
Table C — Aeroplanes equipped with electronic display systems
Note: The number in the centre column reflect the Serial Numbers depicted in EUROCAE document ED55 table A1.5
No |
No |
Parameter |
33 |
6 |
SELECTED BAROMETRIC SETTING (EACH PILOT STATION) |
34 |
7 |
SELECTED ALTITUDE |
35 |
8 |
SELECTED SPEED |
36 |
9 |
SELECTED MACH |
37 |
10 |
SELECTED VERTICAL SPEED |
38 |
11 |
SELECTED HEADING |
39 |
12 |
SELECTED FLIGHT PATH |
40 |
13 |
SELECTED DECISION HEIGHT |
41 |
14 |
EFIS DISPLAY FORMAT |
42 |
15 |
MULTI FUNCTION/ENGINE/ALERTS DISPLAY FORMAT |
‘Appendix 1 to OPS 1.720
Flight data recorders — 2 — List of parameters to be recorded
Table A — Aeroplanes with a maximum certificated take-off mass of over 5 700 kg
No |
Parameter |
1 |
TIME OR RELATIVE TIME COUNT |
2 |
PRESSURE ALTITUDE |
3 |
INDICATED AIRSPEED |
4 |
HEADING |
5 |
NORMAL ACCELERATION |
6 |
PITCH ATTITUDE |
7 |
ROLL ATTITUDE |
8 |
MANUAL RADIO TRANSMISSION KEYING UNLESS AN ALTERNATE MEANS TO SYNCHRONISE FDR AND CVR RECORDINGS IS PROVIDED |
9 |
POWER ON EACH ENGINE |
10 |
TRAILING EDGE FLAP OR COCKPIT CONTROL SELECTION |
11 |
LEADING EDGE FLAP OR COCKPIT CONTROL SELECTION |
12 |
THRUST REVERSE POSITION (FOR TURBOJET AEROPLANES ONLY) |
13 |
GROUND SPOILER POSITION AND/OR SPEED BRAKE SELECTION |
14 |
OUTSIDE AIR TEMPERATURE OR TOTAL AIR TEMPERATURE |
15a |
AUTOPILOT ENGAGEMENT STATUS |
15b |
AUTOPILOT OPERATING MODES, AUTOTHROTTLE AND AFCS SYSTEMS ENGAGEMENT STATUS AND OPERATING MODES. |
Table B — Additional parameters for aeroplanes with a maximum certificated take-off mass over 27 000 kg
No |
Parameter |
16 |
LONGITUDINAL ACCELERATION |
17 |
LATERAL ACCELERATION |
18 |
PRIMARY FLIGHT CONTROLS — CONTROL SURFACE POSITION AND/OR PILOT INPUT (PITCH, ROLL AND YAW) |
19 |
PITCH TRIM POSITION |
20 |
RADIO ALTITUDE |
21 |
GLIDE PATH DEVIATION |
22 |
LOCALISER DEVIATION |
23 |
MARKER BEACON PASSAGE |
24 |
MASTER WARNING |
25 |
NAV 1 AND NAV 2 FREQUENCY SELECTION |
26 |
DME 1 AND DME 2 DISTANCE |
27 |
LANDING GEAR SQUAT SWITCH STATUS |
28 |
GROUND PROXIMITY WARNING SYSTEM |
29 |
ANGLE OF ATTACK |
30 |
HYDRAULICS, EACH SYSTEM (LOW PRESSURE) |
31 |
NAVIGATION DATA |
32 |
LANDING GEAR OR GEAR SELECTOR POSITION |
‘Appendix 1 to OPS 1.725
Flight data recorders — 3 — List of parameters to be recorded
Table A — Aeroplanes with a maximum certificated take-off mass of over 5 700 kg
No |
Parameter |
1 |
TIME OR RELATIVE TIME COUNT |
2 |
PRESSURE ALTITUDE |
3 |
INDICATED AIRSPEED |
4 |
HEADING |
5 |
NORMAL ACCELERATION |
Table B — Additional parameters for aeroplanes with a maximum certificated take-off mass of over 27 000 kg
No |
Parameter |
6 |
PITCH ATTITUDE |
7 |
ROLL ATTITUDE |
8 |
MANUAL RADIO TRANSMISSION KEYING UNLESS AN ALTERNATE MEANS TO SYNCHRONISE THE FDR AND CVR RECORDINGS IS PROVIDED |
9 |
POWER ON EACH ENGINE |
10 |
TRAILING EDGE FLAP OR COCKPIT CONTROL SELECTION |
11 |
LEADING EDGE FLAP OR COCKPIT CONTROL SELECTION |
12 |
THRUST REVERSE POSITION (FOR TURBOJET AEROPLANES ONLY) |
13 |
GROUND SPOILER POSITION AND/OR SPEED BRAKE SELECTION |
14 |
OUTSIDE AIR TEMPERATURE OR TOTAL AIR TEMPERATURE |
15a |
AUTOPILOT ENGAGEMENT STATUS |
15b |
AUTOPILOT OPERATING MODES, AUTOTHROTTLE AND AFCS, SYSTEMS ENGAGEMENT STATUS AND OPERATING MODES. |
16 |
LONGITUDINAL ACCELERATION |
17 |
LATERAL ACCELERATION |
18 |
PRIMARY FLIGHT CONTROLS — CONTROL SURFACE POSITION AND/OR PILOT INPUT (PITCH, ROLL AND YAW) |
19 |
PITCH TRIM POSITION |
20 |
RADIO ALTITUDE |
21 |
GLIDE PATH DEVIATION |
22 |
LOCALISER DEVIATION |
23 |
MARKER BEACON PASSAGE |
24 |
MASTER WARNING |
25 |
NAV 1 AND NAV 2 FREQUENCY SELECTION |
26 |
DME 1 AND DME 2 DISTANCE |
27 |
LANDING GEAR SQUAT SWITCH STATUS |
28 |
GROUND PROXIMITY WARNING SYSTEM |
29 |
ANGLE OF ATTACK |
30 |
HYDRAULICS, EACH SYSTEM (LOW PRESSURE) |
31 |
NAVIGATION DATA (LATITUDE, LONGITUDE, GROUND SPEED AND DRIFT ANGLE) |
32 |
LANDING GEAR OR GEAR SELECTOR POSITION |
‘Appendix 1 to OPS 1.770
Oxygen — Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes during and following Emergency Descent
Table 1
(a) |
(b) |
|||||
Supply for: |
Duration and cabin pressure altitude |
|||||
1. |
All occupants of flight deck seats on flight deck duty |
Entire flight time when the cabin pressure altitude exceeds 13 000 ft and entire flight time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 13 000 ft after the first 30 minutes at those altitudes, but in no case less than:
|
||||
2. |
All required cabin crew members |
Entire flight time when cabin pressure altitude exceeds 13 000 ft but not less than 30 minutes (Note 2), and entire flight time when cabin pressure altitude is greater than 10 000 ft but does not exceed 13 000 ft after the first 30 minutes at these altitudes. |
||||
3. |
100 % of passengers (Note 5) |
Entire flight time when the cabin pressure altitude exceeds 15 000 ft but in no case less then 10 minutes (Note 4). |
||||
4. |
30 % of passengers (Note 5) |
Entire flight time when the cabin pressure altitude exceeds 14 000 ft but does not exceed 15 000 ft. |
||||
5. |
10 % of passengers (Note 5) |
Entire flight time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 14 000 ft after the first 30 minutes at these altitudes. |
||||
Note 1: The supply provided must take account of the cabin pressure altitude and descent profile for the routes concerned. Note 2: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane's maximum certificated operating altitude to 10 000 ft in 10 minutes and followed by 20 minutes at 10 000 ft. Note 3: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane's maximum certificated operating altitude to 10 000 ft in 10 minutes and followed by 110 minutes at 10 000 ft. The oxygen required in OPS 1.780 (a)(1) may be included in determining the supply required. Note 4: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane's maximum certificated operating altitude to 15 000 ft in 10 minutes. Note 5: For the purpose of this table ‘passengers’ means passengers actually carried and includes infants. |
‘Appendix 1 to OPS 1.775
Supplemental Oxygen for non-pressurised Aeroplanes
Table 1
(a) |
(b) |
|
Supply for: |
Duration and pressure altitude |
|
1. |
All occupants of flight deck seats on flight deck duty |
Entire flight time at pressure altitudes above 10 000 ft |
2. |
All required cabin crew members |
Entire flight time at pressure altitudes above 13 000 ft and for any period exceeding 30 minutes at pressure altitudes above 10 000 ft but not exceeding 13 000 ft. |
3. |
100 % of passengers (See Note) |
Entire flight time at pressure altitudes above 13 000 ft. |
4. |
10 % of passengers (See Note) |
Entire flight time after 30 minutes at pressure altitudes greater than 10 000 ft but not exceeding 13 000 ft |
Note: For the purpose of this table ‘passengers’ means passengers actually carried and includes infants under the age of 2. |
‘SUBPART L
COMMUNICATION AND NAVIGATION EQUIPMENT
OPS 1.845
General introduction
(a) |
An operator shall ensure that a flight does not commence unless the communication and navigation equipment required under this Subpart is:
|
(b) |
Communication and navigation equipment minimum performance standards are those prescribed in the applicable European Technical Standard Orders (ETSO) as listed in applicable specifications on European Technical Standard Orders (CS-TSO), unless different performance standards are prescribed in the operational or airworthiness codes. Communication and navigation equipment complying with design and performance specifications other than ETSO on the date of OPS implementation may remain in service, or be installed, unless additional requirements are prescribed in this Subpart. Communication and navigation equipment which has already been approved does not need to comply with a revised ETSO or a revised specification, other than ETSO, unless a retroactive requirement is prescribed. |
OPS 1.850
Radio Equipment
(a) |
An operator shall not operate an aeroplane unless it is equipped with radio required for the kind of operation being conducted. |
(b) |
Where two independent (separate and complete) radio systems are required under this Subpart, each system must have an independent antenna installation except that, where rigidly supported non-wire antennae or other antenna installations of equivalent reliability are used, only one antenna is required. |
(c) |
The radio communication equipment required to comply with paragraph (a) above must also provide for communications on the aeronautical emergency frequency 121,5 MHz. |
OPS 1.855
Audio Selector Panel
An operator shall not operate an aeroplane under IFR unless it is equipped with an audio selector panel accessible to each required flight crew member.
OPS 1.860
Radio equipment for operations under VFR over routes navigated by reference to visual landmarks
An operator shall not operate an aeroplane under VFR over routes that can be navigated by reference to visual landmarks, unless it is equipped with the radio communication equipment necessary under normal operating conditions to fulfil the following:
(a) |
Communicate with appropriate ground stations; |
(b) |
Communicate with appropriate air traffic control facilities from any point in controlled airspace within which flights are intended; and |
(c) |
Receive meteorological information. |
OPS 1.865
Communication and Navigation equipment for operations under IFR, or under VFR over routes not navigated by reference to visual landmarks
(a) |
An operator shall not operate an aeroplane under IFR, or under VFR over routes that cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with radio communication and SSR transponder and navigation equipment in accordance with the requirements of air traffic services in the area(s) of operation. |
(b) |
Radio Equipment. An operator shall ensure that radio equipment comprises not less than:
|
(c) |
Navigation equipment. An operator shall ensure that navigation equipment
|
(d) |
An operator may operate an aeroplane that is not equipped with an ADF or with the navigation equipment specified in subparagraph(s) (c)(1)(vi) and/or (c)(1)(vii) above, provided that it is equipped with alternative equipment authorised, for the route being flown, by the Authority. The reliability and the accuracy of alternative equipment must allow safe navigation for the intended route. |
(e) |
An operator shall ensure that VHF communication equipment, ILS Localiser and VOR receivers installed on aeroplanes to be operated in IFR are of a type that has been approved as complying with the FM immunity performance standards. |
OPS 1.866
Transponder equipment
(a) |
An operator shall not operate an aeroplane unless it is equipped with;
|
OPS 1.870
Additional navigation equipment for operations in MNPS airspace
(a) |
An operator shall not operate an aeroplane in MNPS airspace unless it is equipped with navigation equipment that complies with minimum navigation performance specifications prescribed in ICAO Doc 7030 in the form of Regional Supplementary Procedures. |
(b) |
The navigation equipment required by this paragraph must be visible and usable by either pilot seated at his/her duty station. |
(c) |
For unrestricted operation in MNPS airspace an aeroplane must be equipped with two independent Long Range Navigation Systems (LRNS). |
(d) |
For operation in MNPS airspace along notified special routes an aeroplane must be equipped with one Long Range Navigation System (LRNS), unless otherwise specified. |
OPS 1.872
Equipment for operation in defined airspace with Reduced Vertical Separation Minima (RVSM)
(a) |
An operator shall ensure that aeroplanes operated in RVSM airspace are equipped with:
|
‘SUBPART M
AEROPLANE MAINTENANCE
OPS 1.875
General
(a) |
An operator shall not operate an aeroplane unless it is maintained and released to service by an organisation appropriately approved/accepted in accordance with Part 145 except that pre-flight inspections need not necessarily be carried out by the Part 145 organisation. |
(b) |
Aeroplane continuing airworthiness requirements needed to comply with the operator certification requirements in OPS 1.180 are those set up in Part M. |
‘SUBPART N
FLIGHT CREW
OPS 1.940
Composition of Flight Crew
(See Appendices 1 & 2 to OPS 1.940)
(a) |
An operator shall ensure that:
|
(b) |
Minimum flight crew for operations under IFR or at night. For operations under IFR or at night, an operator shall ensure that:
|
OPS 1.943
Initial Operator's Crew Resource Management (CRM) training
(a) |
When a flight crew member has not previously completed initial Operator's Crew Resource Management (CRM) training (either new employees or existing staff), then the operator shall ensure that the flight crew member completes an initial CRM training course. New employees shall complete initial Operator's CRM Training within their first year of joining an operator. |
(b) |
If the flight crew member has not previously been trained in Human Factors then a theoretical course, based on the human performance and limitations programme for the ATPL (see the requirements applicable to the issue of Flight Crew Licences) shall be completed before the initial Operator's CRM training or combined with the initial Operator's CRM training. |
(c) |
Initial CRM training shall be conducted by at least one CRM trainer acceptable to the Authority who may be assisted by experts in order to address specific areas. |
(d) |
Initial CRM training is conducted in accordance with a detailed course syllabus included in the Operations Manual. |
OPS 1.945
Conversion Training and checking
(See Appendix 1 to OPS 1.945)
(a) |
An operator shall ensure that:
|
(b) |
In the case of changing aeroplane type or class, the check required by OPS 1.965(b) may be combined with the type or class rating skill test under the requirements applicable to the issue of Flight Crew Licences. |
(c) |
The operator's conversion course and the Type or Class Rating course required for the issue of Flight Crew Licences may be combined. |
(d) |
A pilot, undertaking a Zero Flight Time Training (ZFTT) course, shall:
|
OPS 1.950
Differences Training and Familiarisation Training
(a) |
An operator shall ensure that a flight crew member completes:
|
(b) |
The operator shall specify in the Operations Manual when such differences training or familiarisation training is required. |
OPS 1.955
Nomination as commander
(a) |
An operator shall ensure that for upgrade to commander from co-pilot and for those joining as commanders:
|
(b) |
The command course required by subparagraph (a)(2) above must be specified in the Operations Manual and include at least the following:
|
OPS 1.960
Commanders holding a Commercial Pilot Licence
(a) |
An operator shall ensure that:
|
OPS 1.965
Recurrent Training and Checking
(See Appendices 1 & 2 to OPS 1.965)
(a) |
General. An operator shall ensure that:
|
(b) |
Operator Proficiency Check
|
(c) |
Line Check. An operator shall ensure that each flight crew member undergoes a line check on the aeroplane to demonstrate his/her competence in carrying out normal line operations described in the Operations Manual. The period of validity of a line check shall be 12 calendar months, in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous line check the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous line check. |
(d) |
Emergency and Safety Equipment training and checking. An operator shall ensure that each flight crew member undergoes training and checking on the location and use of all emergency and safety equipment carried. The period of validity of an emergency and safety equipment check shall be 12 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous emergency and safety check, the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous emergency and safety equipment check. |
(e) |
CRM. An operator shall ensure that:
|
(f) |
Ground and Refresher training. An operator shall ensure that each flight crew member undergoes ground and refresher training at least every 12 calendar months. If the training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next ground and refresher training must be completed within 12 calendar months of the original expiry date of the previous ground and refresher training. |
(g) |
Aeroplane/STD training. An operator shall ensure that each flight crew member undergoes aeroplane/STD training at least every 12 calendar months. If the training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next aeroplane STD training must be completed within 12 calendar months of the original expiry date of the previous aeroplane/STD training. |
OPS 1.968
Pilot qualification to operate in either pilot's seat
(See Appendix 1 to OPS 1.968)
(a) |
An operator shall ensure that:
|
OPS 1.970
Recent experience
(a) |
An operator shall ensure that:
|
(b) |
The 90-day period prescribed in subparagraphs (a)(1) and (2) above may be extended up to a maximum of 120 days by line flying under the supervision of a Type Rating Instructor or Examiner. For periods beyond 120 days, the recency requirement is satisfied by a training flight or use of a Flight Simulator of the aeroplane type to be used. |
OPS 1.975
Route and Aerodrome Competence Qualification
(a) |
An operator shall ensure that, prior to being assigned as commander or as pilot to whom the conduct of the flight may be delegated by the commander, the pilot has obtained adequate knowledge of the route to be flown and of the aerodromes (including alternates), facilities and procedures to be used. |
(b) |
The period of validity of the route and aerodrome competence qualification shall be 12 calendar months in addition to the remainder of:
|
(c) |
Route and aerodrome competence qualification shall be revalidated by operating on the route or to the aerodrome within the period of validity prescribed in subparagraph (b) above. |
(d) |
If revalidated within the final 3 calendar months of the validity of the previous route and aerodrome competence qualification, the period of validity shall extend from the date of revalidation until 12 calendar months from the expiry date of that previous route and aerodrome competence qualification. |
OPS 1.978
Alternative Training and Qualification Programme
(See Appendix 1 to OPS 1.978)
(a) |
An operator, following a minimum of two years continuous operations, may substitute the training and checking requirements for flight crew specified in Appendix 1 to OPS 1.978(a) by an Alternative Training and Qualification Programme (ATQP) approved by the Authority. The two years continuous operations may be reduced at the discretion of the Authority. |
(b) |
The ATQP must contain training and checking which establishes and maintains a level of proficiency demonstrated to be at least not less than the level of proficiency achieved by following the provisions of OPS 1.945, 1.965 and 1.970. The standard of flight crew training and qualification shall be established prior to the introduction of ATQP; the required ATQP training and qualification standards shall also be specified. |
(c) |
An operator applying for approval to implement an ATQP shall provide the Authority with an implementation plan in accordance with paragraph (c) of Appendix 1 to OPS 1.978. |
(d) |
In addition to the checks required by OPS 1.965 and 1.970 an operator shall ensure that each flight crew member undergoes a Line Orientated Evaluation (LOE).
|
(e) |
After 2 years of operating within an approved ATQP an operator may, with the approval of the Authority, extend the periods of validity of OPS 1.965 and 1.970 as follows:
|
(f) |
The ATQP shall be the responsibility of a nominated post holder. |
OPS 1.980
Operation on more than one type or variant
(See Appendix 1 to OPS 1.980)
(a) |
An operator shall ensure that a flight crew member does not operate on more than one type or variant unless the flight crew member is competent to do so. |
(b) |
When considering operations of more than one type or variant, an operator shall ensure that the differences and/or similarities of the aeroplanes concerned justify such operations, taking account of the following:
|
(c) |
An Operator shall ensure that a flight crew member operating more than one type or variant complies with all of the requirements prescribed in Subpart N for each type or variant unless the Authority has approved the use of credit(s) related to the training, checking and recent experience requirements. |
(d) |
An operator shall specify appropriate procedures and/or operational restrictions, approved by the Authority, in the Operations Manual, for any operation on more than one type or variant covering:
|
OPS 1.981
Operation of helicopter and aeroplane
(a) |
When a flight crew member operates both helicopters and aeroplanes:
|
OPS 1.985
Training Records
(a) |
An operator shall:
|
‘Appendix 1 to OPS 1.940
In-flight relief of flight crew members
(a) |
A flight crew member may be relieved in flight of his/her duties at the controls by another suitably qualified flight crew member. |
(b) |
Relief of the Commander
|
(c) |
Minimum requirements for a pilot relieving the commander:
|
(d) |
Relief of the co-pilot
|
(e) |
Minimum requirements for Cruise Relief Co-Pilot
|
(f) |
Relief of the system panel operator. A system panel operator may be relieved in flight by a crew member who holds a Flight Engineer's licence or by a flight crew member with a qualification acceptable to the Authority. |
‘Appendix 2 to OPS 1.940
Single pilot operations under IFR or at night
(a) |
Aeroplanes referred to in OPS 1.940(b)(2) may be operated by a single pilot under IFR or at night when the following requirements are satisfied:
|
‘Appendix 1 to OPS 1.945
Operator's Conversion Course
(a) |
An operator's conversion course shall include:
|
(b) |
The conversion course shall be conducted in the order set out in subparagraph (a) above. |
(c) |
Elements of Crew Resource Management shall be integrated into the conversion course, and conducted by suitably qualified personnel. |
(d) |
When a flight crew member has not previously completed an operator's conversion course, the operator shall ensure that in addition to subparagraph (a) above, the flight crew member undergoes general first aid training and, if applicable, ditching procedures training using the equipment in water. |
‘Appendix 1 to OPS 1.965
Recurrent training and checking — Pilots
(a) |
Recurrent Training. Recurrent training shall comprise:
|
(b) |
Recurrent checking. Recurrent checking shall comprise:
|
‘Appendix 2 to OPS 1.965
Recurrent training and checking — System Panel Operators
(a) |
The recurrent training and checking for System Panel Operators shall meet the requirements for pilots and any additional specific duties, omitting those items that do not apply to System Panel Operators. |
(b) |
Recurrent training and checking for System Panel Operators shall, whenever possible, take place concurrently with a pilot undergoing recurrent training and checking. |
(c) |
A line check shall be conducted by a commander nominated by the operator and acceptable to the Authority or by a System Panel Operator Type Rating Instructor or Examiner. |
‘Appendix 1 to OPS 1.968
Pilot qualification to operate in either pilot's seat
(a) |
Commanders whose duties also require them to operate in the right-hand seat and carry out the duties of co-pilot, or commanders required to conduct training or examining duties from the right-hand seat, shall complete additional training and checking as specified in the Operations Manual, concurrent with the operator proficiency checks prescribed in OPS 1.965(b). This additional training must include at least the following:
|
(b) |
When engine-out manoeuvres are carried out in an aeroplane, the engine failure must be simulated. |
(c) |
When operating in the right-hand seat, the checks required by OPS for operating in the left-hand seat must, in addition, be valid and current. |
(d) |
A pilot relieving the commander shall have demonstrated, concurrent with the operator proficiency checks prescribed in OPS 1.965(b), practice of drills and procedures, which would not, normally, be the relieving pilot's responsibility. Where the differences between left and right seats are not significant (for example because of use of autopilot) then practice may be conducted in either seat. |
(e) |
A pilot other than the commander occupying the left-hand seat shall demonstrate practice of drills and procedures, concurrent with the operator proficiency checks prescribed in OPS 1.965(b), which would otherwise have been the commander's responsibility acting as pilot non-flying. Where the differences between left and right seats are not significant (for example because of use of autopilot) then practice may be conducted in either seat. |
‘Appendix 1 to OPS 1.978
Alternative Training and Qualification Programme
(a) |
An operator's ATQP may apply to the following requirements that relate to training and qualifications:
|
(b) |
Components of the ATQP — An Alternative Training and Qualification Programme shall comprise the following:
|
(c) |
Implementation — The operator shall develop an evaluation and implementation strategy acceptable to the Authority; the following requirements shall be fulfilled:
|
‘Appendix 1 to OPS 1.980
Operation on more than one type or variant
(a) |
When a flight crew member operates more than one aeroplane class, type or variant listed according to applicable flight crew licensing requirements and associated procedures for class-single pilot and/or type-single pilot, but not within a single licence endorsement, an operator must comply with the following:
|
(b) |
When a flight crew member operates more than one aeroplane type or variant within one or more licence endorsement as defined by Flight Crew Licensing and associated procedures for type — multi-pilot, an operator shall ensure that:
Note: In cases where more than one licence endorsement is involved, see subparagraphs (c) and (d) below. |
(c) |
When a flight crew member operates more than one aeroplane type or variant listed in Flight Crew Licensing and associated procedures for type single pilot and type multi pilot, but not within a single licence endorsement, an operator must comply with the following:
|
(d) |
When a flight crew member operates more than one aeroplane type or variant listed in Flight Crew Licensing and associated procedures for type — multi pilot, but not within a single licence endorsement, an operator must comply with the following:
|
(e) |
When a flight crew member operates combinations of aeroplane types or variants as defined in Flight Crew Licensing and associated procedures for class — single pilot and type — multi pilot an operator must demonstrate that specific procedures and/or operational restrictions are approved in accordance with OPS 1.980(d). |
‘SUBPART O
CABIN CREW
OPS 1.988
Applicability
An operator shall ensure that all cabin crew members comply with the requirements of this Subpart and any other safety requirements applicable to cabin crew.
For the purpose of this Regulation, ‘cabin crew member’ means any crew member, other than a flight crew member, who performs, in the interests of safety of passengers, duties assigned to him/her by the operator or the commander in the cabin of an aeroplane.
OPS 1.989
Identification
(a) |
An operator shall ensure that all cabin crew members wear the operator's cabin crew uniform and are clearly identifiable to the passengers as a cabin crew member. |
(b) |
Other personnel, such as medical staff, security staff, child minders, escorts, technical staff, entertainers, interpreters, who undertake tasks in the cabin, shall not wear a uniform which might identify them to passengers as a cabin crew member, unless they comply with the requirements of this Subpart and any other applicable requirements of this Regulation. |
OPS 1.990
Number and composition of Cabin Crew
(a) |
An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 19, when carrying one or more passengers, unless at least one cabin crew member is included in the crew for the purpose of performing duties, specified in the Operations Manual, in the interests of the safety of passengers. |
(b) |
When complying with subparagraph (a) above, an operator shall ensure that the minimum number of cabin crew is the greater of:
|
(c) |
The Authority may under exceptional circumstances require an operator to include in the crew additional cabin crew members. |
(d) |
In unforeseen circumstances the required minimum number of cabin crew may be reduced provided that:
|
(e) |
An operator shall ensure that when engaging the services of cabin crew members who are self-employed and/or working on a freelance or part-time basis, the requirements of subpart O are complied with. In this respect, particular attention must be paid to the total number of aircraft types or variants that a cabin crew member may fly for the purposes of commercial air transportation, which must not exceed the requirements prescribed in OPS 1.1030, including when his/her services are engaged by another operator. |
OPS 1.995
Minimum requirements
An operator shall ensure that each cabin crew member:
(a) |
is at least 18 years of age. |
(b) |
has passed a medical examination or assessment at regular intervals as required by the Authority so as to check the medical fitness to discharge his/her duties. |
(c) |
has successfully completed initial training in accordance with OPS 1.1005 and holds an attestation of safety training. |
(d) |
has completed the appropriate conversion and/or differences training covering at least the subjects listed in OPS 1.1010. |
(e) |
shall undergo recurrent training in line with the provisions of OPS 1.1015. |
(f) |
is competent to perform his/her duties in accordance with procedures specified in the Operations Manual. |
OPS 1.1000
Senior cabin crew members
(a) |
An operator shall nominate a senior cabin crew member whenever more than one cabin crew member is assigned. For operations when more than one cabin crew member is assigned, but only one cabin crew member is required, the operator shall nominate one cabin crew member to be responsible to the commander. |
(b) |
The senior cabin crew member shall have responsibility to the commander for the conduct and coordination of normal and emergency procedure(s) specified in the Operations Manual. During turbulence, in the absence of any instructions from the flight crew, the senior cabin crew member shall be entitled to discontinue non-safety related duties and advise the flight crew of the level of turbulence being experienced and the need for the fasten seat belt signs to be switched on. This should be followed by the cabin crew securing the passenger cabin and other applicable areas. |
(c) |
Where required by OPS 1.990 to carry more than one cabin crew member, an operator shall not appoint a person to the post of senior cabin crew member unless that person has at least one year's experience as an operating cabin crew member and has completed an appropriate course covering the following as a minimum:
|
(d) |
An operator shall establish procedures to select the next most suitably qualified cabin crew member to operate as senior cabin crew member in the event of the nominated senior cabin crew member becoming unable to operate. Such procedures must be acceptable to the Authority and take account of a cabin crew member's operational experience. |
(e) |
CRM Training: The operator shall ensure that all relevant elements in Appendix 2 to OPS1.1005/1.1010/1.1015 Table 1, Column (a) are integrated into the training and covered to the level required by Column (f), Senior Cabin Crew Course. |
OPS 1.1002
Single cabin crew member operations
(a) |
An operator shall ensure that each cabin crew member who does not have previous comparable experience completes the following, before operating as a single cabin crew member:
|
(b) |
An operator shall ensure, before a cabin crew member is assigned to operate as a single cabin crew member, that this cabin crew member is competent to perform his/her duties in accordance with the procedures specified in the Operations Manual. Suitability for single cabin crew operations shall be addressed in the criteria for cabin crew selection, recruitment, training and assessment of competence. |
OPS 1.1005
Initial Safety Training
(See Appendix 1 to OPS 1.1005)
(a) |
An operator shall ensure that each cabin crew member has, before undertaking conversion training, successfully completed initial safety training covering at least the subjects listed in Appendix 1 to OPS 1.1005. |
(b) |
Training courses shall, at the discretion of the Authority, and subject to its approval, be provided: either
|
(c) |
The programme and structure of the initial training courses shall be in accordance with the applicable requirements and shall be subject to prior approval of the Authority. |
(d) |
At the discretion of the Authority, the Authority, the operator or the approved training organisation providing the training course, shall deliver an attestation of safety training to a cabin crew member after he/she has completed the initial safety training and successfully passed the check referred to in OPS 1.1025. |
(e) |
Where the Authority authorises an operator or an approved training organisation to deliver the attestation of safety training to a cabin crew member, such attestation shall clearly state a reference to the approval of the Authority. |
OPS 1.1010
Conversion and Differences training
(See Appendix 1 to OPS 1.1010)
(a) |
An operator shall ensure that each cabin crew member has completed appropriate conversion and differences training, in accordance with the applicable rules and at least the subjects listed in Appendix 1 to OPS 1.1010. The training course shall be specified in the Operations Manual. The programme and structure of the training course shall be subject to prior approval by the Authority.
|
(b) |
An operator shall determine the content of the conversion and differences training taking account of the cabin crew member's previous training as recorded in the cabin crew member's training records required by OPS 1.1035. |
(c) |
Without prejudice to OPS 1.995 (c), related elements of both initial training (OPS 1.1005) and conversion and differences training (OPS 1.1010) may be combined. |
(d) |
An operator shall ensure that:
|
(e) |
An operator shall ensure that each cabin crew member before being first assigned to duties completes the Operator's CRM Training and Aeroplane Type Specific CRM, in accordance with Appendix 1 to OPS 1.1010 (j). Cabin crew who are already operating as cabin crew members with an operator, and who have not previously completed the Operator's CRM Training, shall complete this training by the time of the next required recurrent training and checking in accordance with Appendix 1 to OPS 1.1010 (j), including Aeroplane Type Specific CRM, as relevant. |
OPS 1.1012
Familiarisation
An operator shall ensure that, following completion of conversion training, each cabin crew member completes familiarisation prior to operating as one of the minimum number of cabin crew required by OPS 1.990.
OPS 1.1015
Recurrent training
(See Appendix 1 to OPS 1.1015)
(a) |
An operator shall ensure that each cabin crew member undergoes recurrent training, covering the actions assigned to each crew member in normal and emergency procedures and drills relevant to the type(s) and/or variant(s) of aeroplane on which they operate in accordance with Appendix 1 to OPS 1.1015. |
(b) |
An operator shall ensure that the recurrent training programme approved by the Authority includes theoretical and practical instruction, together with individual practice, as prescribed in Appendix 1 to OPS 1.1015. |
(c) |
The period of validity of recurrent training and the associated checking required by OPS 1.1025 shall be 12 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous check, the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous check. |
OPS 1.1020
Refresher Training
(See Appendix 1 to OPS 1.1020)
(a) |
An operator shall ensure that each cabin crew member who has been absent from all flying duties for more than 6 months and still remains within the period of the previous check required by OPS 1.1025(b)(3) completes refresher training specified in the Operations Manual as prescribed in Appendix 1 to OPS 1.1020. |
(b) |
An operator shall ensure that when a cabin crew member has not been absent from all flying duties, but has not, during the preceding 6 months, undertaken duties on a type of aeroplane as a cabin crew member required by OPS 1.990 (b), before undertaking such duties on that type, the cabin crew member either:
|
OPS 1.1025
Checking
(a) |
At the discretion of the Authority, the Authority, the operator or the approved training organisation providing the training course shall ensure that during or following completion of the training required by OPS 1.1005, 1.1010, 1.1015 and 1.1020, each cabin crew member undergoes a check covering the training received in order to verify his/her proficiency in carrying out normal and emergency safety duties. At the discretion of the Authority, the Authority, the operator or the approved training organisation providing the training course shall ensure that the personnel performing these checks shall be suitably qualified. |
(b) |
An operator shall ensure that each cabin crew member undergoes checks as follows:
|
OPS 1.1030
Operation on more than one type or variant
(a) |
An operator shall ensure that each cabin crew member does not operate on more than three aeroplane types except that, with the approval of the Authority, the cabin crew member may operate on four aeroplane types, provided that for at least two of the types:
|
(b) |
For the purposes of subparagraph (a) above, variants of an aeroplane type are considered to be different types if they are not similar in all the following aspects:
|
OPS 1.1035
Training records
An operator shall:
(1) |
Maintain records of all training and checking required by OPS 1.1005, 1.1010, 1.1015, 1.1020 and 1.1025; and |
(2) |
Keep a copy of the attestation of safety training; and |
(3) |
Keep the training records and records of medical examinations or assessments up to date, showing in the case of the training records the dates and contents of the conversion, differences and recurrent training received; and |
(4) |
Make the records of all initial, conversion and recurrent training and checking available, on request, to the cabin crew member concerned. |
‘Appendix 1 to OPS 1.1005
Initial Safety Training
The subjects that must be covered as a minimum by a course of initial safety training referred to in OPS 1.1005 are:
(a) |
Fire and smoke training:
|
(b) |
Water survival training. The actual donning and use of personal flotation equipment in water. Before first operating on an aeroplane fitted with life-rafts or other similar equipment, training must be given on the use of this equipment, as well as actual practice in water. |
(c) |
Survival training. Survival training shall be appropriate to the areas of operation (e.g. polar, desert, jungle or sea). |
(d) |
Medical aspects and first aid:
|
(e) |
Passenger handling:
|
(f) |
Communication. During training, emphasis shall be placed on the importance of effective communication between cabin crew and flight crew including technique, common language and terminology. |
(g) |
Discipline and responsibilities:
|
(h) |
Crew resource management.
|
‘Appendix 1 to OPS 1.1010
Conversion and Differences training
(a) |
General: An operator shall ensure that:
|
(b) |
Fire and smoke training: An operator shall ensure that:
|
(c) |
Operations of doors and exits: An operator shall ensure that:
|
(d) |
Evacuation slide training: An operator shall ensure that:
|
(e) |
Evacuation procedures and other emergency situations: An operator shall ensure that:
|
(f) |
Crowd control. An operator shall ensure that training is provided on the practical aspects of crowd control in various emergency situations, as applicable to the aeroplane type. |
(g) |
Pilot incapacitation. An operator shall ensure that, unless the minimum flight crew is more than two, each cabin crew member is trained in the procedure for flight crew member incapacitation and shall operate the seat and harness mechanisms. Training in the use of flight crew members' oxygen system and use of the flight crew members' check lists, where required by the operator's SOP's, shall be conducted by a practical demonstration. |
(h) |
Safety equipment. An operator shall ensure that each cabin crew member is given realistic training on, and demonstration of, the location and use of safety equipment including the following:
|
(i) |
Passenger briefing/safety demonstrations. An operator shall ensure that training is given in the preparation of passengers for normal and emergency situations in accordance with OPS 1.285. |
(j) |
Crew Resource Management. An operator shall ensure that:
|
‘Appendix 1 to OPS 1.1015
Recurrent training
(a) |
An operator shall ensure that recurrent training is conducted by suitably qualified persons. |
(b) |
An operator shall ensure that every 12 calendar months the programme of practical training includes the following:
|
(c) |
An operator shall ensure that, at intervals not exceeding 3 years, recurrent training also includes:
|
(d) |
An operator shall ensure that all appropriate requirements of Annex III, OPS 1 are included in the training of cabin crew members. |
‘Appendix 1 to OPS 1.1020
Refresher training
An operator shall ensure that refresher training is conducted by suitable qualified persons and, for each cabin crew member, includes at least the following:
(1) |
Emergency procedures including pilot incapacitation; |
(2) |
Evacuation procedures including crowd control techniques; |
(3) |
The operation and actual opening of each type or variant of normal and emergency exit in the normal and emergency modes, including failure of power assist systems where fitted. This is to include the action and forces required to operate and deploy evacuation slides. This training shall be conducted in an aeroplane or representative training device; |
(4) |
Demonstration of the operation of all other exits including flight deck windows; and |
(5) |
The location and handling of emergency equipment, including oxygen systems, and the donning of lifejackets, portable oxygen and protective breathing equipment. |
‘Appendix 2 to OPS 1.1005/1.1010/1.1015
Training
1. |
The CRM training syllabi, together with CRM methodology and terminology, shall be included in the Operations Manual. |
2. |
Table 1 indicates which elements of CRM shall be included in each type of training. Table 1 CRM Training:
|
‘SUBPART P
MANUALS, LOGS AND RECORDS
OPS 1.1040
General Rules for Operations Manuals
(a) |
An operator shall ensure that the Operations Manual contains all instructions and information necessary for operations personnel to perform their duties. |
(b) |
An operator shall ensure that the contents of the Operations Manual, including all amendments or revisions, do not contravene the conditions contained in the Air Operator Certificate (AOC) or any applicable regulations and are acceptable to, or, where applicable, approved by, the Authority. |
(c) |
Unless otherwise approved by the Authority, or prescribed by national law, an operator must prepare the Operations Manual in the English language. In addition, an operator may translate and use that manual, or parts thereof, into another language. |
(d) |
Should it become necessary for an operator to produce new Operations Manuals or major parts/volumes thereof, he must comply with subparagraph (c) above. |
(e) |
An operator may issue an Operations Manual in separate volumes. |
(f) |
An operator shall ensure that all operations personnel have easy access to a copy of each part of the Operations Manual which is relevant to their duties. In addition, the operator shall supply crew members with a personal copy of, or sections from, Parts A and B of the Operations Manual as are relevant for personal study. |
(g) |
An operator shall ensure that the Operations Manual is amended or revised so that the instructions and information contained therein are kept up to date. The operator shall ensure that all operations personnel are made aware of such changes that are relevant to their duties. |
(h) |
Each holder of an Operations Manual, or appropriate parts of it, shall keep it up to date with the amendments or revisions supplied by the operator. |
(i) |
An operator shall supply the Authority with intended amendments and revisions in advance of the effective date. When the amendment concerns any part of the Operations Manual which must be approved in accordance with OPS, this approval shall be obtained before the amendment becomes effective. When immediate amendments or revisions are required in the interest of safety, they may be published and applied immediately, provided that any approval required has been applied for. |
(j) |
An operator shall incorporate all amendments and revisions required by the Authority. |
(k) |
An operator must ensure that information taken from approved documents, and any amendment of such approved documentation, is correctly reflected in the Operations Manual and that the Operations Manual contains no information contrary to any approved documentation. However, this requirement does not prevent an operator from using more conservative data and procedures. |
(l) |
An operator must ensure that the contents of the Operations Manual are presented in a form in which they can be used without difficulty. The design of the Operations Manual shall observe Human Factors principles. |
(m) |
An operator may be permitted by the Authority to present the Operations Manual or parts thereof in a form other than on printed paper. In such cases, an acceptable level of accessibility, usability and reliability must be assured. |
(n) |
The use of an abridged form of the Operations Manual does not exempt the operator from the requirements of OPS 1.130. |
OPS 1.1045
Operations Manual — structure and contents
(See Appendix 1 to OPS 1.1045)
(a) |
An operator shall ensure that the main structure of the Operations Manual is as follows:
|
(b) |
An operator shall ensure that the contents of the Operations Manual are in accordance with Appendix 1 to OPS 1.1045 and relevant to the area and type of operation. |
(c) |
An operator shall ensure that, the detailed structure of the Operations Manual is acceptable to the Authority. |
OPS 1.1050
Aeroplane Flight Manual
An operator shall keep a current approved Aeroplane Flight Manual or equivalent document for each aeroplane that it operates.
OPS 1.1055
Journey log
(a) |
An operator shall retain the following information for each flight in the form of a Journey Log:
|
(b) |
An operator may be permitted not to keep an aeroplane journey log, or parts thereof, by the Authority if the relevant information is available in other documentation. |
(c) |
An operator shall ensure that all entries are made concurrently and that they are permanent in nature. |
OPS 1.1060
Operational flight plan
(a) |
An operator must ensure that the operational flight plan used and the entries made during flight contain the following items:
|
(b) |
Items which are readily available in other documentation or from another acceptable source or are irrelevant to the type of operation may be omitted from the operational flight plan. |
(c) |
An operator must ensure that the operational flight plan and its use are described in the Operations Manual. |
(d) |
An operator shall ensure that all entries on the operational flight plan are made concurrently and that they are permanent in nature. |
OPS 1.1065
Document storage periods
An operator shall ensure that all records and all relevant operational and technical information for each individual flight, are stored for the periods prescribed in Appendix 1 to OPS 1.1065.
OPS 1.1070
Operator's continuing airworthiness management exposition
An operator shall keep a current approved continuing airworthiness management exposition as prescribed in Part M, paragraph M.A.704 Continuing airworthiness management exposition.
OPS 1.1071
Aeroplane Technical Log
An operator shall keep an aeroplane technical log as prescribed in Part M, paragraph M.A.306 Operator's technical log system.
‘Appendix 1 to OPS 1.1045
Operations Manual Contents
An operator shall ensure that the Operations Manual contains the following:
A. |
GENERAL/BASIC |
0. |
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL |
0.1. |
Introduction
|
0.2. |
System of amendment and revision
|
1. |
ORGANISATION AND RESPONSIBILITIES |
1.1. |
Organisational structure. A description of the organisational structure including the general company organigram and operations department organigram. The organigram must depict the relationship between the Operations Department and the other Departments of the company. In particular, the subordination and reporting lines of all Divisions, Departments, etc., which pertain to the safety of flight operations, must be shown. |
1.2. |
Nominated postholders. The name of each nominated postholder responsible for flight operations, the maintenance system, crew training and ground operations, as prescribed in OPS 1.175(i). A description of their function and responsibilities must be included. |
1.3. |
Responsibilities and duties of operations management personnel. A description of the duties, responsibilities and authority of operations management personnel pertaining to the safety of flight operations and the compliance with the applicable regulations. |
1.4. |
Authority, duties and responsibilities of the commander. A statement defining the authority, duties and responsibilities of the commander. |
1.5. |
Duties and responsibilities of crew members other than the commander. |
2. |
OPERATIONAL CONTROL AND SUPERVISION |
2.1. |
Supervision of the operation by the operator. A description of the system for supervision of the operation by the operator (see OPS 1.175(g)). This must show how the safety of flight operations and the qualifications of personnel are supervised. In particular, the procedures related to the following items must be described:
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2.2. |
System of promulgation of additional operational instructions and information. A description of any system for promulgating information which may be of an operational nature but is supplementary to that in the Operations Manual. The applicability of this information and the responsibilities for its promulgation must be included. |
2.3. |
Accident prevention and flight safety programme. A description of the main aspects of the flight safety programme. |
2.4. |
Operational control. A description of the procedures and responsibilities necessary to exercise operational control with respect to flight safety. |
2.5. |
Powers of the Authority. A description of the powers of the Authority. and guidance to staff on how to facilitate inspections by Authority personnel. |
3. |
QUALITY SYSTEM A description of the quality system adopted including at least:
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4. |
CREW COMPOSITION |
4.1. |
Crew Composition. An explanation of the method for determining crew compositions taking account of the following:
|
4.2. |
Designation of the commander. The rules applicable to the designation of the commander. |
4.3. |
Flight crew incapacitation. Instructions on the succession of command in the event of flight crew incapacitation. |
4.4. |
Operation of more than one type. A statement indicating which aeroplanes are considered as one type for the purpose of:
|
5. |
QUALIFICATION REQUIREMENTS |
5.1. |
A description of the required licence, rating(s), qualification/competency (e.g. for routes and aerodromes), experience, training, checking and recency for operations personnel to conduct their duties. Consideration must be given to the aeroplane type, kind of operation and composition of the crew. |
5.2. |
Flight crew
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5.3. |
Cabin crew.
|
5.4. |
Training, checking and supervision personnel.
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5.5. |
Other operations personnel |
6. |
CREW HEALTH PRECAUTIONS |
6.1. |
Crew health precautions. The relevant regulations and guidance to crew members concerning health including:
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7. |
FLIGHT TIME LIMITATIONS |
7.1. |
Flight and Duty Time Limitations and Rest Requirements. The scheme developed by the operator in accordance with applicable requirements. |
7.2. |
Exceedances of flight and duty time limitations and/or reductions of rest periods. Conditions under which flight and duty time may be exceeded or rest periods may be reduced and the procedures used to report these modifications. |
8. |
OPERATING PROCEDURES |
8.1. |
Flight Preparation Instructions. As applicable to the operation: |
8.1.1. |
Minimum Flight Altitudes. A description of the method of determination and application of minimum altitudes including:
|
8.1.2. |
Criteria and responsibilities for the authorisation of the use of aerodromes taking into account the applicable requirements of Subparts D, E, F, G, H, I and J. |
8.1.3. |
Methods for establishing of aerodrome operating minima. The method for establishing aerodrome operating minima for IFR flights in accordance with OPS 1 Subpart E. Reference must be made to procedures for the determination of the visibility and/or runway visual range and for the applicability of the actual visibility observed by the pilots, the reported visibility and the reported runway visual range. |
8.1.4. |
En-route Operating Minima for VFR Flights or VFR portions of a flight and, where single engined aeroplanes are used, instructions for route selection with respect to the availability of surfaces which permit a safe forced landing. |
8.1.5. |
Presentation and Application of Aerodrome and En-route Operating Minima |
8.1.6. |
Interpretation of meteorological information. Explanatory material on the decoding of MET forecasts and MET reports relevant to the area of operations, including the interpretation of conditional expressions. |
8.1.7. |
Determination of the quantities of fuel, oil and water methanol carried. The methods by which the quantities of fuel, oil and water methanol to be carried are determined and monitored in flight. This section must also include instructions on the measurement and distribution of the fluid carried on board. Such instructions must take account of all circumstances likely to be encountered on the flight, including the possibility of in-flight replanning and of failure of one or more of the aeroplane's power plants. The system for maintaining fuel and oil records must also be described. |
8.1.8. |
Mass and Centre of Gravity. The general principles of mass and centre of gravity including:
|
8.1.9. |
ATS Flight Plan. Procedures and responsibilities for the preparation and submission of the air traffic services flight plan. Factors to be considered include the means of submission for both individual and repetitive flight plans. |
8.1.10. |
Operational Flight Plan. Procedures and responsibilities for the preparation and acceptance of the operational flight plan. The use of the operational flight plan must be described including samples of the operational flight plan formats in use. |
8.1.11. |
Operator's Aeroplane Technical Log. The responsibilities and the use of the operator's Aeroplane Technical Log must be described, including samples of the format used. |
8.1.12. |
List of documents, forms and additional information to be carried. |
8.2. |
Ground Handling Instructions |
8.2.1. |
Fuelling procedures. A description of fuelling procedures, including:
|
8.2.2. |
Aeroplane, passengers and cargo handling procedures related to safety. A description of the handling procedures to be used when allocating seats and embarking and disembarking passengers and when loading and unloading the aeroplane. Further procedures, aimed at achieving safety whilst the aeroplane is on the ramp, must also be given. Handling procedures must include:
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8.2.3. |
Procedures for the refusal of embarkation. Procedures to ensure that persons who appear to be intoxicated or who demonstrate by manner or physical indications that they are under the influence of drugs, except medical patients under proper care, are refused embarkation. This does not apply to medical patients under proper care. |
8.2.4. |
De-icing and Anti-icing on the ground. A description of the de-icing and anti-icing policy and procedures for aeroplanes on the ground. These shall include descriptions of the types and effects of icing and other contaminants on aeroplanes whilst stationary, during ground movements and during take-off. In addition, a description of the fluid types used must be given including:
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8.3. |
Flight Procedures |
8.3.1. |
VFR/IFR Policy. A description of the policy for allowing flights to be made under VFR, or of requiring flights to be made under IFR, or of changing from one to the other. |
8.3.2. |
Navigation Procedures. A description of all navigation procedures relevant to the type(s) and area(s) of operation. Consideration must be given to:
|
8.3.3. |
Altimeter setting procedures including use, where appropriate, of
|
8.3.4. |
Altitude alerting system procedures |
8.3.5. |
Ground Proximity Warning System/Terrain Avoidance Warning System. Procedures and instructions required for the avoidance of controlled flight into terrain, including limitations on high rate of descent near the surface (the related training requirements are covered in D.2.1). |
8.3.6. |
Policy and procedures for the use of TCAS/ACAS |
8.3.7. |
Policy and procedures for in-flight fuel management |
8.3.8. |
Adverse and potentially hazardous atmospheric conditions. Procedures for operating in, and/or avoiding adverse and potentially hazardous atmospheric conditions including:
|
8.3.9. |
Wake Turbulence. Wake turbulence separation criteria, taking into account aeroplane types, wind conditions and runway location. |
8.3.10. |
Crew members at their stations. The requirements for crew members to occupy their assigned stations or seats during the different phases of flight or whenever deemed necessary in the interest of safety and also include procedures for controlled rest on the flight deck. |
8.3.11. |
Use of safety belts for crew and passengers. The requirements for crew members and passengers to use safety belts and/or harnesses during the different phases of flight or whenever deemed necessary in the interest of safety. |
8.3.12. |
Admission to Flight Deck. The conditions for the admission to the flight deck of persons other than the flight crew. The policy regarding the admission of Inspectors from the Authority must also be included. |
8.3.13. |
Use of vacant crew seats. The conditions and procedures for the use of vacant crew seats. |
8.3.14. |
Incapacitation of crew members. Procedures to be followed in the event of incapacitation of crew members in flight. Examples of the types of incapacitation and the means for recognising them must be included. |
8.3.15. |
Cabin Safety Requirements. Procedures covering:
|
8.3.16. |
Passenger briefing procedures. The contents, means and timing of passenger briefing in accordance with OPS 1.285. |
8.3.17. |
Procedures for aeroplanes operated whenever required cosmic or solar radiation detection equipment is carried. Procedures for the use of cosmic or solar radiation detection equipment and for recording its readings including actions to be taken in the event that limit values specified in the Operations Manual are exceeded. In addition, the procedures, including ATS procedures, to be followed in the event that a decision to descend or re-route is taken. |
8.3.18. |
Policy on the use of Autopilot and Auto throttle. |
8.4. |
All Weather Operations. A description of the operational procedures associated with All Weather operations (see also OPS Subpart D and E). |
8.5. |
ETOPS. A description of the ETOPS operational procedures. |
8.6. |
Use of the Minimum Equipment and Configuration Deviation List(s) |
8.7. |
Non revenue flights. Procedures and limitations for:
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8.8. |
Oxygen Requirements |
8.8.1. |
An explanation of the conditions under which oxygen must be provided and used. |
8.8.2. |
The oxygen requirements specified for:
|
9. |
DANGEROUS GOODS AND WEAPONS |
9.1. |
Information, instructions and general guidance on the transport of dangerous goods including:
|
9.2. |
The conditions under which weapons, munitions of war and sporting weapons may be carried. |
10. |
SECURITY |
10.1. |
Security instructions and guidance of a non-confidential nature which must include the authority and responsibilities of operations personnel. Policies and procedures for handling and reporting crime on board such as unlawful interference, sabotage, bomb threats, and hijacking must also be included. |
10.2. |
A description of preventative security measures and training. Note: Parts of the security instructions and guidance may be kept confidential. |
11. |
HANDLING, NOTIFYING AND REPORTING OCCURENCES Procedures for the handling, notifying and reporting occurrences. This section must include:
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12. |
RULES OF THE AIR Rules of the Air including:
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13. |
LEASING A description of the operational arrangements for leasing, associated procedures and management responsibilities. |
B. |
AEROPLANE OPERATING MATTERS — TYPE RELATED Taking account of the differences between types, and variants of types, under the following headings: |
0. |
GENERAL INFORMATION AND UNITS OF MEASUREMENT |
0.1. |
General Information (e.g. aeroplane dimensions), including a description of the units of measurement used for the operation of the aeroplane type concerned and conversion tables. |
1. |
LIMITATIONS |
1.1. |
A description of the certified limitations and the applicable operational limitations including:
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2. |
NORMAL PROCEDURES |
2.1. |
The normal procedures and duties assigned to the crew, the appropriate check-lists, the system for use of the check-lists and a statement covering the necessary coordination procedures between flight and cabin crew. The following normal procedures and duties must be included:
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3. |
ABNORMAL AND EMERGENCY PROCEDURES |
3.1. |
The abnormal and emergency procedures and duties assigned to the crew, the appropriate check-lists, the system for use of the check-lists and a statement covering the necessary coordination procedures between flight and cabin crew. The following abnormal and emergency procedures and duties must be included:
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4. |
PERFORMANCE |
4.0. |
Performance data must be provided in a form in which it can be used without difficulty. |
4.1. |
Performance data. Performance material which provides the necessary data for compliance with the performance requirements prescribed in OPS 1 Subparts F, G, H and I must be included to allow the determination of:
|
4.1.1. |
Supplementary data covering flights in icing conditions. Any certificated performance related to an allowable configuration, or configuration deviation, such as anti-skid inoperative, must be included. |
4.1.2. |
If performance Data, as required for the appropriate performance class, is not available in the approved AFM, then other data acceptable to the Authority must be included. Alternatively, the Operations Manual may contain cross-reference to the approved Data contained in the AFM where such Data is not likely to be used often or in an emergency. |
4.2. |
Additional Performance Data. Additional performance data where applicable including:
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5. |
FLIGHT PLANNING |
5.1. |
Data and instructions necessary for pre-flight and in-flight planning including factors such as speed schedules and power settings. Where applicable, procedures for engine(s)-out operations, ETOPS (particularly the one-engine-inoperative cruise speed and maximum distance to an adequate aerodrome determined in accordance with OPS 1.245) and flights to isolated aerodromes must be included. |
5.2. |
The method for calculating fuel needed for the various stages of flight, in accordance with OPS 1.255. |
6. |
MASS AND BALANCE Instructions and data for the calculation of the mass and balance including:
|
7. |
LOADING Procedures and provisions for loading and securing the load in the aeroplane. |
8. |
CONFIGURATION DEVIATION LIST The Configuration Deviation List(s) (CDL), if provided by the manufacturer, taking account of the aeroplane types and variants operated including procedures to be followed when an aeroplane is being despatched under the terms of its CDL |
9. |
MINIMUM EQUIPMENT LIST The Minimum Equipment List (MEL) taking account of the aeroplane types and variants operated and the type(s)/area(s) of operation. The MEL must include the navigational equipment and take into account the required performance for the route and area of operation. |
10. |
SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN |
10.1. |
A list of the survival equipment to be carried for the routes to be flown and the procedures for checking the serviceability of this equipment prior to take-off. Instructions regarding the location, accessibility and use of survival and emergency equipment and its associated check list(s) must also be included. |
10.2. |
The procedure for determining the amount of oxygen required and the quantity that is available. The flight profile, number of occupants and possible cabin decompression must be considered. The information provided must be in a form in which it can be used without difficulty. |
11. |
EMERGENCY EVACUATION PROCEDURES |
11.1. |
Instructions for preparation for emergency evacuation including crew co-ordination and emergency station assignment. |
11.2. |
Emergency evacuation procedures. A description of the duties of all members of the crew for the rapid evacuation of an aeroplane and the handling of the passengers in the event of a forced landing, ditching or other emergency. |
12. |
AEROPLANE SYSTEMS A description of the aeroplane systems, related controls and indications and operating instructions. |
C. |
ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION |
1. |
Instructions and information relating to communications, navigation and aerodromes including minimum flight levels and altitudes for each route to be flown and operating minima for each aerodrome planned to be used, including:
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D. |
TRAINING |
1. |
Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight. |
2. |
Training syllabi and checking programmes must include: |
2.1. |
For flight crew. All relevant items prescribed in Subpart E and N; |
2.2. |
For cabin crew. All relevant items prescribed in Subpart O; |
2.3. |
For operations personnel concerned, including crew members:
|
2.4. |
For operations personnel other than crew members (e.g. dispatcher, handling personnel, etc.). All other relevant items prescribed in OPS pertaining to their duties. |
3. |
Procedures |
3.1. |
Procedures for training and checking. |
3.2. |
Procedures to be applied in the event that personnel do not achieve or maintain the required standards. |
3.3. |
Procedures to ensure that abnormal or emergency situations requiring the application of part or all of abnormal or emergency procedures and simulation of IMC by artificial means are not simulated during commercial air transportation flights. |
4. |
Description of documentation to be stored and storage periods (see Appendix 1 to OPS 1.1065). |
‘Appendix 1 to OPS 1.1065
Document storage periods
An operator shall ensure that the following information/documentation is stored in an acceptable form, accessible to the Authority, for the periods shown in the Tables below.
Note: Additional information relating to maintenance records is prescribed in Part-M, paragraph M.A.306(c) Operator's technical log system.
Table 1
Information used for the preparation and execution of a flight
Information used for the preparation and execution of the flight as described in OPS 1.135 |
|
Operational flight plan |
3 months |
Aeroplane Technical log |
36 months after the date of the last entry, in accordance with Part M M.A.306(c) |
Route specific NOTAM/AIS briefing documentation if edited by the operator |
3 month |
Mass and balance documentation |
3 month |
Notification of special loads including written information to the commander about dangerous goods |
3 months |
Table 2
Reports
Reports |
|
Journey log |
3 months |
Flight report(s) for recording details of any occurrence, as prescribed in OPS 1.420, or any event which the commander deems necessary to report/record |
3 months |
Reports on exceedances of duty and/or reducing rest periods |
3 months |
Table 3
Flight crew records
Flight Crew Records |
|
Flight, Duty and Rest time |
15 months |
Licence |
As long as the flight crew member is exercising the privileges of the licence for the operator |
Conversion training and checking |
3 years |
Command course (including checking) |
3 years |
Recurrent training and checking |
3 years |
Training and checking to operate in either pilot's seat |
3 years |
Recent experience (OPS 1.970 refers) |
15 months |
Route and aerodrome competence (OPS1.975 refers) |
3 years |
Training and qualification for specific operations when required by OPS (e.g. ETOPS CATII/III operations) |
3 years |
Dangerous Goods training as appropriate |
3 years |
Table 4
Cabin crew records
Cabin Crew Records |
|
Flight, Duty and Rest time |
15 months |
Initial training, conversion and differences training (including checking) |
As long as the cabin crew member is employed by the operator |
Recurrent training and refresher (including checking) |
Until 12 months after the cabin crew member has left the employ of the operator |
Dangerous Goods training as appropriate |
3 years |
Table 5
Records for other operations personnel
Records for other operations personnel |
|
Training/qualification records of other personnel for whom an approved training programme is required by OPS |
Last 2 training records |
Table 6
Other records
Other Records |
|
Records on cosmic and solar radiation dosage |
Until 12 months after the crew member has left the employ of the operator |
quality system records |
5 years |
Dangerous Goods Transport Document |
3 months after completion of the flight |
Dangerous Goods Acceptance Checklist |
3 months after completion of the flight |
‘SUBPART Q
FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS
OPS 1.1090
Objective and scope
1. |
An operator shall establish a flight and duty time limitations and rest scheme (FTL) for crew members. |
2. |
An operator shall ensure that for all its flights: |
2.1. |
The flight and duty time limitations and rest scheme is in accordance with both:
|
2.2. |
Flights are planned to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the flight and turn-around times. |
2.3. |
Duty rosters will be prepared and published sufficiently in advance to provide the opportunity for crew members to plan adequate rest. |
3. |
Operators' responsibilities |
3.1. |
An operator shall nominate a home base for each crew member. |
3.2. |
Operators shall be expected to appreciate the relationship between the frequencies and pattern of flight duty periods and rest periods and give due consideration to the cumulative effects of undertaking long duty hours interspersed with minimum rest. |
3.3. |
Operators shall allocate duty patterns which avoid such undesirable practices as alternating day/night duties or the positioning of crew members so that a serious disruption of established sleep/work pattern occurs. |
3.4. |
Operators shall plan local days free of duty and notify crew members in advance. |
3.5. |
Operators shall ensure that rest periods provide sufficient time to enable crew to overcome the effects of the previous duties and to be well rested by the start of the following flight duty period. |
3.6. |
Operators shall ensure flight duty periods are planned to enable crew members to remain sufficiently free from fatigue so they can operate to a satisfactory level of safety under all circumstances. |
4. |
Crew Members' responsibilities |
4.1. |
A crew member shall not operate an aeroplane if he/she knows that he/she is suffering from or is likely to suffer from fatigue or feels unfit, to the extent that the flight may be endangered. |
4.2. |
Crew members should make optimum use of the opportunities and facilities for rest provided and plan and use their rest periods properly. |
5. |
Responsibilities of Civil Aviation Authorities |
5.1. |
Variations |
5.1.1. |
Subject to the provisions of Article 8, the Authority may grant variations to the requirements in this Subpart in accordance with applicable laws and procedures within the Member States concerned and in consultation with interested parties. |
5.1.2. |
Each operator will have to demonstrate to the Authority, using operational experience and taking into account other relevant factors such as current scientific knowledge, that its request for a variation produces an equivalent level of safety. Such variations will be accompanied with suitable mitigation measures where appropriate. |
OPS 1.1095
Definitions
For the purposes of this Regulation, the following definitions shall apply:
1.1. |
Augmented flight crew: A flight crew which comprises more than the minimum number required for the operation of the aeroplane and in which each flight crew member can leave his/her post and be replaced by another appropriately qualified flight crew member. |
1.2. |
Block Time: The time between an aeroplane first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are stopped. |
1.3. |
Break: A period free of all duties, which counts as duty, being less than a rest period. |
1.4. |
Duty: Any task that a crew member is required to carry out associated with the business of an AOC holder. Unless where specific rules are provided for by this Regulation, the Authority shall define whether and to what extent standby is to be accounted for as duty. |
1.5. |
Duty period: A period which starts when a crew member is required by an operator to commence a duty and ends when the crew member is free from all duties. |
1.6. |
Flight Duty Period: A Flight Duty Period (FDP) is any time during which a person operates in an aircraft as a member of its crew. The FDP starts when the crew member is required by an operator to report for a flight or a series of flights; it finishes at the end of the last flight on which he/she is an operating crew member. |
1.7. |
Home base: The location nominated by the operator to the crew member from where the crew member normally starts and ends a duty period or a series of duty periods and where, under normal conditions, the operator is not responsible for the accommodation of the crew member concerned. |
1.8. |
Local Day: A 24 hour period commencing at 00:00 local time. |
1.9. |
Local Night: A period of 8 hours falling between 22:00 hours and 08:00 hours local time. |
1.10. |
A Single Day Free of Duty: A single day free of duty shall include two local nights. A rest period may be included as part of the day off. |
1.11. |
Operating crew member: A crew member who carries out his/her duties in an aircraft during a flight or during any part of a flight. |
1.12. |
Positioning: The transferring of a non-operating crew member from place to place, at the behest of the operator, excluding travelling time. Travelling time is defined as:
|
1.13. |
Rest Period: An uninterrupted and defined period of time during which a crew member is free from all duties and airport standby. |
1.14. |
Standby: A defined period of time during which a crew member is required by the operator to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period. |
1.15. |
Window of Circadian Low (WOCL): The Window of Circadian Low (WOCL) is the period between 02:00 hours and 05:59 hours. Within a band of three time zones the WOCL refers to home base time. Beyond these three time zones the WOCL refers to home base time for the first 48 hours after departure from home base time zone, and to local time thereafter. |
OPS 1.1100
Flight and duty limitations
1.1. |
Cumulative Duty Hours An operator shall ensure that the total duty periods to which a crew member is assigned do not exceed:
|
1.2. |
Limit on total block times An operator shall ensure that the total block times of the flights on which an individual crew member is assigned as an operating crew member does not exceed:
|
OPS 1.1105
Maximum daily flight duty period (FDP)
1.1. |
This OPS does not apply to single pilot operations and to emergency medical service operations. |
1.2. |
An operator shall specify reporting times that realistically reflect the time for safety related ground duties as approved by the Authority. |
1.3. |
The maximum basic daily FDP is 13 hours. |
1.4. |
These 13 hours will be reduced by 30 minutes for each sector from the third sector onwards with a maximum total reduction of two hours. |
1.5. |
When the FDP starts in the WOCL, the maximum stated in point 1.3 and point 1.4 will be reduced by 100 % of its encroachment up to a maximum of two hours. When the FDP ends in or fully encompasses the WOCL, the maximum FDP stated in point 1.3 and point 1.4 will be reduced by 50 % of its encroachment. |
2. |
Extensions: |
2.1. |
The maximum daily FDP can be extended by up to one hour. |
2.2. |
Extensions are not allowed for a basic FDP of 6 sectors or more. |
2.3. |
Where an FDP encroaches on the WOCL by up to two hours extensions are limited to up to four sectors. |
2.4. |
Where an FDP encroaches on the WOCL by more than two hours extensions are limited to up to two sectors. |
2.5. |
The maximum number of extensions is two in any 7 consecutive days. |
2.6. |
Where an FDP is planned to use an extension pre and post flight minimum rest is increased by two hours or post flight rest only is increased by four hours. Where the extensions are used for consecutive FDPs the pre and post rest between the two operations shall run consecutively. |
2.7. |
When an FDP with extension starts in the period 22:00 to 04:59 hours the operator will limit the FDP to 11.45 hours. |
3. |
Cabin Crew |
3.1. |
For cabin crew being assigned to a flight or series of flights, the FDP of the cabin crew may be extended by the difference in reporting time between cabin crew and flight crew, as long as the difference does not exceed one hour. |
4. |
Operational Robustness |
4.1. |
Planned schedules must allow for flights to be completed within the maximum permitted flight duty period. To assist in achieving this operators will take action to change a schedule or crewing arrangements at the latest where the actual operation exceeds the maximum FDP on more than 33 % of the flights in that schedule during a scheduled seasonal period. |
5. |
Positioning |
5.1. |
All the time spent on positioning is counted as duty. |
5.2. |
Positioning after reporting but prior to operating shall be included as part of the FDP but shall not count as a sector. |
5.3. |
A positioning sector immediately following operating sector will be taken into account for the calculation of minimum rest as defined in OPS 1.1110 points 1.1 and 1.2 below. |
6. |
Extended FDP (Split Duty) |
6.1. |
The Authority may grant approval to an operation based on an extended FDP including a break, subject to the provisions of Article 8. |
6.2. |
Each operator will have to demonstrate to the Authority, using operational experience and taking into account other relevant factors, such as current scientific knowledge, that its request for an extended FDP produces an equivalent level of safety. |
OPS 1.1110
Rest
1. |
Minimum rest |
1.1. |
The minimum rest which must be provided before undertaking a flight duty period starting at home base shall be at least as long as the preceding duty period or 12 hours whichever is the greater; |
1.2. |
The minimum rest which must be provided before undertaking a flight duty period starting away from home base shall be at least as long as the preceding duty period or 10 hours whichever is the greater; when on minimum rest away from home base, the operator must allow for an 8 hour sleep opportunity taking due account of travelling and other physiological needs; |
1.3. |
An operator will ensure that effects on crew members of time zone differences will be compensated by additional rest, as regulated by the Authority subject to the provisions of Article 8. |
1.4.1. |
Notwithstanding 1.1 and 1.2 and subject to the provisions of Article 8, the Authority may grant reduced rest arrangements. |
1.4.2. |
Each operator will have to demonstrate to the Authority, using operational experience and taking into account other relevant factors, such as current scientific knowledge, that its request for reduced rest arrangements produces an equivalent level of safety. |
2. |
Rest periods |
2.1. |
An operator shall ensure that the minimum rest provided as outlined above is increased periodically to a weekly rest period, being a 36-hour period including two local nights, such that there shall never be more than 168 hours between the end of one weekly rest period and the start of the next. As an exception to OPS 1.1095 point 1.9, the Authority may decide that the second of those local nights may start from 20:00 hours if the weekly rest period has a duration of at least 40 hours. |
OPS 1.1115
Extension of flight duty period due to in-flight rest
1. |
Subject to the provisions of Article 8 and providing each operator demonstrates to the Authority, using operational experience and taking into account other relevant factors such as current scientific knowledge, that its request produces an equivalent level of safety: |
1.1. |
Flight Crew Augmentation the Authority shall set the requirements in connection with the augmentation of a basic flight crew for the purpose of extending the flight duty period beyond the limits in OPS 1.1105 above; |
1.2. |
Cabin crew the Authority shall set the requirements in connection with the minimum in-flight rest by cabin crew member(s) when the FDP goes beyond the limitations in OPS 1.1105 above. |
OPS 1.1120
Unforeseen circumstances in actual flight operations — commander's discretion
1. |
Taking into account the need for careful control of these instances implied underneath, during the actual flight operation, which starts at the reporting time, the limits on flight duty, duty and rest periods prescribed in this Subpart may be modified in the event of unforeseen circumstances. Any such modifications must be acceptable to the commander after consultation with all other crew members and must, in all circumstances, comply with the following: |
1.1. |
The maximum FDP referred to in OPS 1.1105 point 1.3 above may not be increased by more than two hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours; |
1.1.2. |
If on the final sector within a FDP unforeseen circumstances occur after take off that will result in the permitted increase being exceeded, the flight may continue to the planned destination or alternate; |
1.1.3. |
In the event of such circumstances, the rest period following the FDP may be reduced but never below the minimum rest defined in OPS 1.1110 point 1.2 of this Subpart; |
1.2. |
The Commander shall, in case of special circumstances, which could lead to severe fatigue, and after consultation with the crew members affected, reduce the actual flight duty time and/or increase the rest time in order to eliminate any detrimental effect on flight safety; |
1.3. |
An operator shall ensure that: |
1.3.1. |
The Commander submits a report to the operator whenever a FDP is increased by his/her discretion or when a rest period is reduced in actual operation and |
1.3.2. |
Where the increase of a FDP or reduction of a rest period exceeds one hour, a copy of the report, to which the operator must add his comments, is sent to the Authority no later than 28 days after the event. |
OPS 1.1125
Standby
1. |
Airport Standby |
1.1. |
A crew member is on airport standby from reporting at the normal report point until the end of the notified standby period. |
1.2. |
Airport standby will count in full for the purposes of cumulative duty hours. |
1.3. |
Where airport standby is immediately followed by a flight duty, the relationship between such airport standby and the assigned flight duty shall be defined by the Authority. In such a case, airport standby shall be added to the duty period referred to in OPS 1.1110 under points 1.1 and 1.2 for the purposes of calculating minimum rest. |
1.4. |
Where the airport standby does not lead to assignment on a flight duty, it shall be followed at least by a rest period as regulated by the Authority. |
1.5. |
While on airport standby the operator will provide to the crew member a quiet and comfortable place not open to the public. |
2. |
Other forms of standby (including standby at hotel) |
2.1. |
Subject to the provisions of Article 8, all other forms of standby shall be regulated by the Authority, taking into account the following: |
2.1.1. |
All activity shall be rostered and/or notified in advance. |
2.1.2. |
The start and end time of the standby shall be defined and notified in advance. |
2.1.3. |
The maximum length of any standby at a place other than a specified reporting point shall be determined. |
2.1.4. |
Taking into account facilities available for the crew member to rest and other relevant factors, the relationship between the standby and any assigned flight duty resulting from the standby shall be defined. |
2.1.5. |
The counting of standby times for the purposes of cumulative duty hours shall be defined. |
OPS 1.1130
Nutrition
A meal and drink opportunity must occur in order to avoid any detriment to a crew member's performance, especially when the FDP exceeds 6 hours.
OPS 1.1135
Flight duty, duty and rest period records
1. |
An operator shall ensure that crew member's records include:
and are maintained to ensure compliance with the requirements of this Subpart; copies of these records will be made available to the crew member upon request. |
2. |
If the records held by the operator under paragraph 1 do not cover all of his/her flight duty, duty and rest periods, the crew member concerned shall maintain an individual record of his/her
|
3. |
A crew member shall present his/her records on request to any operator who employs his/her services before he/she commences a flight duty period. |
4. |
Records shall be preserved for at least 15 calendar months from the date of the last relevant entry or longer if required in accordance with national laws. |
5. |
Additionally, operators shall separately retain all aircraft commander's discretion reports of extended flight duty periods, extended flight hours and reduced rest periods for at least six months after the event. |
‘SUBPART R
TRANSPORT OF DANGEROUS GOODS BY AIR
OPS 1.1145
General
An operator must comply with the applicable provisions contained in the Technical Instructions, irrespective of whether:
(a) |
the flight is wholly or partly within or wholly outside the territory of a state; or |
(b) |
an approval to carry dangerous goods in accordance with OPS 1.1155 is held. |
OPS 1.1150
Terminology
(a) |
Terms used in this Subpart have the following meanings:
|
OPS 1.1155
Approval to Transport Dangerous Goods
(a) |
An operator shall not transport dangerous goods unless approved to do so by the Authority. |
(b) |
Before the issue of an approval for the transport of dangerous goods, the operator shall satisfy the Authority that adequate training has been given, that all relevant documents (e.g. for ground handling, aeroplane handling, training) contain information and instructions on dangerous goods, and that there are procedures in place to ensure the safe handling of dangerous goods at all stages of air transport. |
Note: The exemption or approval indicated in OPS 1.1165(b)(1) or (2) is in addition to the above and the conditions in (b) may not necessarily apply.
OPS 1.1160
Scope
Articles and substances which would otherwise be classed as dangerous goods but which are not subject to the Technical Instructions in accordance with Part 1 and 8 of those instructions are excluded from the provisions of this Subpart providing that:
(a) |
when placed on board with the approval of the operator to provide, during flight, medical aid to the patient, they are:
|
(b) |
they are required to be aboard the aeroplane and are in accordance with the relevant requirements or for operating reasons, although articles and substances intended as replacements or which have been removed for replacement must be transported on an aeroplane as specified in the Technical Instructions. |
(c) |
they are in baggage:
|
OPS 1.1165
Limitations on the Transport of Dangerous Goods
(a) |
An operator shall ensure that articles and substances or other goods declared as dangerous goods that are specifically identified by name or generally described in the Technical Instructions as being forbidden for transport under any circumstances are not carried on any aeroplane. |
(b) |
An operator shall not carry articles and substances or other goods declared as dangerous goods that are identified in the Technical Instructions as being forbidden for transport in normal circumstances unless the following requirements of those Instructions have been met:
|
OPS 1.1190
Intentionally blank
OPS 1.1195
Acceptance of Dangerous Goods
(a) |
An operator shall not accept dangerous goods unless:
in addition to any other language requirements. |
(b) |
An operator shall use an acceptance check list which shall allow for all relevant details to be checked and shall be in such form as will allow for the recording of the results of the acceptance check by manual, mechanical or computerised means. |
OPS 1.1200
Inspection for Damage, Leakage or Contamination
(a) |
An operator shall ensure that:
|
OPS 1.1205
Removal of Contamination
(a) |
An operator shall ensure that:
|
(b) |
In the event of non compliance with any limit in the Technical Instructions applicable to radiation level or contamination,
|
OPS 1.1210
Loading Restrictions
(a) |
Passenger Cabin and Flight Deck. An operator shall ensure that dangerous goods are not carried in an aeroplane cabin occupied by passengers or on the flight deck, except as specified in the Technical Instructions. |
(b) |
Cargo Compartments. An operator shall ensure that dangerous goods are loaded, segregated, stowed and secured on an aeroplane as specified in the Technical Instructions. |
(c) |
Dangerous Goods Designated for Carriage Only on Cargo Aircraft. An operator shall ensure that packages of dangerous goods bearing the ‘Cargo Aircraft Only’ label are carried on a cargo aircraft and loaded as specified in the Technical Instructions. |
OPS 1.1215
Provision of Information
(a) |
Information to personnel. An operator must provide such information in the operations manual and/or other appropriate manuals as will enable personnel to carry out their responsibilities with regard to the transport of dangerous goods as specified in the Technical Instructions, including the actions to be taken in the event of emergencies involving dangerous goods. Where applicable, such information must also be provided to his handling agent. |
(b) |
Information to Passengers and Other Persons.
|
(c) |
Information to the Commander. An operator shall ensure that:
(See Table 1 of Appendix 1 to OPS 1.1065 for the document storage period.) |
(d) |
Information in the Event of an Aeroplane Incident or Accident.
|
(e) |
Information in the Event of an In-flight Emergency.
|
OPS 1.1220
Training programmes
(a) |
An operator shall establish and maintain staff training programmes, as required by the Technical Instructions, which shall be approved by the Authority. |
(b) |
An operator must ensure that staff receive training in the requirements commensurate with their responsibilities. |
(c) |
An operator must ensure that training is provided or verified upon the employment of a person in a position involving the transport of dangerous goods by air. |
(d) |
An operator shall ensure that all staff who receive training undertake a test to verify understanding of their responsibilities. |
(e) |
An operator shall ensure that all staff who require dangerous goods training receive recurrent training at intervals of not longer than 2 years. |
(f) |
An operator shall ensure that records of dangerous goods training are maintained for all staff as required by the Technical Instructions. |
(g) |
An operator shall ensure that his handling agent's staff are trained as required by the Technical Instructions. |
OPS 1.1225
Dangerous Goods Incident and Accident Reports
(a) |
An operator shall report dangerous goods incidents and accidents to the Authority and the appropriate Authority in the State where the accident or incident occurred, as provided for in Appendix 1 to OPS 1.1225. The first report shall be despatched within 72 hours of the event unless exceptional circumstances prevent this and include the details that are known at that time. If necessary, a subsequent report must be made as soon as possible whatever additional information has been established. |
(b) |
An operator shall also report to the Authority and the appropriate Authority in the State where the event occurred, the finding of undeclared or misdeclared dangerous goods discovered in cargo or passengers' baggage, as provided for in Appendix 1 to OPS 1.1225. The first report shall be despatched within 72 hours of the discovery unless exceptional circumstances prevent this and include the details that are known at that time. If necessary, a subsequent report must be made as soon as possible whatever additional information has been established. |
‘Appendix 1 to OPS 1.1225
Dangerous goods incident and accident reports
1. |
An operator shall ensure that any type of dangerous goods incident or accident is reported, irrespective of whether the dangerous goods are contained in cargo, mail, passengers' baggage or crew baggage. The finding of undeclared or misdeclared dangerous goods in cargo, mail or baggage shall also be reported. |
2. |
The first report shall be despatched within 72 hours of the event unless exceptional circumstances prevent this. It may be sent by any means, including e-mail, telephone or fax. This report shall include the details that are known at that time, under the headings identified in paragraph 3. If necessary, a subsequent report shall be made as soon as possible giving all the details that were not known at the time the first report was sent. If a report has been made verbally, written confirmation shall be sent as soon as possible. |
3. |
The first report and any subsequent report shall be as precise as possible and contain such of the following data that are relevant:
|
4. |
Copies of relevant documents and any photographs taken should be attached to a report. |
‘SUBPART S
SECURITY
OPS 1.1235
Security requirements
An operator shall ensure that all appropriate personnel are familiar, and comply, with the relevant requirements of the national security programmes of the State of the operator.
OPS 1.1240
Training programmes
An operator shall establish, maintain and conduct approved training programs which enable the operator's crew members to take appropriate action to prevent acts of unlawful interference such as sabotage or unlawful seizure of aeroplanes and to minimize the consequences of such events should they occur. The training programme shall be compatible with the National Aviation Security programme. Individual crew member shall have knowledge and competence of all relevant elements of the training programme.
OPS 1.1245
Reporting acts of unlawful interference
Following an act of unlawful interference on board an aeroplane the commander or, in his/her absence the operator, shall submit, without delay, a report of such an act to the designated local authority and the Authority in the State of the operator.
OPS 1.1250
Aeroplane search procedure checklist
An operator shall ensure that there is on board a checklist of the procedures to be followed in search of a bomb or Improvised Explosive Device (IED) in case of suspected sabotage and for inspecting aeroplanes for concealed weapons, explosives or other dangerous devices where a well founded suspicion exists that the aeroplane may be the object of an act of unlawful interference. The checklist shall be supported by guidance on the appropriate course of action to be taken should a bomb or suspicious object be found and information on the least-risk bomb location specific to the aeroplane where provided by the Type Certificate holder.
OPS 1.1255
Flight crew compartment security
(a) |
In all aeroplanes which are equipped with a flight crew compartment door, this door shall be capable of being locked, and means or procedures acceptable to the Authority shall be provided or established by which the cabin crew can notify the flight crew in the event of suspicious activity or security breaches in the cabin. |
(b) |
All passenger-carrying aeroplanes of a maximum certificated take-off mass in excess of 45 500 kg or with a Maximum Approved Passenger Seating Configuration greater than 60 shall be equipped with an approved flight crew compartment door that is capable of being locked and unlocked from each pilot's station and designed to meet the applicable retroactive airworthiness operational requirements. The design of this door shall not hinder emergency operations, as required in applicable retroactive airworthiness operational requirements. |
(c) |
In all aeroplanes which are equipped with a flight crew compartment door in accordance with subparagraph (b):
|
(1) OJ L 315, 28.11.2003, p. 1.