AIRBUS OPS MANUAL
OPERATIONS MANUAL – Part A Guidelines Manual
Part A - Guidelines
Airline Operations Policy Manual OPERATIONS MANUAL Part A: “GENERAL / BASIC” Guidelines
Based on European Regulation “Air Operations”
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AIRBUS
OPERATIONS MANUAL – Part A Guidelines Manual
OPS MANUAL Part A - Guidelines
Foreword The Airline Operations Policy Manual: “Operations Manual Part A – Guidelines” is produced by: Airbus Flight Operations & Training Support (STL). It is intended to serve as a guide to Airbus operators to produce their own Operations Manual (Operations Manual - Part A: General/Basic) based on Airbus interpretation of the EASA “AIR-OPS” requirements. • •
It is not a regulatory approved document. Its content does not supersede any requirements mandated by the State of Registry of the operator's aircraft. Its content does not supersede or amend Airbus type specific flight operations manuals (AFM, FCOM, FCTM, CCOM, MEL) or any other approved documentation.
In case of conflict with the applicable national regulations, the latter apply. This manual contains guidelines, reference to regulations and examples that need to be adapted to airlines' policies and applicable operational regulations. The guidelines contained in this manual have been defined by Airbus and some of them are limited to Airbus’ aircraft. It is the airlines’ responsibility to ensure that these guidelines are properly used in accordance with their applicable regulations and their own fleet. The content of this manual may not be kept up-to-date. It is the airlines responsibility to ensure that the latest applicable regulations are taken into account when producing their own Operations Manual. Use and duplication (in its whole or partly) of this manual is hereby authorised only for internal purposes of Airbus’ operators. Any commercial use of this manual by airlines or any third party is strictly excluded. Any questions with respect to information contained in this manual should be directed to: AIRBUS Flight Operations & Training Support (STL) Customer Services Directorate 1, Rond-Point Maurice Bellonte, BP 33 31707 BLAGNAC Cedex – FRANCE TELEFAX: (33) (0)5.61.93.29.68 e-Mail: [emailprotected]
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REVISION 8 Main Changes
Rev 8 Page 1
The new European regulation “Air Operations” replaces the regulation EU-OPS (JAROPS). In accordance with their national Authorities, a transition period to comply with the European regulation “Air Operations” (AIR-OPS) is granted up to 28 October 2014 to European operators. AOPM is progressively updated to refer to this new European regulation. Rev 8 – Main changes: In AOPM Rev 8, the chapters 0, 1, 2, 3, 4, 5, 6 and 8.02.1 have been updated to refer to the new European regulations “Air Operations” and their contents has been reviewed. Chapter 0: Chapter 1: Chapter 2: Chapter 3: Chapter 4: Chapter 5: Chapter 6: Chapter 8.02.01:
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL ORGANISATION AND RESPONSIBILITIES OPERATIONAL CONTROL AND SUPERVISION MANAGEMENT SYSTEM (entirely rewritten) CREW COMPOSITION QUALIFICATION REQUIREMENTS (entirely rewritten) CREW HEALTH PRECAUTIONS FUELLING PROCEDURES
The other chapters will be updated in the next revisions to refer to the new European regulation Air Operations (AIR-OPS).
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INTENTIONALLY BLANK
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TOC TABLE OF CONTENTS
Page 1
0.
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
1.
ORGANISATION AND RESPONSIBILITIES
2.
OPERATIONAL CONTROL AND SUPERVISION
3.
MANAGEMENT SYSTEM
4.
CREW COMPOSITION
5.
QUALIFICATION REQUIREMENTS
6.
CREW HEALTH PRECAUTIONS
7.
FLIGHT TIME LIMITATIONS
8.
OPERATING PROCEDURES
9.
DANGEROUS GOODS AND WEAPONS
10.
SECURITY
11.
HANDLING OF ACCIDENTS AND OCCURRENCES
12.
RULES OF THE AIR
13.
LEASING
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0. 0.1. 0.2. 0.3. 0.4. 1. 1.1. 1.2. 1.3. 1.4. 1.5. 1.6. 1.7. 2. 2.1. 2.2. 2.3. 2.4. 3. 3.1. 3.2. 3.3. 3.4. 3.5. 3.6. 3.7. 3.8. 3.9. 3.10. 3.11. 3.12. 3.13. 3.14. 3.15. 3.16.
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ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Introduction Operations Manual - General System of Amendment and Revision Information ORGANISATION AND RESPONSIBILITIES Operator - Organisational structure Accountable Manager Nominated persons Responsibilities and duties of operations management personnel Management System Authority, duties and responsibilities of the Commander/Pilot in command (PIC) Duties and responsibilities of crew members other than the Commander OPERATIONAL CONTROL AND SUPERVISION Supervision of the operation by the operator System/Responsibility for promulgation of additional operational instructions and information Operational control Power of Authority MANAGEMENT SYSTEM Introduction Management System Organization and Accountability Operator Policy Safety Monitoring Compliance Monitoring Security Monitoring Safety Issue Investigations Management of Change Safety Risk Management Safety Assurance Continuous Monitoring Actions Management Safety Promotion Management System Documentation and Records Emergency Response Planning
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4. 4.1. 4.2. 4.3. 4.4. 5. 5.1. 5.2. 5.3. 5.4. 5.5. 5.6. 5.7. 5.8. 5.9. 6. 6.1. 6.2. 6.3. 7. 7.1. 7.2. 7.3. 8.
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CREW COMPOSITION Method for determining crew composition Designation of the Commander/Pilot in command (PIC) Flight crew incapacitation Operation on more than one type QUALIFICATION REQUIREMENTS Flight Crew Licence and Rating Flight Crew Licence and Rating – Training Flight Crew Qualification Requirements Additional Flight Crew Qualifications Requirements Additional Flight Crew Qualifications Requirements - Training Cabin Crew Qualification Requirements Cabin Crew Training Training, checking and supervisory personnel Other Operations Personnel CREW HEALTH PRECAUTIONS Crew health precautions Cosmic radiation Tropical medicine FLIGHT TIME LIMITATIONS Terminology Flight and Duty Time limitations and Rest requirements Exceedance of flight and duty time limitations and/or reduction of rest periods OPERATING PROCEDURES
8.1. Flight preparation 8.1.1. Minimum flight altitudes 8.1.2. Criteria for determining the adequacy of aerodromes 8.1.3. Methods for establishing aerodrome operating minima 8.1.4. VFR en-route operating minima 8.1.5. Presentation and application of aerodrome and en-route operating minima 8.1.6. Meteorological information 8.1.7. Determination of the quantities of fuel and oil carried 8.1.8. Mass and Centre of Gravity 8.1.9. ATS flight plan 8.1.10. Operational flight plan 8.1.11. Operator's aircraft technical log 8.1.12. List of documents, forms and additional information to be carried Reference UG1302055
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8.2. Ground handling 8.2.1. Fuelling procedures 8.2.2. Aircraft, passengers and cargo handling procedures related to safety 8.2.3. Procedures for the refusal of embarkation 8.2.4. De-icing and anti-icing on the ground 8.3. Flight procedures 8.3.1. VFR/IFR policy 8.3.2. Navigation procedures 8.3.3. Altimeter setting procedures 8.3.4. Altitude alerting system procedures 8.3.5. Ground Proximity Warning System procedures 8.3.6. Policy and procedures for the use of TCAS/ACAS 8.3.7. Policy and procedures for the in-flight fuel management 8.3.8. Adverse and potentially hazardous atmospheric conditions 8.3.9. Wake Turbulence 8.3.10. Crew members at their stations 8.3.11. Use of safety belts for crew and passengers 8.3.12. Admission to flight deck 8.3.13. Use of vacant crew seats 8.3.14. Incapacitation of crew members 8.3.15. Cabin safety requirements 8.3.16. Passenger briefing procedures 8.3.17. Cosmic or solar radiation detection procedures 8.3.18.Policy on the use of autopilot and auto-throttle 8.4. All Weather Operations 8.5. ETOPS 8.6. Use of the minimum equipment list and configuration deviation list 8.7. Non-revenue flights 8.8. Oxygen requirements 9. 9.1. 9.2.
DANGEROUS GOODS AND WEAPONS Information and general guidance on the transport of dangerous goods Transport of weapons, munitions of war and munitions of sport weapons
10. SECURITY 10.1. Security instructions and guidance 10.2. Preventive security measures and training
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11. 11.1. 11.2. 11.3. 11.4. 11.5. 11.6.
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HANDLING OF ACCIDENTS AND OCCURRENCES Terminology Accident procedures Mandatory Occurrences Reports Occurrence report forms (ASR) Incident group flow chart and list of responsibilities In-House investigation
12. RULES OF THE AIR 13. LEASING 13.1. Definitions 13.2. Leasing of aeroplanes between EC operators 13.3. Leasing of aeroplanes between an EC Operator and any entity other than an EC operator 13.4. Leasing of aeroplanes at short notice 13.5. Code-share
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ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL....................2
0.1. INTRODUCTION..................................................................................................2 0.1.1. General requirements ...................................................................................2 0.1.2. Operations Manual Compliance ....................................................................4 0.1.3. European Regulation Structure .....................................................................5 0.2. OPERATIONAL MANUAL – GENERAL .............................................................9 0.2.1. Operations Manual Structure ........................................................................9 0.2.2. Language .................................................................................................... 22 0.2.3. Format ........................................................................................................ 22 0.2.4. Availability and use ..................................................................................... 22 0.2.5. Writing policy............................................................................................... 23 0.3. SYSTEM OF AMENDMENT AND REVISION ................................................... 25 0.3.1. Amendments to the Operations Manual...................................................... 25 0.3.2. Pagination ................................................................................................... 26 0.3.3. Operations Policy Manual Distribution List.................................................. 26 0.3.4. Record of normal revisions ......................................................................... 27 0.3.5. Record of Temporary Revisions (TR) ......................................................... 28 0.3.6. List of effective pages ................................................................................. 29 0.3.7. Certificate of amendment (example) ........................................................... 30 0.4. INFORMATION .................................................................................................. 31 0.4.1. Abbreviation ................................................................................................ 31 0.4.2. Definitions ................................................................................................... 37 0.4.3. Units conversion table................................................................................. 50 0.4.4. International Standard Atmosphere (ISA) ................................................... 51
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ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL INTRODUCTION
0.1.1. General requirements Basic Regulation (EC) No 216/2008 - Annex IV - 8.b The operation for commercial purposes and the operation of complex motor-powered aircraft must only be undertaken in accordance with an operator's operations manual. Such manual must contain all necessary instructions, information and procedures for all aircraft operated and for operations personnel to perform their duties. Limitations applicable to flight time, flight duty periods and rest periods for crew members must be specified. The operations manual and its revisions must be compliant with the approved flight manual and be amended as necessary. ORO.MLR.100 Operations manual — general (a) The operator shall establish an operations manual (OM) as specified under 8.b of Annex IV to Regulation (EC) No 216/2008 (See here above). (b) The content of the OM shall reflect the requirements set out in this Annex, Annex IV (Part-CAT) and Annex V (Part-SPA), as applicable, and shall not contravene the conditions contained in the operations specifications to the air operator certificate (AOC). (c) The OM may be issued in separate parts. (d) All operations personnel shall have easy access to the portions of the OM that are relevant to their duties. (e) The OM shall be kept up to date. All personnel shall be made aware of the changes that are relevant to their duties. (f) Each crew member shall be provided with a personal copy of the relevant sections of the OM pertaining to their duties. Each holder of an OM, or appropriate parts of it, shall be responsible for keeping their copy up to date with the amendments or revisions supplied by the operator (g) For AOC holders: (1) For amendments required to be notified in accordance with ORO.GEN.115(b) and ORO.GEN.130(c), the operator shall supply the competent authority with intended amendments in advance of the effective date; and (2) For amendments to procedures associated with prior approval items in accordance with ORO.GEN.130, approval shall be obtained before the amendment becomes effective. (h) Notwithstanding (g), 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. (i) The operator shall incorporate all amendments and revisions required by the competent authority. Reference UG1302055
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(j)
The operator shall ensure that information taken from approved documents, and any amendment thereof, is correctly reflected in the OM. This does not prevent the operator from publishing more conservative data and procedures in the OM. (k) The operator shall ensure that all personnel are able to understand the language in which those parts of the OM which pertain to their duties and responsibilities are written. The content of the OM shall be presented in a form that can be used without difficulty and observes human factors principles.
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0.1.2. Operations Manual Compliance The operator’s OPERATIONS MANUAL must be issued on the authority of the Flight Operations Manager. The operator’s Operations Manual must comply with: - The regulations and laws of the country that has granted the Air Operator Certificate (AOC) - The content of the AOC. The guidelines of this manual (AOPM) refer to: • • • •
•
Basic Regulation “(EC) No 216/2008” of the European Parliament and Council Annex IV to Basic Regulation “(EC) No 216/2008”: Basic regulation for Air Operations Air Operations Regulation “(EU) No 965/2012” Annexes of Air Operations Regulation “(EU) No 965/2012” o Annex III (Part-ORO): Organisation Requirements for Air Operation o Annex IV (Part-CAT): Commercial Air Transportation o Annex V (Part-SPA): Specific Approvals Acceptable Means of Compliance (AMC) and Guidance Material (GM) that have been published by EASA for the Air Operations Regulation and its annexes.
In this manual, to facilitate the identification of the regulatory requirements: - Extracts of European regulation, ICAO standards or any other regulations have a background grey in a black frame - AMC and GM have a background blue in a black frame Remark: - Examples have a background green without frame Refer to chapter 2.1.4: Writing policy Note: o
o o o
Basic Regulation is a common regulation that applies to: - the design, production, maintenance and operation of civil aeronautical products - involved civil personnel and civilian organisation in these activities Basic Regulation Annex IV specifies the Basic Regulation for Air Operations Parts ORO, CAT and SPA provides the requirements for commercial air operation EASA AMC and GM provide means of compliance and guidance material to comply with the requirements specified in the parts ORO, CAT and SPA.
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0.1.3. European Regulation Structure EASA Basic Regulation: - Common rules in the field of civil aviation - ANNEX IV: Basic regulation on Air Operations
Basic Regulation
Regulation Air Operations
Implementing rules for European states on Air Operations
Annex I Definition
Definitions
Annex II Part-ARO
ARO : Authority Requirements for air Operations - Applicable to National Authorities, but - Not directly applicable to operators
Annex III Part-ORO
ORO: Organisation Requirements for air Operators
Annex IV Part-CAT
CAT: Technical requirements for Commercial Air Transport operations of aeroplanes (and helicopters)
Annex V Part-SPA
SPA: Requirements for operations requiring a Specific Approval
Annex III Part-NCC
NCC: Technical requirements for non-commercial operations of complex motor-powered aircraft. (Not published yet)
Annex IV Part-NCO
NCO: Technical requirements for non-commercial operations of other-than-complex motor-powered aircraft (Not published yet)
Annex V Part-SPO
SPO: technical requirements for specific operations, including commercial and non-commercial operations. (Not published yet)
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0.1.3.1.
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Part-ORO: Organisation requirements for air operator
Regulation Air Operations
Annex I Definition
Annex II Part-ARO
Annex III Part-ORO
Annex IV Part-CAT
Annex V Part-SPA
Annex VI Part-NCC
Subpart GEN General requirements
Subpart AOC Air Operator Certification
Subpart DEC Declaration
Subpart MLR Manuals, Logs and Records
Subpart SEC Security
Subpart FC Flight Crew
Subpart CC Cabin Crew
Annex VII Part-NCO Subpart TC Technical Crew Annex VIII Part-SPO Subpart FTL Flight and duty Time Limitation
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Part-CAT: Commercial air transport operations
Regulation Air Operations
Annex I Definition
Annex II Part-ARO
Annex III Part-ORO
Annex IV Part-CAT
Annex V Part-SPA
Subpart A General requirements
Subpart B Operating procedures
Subpart C Aircraft performance and operating limitations
Subpart D Instruments, data and equipment
Annex VI Part-NCC
Annex VII Part-NCO
Annex VIII Part-SPO
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Part-SPA: Operations requiring specific approvals
Regulation Air Operations
Annex I Definition
Subpart A General requirements
Subpart B Performance-based navigation operations
Annex II Part-ARO
Subpart C Operations with specified minimum navigation performance
Annex III Part-ORO
Subpart D Operations in airspace with reduced vertical separation minima
Annex IV Part-CAT
Subpart E Low visibility operations
Annex V Part-SPA
Subpart F Extended range operations with twoengined aeroplane
Annex VI Part-NCC
Subpart G Transport of dangerous goods
Annex VII Part-NCO
Subpart H Helicopter operations with night vision imaging system
Annex VIII Part-SPO
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OPERATIONAL MANUAL – GENERAL
0.2.1. Operations Manual Structure ORO.MLR.101 Operations manual — structure The main structure of the OM shall be as follows: (a) Part A: General/Basic, comprising all non-type-related operational policies, instructions and procedures; (b) Part B: Aircraft operating matters, comprising all type-related instructions and procedures, taking into account differences between types/classes, variants or individual aircraft used by the operator; (c) Part C: Commercial air transport operations, comprising route/role/area and aerodrome/operating site instructions and information; (d) Part D: Training, comprising all training instructions for personnel required for a safe operation.
The OPERATIONS MANUAL contents 4 parts: Part A: General / Basic Part B: Airplane Operating Matters Part C: Route and Airport Instructions and Information Part D: Training
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Part A: General / Basic Part A can be prepared with the help of this OPERATIONS MANUAL Part A Guidelines. Part B: Airplane Operating Matters (Aircraft Operations Manual - AOM) Material produced by the company for this Part B is supplemented or substituted by applicable parts of the following manuals for the operated aircraft: - Airplane Flight Manual (AFM) including the Configuration Deviation List (CDL) - Minimum Equipment List (MEL) - Flight Crew Operating Manual (FCOM) and Quick Reference Handbook (QRH) - Cabin Crew Operating Manual (CCOM) - Weight and Balance Manual (WBM). Part C: Route and Airport Instructions and Information Material produced by the company for this Part C is supplemented or substituted by applicable Route Guide material produced by specialised professional company: - Runway Analysis Manual (Takeoff/Landing performance charts/tables) - En-route charts - Airport charts - Company route manual - Airport briefing and instructions - NOTAM - Validity and use of navigation databases. Part D: Training The Airbus Flight Crew Training Program (FCTP) by may be used to cover most of the requirements dealing with flight crew training on Airbus aircraft. Cabin Crew Operating Manual (CCOM) can be used to establish the Cabin crew training program.
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Operations Manual Part A: General / Basic AMC3 ORO.MLR.100: Operations manual – general CONTENTS – COMMERCIAL AIR TRANSPORT OPERATIONS The OM part A should contain at least the following information, where applicable, as relevant for the area and type of operation: A GENERAL/BASIC 0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1 Introduction: (a) A statement that the manual complies with all applicable regulations and with the terms and conditions of the applicable air operator certificate (AOC). (b) A statement that the manual contains operational instructions that are to be complied with by the relevant personnel. (c) A list and brief description of the various parts, their contents, applicability and use. (d) Explanations and definitions of terms and words needed for the use of the manual. 0.2 System of amendment and revision: (a) Details of the person(s) responsible for the issuance and insertion of amendments and revisions. (b) A record of amendments and revisions with insertion dates and effective dates. (c) A statement that handwritten amendments and revisions are not permitted, except in situations requiring immediate amendment or revision in the interest of safety. (d) A description of the system for the annotation of pages or paragraphs and their effective dates. (e) A list of effective pages or paragraphs. (f) Annotation of changes (in the text and, as far as practicable, on charts and diagrams). (g) Temporary revisions. (h) A description of the distribution system for the manuals, amendments and revisions.
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1 ORGANISATION AND RESPONSIBILITIES 1.1 Organisational structure. A description of the organisational structure, including the general organogram and operations departments’ organograms. The organogram should depict the relationship between the operations departments and the other departments of the operator. In particular, the subordination and reporting lines of all divisions, departments etc, which pertain to the safety of flight operations, should be shown. 1.2 Nominated persons. The name of each nominated person responsible for flight operations, crew training and ground operations, as prescribed in ORO.AOC.135. A description of their function and responsibilities should 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 pilot-in-command/commander. A statement defining the authority, duties and responsibilities of the pilot-incommand/commander. 1.5 Duties and responsibilities of crew members other than the pilot-incommand/commander.
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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 ORO.GEN.110(c)). This should show how the safety of flight operations and the qualifications of personnel are supervised. In particular, the procedures related to the following items should be described: (a) licence and qualification validity, (b) competence of operations personnel, (c) control, analysis and storage of the required records. 2.2. System and responsibility for promulgation of additional operational instructions and information. A description of any system for promulgating information which may be of an operational nature, but which is supplementary to that in the OM. The applicability of this information and the responsibilities for its promulgation should be included. 2.3. Operational control. A description of the procedures and responsibilities necessary to exercise operational control with respect to flight safety. 2.4. Powers of the authority. A description of the powers of the competent authority and guidance to staff on how to facilitate inspections by authority personnel. 3 MANAGEMENT SYSTEM A description of the management system, including at least the following: (a) safety policy; (b) the process for identifying safety hazards and for evaluating and managing the associated risks; (c) compliance monitoring system; (d) allocation of duties and responsibilities; (e) documentation of all key management system processes.
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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: (a) the type of aircraft being used; (b) the area and type of operation being undertaken; (c) the phase of the flight; (d) the minimum crew requirement and flight duty period planned; (e) experience (total and on type), recency and qualification of the crew members; (f) the designation of the pilot-in-command/commander and, if necessitated by the duration of the flight, the procedures for the relief of the pilot-incommand/commander or other members of the flight crew; (g) the designation of the senior cabin crew member and, if necessitated by the duration of the flight, the procedures for the relief of the senior cabin crew member and any other member of the cabin crew. 4.2 Designation of the pilot-in-command/commander. The rules applicable to the designation of the pilot-in-command/commander. 4.3 Flight crew incapacitation. Instructions on the succession of command in the event of flight crew incapacitation. 4.4 Operation on more than one type. A statement indicating which aircraft are considered as one type for the purpose of: (a) flight crew scheduling; and (b) cabin crew scheduling. 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 should be given to the aircraft type, kind of operation and composition of the crew. 5.2 Flight crew: (a) Pilot-in-command/commander, (b) Pilot relieving the pilot-in-command/commander, (c) Co-pilot, (d) Pilot relieving the co-pilot, (e) Pilot under supervision, (f) System panel operator, (g) Operation on more than one type or variant.
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5.3 Cabin crew: (a) Senior cabin crew member, (b) Cabin crew member: (i) Required cabin crew member, (ii) Additional cabin crew member and cabin crew member during familiarisation flights, (c) Operation on more than one type or variant. 5.4 Training, checking and supervision personnel: (a) for flight crew; and (b) for cabin crew. 5.5 Other operations personnel (including technical crew and crew members other than flight, cabin and technical crew). 6 CREW HEALTH PRECAUTIONS 6.1 Crew health precautions. The relevant regulations and guidance to crew members concerning health, including the following: (a) alcohol and other intoxicating liquids, (b) narcotics, (c) drugs, (d) sleeping tablets, (e) anti-depressants, (f) pharmaceutical preparations, (g) immunisation, (h) deep-sea diving, (i) blood/bone marrow donation, (j) meal precautions prior to and during flight, (k) sleep and rest, (l) surgical operations. 7 FLIGHT TIME LIMITATIONS 7.1 Flight and duty time limitations and rest requirements. 7.2 Exceedance 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.
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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: (a) a procedure to establish the minimum altitudes/flight levels for visual flight rules (VFR) flights; and (b) a procedure to establish the minimum altitudes/flight levels for instrument flight rules (IFR) flights. 8.1.2 Criteria and responsibilities for determining the adequacy of aerodromes to be used. 8.1.3 Methods and responsibilities for establishing aerodrome operating minima. Reference should be made to procedures for the determination of the visibility and/or runway visual range (RVR) and for the applicability of the actual visibility observed by the pilots, the reported visibility and the reported RVR. 8.1.4 En-route operating minima for VFR flights or VFR portions of a flight and, where single-engined aircraft are used, instructions for route selection with respect to the availability of surfaces that 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 meteorological (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 should also include instructions on the measurement and distribution of the fluid carried on board. Such instructions should take account of all circ*mstances likely to be encountered on the flight, including the possibility of in-flight re-planning and of failure of one or more of the aircraft’s power plants. The system for maintaining fuel and oil records should also be described. 8.1.8 Mass and centre of gravity. The general principles of mass and centre of gravity including the following: (a) definitions; (b) methods, procedures and responsibilities for preparation and acceptance of mass and centre of gravity calculations; (c) the policy for using standard and/or actual masses; (d) the method for determining the applicable passenger, baggage and cargo mass; (e) the applicable passenger and baggage masses for various types of operations and aircraft type; (f) general instructions and information necessary for verification of the various types of mass and balance documentation in use; (g) last-minute changes procedures; (h) specific gravity of fuel, oil and water methanol; (i) seating policy/procedures; (j) for helicopter operations, standard load plans.
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8.1.9 Air traffic services (ATS) flight plan. Procedures and responsibilities for the preparation and submission of the ATS 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 should be described including samples of the operational flight plan formats in use. 8.1.11 Operator’s aircraft technical log. The responsibilities and the use of the operator’s aircraft technical log should 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. As applicable to the operation: 8.2.1 Fuelling procedures. A description of fuelling procedures, including: (a) safety precautions during refuelling and defuelling including when an auxiliary power unit is in operation or when rotors are running or when an engine is or engines are running and the prop-brakes are on; (b) refuelling and defuelling when passengers are embarking, on board or disembarking; and (c) precautions to be taken to avoid mixing fuels. 8.2.2 Aircraft, passengers and cargo handling procedures related to safety. A description of the handling procedures to be used when allocating seats, embarking and disembarking passengers and when loading and unloading the aircraft. Further procedures, aimed at achieving safety whilst the aircraft is on the ramp, should also be given. Handling procedures should include: (a) special categories of passengers, including children/infants, persons with reduced mobility, inadmissible passengers, deportees and persons in custody; (b) permissible size and weight of hand baggage; (c) loading and securing of items in the aircraft; (d) positioning of ground equipment; (e) operation of aircraft doors; (f) safety on the aerodrome/operating site, including fire prevention and safety in blast and suction areas; (g) start-up, ramp departure and arrival procedures including, for aeroplanes, pushback and towing operations; (h) servicing of aircraft; (i) documents and forms for aircraft handling; (j) special loads and classification of load compartments; and (k) multiple occupancy of aircraft seats. 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, 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 aircraft on the ground. These should include descriptions of the types and effects of icing and other contaminants on aircraft whilst stationary, during ground movements and during take-off. In addition, a description of the fluid types used should be given, including the following: Reference UG1302055
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(a) proprietary or commercial names, (b) characteristics, (c) effects on aircraft performance, (d) hold-over times, (e) precautions during usage. 8.3 Flight Procedures: 8.3.1 VFR/IFR Policy. A description of the policy for allowing flights to be made under VFR, or for requiring flights to be made under IFR, or for 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. Special consideration should be given to: (a) standard navigational procedures, including policy for carrying out independent cross-checks of keyboard entries where these affect the flight path to be followed by the aircraft; and (b) required navigation performance (RNP), minimum navigation performance specification (MNPS) and polar navigation and navigation in other designated areas; (c) in-flight re-planning; (d) procedures in the event of system degradation; and (e) reduced vertical separation minima (RVSM), for aeroplanes. 8.3.3 Altimeter setting procedures, including, where appropriate, use of: (a) metric altimetry and conversion tables; and (b) QFE operating procedures. 8.3.4 Altitude alerting system procedures for aeroplanes or audio voice alerting devices for helicopters. 8.3.5 Ground proximity warning system (GPWS)/terrain avoidance warning system (TAWS), for aeroplanes. 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 OM-D 2.1). 8.3.6 Policy and procedures for the use of traffic collision avoidance system (TCAS)/airborne collision avoidance system (ACAS) for aeroplanes and, when applicable, for helicopters. 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 the following: (a) thunderstorms, (b) icing conditions, (c) turbulence, (d) windshear, (e) jet stream, (f) volcanic ash clouds, (g) heavy precipitation, (h) sand storms, (i) mountain waves, (j) significant temperature inversions. Reference UG1302055
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8.3.9 Wake turbulence. Wake turbulence separation criteria, taking into account aircraft types, wind conditions and runway/final approach and take-off area (FATO) location. For helicopters, consideration should also be given to rotor downwash. 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, for aeroplane operations, including procedures for controlled rest in the flight crew compartment. 8.3.11 Use of restraint devices for crew and passengers. The requirements for crew members and passengers to use safety belts and/or restraint systems during the different phases of flight or whenever deemed necessary in the interest of safety. 8.3.12 Admission to flight crew compartment. The conditions for the admission to the flight crew compartment of persons other than the flight crew. The policy regarding the admission of inspectors from an authority should 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 should be included. 8.3.15 Cabin Safety Requirements. Procedures: (a) covering cabin preparation for flight, in-flight requirements and preparation for landing, including procedures for securing the cabin and galleys; (b) to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder evacuation from the aircraft; (c) to be followed during passenger embarkation and disembarkation; (d) when refuelling/defuelling with passengers embarking, on board or disembarking; (e) covering the carriage of special categories of passengers; (f) covering smoking on board; (g) covering the handling of suspected infectious diseases. 8.3.16 Passenger briefing procedures. The contents, means and timing of passenger briefing in accordance with Annex IV (Part-CAT). 8.3.17 Procedures for aircraft operated whenever required cosmic or solar radiation detection equipment is carried. 8.3.18 Policy on the use of autopilot and autothrottle for aircraft fitted with these systems. 8.4 Low visibility operations (LVO). A description of the operational procedures associated with LVO. 8.5 Extended-range operations with two-engined aeroplanes (ETOPS). A description of the ETOPS operational procedures. (Refer to EASA AMC 20-6) 8.6 Use of the minimum equipment and configuration deviation list(s).
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8.7 Non-revenue flights. Procedures and limitations, for example, for the following: (a) non-commercial operations by AOC holders, a description of the differences to commercial operations, (b) training flights, (c) test flights, (d) delivery flights, (e) ferry flights, (f) demonstration flights, (g) positioning flights, including the kind of persons who may be carried on such flights. 8.8 Oxygen Requirements: 8.8.1 An explanation of the conditions under which oxygen should be provided and used. 8.8.2 The oxygen requirements specified for the following persons: (a) flight crew; (b) cabin crew; (c) passengers. 9 DANGEROUS GOODS AND WEAPONS 9.1 Information, instructions and general guidance on the transport of dangerous goods, in accordance with Subpart G of Annex V (SPA.DG) including: (a) operator’s policy on the transport of dangerous goods; (b) guidance on the requirements for acceptance, labelling, handling, stowage and segregation of dangerous goods; (c) special notification requirements in the event of an accident or occurrence when dangerous goods are being carried; (d) procedures for responding to emergency situations involving dangerous goods; (e) duties of all personnel involved; and (f) instructions on the carriage of the operator’s personnel on cargo aircraft when dangerous goods are being carried. 9.2 The conditions under which weapons, munitions of war and sporting weapons may be carried. 10 SECURITY Security instructions, guidance, procedures, training and responsibilities, taking into account Regulation (EC) No 300/20087. Some parts of the security instructions and guidance may be kept confidential.
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11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES Procedures for handling, notifying and reporting accidents, incidents and occurrences. This section should include the following: (a) definition of accident, incident and occurrence and of the relevant responsibilities of all persons involved; (b) illustrations of forms to be used for reporting all types of accident, incident and occurrence (or copies of the forms themselves), instructions on how they are to be completed, the addresses to which they should be sent and the time allowed for this to be done; (c) in the event of an accident, descriptions of which departments, authorities and other organisations have to be notified, how this will be done and in what sequence; (d) procedures for verbal notification to air traffic service units of incidents involving ACAS resolution advisories (RAs), bird hazards, dangerous goods and hazardous conditions; (e) procedures for submitting written reports on air traffic incidents, ACAS RAs, bird strikes, dangerous goods incidents or accidents, and unlawful interference; (f) reporting procedures. These procedures should include internal safety-related reporting procedures to be followed by crew members, designed to ensure that the pilot-in-command/commander is informed immediately of any incident that has endangered, or may have endangered, safety during the flight, and that the pilot-in-command/commander is provided with all relevant information. (g) Procedures for the preservation of recordings following a reportable event. 12 RULES OF THE AIR (a) Visual and instrument flight rules (b) Territorial application of the rules of the air (c) Communication procedures, including communication-failure procedures (d) Information and instructions relating to the interception of civil aircraft (e) The circ*mstances in which a radio listening watch is to be maintained (f) Signals (g) Time system used in operation (h) ATC clearances, adherence to flight plan and position reports (i) Visual signals used to warn an unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area (j) Procedures for flight crew observing an accident or receiving a distress transmission (k) The ground/air visual codes for use by survivors, and description and use of signal aids (l) Distress and urgency signals. 13 LEASING / CODE-SHARE A description of the operational arrangements for leasing and code-share, associated procedures and management responsibilities.
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0.2.2. Language CAT.GEN.MPA.120 Common language The operator shall ensure that all crew members can communicate with each other in a common language. The Operations Manual should be written in a common language that all crew members can understand. If needed to be understood by other airlines staff, a translation in another language (National language) may be added at least for the Operations Manual part A or for specific subparts. 0.2.3. Format If agreed by the authorities that have granted the AOC, the hardcopy version of the Operations Manual may be substituted by a digital version.
0.2.4. Availability and use The Authority has been provided with a copy of the Operations Manual and receives all the amendments and revisions. The content of the Operations Manual must be easily accessible on paper or digital format, to the operator staff to prepare and to perform their tasks. Each crew member must have a personal copy of the Operations Manual. All operating staff is required to adhere to instructions laid down in this manual and any deviations should be reported, the reasons for such deviation being given. Nothing contained in the Operations Manual shall keep personnel from exercising their own best judgement. For example during any irregularity for which the Operations Manual gives no provisions or in case of emergencies. Should any individual consider that all or any part of a procedure or instruction requires to be amended, he should notify the Flight Operations Director and/or the Flight Operations Manager.
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0.2.5. Writing policy •
For conciseness, the pronoun "he" is used throughout the text. Where appropriate, "she" should be added to or substituted for "he".
•
When used in the Operations Manual, the following terms shall have the following meaning: - “Shall”, "will", "must" or an action verb in the imperative sense means that the application of a rule or procedure or provision is mandatory. - “Should” means that the application of a procedure or provision is recommended. - “May” means that the application of a procedure or provision is optional. - “No person may...” or “a person may not...” mean that no person is required, authorised, or permitted to do the act concerned. - "Approved" means the Authority has reviewed the method, procedure or policy in question and issued a formal written approval. - "Acceptable" means the Authority or the airline has reviewed the method, procedure or policy and has neither objected to nor approved its proposed use or implementation. - "Prescribed" means the Authority or the airline has issued a written policy or methodology which imposes either a mandatory requirement, if it states "shall", "will", "must" or an action verb in the imperative sense, a recommended requirement if it states "should" or a discretionary requirement if it states "may". - "Note" is used when an operating procedure, technique, etc, is considered essential to be emphasised. - "Caution" is used when an operating procedure, technique, etc, may result in damage to equipment if not carefully followed. - "Warning" is used when an operating procedure, technique, etc, may result in personnel injury or loss of life if not carefully followed.
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This manual provides guidance and references to facilitate operators to build their own Operations Manual Part A. For this reason it is composed of different types of text: •
Some paragraphs are pure regulation. The articles of the European Air operations regulation have been used and inserted in the Policy Manual without modification.
•
Some paragraphs are means of compliance to regulatory items.
•
Other paragraphs provide further information or best practice. Those paragraphs are only advisory.
•
Finally, some paragraphs are not based on regulation and are rather explanatory. In this case, Airbus gives examples concerning its fleet or possible ways to operate.
For more clarity in the manual and to avoid misinterpretation, the following types of text have been differentiated: Specific requirement or caution (written in red) Regulatory items are shaded in grey Means of compliance are shaded in blue Abcwxyz
Further information or best practices are not shaded
Abcwxyz
Airbus explanations are written in Italic Examples are shaded in green Revised items are indicated by a left border on the page.
(ABC1234)
References/Links to another document or to another chapter of the manual are highlighted in yellow
This manual being used for guidance only, the wording of this Manual cannot be used as it is by operator to create its own Operations Manual Part A. Most of the time, operator must adapt the text of this document: To comply with the requirements of its National Authorities, and To explain the organisation, process or procedures that it has put in place to comply with these requirements.
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SYSTEM OF AMENDMENT AND REVISION
0.3.1. Amendments to the Operations Manual Flight Operations Manager is responsible for Operations Manual part A issuance of amendments and revisions. A revision service is provided for each manual. Amendments to the Operations Manual Part A are normally promulgated by means of normal revisions issued whenever necessary to cover corrections and to add new data. All amendments will be in the form of printed, replacement pages. They are accompanied by filing instructions and an updated List of Effective Pages (LEP). A normal revision record sheet mentioning the issue date is provided in 0.3.4. Temporary revisions that may be printed on paper having a specific colour such as yellow, are issued to cover urgent matters arising between normal revisions. They are accompanied by filing instructions. A temporary revision record sheet is provided in 0.3.5. In case of digital format, all previous versions must be updated with the new versions on all the media such as: Airlines Intranet, Airlines staff website. For all manual holders using the digital format of the Operations Manual, all amendments will be done automatically through the Electronic Data Processing (EDP) network (Intranet). If CD/DVD(s) are used to provide personal copy of the Airlines Operations Manual, new CD/DVD(s) must be provided with the updated Airlines Operations Manual. A brief outline of the purpose and the nature of each change are included in the transmittal sheet attached to each amendment. An “R” or a vertical bar in front of the line indicates any change in the text. Each holder to whom an Operations Manual Part A is issued is responsible for the security and safeguarding of that manual, for insertion of amendments and revisions and for maintaining the manual in a current status. After each normal or temporary revision is entered, a notation should be made on the normal or temporary revision record sheet. Certificates of amendments should be returned to the secretary of the Flight Operations Manager as soon as amendments have been incorporated (Refer to chapter 0.3.7) Hand-written amendments and revisions are not permitted except in situations requiring immediate amendment or revision in the interest of safety.
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0.3.2. Pagination Header: The header of each page contains: The name of the manual: OPERATIONS MANUAL PART A - Guidelines The CHAPTER TITLE and when applicable SUBCHAPTER TITLE and Section title The Chapter number, and if applicable Subchapter/Section number The Page number (within Chapter, Subchapter or Section)
AIRBUS Name of the Manual
CHAPTER/SUBCHAPTER TITLE Section title
Chapter N° Page N°
Footer: The footer of each page contains: . REVision number of the current page. The date of the revision is mentioned on the record of normal revision sheet.
0.3.3. Operations Policy Manual Distribution List Operations Manual Part A distribution list must be specified in this paragraph as well as the associated Operations Manual Part A issue number.
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0.3.4. Record of normal revisions When receiving a revision, insert the "Filing Dat " and sign in the "filed by" box. Remark: The Issue date indicated hereafter is the issue date of this Manual: Airline Operations Policy Manual: “Operations Manual Part A – Guidelines”. It must be replaced by the issue date of the published Operations Manual part A of the Airline. Rev. N°
Issue date
00
JAN 96
01
MAI 96
02
SEP 98
03
JUN 02
04
DEC 08
05
OCT 09
06
AUG 10
07
MAR 11
08
DEC 13
Filing Date
Filed by
09 10 11 12 13 14 15
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0.3.5. Record of Temporary Revisions (TR) When receiving a Temporary Revision, insert the "Issue date", "Date filed" and sign in the "filed by" box. TR N°
Issue date
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Filed by
Location / Remarks / Status
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0.3.6. List of effective pages Chap
Page
Rev
To be updated
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Page
Rev
To be updated
Chap
Page
Rev
To be updated
Chap
Page
Rev
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0.3.7. Certificate of amendment (example)
Upon completion of the amendment, fill in the amendment number on your list of normal or temporary revisions and return this certificate of amendment to the secretary of the Flight Operations Manager.
Amendment number: Filled in date: For Operations Policy Manual number: Sign:
This certificate may be replaced by an e-mail where all the above-mentioned data have to be included.
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INFORMATION
0.4.1. Abbreviation AAL ABM AC A/C ACARS ACAS ACJ ACMS ACN AD ADC ADD ADI ADIRS ADF ADS ADV AEA AFM AFS AFTN AGL AH AIP AIRS AIS ALARP ALS ALT ALTN AMC AMJ AMM AMSL AOA AOC AOC AOG AOM AOT A/P APA APQ APU APV ARINC ARO ARPT ASAP ASDA ASI ASR ASR
Above Aerodrome Level Abeam Advisory Circular, Alternating Current Aircraft ARINC Communication Addressing and Reporting System Airborne Collision Avoidance System Advisory Circular Joint (JAR) Aircraft Condition Monitoring System Aircraft Classification Number Airworthiness Directive Air Data Computer Acceptable Deferred Defect Attitude Director indicator Air Data Inertial Reference System Automatic Direction Finder Automatic Dependent Surveillance Advisory Association of European Airlines Aeroplane Flight Manual Automatic Flight System Aeronautical Fixed Telecommunication Network Above Ground Level Alert Height Aeronautical Information Publication Aircrew Incident reporting System Aeronautical Information Service As Low As Reasonably Practicable Approach Light System Altitude Alternate Acceptable Means of Compliance Advisory Material Joint Aircraft Maintenance Manual Above Mean Sea Level Angle Of Attack Air Operator Certificate Airline Operations Communications Aircraft On Ground Aeroplane Operations Manual All Operators Telex/Transmission Auto-Pilot Accident Prevention Adviser Airline Pre-qualification Auxiliary Power Unit Approach with Vertical Guidance Aeronautical Radio Inc. Authority Requirements for Air Operations Airport As Soon As Possible Accelerate-Stop Distance Available Air Speed Indicator Airport Surveillance Radar Air Safety Report
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ASU Air Starter Unit ATA Actual Time of Arrival ATA Aeronautical Transport Association ATC Air Traffic Control ATD Actual Time of Departure ATHR Autothrust ATIS Automatic Terminal Information Service ATM Air Traffic Management ATN Aeronautical Telecommunication Network ATO Accredited Training Organization ATPL Airline Transport Pilot License ATS Air Traffic Services ATS Auto Thrust System ATSU Air Traffic Services Unit ATT Attitude AVGAS Aviation Gasoline AWO All Weather Operations AWY Airway -------------------------------------------------------------------------BALS Basic Approach Light System BARO Barometric BAT Battery BFE Buyer Furnished Equipment BITE Built In Test Equipment BRG Bearing BRK Brake BRNAV Basic Area Navigation BTV Brake To Vacate -------------------------------------------------------------------------C Celsius, Centigrade CAOM Cabin Attendant Operating Manual CAPT Captain CAS Calibrated Airspeed CAT Clear Air Turbulence CAT Commercial Air Transport CAT I Landing Category I (II or III) CAVOC Ceiling and Visibility OK CB Cumulonimbus C/B Circuit Breaker CBT Computer Based Training CC Cabin Crew CCOM Cabin Crew Operating Manual CCQ Cross Crew Qualification CDL Configuration Deviation List CDU Control Display Unit CDFA Continuous Descent Final Approach CFDS Centralised Fault Display System CEO Chief Executive Officer CEP Central East Pacific CENPAC Central Pacific CFIT Controlled Flight Into terrain CFP Computerised Flight Plan CIDS Cabin Intercommunication Data System CG Centre of Gravity C/L Check List
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CM1/2 Crew Member 1 (LH) / 2 (RH) CMC Criss Management Center CMD Command CMP Configuration, Maintenance & Procedures CN Consigne de Navigabilité CNS Communication, Navigation, Surveillance COM Communication CP Critical Point (ETOPS) CPA Collision Prediction and Alerting CPDLC Controller Pilot Data Link Communications CPL Commercial Pilot Licence CRM Crew Resource Management CRS Course CRT Cathode Ray Tube CRZ Cruise CSS co*ckpit System Simulator CTA Control Area CTR Centre CVR co*ckpit Voice Recorder -------------------------------------------------------------------------DA Decision Altitude daN Deca Newton D-ATIS Digital Automatic Terminal Information Service DC Direct Current DCDU Data Communication Display Unit DDG Dispatch Deviation Guide DDRMI Digital Distance & Radio Magnetic Indicator DEG Degree DEST Destination DFDR Digital Flight Data Recorder DFO Director Flight Operations DGPS Differential GPS DH Decision Height DIR TO Direct (route) To (a waypoint) DIST Distance DME Distance Measuring Equipment DOC Document DOI Dry Operating Index DOW Dry Operating Weight DU Display Unit -------------------------------------------------------------------------EC European Community ECAM Electronic Centralised Aircraft Monitoring ECON Economic EDP Electronic Data Processing EEP ETOPS Entry Point EFB Electronic Flight Bag EFIS Electronic Flight Instrument System EFOB Estimated Fuel On Board EGPWS Enhanced GPWS EGT Exhaust Gas Temperature EIS Electronic Instrument System ELEC Electrical ELEV Elevator, Elevation ELT Entry Level Training ELT Emergency Locator Transmitter EMER Emergency ENG Engine ENGG Engineering
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EO EOSID EPR ERA EST ETA ETD ETOPS
Engine Out Engine Out SID Engine Pressure Ratio En Route Alternate Estimated Estimated Time of Arrival Estimated Time of Departure ExTended Range OPerationS with twoengined aeroplanes ETP Equi-Time Point EU European Union EUROCAE European Organisation for Civil Aviation Equipment EXP Exit Point (ETOPS) EXT External -------------------------------------------------------------------------F Fahrenheit FAA Federal Aviation Administration FADEC Full Authority Digital Engine Control FAF Final Approach Fix FALS Full Approach Light System FANS Future Air Navigation System FAP Final Approach Point FAR Federal Aviation Regulations FBS Fixed Base Simulator F/C Flight Crew FCL Flight Crew Licensing FCOM Flight Crew Operating Manual FCTM Flight Crew Training Manual FCU Flight Control Unit FD Flight Director FDA Flight Data Analysis FDM Flight Data Monitoring FDR Flight Data Recorder FF Fuel Flow FFS Full Flight Simulator FIR Flight Information Region FL Flight Level FLT Flight FM Flight Manual FMA Flight Mode Annunciator FMGS Flight Management and Guidance System FMGES Flight Management, Guidance and (flight) Envelope (protection) System FMS Flight Management System F/O First Officer FOB Fuel On Board FOD Foreign Object Damage FOM Flight Operations Manual FOQA Flight Operations Quality Assurance FOT Flight Operations Telex/Transmission F-PLN Flight Plan FPR Fuel Price Ratio FPV Flight Path Vector FQI Fuel Quantity Indication FRMS Fatigue Risk Management System FSTD Flight Simulation Training Device ft, FT Foot (Feet) FTL Flight Time Limitation FU Fuel Used
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FWD Forward -------------------------------------------------------------------------g, G Gram GA Go Around GBAS Ground-Based Augmentation System GCAS Ground Collision avoidance System GEN Generator GLONASS Global Orbiting Navigation Satellite System GLS GBAS Landing System GMT Greenwich Mean Time GMU GPS (height) Monitoring Unit GNLU Global Navigation and Landing Unit GNSS Global Navigation Satellite System GPS Global Positioning System GPU Ground Power Unit GPWS Ground Proximity Warning System GS Ground Speed G/S Glide Slope GW Gross Weight -------------------------------------------------------------------------H Hour HDG Heading HF High Frequency (3 to 30 MHz) HF Human Factors Hg Mercury HI High (altitude or intensity) HIALS High Intensity Approach Light System HIL Holding Items List HIRL High Intensity Runway Lights HMU Height Monitoring Unit HoT Hold-over Time HP High Pressure hPa hecto Pascal HSI Horizontal Situation Indicator HUD Head Up Display HUDLS Head Up Display guidance Landing System HYD Hydraulic Hz Hertz (cycles per second) -------------------------------------------------------------------------IAF Initial Approach Fix IALS Intermediate Approach Light System IAP Instrument Approach Procedure IAS Indicated Air Speed IATA International Air Transport Association ICAO International Civil Aviation Organisation ID Identity (Number) IDENT Identification IDG Integrated Drive Generator IEM Interpretation/Explanation Material (JAR) IFR Instrument Flight Rules IFSD In-Flight Shut Down IFTB In-Flight Turn Back IL Information Leaflet ILS Instrument Landing System IMC Instrumental Meteorological Conditions in, IN Inch(es) INFO Information INIT Initialisation INOP Inoperative INS Inertial Navigation System
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IOE Initial Operating Experience IRS Inertial Reference System ISA International Standard Atmosphere ISO International Standard Organisation -------------------------------------------------------------------------JAA Joint Aviation Authorities JAR Joint Aviation Regulations -------------------------------------------------------------------------kg, KG kilogram kHz kilohertz km, KM kilometre kt, KT knot -------------------------------------------------------------------------l, L Litre LAT Latitude lb pound (weight) LCD Liquid Crystal Display LCN Load Classification Number LDA Landing Distance Available LDG Landing LEP List of Effective Pages L/G Landing Gear LH Left Hand LIFUS Line Flying Under Supervision LLZ Localizer LNAV Lateral Navigation LO Low LOAS Line Operations Assessment System LOC Localizer LOFT Line Oriented Flight Training LOMS Line Operations Monitoring System LOSA Line Operations Safety Audit LONG Longitude LOVT Low Visibility Takeoff LP Low Pressure LPC Less Paper co*ckpit (Airbus concept) LRNS Long Range Navigation System LROPS Long Range Operations LRU Line Replaceable Unit LSK Line Select Key LTF Load Transportation Factor LVL Level LVO Low Visibility Operation LVP Low Visibility Procedures LVTO Low Visibility Takeoff LW Landing Weight -------------------------------------------------------------------------M Mach m, M metre MABH Minimum Approach Break off Height MAC Mean Aerodynamic Chord MAG Magnetic MAINT Maintenance MAN Manual MAP Missed Approach Point MAPt Missed Approach Point MASPS Min. Aviation Systems Performance Standards MAX Maximum mb, MB Millibar
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MBOH Minimum Break Off Height MCC Multiple Crew Co-operation MCC Maintenance Control Centre MCDU Multipurpose Control and Display Unit MCT Maximum Continuous Thrust MCTOM Maximum Certified Takeoff Mass MDA/H Minimum Descent Altitude/Height MEA Minimum En-route Altitude MED Medical MEL Minimum Equipment List MET Meteorological METAR Meteorological Aerodrome Report MFF Mixed Fleet Flying MHz Megahertz MID Middle Runway Portion MIALS Medium Intensity Approach Light System MIN Minimum, Minute MIRL Medium Intensity Runway Light MLR Manuals, Logs and Records MLS Microwave Landing System MLW Maximum Landing weight mm, MM Millimetre MME Maintenance Management Exposition MMEL Master Minimum Equipment List MMO Maximum Operating Mach MMR Multi Mode Receiver MNPS Min. Navigation Performance Specifications MOCA Minimum Obstruction Clearance Altitude MOE Maintenance Organisation Exposition MOR Mandatory Occurrence Reporting MORA Minimum Off-Route Altitude MRVA Minimum Radar Vectoring Altitude MSA Minimum Safe (or Sector) Altitude MSG Message MSL Mean Sea Level MSN Manufacturer's Serial Number MTBF Mean Time Between Failure MTOW Maximum Takeoff Weight MWE Manufacturer's Weight Empty MZFW Maximum Zero Fuel Weight -------------------------------------------------------------------------N/A Not Applicable NAI Nacelle Anti Ice NALS No Approach Light System NAR North American Routes NAT North Atlantic NAV Navigation NAVAID (Radio) Navigation Aid NCC Non-Commercial operations with Complex motor-powered aircraft NCO Non-Commercial operations with Other than complex motor-powered aircraft NCD Non Computed Data ND Navigation Display NDB Non Directional Beacon NIL No Item Listed (Nothing) NM Nautical Miles NORM Normal NOPAC North Pacific NOTAM Notice To Airmen
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NOTOC Notification to Captain NPA Non Precision Approach NTO No Technical Objection -------------------------------------------------------------------------OAT Outside Air Temperature OBRM On Board Replaceable Module OCA Oceanic Control Area OCA/H Obstacle Clearance Altitude / Height OCC Operational Control Centre OCL Oceanic Clearance OEB Operations Engineering Bulletin OEI One Engine Inoperative OEW Operating Empty Weight OIT Operator Information Telex/Transmission OM Outer Marker OM Operations Manual OMTS On-board Mobile Telephone System ONC Operational Navigation Chart OPS Operations OPT Optimum ORO Organisation Requirements for Air Operations OTS Organized Track System OXY Oxygen -------------------------------------------------------------------------PA Passenger Address PAC Pacific PACOTS Pacific Oceanic Track System PANS Procedures for Air Navigation Services PAPI Precision Approach Path Indicator PAR Precision Approach Radar PAX Passenger PB Pushbutton PBE Protective breathing equipment PBN Performance Based Navigation PCN Pavement Classification Number PDA Premature Descent Alert PDP Pre-Determined Point PED Portable Electronic Devices PERF Performance PF Pilot Flying PFD Primary Flight Display PIREP Pilot Report PIC Pilot In Command P/N Part Number PNR Point of No Return PNF Pilot Not Flying POS Position PRM Person with Reduced Mobility PROC Procedure PROF Profile PPR Prior Permission Required PSI Pounds per Square Inch PT Point PTS Polar Track System / Structure PVI Paravisual Indicator PWR Power -------------------------------------------------------------------------QA Quality Assurance QAR Quick Access Recorder
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Magnetic bearing to facility Magnetic bearing from facility Field elevation atmosphere pressure Magnetic orientation of runway Procedure or facility to be used Sea level standard atmosphere (1013 hPa or 29.92" Hg) QNH Sea level atmosphere pressure QRH Quick Reference Handbook -------------------------------------------------------------------------RA Radio Altitude/Radio Altimeter RA Resolution Advisory RAIM Receiver Autonomous Integrity Monitoring RAS Repair Approval Sheet RAAS Runway Awareness and Advisory System RAT Ram Air Turbine RCF Reduced Contingency Fuel REF Reference REV Reverse RFC Request For Change RFCF Runway Field Clearance Floor RH Right Hand R/I Radio Inertial RMI Radio Magnetic Indicator RNAV Area Navigation RNP Required Navigation Performance ROP Runway Overrun Protection ROW Runway Overrun Warning RPL Repetitive Flight Plan RPM Revolutions Per Minute RQRD Required RSV Reserves RTA Required Time of Arrival RTCA Requirements and Technical Concepts for Aviation RTO Rejected Take Off RTOW Regulatory Takeoff Weight RVR Runway Visual Range RVSM Reduced Vertical Separation Minima RWY Runway -------------------------------------------------------------------------SAE Society of Automotive Engineers SAG Safety Action Group SARPS Standards And Recommended Practices SAT Static Air Temperature SATCOM Satellite Communication SATVOICE Satellite Voice Communication SB Service Bulletin SBAS Satellite-Based Augmentation System SEL Selector SELCAL Selective Calling SFE Seller Furnished Equipment SHEL Software/Hardware/Environment/Liveware SI International System of units SID Standard Instrument Departure SIGMET Significant Meteorological information SIL Service Information Letter SITA Société Internationale de Télécommunications Aéronautiques SMM Safety Management Manual
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SMS SOP SOPAC SPECI SPD SRA SRB SRE
Safety Management System Standard Operating Procedures South Pacific Aviation selected special weather report Speed Surveillance Radar Approach Safety Review Board Surveillance Radar Element of precision approach radar system SSR Secondary Surveillance Radar STAR Standard Terminal Arrival Route STC Supplemental Type Certificate STD Standard STS Status SYS System -------------------------------------------------------------------------t, T Ton, Tonne, Temperature TA Traffic Advisory TACAN Tactical Air Navigation TAD Terrain Awareness Display TAF Terminal Aerodrome Forecast TAS True Air Speed TAT Total Air Temperature TAWS Terrain Awareness and Warning System TBC To Be Confirmed TBD To Be Determined/Defined TCAS Traffic alert and Collision Avoidance System T2CAS Traffic and Terrain Collision Avoidance System TCF Terrain Clearance Floor TDZ Touch Down Zone TEMP Temperature TEMPO Temporary TERPS (US) Standards for Terminal Instrument Procedures TFU Technical Follow-Up THD Terrain Hazard Display THR Threshold THR Thrust THS Trimmable Horizontal Stabiliser TK Tank TLA Thrust Lever Angle TMA Terminal Manoeuvring Area T/O Takeoff TOC Top Of Climb TOD Top Of Descent TODA Takeoff Distance Available TOGA Takeoff/Go-Around TOGW Takeoff Gross Weight TORA Takeoff Run Available TOW Takeoff Weight T-PED Transmitting Portable Electronic Device TR Temporary Revision TRE Type Rating Examiner TRI Type Rating Instructor TRK Track TRTO Type Rating Training Organisation TVMC Minimum Control Speed Temperature TWR Tower TWY Taxiway
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-------------------------------------------------------------------------UHF Ultra High Frequency (300 - 3000 MHz) UIR Upper Information Region ULD Unit Load Device UM Unaccompanied Minor US United States U/S Unserviceable UTC Universal Time Co-ordinated -------------------------------------------------------------------------V Volt V1 Critical engine failure speed V2 T/O safety speed VAPP Final Approach Speed VASI Visual Approach Slope Indicator VAT Indicated Airspeed at Threshold VDF Very high frequency Direction Finding VDR Very high frequency Data Radio VFE Maximum Velocity Flaps/slats Extended VFR Visual Flight Rules VFTO Velocity Final T/O VHF Very High Frequency (30 - 300 MHz) VMC Visual Meteorological Conditions VMCA Minimum Control Speed in the Air VMCG Minimum Control Speed on Ground VMIN Minimum operating speed VMO Maximum operating speed VNAV Vertical Navigation VOR VHF Omni-directional Range VR Rotation speed VREF Landing reference speed VS Stall speed V/S Vertical Speed VSI Vertical Speed Indicator VSO Stalling speed -------------------------------------------------------------------------WAAS Wide Area Augmentation System WAI Wing Anti Ice WBM Weight and Balance Manual WGD Windshield Guidance Display WGS World Geodetic System WIFI Wireless Fidelity WPT Waypoint WX Weather WXR Weather Radar -------------------------------------------------------------------------XCVR Transceiver XFR Transfer XMTR Transmitter XTK Cross track error -------------------------------------------------------------------------Z Zulu time (UTC) ZFCG Zero Fuel Centre of Gravity ZFTT Zero Flight Time Training ZFW Zero Fuel Weight
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0.4.2. Definitions Note: Where necessary, specific terms are defined at the beginning of the sections to which they are appropriate. Accelerate-Stop Distance Available (ASDA): The length of the takeoff run available plus the length of stopway, if such stopway is declared available by the appropriate Authority and is capable of bearing the mass the aeroplane under the prevailing operating conditions Acceptable Means of Compliance (AMC) Non-binding standards to illustrate means to establish compliance with Regulation Acceptance checklist Document used to assist in carrying out a check on the external appearance of packages of dangerous goods and their associated documents to determine that all appropriate requirements have been met with Accountable Manager: The person 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 and any additional requirements defined by the operator. Adequate aerodrome Aerodrome on which the aircraft can be operated, taking account of the applicable performance requirements and runway characteristics Adult: Person (passenger) of an age of 12 years and above. Aerodrome/Airport: A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Aerodrome/Airport elevation: The elevation of the highest point of the landing area. Aeronautical Information Publication (AIP): A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation. Aeroplane (Aircraft in this manual) Engine-driven fixed-wing aircraft heavier than air that is supported in flight by the dynamic reaction of the air against its wings Aircraft (Aeroplane) Flight Manual (AFM): A manual, associated with the certificate of airworthiness, containing limitations within which the aircraft is to be considered airworthy, and instructions and information necessary to the flight crew members for the safe operation of the aircraft. Aircraft identification: A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the aircraft call sign to be used in air-ground communications, and which is used to identify the aircraft in groundground air traffic services communications. Air Operator Certificate (AOC): A certificate authorising an operator to carry out specified commercial air transport operations
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Airprox incident: A situation in which, in the opinion of a pilot or controller, the distance between aircraft as well as their relevant positions and speed have been such that the safety of the aircraft involved was or may have been compromised. Air traffic: All aircraft in flight or operating on the manoeuvring area of an aerodrome. Air Traffic Control (ATC): A service that promotes the safe, orderly, and expeditious flow of air traffic at aerodromes and during the approach, departure, and en route environments. Air Traffic Control (ATC) Clearance: Authorisation for an aircraft to proceed under conditions specified by an air traffic control unit. Air Traffic Control (ATC) Instruction: Directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. Air Traffic Control (ATC) Service: A service provided for the purpose of: - Preventing collisions between aircraft, and on the manoeuvring area between aircraft and obstructions - Expediting and maintaining an orderly flow of air traffic. Air Traffic Service (ATS): A generic term meaning variously, flight information service, alerting service, air traffic advisory service, Air Traffic Control Service (area control service, approach control service or aerodrome control service). Air Traffic Service (ATS) route: A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services. Note: The term "ATS route" is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure route, etc. Airway (AWY): A control area or portion thereof established in the form of a corridor equipped with radio navigation aids. Airworthiness release: A certification signed by a licensed mechanic authorised by the AOC holder indicating that work was performed in accordance with the AOC holder's maintenance manual, was inspected by a licensed mechanic, and the aircraft was found satisfactory for safe operation. Alerting service: A service provided to notify appropriate organisations regarding aircraft in need of search and rescue aid, and assist such organisations as required. Alternate aerodrome: An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate aerodromes include the following: - Takeoff alternate: An alternate aerodrome at which an aircraft can land should this become necessary shortly after takeoff and it is not possible to use the aerodrome of departure. - En-route alternate: An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en route. - Destination alternate: An alternate aerodrome to which an aircraft may proceed should it become impossible or inadvisable to land at the aerodrome of intended landing. Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight.
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Altitude: The vertical distance of a level, a point or an object considered as a point, measured from mean sea level. Alternative means of compliance: Those means that propose an alternative to an existing acceptable means of compliance or those that propose new means to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules for which no associated AMC have been adopted by the Agency Anti-icing: A ground procedure that provides protection against the formation of frost or ice and accumulation of snow on treated surfaces of the aircraft for a limited period of time (hold-over time) Approved: The Authority has reviewed the method, procedure or policy in question and issued a formal written approval. Apron: A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance. Aquaplaning (or hydroplaning): A situation where the tires of the aircraft are, to a large extent, separated from the runway surface by a thin fluid film. Authority: The competent body responsible for the safety of civil aviation in the state of the applicant or operator. Base training: Flight training required by Airworthiness Authorities to obtain the aircraft type rating. Braking action: A report on the conditions of the airport movement areas, providing pilots the quality or degree of braking that may be expected. Braking action is reported in terms of: good, medium to good, medium, medium to poor, poor, nil or unreliable. Calendar day: The period of elapsed time, using Coordinated Universal Time (UTC) or local time, that begins at midnight and ends 24 hours later in the next midnight Cabin attendant/Cabin crew member: Appropriately qualified crew member, other than a flight crew or technical crew member, who is assigned by an operator to perform duties related to the safety of passengers and flight during operations Child/Children: Person (passenger) who are of an age of two years and above but who are less than 12 years of age. Certifying staff: Those personnel who are authorised by the Approved Maintenance Organisation in accordance with a procedure acceptable to the Authority to certify aircraft or aircraft components for release to service. Circling: The visual phase of an instrument approach to bring an aircraft into position for landing on a runway that is not suitably located for a straight-in approach. Civil aircraft: Any aircraft on the civil register of a state, other than those which that state treats as being in the service of the state, either permanently or temporarily. Cloud base The height of the base of the lowest observed or forecast cloud element in the vicinity of an aerodrome or operating site or within a specified area of operations, normally measured above aerodrome elevation
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Code share: Arrangement under which an operator places its designator code on a flight operated by another operator, and sells and issues tickets for that flight Commander: The pilot designated by the operator responsible for the operation and safety of the aircraft during flight time. He may delegate the conduct of the flight to another suitable qualified pilot. (See Pilot-In-Command) Commercial air transport operation: Aircraft operation involving the transport of passengers, cargo or mail for remuneration or hire. Competency Combination of skills, knowledge and attitude required to perform a task to the prescribed standard. Contaminated runway: A runway is of which more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following: Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0.125 in) of water; or Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or Ice, including wet ice Contingency fuel: Fuel required to compensate for unforeseen factors that could have an influence on the fuel consumption to the destination aerodrome Unforeseen factors such as: Deviations of an individual aeroplane from expected fuel consumption data Deviations from forecast meteorological conditions Deviations from planned routings and/or cruising levels/altitude Continuous Descent Final Approach (CDFA): Technique, consistent with stabilised approach procedures, for flying the final-approach segment of a nonprecision instrument approach procedure as a continuous descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point approximately 15 m (50 ft) above the landing runway threshold or the point where the flare manoeuvre shall begin for the type of aircraft flown. Converted Meteorological Visibility (CMV): A value (equivalent to an RVR) which is derived from the reported meteorological visibility. Co-pilot/First Officer (FO): Pilot serving in any piloting capacity other than as pilot in command or commander, but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction for a license or rating. Course: A program of instruction to obtain an airman license, rating, qualification, authorisation, or currency. Crewmember: A person assigned by an operator to perform duties on board an aircraft during flight time. Crew Resource Management (CRM): A program designed to improve the safety of flight operations by optimising the safe, efficient, and effective use of human resources, hardware, and information through improved crew communication and coordination. Critical phases of flight: Critical phases of flight are the takeoff run, the takeoff flight path, the final approach, the missed approach, the landing and any other phases of flight as determined by the commander (Pilot In Command).
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Cross Crew Qualification (CCQ): CCQ is an Airbus term for applying the concepts of FAA AC 120-53 to related aircraft type like the A320, A330, A340. The term is intended to provide for the carryover of credit from one aircraft type to another based on the common design characteristics, and if applicable to transition between types as well as mixed fleet flying of different types of aircraft. Cruise relief co-pilot: Pilot who relieves the co-pilot of his/her duties at the controls during the cruise phase of a flight in multi-pilot operations above FL 200. Cruising level: A level maintained during a significant portion of a flight. Damp runway: A runway where the surface is not dry, but when the moisture on it does not give it a shiny appearance. Dangerous Goods (DG): Articles or substances which are capable of posing a risk to health, safety, property or the environment and which are shown in the list of dangerous goods in the technical instructions or which are classified according to those instructions Decision Altitude/Height (DA/DH): A specified Altitude or Height (A/H) in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Notes: 1. "Decision altitude (DA)" is referenced to mean sea level (MSL) and "decision height (DH)" is referenced to the threshold elevation. 2. The "required visual reference" means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. De-icing: Ground procedure by which frost, ice, snow or slush is removed from an aircraft in order to provide uncontaminated surfaces Dry lease agreement Agreement between undertakings pursuant to which the aircraft is operated under the air operator certificate (AOC) of the lessee: Dry operating mass The total mass of the aircraft ready for a specific type of operation, excluding usable fuel and traffic load Dry runway: A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain “effectively dry” braking action even when moisture is present. Elevation: The vertical distance of a point or a level, on or affixed to the surface of the earth measured from mean sea level. En-Route Alternate (ERA) aerodrome Adequate aerodrome along the route, which may be required at the planning stage Error Action or inaction taken by the flight crew which leads to deviations from organisational or flight intentions or expectations. Error management Process of detecting and responding to errors with countermeasures which reduce or eliminate the consequences of errors, and mitigate the probability of errors or undesired aircraft states.
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Exemption: A formal authorisation issued by the Authority providing relief from part or all of the provisions of a requirement. The authorisation may or may not be conditional. Extended over-water operation: An operation over water at a horizontal distance of more than 50 NM from the nearest shoreline. 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. 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. Filed flight plan: The flight plan as filed with an ATS unit by the pilot or his designated representative, without any subsequent changes. Note: When the word "message" is used as a suffix to this term, it denotes the content and format of the filed flight plan data as transmitted. Final reserve fuel: An amount of fuel for all turbine powered aeroplanes, calculated to fly 30 minutes (or 15 minutes refer to “Determination of the Quantities of Fuel and Oil Carried” chapter (§ 8.1.7) and “Policy and Procedures for the In-Flight Fuel Management“ (§ 8.3.7) at holding speed at 1500 ft above the aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the alternate or the destination, when no alternate is required. Flight crewmember: A licensed crewmember charged with duties essential to the operation of an aircraft during flight time. Flight Level (FL): A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Notes: 1. A pressure type altimeter calibrated in accordance with the Standard Atmosphere: When set to QNH altimeter setting, will indicate altitude When set to QFE altimeter setting, will indicate height above the QFE reference datum When set to a pressure of 1 013.2 hectopascals (hPa) may be used to indicate flight levels. 2. The terms "height" and "altitude", used in the above note 1, indicate altimetric rather than geometric heights and altitudes. Flight Plan: - Air Traffic Service (ATS) Flight Plan: Specified information provided to ATS units, relative to an intended flight or portion of a flight of an aircraft. - Operational Flight Plan: The operator's plan for the safe conduct of the flight based on considerations of aircraft performance, other operating limitations, and relevant expected conditions on the route to be followed and at the aerodromes or heliports concerned. Flow control: Measures designed to adjust the flow of traffic into a given airspace, along a given route, or bound for a given aerodrome, so as to ensure the most effective utilisation of the airspace.
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Friction coefficient: Relationship between the friction force acting on the wheel and the normal force on the wheel. The normal force depends on the weight of the aircraft and the lift of the wings. Fuel ERA aerodrome: ERA aerodrome selected for the purpose of reducing contingency fuel Full Flight Simulator (FFS) Full size replica of a specific type or make, model and series aircraft flight deck, including the assemblage of all equipment and computer programmes necessary to represent the aircraft in ground and flight operations, a visual system providing an out-of-the-flight deck view, and a force cueing motion system. GBAS landing system (GLS): Approach landing system using ground based augmented global navigation satellite system (GNSS/GBAS) information to provide guidance to the aircraft based on its lateral and vertical GNSS position. It uses geometric altitude reference for its final approach slope Glide path: A descent profile determined for vertical guidance during a final approach. Ground visibility: The visibility at an aerodrome, as reported by an accredited observer. Head-up display (HUD): A display system which presents flight information into the pilot’s forward external field of view and which does not significantly restrict the external view. Head-up guidance landing system (HUDLS): The total airborne system which provides head-up guidance to the pilot during the approach and landing and/or go-around. It includes all sensors, computers, power supplies, indications and controls. A HUDLS is typically used for primary approach guidance to decision heights of 50 ft. Heading: The direction, in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North (true, magnetic, compass or grid). Height: The vertical distance of a level, a point or an object, measured from a specified datum. Hold-over time (HoT) Estimated time the anti-icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected (treated) surfaces of an aeroplane Hydroplaning: (Refer to: Aquaplaning) Infant: A person (passenger) under the age of two years. Initial Operating Experience (IOE): Operational support given to newly type rated pilots. The objective of IOE is to improve the operational knowledge of pilots in revenue operation, route and airport qualification using only the Airbus or the airline approved documents: FCOM, MEL and OEBs Inspection: The examination of an aircraft or aeronautical product to establish conformity with a standard approved by the Authority.
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Instrument Approach Procedure (IAP): A series of predetermined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix or, where applicable, from the beginning of defined arrival route, to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en-route obstacle clearance criteria apply. Instrument Meteorological Conditions (IMC): Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions. Journey log: A form signed by the Commander of each flight that records the aeroplane's registration, crew member names and duty assignments, the type of flight, and the date, place, and time of arrival and departure Landing Distance Available (LDA): The length of the runway which is declared available by the State of the aerodrome and suitable for the ground run of an aeroplane landing Low Visibility Procedures (LVP): Procedures applied at an aerodrome for the purpose of ensuring safe operations during lower than standard category I, other than standard category II, category II and III approaches and low visibility take-offs; Low Visibility Takeoff (LVTO): A takeoff where the Runway Visual Range (RVR) is lower than 400 m, but not less than 75 m. Maintenance: Tasks required to ensure the continued airworthiness of an aircraft or aeronautical product including any one or combination of overhaul, repair, inspection, replacement, modification, and defect rectification. Maintenance release: A document containing a certification that inspection and maintenance work has been performed satisfactorily in accordance with the methods prescribed by the Authority. Missed Approach procedure: The procedure to be followed if the approach cannot be continued. Multi-pilot aircraft: For aeroplanes, it means aeroplanes certificated for operation with a minimum crew of at least two pilots Net flight path: The flight path determined for engine(s) failure case. It is established in such a manner that it represents the actual climb performance diminished by a gradient of climb of: - Takeoff (one engine failure):
0.8 % for two-engine aircraft 0.9 % for three-engine aircraft 1.0 % for four-engine aircraft
- En-route (one engine failure): 1.1 % for two-engine aircraft 1.4 % for three-engine aircraft 1.6 % for four-engine aircraft - En-route (two engine failure): 0.3 % for three-engine aircraft 0.5 % for four-engine aircraft Night: The hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise. Civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below the horizon and begins in the morning when the centre of the sun's disc is 6 degrees below the horizon.
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Non Precision Approach (NPA): Instrument approach with lateral guidance only from the FAF to the runway environment. Descent limit is the MDA, and obstacle clearance (including go-around) is guaranteed if the approach is discontinued no farther than the MAP. Approaches with lateral guidance from localiser, VOR, NDB or GPS are considered nonprecision approaches. NOTAM: A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. - Class I distribution: Distribution by means of telecommunication - Class II distribution: Distribution by means other than telecommunication Obstacle Clearance Altitude/Height (OCA/H): The lowest altitude (OCA), or alternatively the lowest height above the elevation of the relevant runway threshold or above the aerodrome elevation as applicable (OCH), used in establishing compliance with the appropriate obstacle clearance criteria. Operational control: The responsibility for the initiation, continuation, termination or diversion of a flight in the interest of the safety. Operator: A person, organisation or enterprise engaged in or offering to engage in an aircraft operation. Performance Based Navigation (PBN): Navigation technique that allows an aircraft to fly precisely along a predefined route using state-of-the-art onboard navigation systems (Global Positioning System - GPS). This concept is used en route, and can reduce aircraft separation, including the terminal area, and used to optimize arrival and departure procedures. Performance class A aeroplanes (All Airbus aircraft): Multi-engined aeroplanes powered by turbo-propeller engines with a Maximum Operational Passenger Seating configuration (MOPSC) of more than nine or a maximum takeoff mass exceeding 5 700 kg, and all multi-engined turbo-jet powered aeroplanes; Performance class B aeroplanes: Aeroplanes powered by propeller engines with an MOPSC of nine or less and a maximum takeoff mass of 5 700 kg or less; Performance class C aeroplanes: Aeroplanes powered by reciprocating engines with an MOPSC of more than nine or a maximum takeoff mass exceeding 5 700 kg Pilot Flying (PF): The pilot, who for the time being, is in charge of the controls of an aircraft. Pilot-In-Command (PIC): The pilot designated as being in command and charged with the safe conduct of the flight. For the purpose of commercial air transport operations, the ‘pilot-in-command’ shall be termed the ‘commander’; Pilot-in-command under supervision (PICUS): co-pilot performing, under the supervision of the pilot-in- command, the duties and functions of a pilot-incommand. Pilot Monitoring (PM): See: Pilot Not Flying Pilot Not Flying (PNF) – Pilot Monitoring (PM): The pilot who is assisting the Pilot Flying (PF) in accordance with the multi-crew cooperation concept, when the required flight crew is more than one.
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Precision approach: Instrument approach with lateral and vertical guidance from the FAP to the runway touchdown zone, with system accuracy, integrity and obstacle clearance (including go-around) guaranteed until the descent limit (decision altitude or decision height) is reached. ILS, MLS and PAR are considered precision approaches. Pre-flight inspection: The inspection carried out before flight to ensure that the aircraft is fit for the intended flight. Pressure-altitude: An atmospheric pressure expressed in terms of altitude, which corresponds to that pressure in the Standard Atmosphere. Principal place of business: The head office or registered office of the organisation within which the principal financial functions and operational control of the activities referred to in this Regulation are exercised Proficiency check: Demonstration of skill to revalidate or renew ratings, and including such oral examination as may be required Quality Assurance (QA): All planned and systematic actions necessary to provide adequate confidence that operational and maintenance practices satisfy given requirements. Quality System: The organisational structure, responsibilities, procedures and resources for implementing quality management. (Refer to Chapter 3) Rating: An authorisation entered on or associated with a license or certificate and forming part thereof, stating special conditions, privileges or limitations pertaining to such license or certificate. Ramp inspection: Inspection of aircraft, flight and cabin crew qualifications, and flight documentation in order to verify the compliance with the applicable requirements Rectification interval: A limitation on the duration of operations with inoperative equipment Renewal (of, e.g. a rating or certificate) Administrative action taken after a rating or certificate has lapsed for the purpose of renewing the privileges of the rating or certificate for a further specified period consequent upon the fulfilment of specified requirements. Revalidation’ (of, e.g. a rating or certificate) Administrative action taken within the period of validity of a rating or certificate which allows the holder to continue to exercise the privileges of a rating or certificate for a further specified period consequent upon the fulfilment of specified requirements. Route sector A flight comprising takeoff, departure, cruise of not less than 15 minutes, arrival, approach and landing phases. Repair: The restoration of an aircraft/aeronautical product to a serviceable condition in conformity with an approved standard. Repetitive Flight Plan (RPL): A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS. Reporting point: A specified geographical location in relation to which the position of an aircraft can be reported.
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Required Navigation Performance (RNP): A statement of the navigation performance accuracy necessary for operation within a defined airspace. Runway (RWY): A defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft. Runway Visual Range (RVR): The range over which the pilot of an aircraft on the centreline of a runway can see the runway surface markings or the lights delineating the runway or identifying its centreline. Safe forced landing: Unavoidable landing or ditching with a reasonable expectancy of no injuries to persons in the aircraft or on the surface Separate runways: Runways at the same aerodrome that are separate landing surfaces. These runways may overlay or cross in such a way that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway. Each runway shall have a separate approach procedure based on a separate navigation aid SIGMET : Significant Meteorological information: Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations. Skill test: Demonstration of skill for a licence or rating issue, including such oral examination as may be required. Slush: Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be displaced with a splatter; specific gravity: 0.5 up to 0.8 Snow (on the ground): - Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon release; specific gravity: up to but not including 0.35 - Wet snow: Snow which, if compacted by hand, will stick together and tend to or form a snowball; specific gravity: 0.35 up to but not including 0.5 - Compacted snow: Snow which has been compressed into a solid mass that resists further compression and will hold together or break up into chunks if picked up; specific gravity: 0.5 and over. Stabilised approach: An approach that is flown in a controlled and appropriate manner in terms of configuration, energy and control of the flight path from a pre-determined point or altitude/height down to a point 50 ft above the threshold or the point where the flare manoeuvre is initiated if higher Stabilised approach procedure: An approach procedure along the extended runway centreline with a constant, in-flight verifiable descent gradient from the final approach altitude to the runway touchdown zone. Except for offset-localizer approaches, an ILS approach is inherently a stabilised approach procedure. Non-Precision Approaches (NPA) can be constructed as a stabilised approach procedure by choosing the FAF accordingly and by publishing a distance-versus-altitude (VOR+DME, NDB+DME, LOC+DME) or waypoint-versus-altitude table (GPS) to be able to verify adherence to the (imaginary) glidepath. Takeoff alternate aerodrome: An alternate aerodrome at which an aircraft can land should this become necessary shortly after take-off and if it is not possible to use the aerodrome of departure Taxiing: Movement of an aircraft on the surface of an aerodrome under its own power, excluding takeoff and landing.
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Taxiway (TWY): A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another. Traffic load: The total mass of passengers, baggage, cargo and carry-on specialist equipment, including any ballast Technical log: A document carried on an aircraft that contains information to meet ICAO requirements; a technical log contains at least two independent sections: a journey record section and an aircraft maintenance record section. Threat: Events or errors which occur beyond the influence of the flight crew, increase operational complexity and which must be managed to maintain the margin of safety. Threat management: Process of detecting and responding to the threats with countermeasures which reduce or eliminate the consequences of threats, and mitigate the probability of errors or undesired aircraft states. Threshold: The beginning of that portion of the runway usable for landing. Track: The projection on the earth's surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic or grid). Transition altitude: The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes. Transition level: The lowest Flight Level (FL) available for use above the transition altitude. Type of aircraft A categorisation of aircraft requiring a type rating as determined in the operational suitability data established in accordance with Part-21 (Aircraft certification), and which include all aircraft of the same basic design including all modifications thereto except those which result in a change in handling or flight characteristics. UN number: The four-digit number assigned by the United Nations Committee of experts on the transport of dangerous goods to identify a substance or a particular group of substances. Visibility: The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night. 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. Visual Meteorological Conditions (VMC): Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima. Waypoint (WPT): A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Wet lease agreement: An agreement between air carriers pursuant to which the aircraft is operated under the AOC of the lessor
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Wet runway: A runway of which the surface is covered with water, or equivalent, less than specified by the ‘contaminated runway’ definition or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water
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0.4.3. Units conversion table METRIC → US
US → METRIC
1 mm = 0.0394 in 1 m = 3.281 ft 1 m = 1.094 yd 1 km = 0.540 NM 1 km = 0.6215 statute mile
1 in = 25.4 mm 1 ft = 0.3048 m 1 yd = 0.914 m 1 NM = 1.852 km 1 statute mile = 1.609 km
1 m/s = 3.281 ft/s = 1.944 kt 1 km/h = 0.54 kt
1 ft/s = 0.3048 m/s 1 kt = 1.852 km/h = 0.514 m/s
WEIGHT
1 g = 0.353 oz 1 kg = 2.2046 lb 1 t (tonne) = 2 204.6 lb
1 oz = 28.35 g 1 lb = 0.4536 kg 1 lb = 0.0004536 t
FORCE
1 N = 0.2248 lb 1 daN = 2.248 lb
1 lb = 4.448 N 1 lb = 0.4448 daN
1 bar = 14.505 PSI 1 mbar = 1 hPa = 0.0145 PSI 1 mbar = 1 hPa = 0.02953 in Hg
1 PSI = 6892 Pa = 0.0689 bar 1 PSI = 68.92 hPa = 68.92 mbar 1 in Hg = 33.864 hPa = 33.864 mbar
1 l = 0.2642 US Gallon 1 m3 = 264.2 US Gallons 1 l = 1.0567 US Quart
1 US Gallon = 3.785 l 3 1 US Gallon = 0.003785 m 1 US Quart = 0.94635 l
1 m.daN = 88.5 lb.in
1 lb.in = 0.0113 m.daN
°C = 5/9 (°F - 32) °C = 5/9 (°F + 40) - 40
°F = (°C x 1.8) + 32 °F = 9/5 (°C + 40) - 40
LENGTH
SPEED
PRESSURE
VOLUME
MOMENTUM TEMPERATURE
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0.4.4. International Standard Atmosphere (ISA)
PRESSURE ALTITUDE (Feet) 40 000 39 000 38 000 37 000 36 000 35 000 34 000 33 000 32 000 31 000 30 000 29 000 28 000 27 000 26 000 25 000 24 000 23 000 22 000 21 000 20 000 19 000 18 000 17 000 16 000 15 000 14 000 13 000 12 000 11 000 10 000 9 000 8 000 7 000 6 000 5 000 4 000 3 000 2 000 1 000 0 - 1 000
TEMP. (°C) - 56.5 - 56.5 - 56.5 - 56.5 - 56.3 - 54.3 - 52.4 - 50.4 - 48.4 - 46.4 - 44.4 - 42.5 - 40.5 - 38.5 - 36.5 - 34.5 - 32.5 - 30.6 - 28.6 - 26.6 - 24.6 - 22.6 - 20.7 - 18.7 - 16.7 - 14.7 - 12.7 - 10.8 - 8.8 - 6.8 - 4.8 - 2.8 - 0.8 + 1.1 + 3.1 + 5.1 + 7.1 + 9.1 + 11.0 + 13.0 + 15.0 + 17.0
hPa
PSI
In.Hg
188 197 206 217 227 238 250 262 274 287 301 315 329 344 360 376 393 410 428 446 466 485 506 527 549 572 595 619 644 670 697 724 753 782 812 843 875 908 942 977 1013 1050
2.72 2.58 2.99 3.14 3.30 3.46 3.63 3.80 3.98 4.17 4.36 4.57 4.78 4.99 5.22 5.45 5.70 5.95 6.21 6.47 6.75 7.04 7.34 7.65 7.97 8.29 8.63 8.99 9.35 9.72 10.10 10.51 10.92 11.34 11.78 12.23 12.69 13.17 13.67 14.17 14.70 15.23
5.54 5.81 6.10 6.40 6.71 7.04 7.38 7.74 8.11 8.49 8.89 9.30 9.73 10.17 10.63 11.10 11.60 12.11 12.64 13.18 13.75 14.34 14.94 15.57 16.22 16.89 17.58 18.29 19.03 19.79 20.58 21.39 22.22 23.09 23.98 24.90 25.84 26.82 27.82 28.86 29.92 31.02
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PRESSURE RATIO δ = P/Po
DENSITY σ = ρ/ρo
SPEED of SOUND (kt)
0.1851 0.1942 0.2038 0.2138 0.2243 0.2353 0.2467 0.2586 0.2709 0.2837 0.2970 0.3107 0.3250 0.3398 0.3552 0.3711 0.3876 0.4046 0.4223 0.4406 0.4595 0.4791 0.4994 0.5203 0.5420 0.5643 0.5875 0.6113 0.6360 0.6614 0.6877 0.7148 0.7428 0.7716 0.8014 0.8320 0.8637 0.8962 0.9298 0.9644 1.0000 1.0366
0.2462 0.2583 0.2710 0.2844 0.2981 0.3099 0.3220 0.3345 0.3473 0.3605 0.3741 0.3881 0.4025 0.4173 0.4325 0.4481 0.4642 0.4806 0.4976 0.5150 0.5328 0.5511 0.5699 0.5892 0.6090 0.6292 0.6500 0.6713 0.6932 0.7156 0.7385 0.7620 0.7860 0.8106 0.8359 0.8617 0.8881 0.9151 0.9428 0.9711 1.0000 1.0295
573 573 573 573 573 576 579 581 584 586 589 591 594 597 599 602 604 607 609 611 614 616 619 621 624 626 628 631 633 636 638 640 643 645 647 650 652 654 656 659 661 664
ALTITUDE (metres)
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Table of Contents
1.
ORGANISATION AND RESPONSABILITIES ..................................................................... 2 1.1.
Operator - Organisational structure............................................................................ 2
1.2.
Accountable Manager .................................................................................................. 7
1.3. Nominated Persons ..................................................................................................... 9 1.3.1. Flight Operations Manager..................................................................................... 11 1.3.2. Crew Training manager ......................................................................................... 12 1.3.3. Ground Operations Manager ................................................................................. 13 1.3.4. Continuing Airworthiness Manager ........................................................................ 13 1.4. Responsibilities and duties of Flight Operations Personnel................................... 15 1.4.1. Flight Operations Manager..................................................................................... 15 1.4.2. Crew Training Manager ......................................................................................... 18 1.5. Management System ................................................................................................. 19 1.5.1. Head of the Management System .......................................................................... 19 1.5.2. Safety Manager ..................................................................................................... 20 1.5.3. Compliance Monitoring Manager ........................................................................... 25 1.5.4. Security Manager................................................................................................... 27 1.6. Authority, Duties and Responsibilities of the Commander ..................................... 29 1.7. Duties and Responsibilities of Crewmembers other than the Commander ........... 33 1.7.1. General.................................................................................................................. 33 1.7.2. First Officer (Co-pilot)............................................................................................. 34 1.7.3. Senior Cabin Crew (Purser) ................................................................................... 35 1.7.4. Cabin crew............................................................................................................. 37
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1. ORGANISATION AND RESPONSABILITIES 1.1. OPERATOR - ORGANISATIONAL STRUCTURE ORO.GEN.210 Personnel requirements (a) The operator shall appoint an accountable manager, who has the authority for ensuring that all activities can be financed and carried out in accordance with the applicable requirements. The accountable manager shall be responsible for establishing and maintaining an effective management system. (b) A person or group of persons shall be nominated by the operator, with the responsibility of ensuring that the operator remains in compliance with the applicable requirements. Such person(s) shall be ultimately responsible to the accountable manager. (c) The operator shall have sufficient qualified personnel for the planned tasks and activities to be performed in accordance with the applicable requirements. (d) The operator shall maintain appropriate experience, qualification and training records to show compliance with point (c). (e) The operator shall ensure that all personnel are aware of the rules and procedures relevant to the exercise of their duties.
Accountable Manager Safety Manager
Compliance Monitoring Manager
Nominated persons (Ensure management end supervision) Flight Operations Manager
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Crew Training Manager
Continuing Airworthiness Manager
Ground Operations Manager
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ORO.AOC.100 Application for an air operator certificate (c) Applicants shall demonstrate to the competent authority that: (3) its organisation and management are suitable and properly matched to the scale and scope of the operation.
ORO.AOC.135 Personnel requirements (a) In accordance with ORO.GEN.210(b), the operator shall nominate persons responsible for the management and supervision of the following areas: (1) flight operations; (2) crew training; (3) ground operations; and (4) continuing airworthiness in accordance with Regulation (EC) No 2042/2003 (Continuous airworthiness). (b) Adequacy and competency of personnel (1) The operator shall employ sufficient personnel for the planned ground and flight operations. (2) All personnel assigned to, or directly involved in, ground and flight operations shall: (i) be properly trained; (ii) demonstrate their capabilities in the performance of their assigned duties; and (iii) be aware of their responsibilities and the relationship of their duties to the operation as a whole. (c) Supervision of personnel (1) The operator shall appoint a sufficient number of personnel supervisors, taking into account the structure of the operator’s organisation and the number of personnel employed. (2) The duties and responsibilities of these supervisors shall be defined, and any other necessary arrangements shall be made to ensure that they can discharge their supervisory responsibilities. (3) The supervision of crew members and personnel involved in the operation shall be exercised by individuals with adequate experience and the skills to ensure the attainment of the standards specified in the operations manual.
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Company organisation examples
The organisation charts show the relationship between the various departments of the company and the associated subordination and reporting lines Each operator having its own organisation, the organisations charts hereafter with reporting lines have to be considered only as examples.
Management System
Accountable Manager
Security Officer
Compliance Monitoring Manager
Safety Manager
Flight Operations Manager
Maintenance Manager
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Ground Operations Manager
Finance Manager
Crew Training
Commercial Manager
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Crew Training (Example)
Accountable Manager Accountable Manager
Accountable Manager Crew Training Manager
Compliance Monitoring Manager
Safety Manager
Flight Crew Instructors
Cabin Crew Instructors
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Ground courses Instructors
Crew Training Planning
Crew Training Administration
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Flight Operations organisation (Example) Accountable Manager
Accountable Manager
Accountable Manager Flight Operations Manager Compliance Monitoring Manager
Safety Manager
Chief Pilots
Fleet Captains
Chief of Cabin crew
Technical Pilot(s)
Chief of Crew Scheduling
Operations Control Centre
Administration Manager
Budgetary Control Planning Records Officer
Chief of Flight Dispatch
Chief Flight Ops Engineering
Flight Watch Officer
Main base Flight dispatch
A/C performance
Flight Coordinator
Out-Stations Flight dispatch
Navigation information
Flight Ops support officer Crew Control Officer MCC coordinator
A/C systems and crew procedures Support to Flight Dispatch and OCC Flight Ops documentation
Commercial and PAX services coordinator
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ACCOUNTABLE MANAGER
ORO.GEN.210 Personnel requirements (a) The operator shall appoint an accountable manager, who has the authority for ensuring that all activities can be financed and carried out in accordance with the applicable requirements. The accountable manager shall be responsible for establishing and maintaining an effective management system. The appointed Accountable Manager must have corporate authority for ensuring that all operator activities, such as: flight operations, ground operations, maintenance and crew training, are financed and carried out to the standard required by the authority and any additional requirements defined by the operator. The appointed Accountable Manager is responsible for providing the necessary funds and manpower to rectify deficiencies identified by the management system. The appointed Accountable Manager establishes the company's formal written policy statement on safety and on compliance. This statement must define his commitment to this policy. The Accountable Manager is in charge of the operation of the aircraft of the operator and must ensure the responsibility of the operator. ORO.GEN.110: Operator responsibilities (a) The operator is responsible for the operation of the aircraft in accordance with Annex IV to Regulation (EC) No 216/2008 (Basic regulation – Air Operations), the relevant requirements of this Annex and its certificate. (b) Every flight shall be conducted in accordance with the provisions of the operations manual. (c) The operator shall establish and maintain a system for exercising operational control over any flight operated under the terms of its certificate. (d) The operator shall ensure that its aircraft are equipped and its crews are qualified as required for the area and type of operation. (e) The 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.
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(f)
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The operator shall establish procedures and instructions for the safe operation of each aircraft type, containing ground staff and crew member duties and responsibilities for all types of operation on the ground and in flight. These procedures shall not require crew members to perform any activities during critical phases of flight other than those required for the safe operation of the aircraft.
(g) The operator shall ensure that all personnel are made aware that they shall comply with the laws, regulations and procedures of those States in which operations are conducted and that are pertinent to the performance of their duties. (h) The operator shall establish a checklist system for each aircraft type to be used by crew members in all phases of flight under normal, abnormal and emergency conditions to ensure that the operating procedures in the operations manual are followed. The design and utilisation of checklists shall observe human factors principles and take into account the latest relevant documentation from the aircraft manufacturer. (i)
The operator shall specify flight planning procedures to provide for the safe conduct of the flight based on considerations of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes or operating sites concerned. These procedures shall be included in the operations manual.
(j)
The operator shall establish and maintain dangerous goods training programmes for personnel as required by the technical instructions which shall be subject to review and approval by the competent authority. Training programmes shall be commensurate with the responsibilities of personnel.
ORO.GEN.215: Facility requirements The operator shall have facilities allowing the performance and management of all planned tasks and activities in accordance with the applicable requirements. ORO.AOC.140 Facility requirements In accordance with ORO.GEN.215, the operator shall: (a) make use of appropriate ground handling facilities to ensure the safe handling of its flights; (b) arrange operational support facilities at the main operating base, appropriate for the area and type of operation; and (c) ensure that the available working space at each operating base is sufficient for personnel whose actions may affect the safety of flight operations. Consideration shall be given to the needs of ground crew, personnel concerned with operational control, the storage and display of essential records and flight planning by crews.
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NOMINATED PERSONS
ORO.GEN.210 Personnel requirements (b) A person or group of persons shall be nominated by the operator, with the responsibility of ensuring that the operator remains in compliance with the applicable requirements. Such person(s) shall be ultimately responsible to the accountable manager. AMC1 ORO.AOC.135(a) Personnel requirements NOMINATED PERSONS (a) The person may hold more than one of the nominated posts if such an arrangement is considered suitable and properly matched to the scale and scope of the operation. (b) A description of the functions and the responsibilities of the nominated persons, including their names, should be contained in the operations manual. (c) The holder of an AOC should make arrangements to ensure continuity of supervision in the absence of nominated persons. (d) The person nominated by the holder of an AOC should not be nominated by another holder of an AOC, unless agreed with the competent authorities concerned. (e) Persons nominated should be contracted to work sufficient hours to fulfil the management functions associated with the scale and scope of the operation. GM2 ORO.AOC.135(a) Personnel requirements COMPETENCE OF NOMINATED PERSONS (a) Nominated persons in accordance with ORO.AOC.135 should be expected to possess the experience and licensing provisions that are listed in (b) to (f). Exceptionally, in particular cases, the competent authority may accept a nomination that does not meet these provisions in full. In that circ*mstance, the nominee should have comparable experience and also the ability to perform effectively the functions associated with the post and with the scale of the operation. (b) Nominated persons should have: (1) practical experience and expertise in the application of aviation safety standards and safe operating practices; (2) comprehensive knowledge of: (i) the applicable EU safety regulations and any associated requirements and procedures; (ii) the AOC holder's operations specifications; and (iii) the need for, and content of, the relevant parts of the AOC holder's operations manual; (3) familiarity with management systems preferably in the area of aviation; (4) appropriate management experience, preferably in a comparable organisation; and (5) 5 years of relevant work experience of which at least 2 years should be from the aeronautical industry in an appropriate position. Reference UG1302055
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The name and the qualifications and experience of the called nominated persons have to be transmitted to the Authority in the scope the AOC application. This section mentions the names and describes the functions of the Accountable Manager and of the nominated persons. Function
Nominated persons
Deputies
Accountable Manager Flight Operations Manager Crew Training Manager Ground Operations Manager Continuing Airworthiness Manager In the absence of a Nominated Person, his deputy ensures continuity of supervision. A person may hold more than one of the nominated posts if such an arrangement is considered suitable and properly matched to the scale and scope of the operation. But this possibility has to be considered only for small organization and should not be considered for commercial operations with large aircraft such as Airbus aircraft.
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1.3.1. Flight Operations Manager GM2 ORO.AOC.135(a) Personnel requirements COMPETENCE OF NOMINATED PERSONS (c) Flight operations. The nominated person (as Flight operations manager or director) should hold or have held a valid flight crew licence and the associated ratings appropriate to a type of operation conducted under the AOC. In case the nominated person’s licence and ratings are not current, his/her deputy should hold a valid flight crew licence and the associated ratings. The Flight Operations Manager is responsible for the management and the supervision of the flight operations. He reports directly to the Accountable Manager. He is responsible to ensure that in developing a company plan, full recognition is given to the need for safe and efficient operations and he must ensure that every flight is conducted in accordance with the provisions of the Operations Manual and that aircraft are equipped and crews are qualified and trained, as required for the area and type of operation. He is the executive responsible for the development and implementation of - The flight operations policies, and - The direct supervision of the line operations on all fleets. This involves implementing and maintaining whatever procedures necessary to ensure the smooth operation of all fleets. Particularly he determines all flight operational standards and practices. He is responsible for editing the Operations Manual and for ensuring that it is kept up to date and includes all data necessary to comply with: - All relevant requirements - The provision of the AOC - Requirements and procedures of other States when operating into or over their territory In this respect, it is his duty to liaise with the local civil aviation authority and with appropriate authorities of other States.
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1.3.2. Crew Training manager GM2 ORO.AOC.135(a) Personnel requirements COMPETENCE OF NOMINATED PERSONS (d) Crew training. The nominated person (as Crew training manager or director) or his/her deputy should be a current type rating instructor on a type/class operated under the AOC. The nominated person should have a thorough knowledge of the AOC holder’s crew training concept for flight, cabin and when relevant other crew. The Crew Training Manager is responsible for the management and the supervision of the crew training. He is in charge of organising and completing the training necessary for the crews to acquire and maintain their legal licenses and qualifications and to adequately perform their assigned duties. In cooperation with the Chief Pilot, Chief Cabin Crew and Flight Safety Manager, he monitors the operation to identify problems that may require the provision of extra training, or changes in operational procedures. The Crew Training Manager defines the training needs in collaboration with the Chief Pilots, the Technical pilot(s), the Chief Cabin Crew, the Flight Crew Training Chief Instructors and the Cabin Crew Training Chief Instructor. He ensures that the training facilities and equipment fulfil the required specifications and approvals. He plans all long-term crew training activities and assesses the crew training development costs. He ensures that logistics organisation and commercial agreements are well in place for each training.
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1.3.3. Ground Operations Manager GM2 ORO.AOC.135(a) Personnel requirements COMPETENCE OF NOMINATED PERSONS (e) Ground operations. The nominated person (as Ground operations manager or director) should have a thorough knowledge of the AOC holder’s ground operations concept. AMC2 ORO.AOC.135(a) Personnel requirements COMBINATION OF NOMINATED PERSONS RESPONSIBILITIES (a) In most circ*mstances, the responsibilities of a nominated person should rest with a single individual. However, in the area of ground operations, it may be acceptable for responsibilities to be split, provided that the responsibilities of each individual concerned are clearly defined. The Ground Operations Manager is responsible for the management and the supervision of the ground operations. He is responsible for the safe, secure and economical conduct of all ground handling activities for the airline. He must arrange appropriate airport facilities in cooperation with other operator divisions and external enterprises to ensure the safe ground handling of the aircraft, the passengers and the cargo. He has to make sure that all the Stations Managers and subcontracted services, such as de/anti-icing services, undertake all required measures to ensure the security and the safety of the ground operations.
1.3.4. Continuing Airworthiness Manager GM2 ORO.AOC.135(a) Personnel requirements COMPETENCE OF NOMINATED PERSONS (f)
Continuing airworthiness. The nominated person should have the relevant knowledge and appropriate experience requirements related to aircraft continuing airworthiness as detailed in Part-M.
He is responsible for the airworthiness of each aircraft and he must ensure that all aircraft under the terms of operator’s AOC are maintained in compliance with applicable requirements and an approved maintenance programme.
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1.4. RESPONSIBILITIES AND DUTIES OF FLIGHT OPERATIONS PERSONNEL 1.4.1. Flight Operations Manager Flight Operations Manager is a nominated person. Refer to paragraph 1.2.1 of this chapter. Remark: The Flight Operations Manager is also called Flight Operations Director in some organization. 1.4.1.1. Chief Pilot The Chief Pilot is responsible to the Flight Operations Manager for the establishment of flight standards and the maintenance of discipline within the flight crew group. He is also responsible for the establishment and supervision of methods of crew scheduling to ensure that each crew members nominated on a flight to perform an operational function have current licences and needed qualifications, are compliant with flight duty time and with rest time requirements and that the needs of training and checks are taken into account. He liaises with: - The Training Manager on all flight crew training issues - The Technical Pilot for any aircraft system issue and associated procedures. He also assists the Flight Operations Manager in establishing new policies. 1.4.1.1.1. Fleet Captains The Fleet Captains report to the Chief Pilots. The fleet captains are responsible for one type of aircraft (one fleet). 1.4.1.1.2. Chief of Crew Scheduling The Chief of Scheduling reports to the Chief Pilots. He optimises crew utilisation and ensures that the crew composition of all flights is in accordance with the operations policy manual especially with flight duty time limitations, minimum rest time, licences and qualifications validities. He liaises with the Chief Pilot, the Chief Cabin Crew and the Training Manager for all needs of crew checks and training. 1.4.1.1.3. Crew training Even when the Crew Training department is independent of the Flight Operations department a function of crew training is needed within the Flight Operations department to define the needs of crew training, to plan them and to monitor recent experiences or specific qualification requirements. 1.4.1.2. Chief Cabin Crew The Chief Cabin Crew reports to the Flight Operations Manager on operational cabin crew matters but liaises with the Commercial Director on commercial matters. He liaises with the Crew Training Manager on operational cabin crew training matters. He is responsible for line performance, discipline and the quality control of cabin crew operations and for keeping the Flight Operations Manager informed.
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Technical Pilots
A best practice is that one technical pilot is appointed for each fleet. The technical Pilot reports to the chief fleet pilot. Technical pilot is mainly in charge: - To monitor the technical configuration of the fleet - To establish the operational and technical differences between aircraft of a same fleet - To review aircraft operating procedures/flight standard in coordination with the chief pilot and the training manager - To inform chief pilot, Training manager and flight crew on any change in the procedures and especially when an OEB is applicable - To work with the aircraft manufacturer for operational issues - To liaise closely with the flight operations engineering: Aircraft performance, routes and airport studies, specific operations - To co-ordinate with the maintenance all technical matters including the establishment of the MEL - To issue technical information to the pilots - To liaise with the flight ops engineering department for aircraft performance matters - To liaise with maintenance/engineering and with flight ops engineering to ensure the correct setting of the OEB reminder function and of the correct associated update of procedures in QRH and FCOM and to follow the OEB cancellation process. 1.4.1.4. Chief of Flight Operations Engineering The Chief of Flight Operations Engineering ensure that Crew operating procedures are well defined and documented Operations comply with the performance of the aircraft and with airlines fuel policy, Operational documentations and databases are well updated. Operated airports are adequate Navigation procedures can be operated in accordance with the aircraft capabilities Diversion routes and drift down procedures/trajectories have been studied Tools used at the flight dispatch are correctly set: Aircraft weight, aircraft performance, fuel consumption, operated route, navigation data. He liaises with the Technical Pilot and interfaces with the aircraft manufacturers on all aircraft performance and operating procedure issues. 1.4.1.4.1. Flight Operations Engineer Flight ops engineer studies crew procedures and especially the changes in the crew operating manuals. He ensures that crew operating manuals are correctly updated in function of the equipment and systems fit on the aircraft. He participates to the MELs definition and to their updating. 1.4.1.4.2. Aircraft Performance Engineer Aircraft performance engineer is in charge of all aircraft performance: - Aircraft weight and CG - Payload analysis - Takeoff charts (RTOW) Reference UG1302055
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- Aircraft Performance Monitoring - Fuel consumption survey He studies airport or en-route procedures. He ensures also that - Runway/obstacles data used for takeoff and landing computation are correctly updated and valid. - Needed takeoff and landing computations are updated and available on board the aircraft - The setting of flight planning system used by the flight dispatch is correctly set. - Aircraft weight and Load & Trim sheet are correctly defined. 1.4.1.4.3. Route Planning Officer The route-planning Officer defines routes and alternates for each city pairs. He ensures that airports are adequate. He reviews any enroute and any arrival/departure procedures. He identifies any limitations due to airport infrastructure. He supervises the updating of route and airport charts and of navigation and terrain databases. 1.4.1.4.4. Support to Flight Dispatch and OCC The Flight Ops Engineering activity includes also the operational/technical assistance to the Flight Dispatch, the OCC and the flight crews. 1.4.1.4.5. Flight Ops documentation A dedicated team must be in charge to update the documentation on board each aircraft. The processes and competences to update the documentation on board are different in case of paper documentation or in case of digital documentation. Even if Officers and Engineers of the Flight Ops engineering are not in charge to update operational manuals and software, they are the most qualified and informed people to check that documentation, operational notice and software used to prepare and to perform the flight: - Have been correctly updated - Can be easily used by the crew and flight dispatchers without confusion. For these reason they should be in charge to supervise this activity of Flight Ops documentation updating. 1.4.1.5. Chief of Flight Dispatch The Chief of Flight Dispatch has to ensure that the flight dispatchers are well trained and competent for the types of dispatched flights. The chief of Flight Dispatch has to manage the flight dispatcher shift to ensure the preparation and the briefing of each flight. The flight dispatchers are in charge: - To prepare the operational flight plan (computerized flight plan) using the latest updated data/information (Weather, NOTAM, Number of passengers, cargo, …), - To file the ATC flight plan and to provide the flight crews with all data and information necessary to safely perform the flights.
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To obtain availability and the technical status of the aircraft from the MCC and the latest information on the planned flight from OCC. - Inform the fuel service of the quantity of fuel requested by the commander for the flight 1.4.1.6. Operations Control Centre (OCC) -
1.4.1.6.1. Flight Watch Officer The Flight Watch Officer follows the progress of each flight in real time and assists the crew. He transmits operational information (such as weather forecasts, slot) to the flight crew and uploads updated flight plan, route or winds). He informs the Flight Coordinator of any information concerning delay, technical problems or diversion. 1.4.1.6.2. Flight Coordinator The Flight Coordinator is the chief on duty of the Operations Control Center (OCC). The Flight Coordinator ensures the coordination with other departments in case of delay or technical problem and thus makes the link with the Flight Operations, the Ground Operations, the Maintenance and the Commercial department. He must ensure that decisions taken to solve an operational problem take into account first the safety of the flight and secondly the possible penalties for the operations. 1.4.1.7. Flight Operations Administration Manager The Administration Manager reports to the Flight Operations Manager. He is responsible for the management and deployment of the administrative sections of the Flight Operations department to secure maximum efficiency. He is in charge of flight operations budgets. 1.4.2. Crew Training Manager The function and responsibilities of the Crew Training Manager are detailed in 1.2.2. 1.4.2.1. Flight Crew Training Chief Instructor The Flight Crew Training Chief Instructor reports to the Training Manager and assists him for the establishment of flight crew training standards. He is responsible for flight crew training on his aircraft type in accordance with the Training Manual. He liaises with the Training Manager and Chief Pilot and/or Fleet Captains on all flight crew training issues pertinent to his aircraft type. 1.4.2.2. Cabin Crew Training Chief Instructor The Cabin Crew Training Chief Instructor reports to the Training Manager and assists him for the establishment of cabin crew training standards. He is responsible for cabin crew training in accordance with the Training Manual. He liaises with Training Manager and with the Chief Cabin Crew on all cabin crew training issues. 1.4.2.3. Crew Resource Management Instructor The Crew Resource Management Instructor is suitably qualified and reports to the Training Manager. He works closely with the Safety Manager on Human Factor issues and on TEM results.
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Emergency and safety equipment instructor
The Emergency and Safety Equipment Management Instructor is suitably qualified and reports to the Training Manager. 1.5.
MANAGEMENT SYSTEM
Further information on the Management System is in the Chapter 3. 1.5.1. Head of the Management System Even if not required, it is a good practice that one person is in charge to supervise the management system when several functions such as: Safety, Compliance monitoring, Security are implemented in the Management System. The head of the Management System has a senior management position not lower than or subservient to other operational or production positions. The Head of the Management System ensures the coordination and the communication between: The activities running under the scope of the Management System The Management System, the Senior Managers and the Accountable Manager. Nevertheless the Safety Manager, the Compliance Monitoring Manager and the Security Manager have direct access to the Accountable Manager Depending on the size of the operator, the Head of the Management System is held by: The Accountable Manager, or A senior manager having no other management or operational responsibility, or The Safety Manager, or The Compliance Monitoring Manager In the following pages and in the chapter 3: Management System, we consider that the Safety Manager covers also the functions of the Head of the Management System.
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1.5.2. Safety Manager AMC1 ORO.GEN.200(a)(1) Management system COMPLEX OPERATORS - ORGANISATION AND ACCOUNTABILITIES The management system of an operator should encompass safety by including a safety manager and a safety review board in the organisational structure. (a) Safety manager (1) The safety manager should act as the focal point and be responsible for the development, administration and maintenance of an effective safety management system. (2) The functions of the safety manager should be to: (i) facilitate hazard identification, risk analysis and management; (ii) monitor the implementation of actions taken to mitigate risks, as listed in the safety action plan; (iii) provide periodic reports on safety performance; (iv) ensure maintenance of safety management documentation; (v) ensure that there is safety management training available and that it meets acceptable standards; (vi) provide advice on safety matters; and (vii) ensure initiation and follow-up of internal occurrence/accident investigations.
GM1 ORO.GEN.200(a)(1) Management system SAFETY MANAGER 1.
2.
Depending on the size of the operator and the nature and complexity of its activities, the safety manager may be assisted by additional safety personnel for the performance of all safety management related tasks. Regardless of the organisational set-up it is important that the safety manager remains the unique focal point as regards the development, administration and maintenance of the operator’s safety management system.
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The Accountable Manager designates the Safety Manager: The Safety Manager has direct access to the Accountable Manager for Safety matters. The Safety Manager has neither executive role nor authority; his role is to advise on safety matter the Accountable Manager and is free to make recommendations to any manager within the organisation if he considers it necessary in the interests of safety. The Safety Manager is responsible for: the identification and the assessment of safety concerns their transmission to the manager(s) in charge of the considered activities. The manager in charge of the considered activity is responsible for taking appropriate and practicable safety action within a reasonable period of time that reflects the severity of the issue. The Safety Manager is the focal point and is responsible for the development, administration and maintenance of an effective safety management system. The main functions of the Safety manager are to: - Co-ordinate with the regulatory authority's Mandatory Occurrence Reporting (MOR) scheme; - Facilitate hazard identification and risk management - Manage the safety tools such as: the reporting system, Flight Data Analysis system, line observations programme (Threat and Error Management) - Alert the top Management concerned and if needed the Accountable Manager in case of the emergence of a non-acceptable risk - Transmit the safety information/results to the relevant manager(s). - Ensure initiation and follow-up of internal occurrence investigations - Monitors the implementation of actions taken to mitigate risks - Establish and monitors performance indicators to ensure a predictive and proactive safety management system - Aim at continuously improve the overall level of safety - Inform on the results of the safety management system and provides periodic reports on safety performance - Provide advice on safety matters - Provide elements to managers and senior managers to help them to promote safety within the Airline organization - Ensure that there is safety management training available and that it meets acceptable standards - Ensure maintenance of safety management documentation The Safety Manager could be assisted by Safety pilot(s), Safety Officer(s) and Safety Engineer(s) to perform these tasks.
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• Liaison with flight safety organisations outside the company Authorities, Flight Safety organisations, Aircraft Manufacturers and other operators provide Safety information. The operator Management and the Safety Manager must continuously consider information obtained from outside the company in all aspects of operations to develop, improve or otherwise modify company procedures in the interests of enhancing flight safety. Example: The Safety Manager should regularly participate to the following events: - Airbus annual Flight Safety Conference to which all customer Safety Managers and their associates are invited. The conference highlights causes of occurrences, latest improvement in Safety. - Various committees whose task is to address flight safety problems in specific regions and airports. The Safety Manager can obtain information from Safety brochure or magazines available on Airbus web-site Airbusworld: https://w3.airbus.com/airbusworld/server.pt?space=CommunityPage&cached=true&con trol=SetCommunity&PageID=0&CommunityID=588&parentname=CommunityPage Or, on web site dedicated to Aviation Safety - Flight Safety Foundation (FSF): http://www.flightsafety.org/home.html - SKYbrary: http://www.skybrary.aero/index.php/Main_Page
1.5.2.1.
Safety Officers
Flight Safety is not restricted to flight operations, but covers all departments or at least the following operational departments: Flight Operations Training Maintenance Engineering Line Maintenance Ground Operations When needed, in function of the operator organization, a Safety Officer is in charge of the safety activities in each department. Safety Officer is not necessarily a full time job, but the Safety Officers must have sufficient dedicated time available to perform their Safety activities. The Safety Officers work on behalf of the Safety Manager and are independent of their hierarchic management for their safety activities.
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The Safety Officer(s) are experienced persons and could be: A pilot A cabin crew A flight operations engineer A maintenance engineer (Maintenance engineering, line maintenance, heavy Maintenance,) A load master … The Safety Officers ensure the link between their department/section and the Safety Manager. Within their department/section, the safety officers are in charge of: Implementing safety activities Identifying safety hazards and assessing their risks Analyse safety report In-house safety investigation Promoting safety Performing safety audits or inspections Ensuring the good use of the safety reporting system Organising the Safety Actions Group of their department or section on behalf of the Safety Manager 1.5.2.2. Safety Pilots A Safety Pilot assists the Safety Manager to analyse safety data or safety outcomes or to manage specific safety activities. A best practice is to designate a pilot as Safety Pilot for each aircraft type. In function of the operator organization and of the tasks assigned to the Safety Pilot(s), the Safety Pilot can be: A Captain, or A first officer with a large experience. 1.5.2.3. Safety Engineers Hazard identification and reporting is everybody’s responsibility. However, the operator must have designated personnel as Safety Engineer for specific safety tools. In this scope, specific Safety activities may require full time dedicated staff or specialists. It is the case for: Flight Data Analysis system (FDA): Flight data processing, Flight data analysis, Flight data records storage, occurrences analysis, trends analysis Safety report management: Analysis, answers follow up, classification and storage Safety information: preparing Safety bulletins or presentation on Safety topics Safety in house-investigation(s) Safety Audits or Inspections Safety Administrative tasks
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Gatekeeper
The Gatekeeper function is associated to a just culture to ensure the confidentiality of people involved in Safety occurrences. The aim being to obtain explanations or additional information on the safety occurrences, the useful questions are: why, how, what but not “who”. Reporting system, Flight Data Analysis and most of the safety tools provide deidentified information. This information may need to be completed by contextual facts. Hence the contribution of the actors to freely complement the facts is needed. The role of the Gatekeeper is to meet or contact the involved people to gather the needed additional information on the occurrence. Then the Gatekeeper provides this additional information to the Safety Manager, but keeps it de-identified. The Gatekeeper must have the confidence of the staff and especially of the crew. The Gatekeeper can be a representative of the staff, but the Gatekeeper may be the Safety Officer of the domain concerned, or the Safety Manager himself.
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1.5.3. Compliance Monitoring Manager AMC1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING – GENERAL (c) Organisational set up (1) To ensure that the operator continues to meet the requirements of this Part and other applicable Parts, the accountable manager should designate a compliance monitoring manager. The role of the compliance monitoring manager is to ensure that the activities of the operator are monitored for compliance with the applicable regulatory requirements, and any additional requirements as established by the operator, and that these activities are being carried out properly under the supervision of the relevant head of functional area. (2) The compliance monitoring manager should be responsible for ensuring that the compliance monitoring programme is properly implemented, maintained and continually reviewed and improved. (3) The compliance monitoring manager should: (i) have direct access to the accountable manager; (ii) not be one of the other persons referred to in ORO.GEN.210 (b) (Personnel requirements); (iii) be able to demonstrate relevant knowledge, background and appropriate experience related to the activities of the operator, including knowledge and experience in compliance monitoring; and (iv) have access to all parts of the operator, and as necessary, any contracted operator. (4) In the case of a non-complex operator, this task may be exercised by the accountable manager provided he/she has demonstrated having the related competence as defined in (c)(3)(iii). (5) In the case the same person acts as compliance monitoring manager and as safety manager, the accountable manager, with regards to his/her direct accountability for safety, should ensure that sufficient resources are allocated to both functions, taking into account the size of the operator and the nature and complexity of its activities. (6) The independence of the compliance monitoring function should be established by ensuring that audits and inspections are carried out by personnel not responsible for the function, procedure or products being audited.
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The Compliance Monitoring Manager is responsible to: - Properly establish, implement and maintain the Compliance Monitoring Programme - Continually review and improve the Compliance Monitoring Programme - Implement and to run an Audits/Inspections programme to: o Check that the processes and procedures published in the operator documentation comply with regulatory and operational requirements o Check that applied processes and procedures are in accordance with the operator documentation and that they allow operating safe flights with airworthy aircraft. o Check that the operational equipment and safety equipment are serviceable - Request remedial action in case of finding - Assess the effectiveness of the remedial action The Compliance Monitoring Manager should: - Have direct access to the Accountable Manager - Not be one of the nominated persons - Be able to demonstrate relevant knowledge, background and appropriate experience related to the activities of the operator, including knowledge and experience in compliance monitoring - Have access to all parts of the Operator, and as necessary, any contracted operator.
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1.5.4. Security Manager The Accountable Manager designates the Security Manager. The Security Manager is in charge of implementing and to manage a security function within the Management System.to be able to: Identify security weakness Identify security threat Assess associated risks Inform the Accountable Manager and the top management on security matter and in case of security risk. He is responsible to implement and maintain all security operator processes and to ensure that they are appropriate to the security situation. The Security Manager must: Have direct access to the Accountable Manager Not be one of the Nominated Persons Have access to all parts of the Operator’s organisation
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AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
CAT.GEN.MPA.105: Responsibilities of the commander a) The commander, in addition to complying with CAT.GEN.MPA.100, shall: (1) be responsible for the safety of all crew members, passengers and cargo on board, as soon as the commander arrives on board the aircraft, until the commander leaves the aircraft at the end of the flight; (2) be responsible for the operation and safety of the aircraft: (for aeroplanes), from the moment the aeroplane is first ready to move for the purpose of taxiing prior to take-off, until the moment it finally comes to rest at the end of the flight and the engine(s) used as primary propulsion unit(s) is(are) shut down; (3) have authority to give all commands and take any appropriate actions for the purpose of securing the safety of the aircraft and of persons and/or property carried therein in accordance with 7.c of Annex IV to Regulation (EC) No 216/2008; (4) have authority to disembark any person, or any part of the cargo, that may represent a potential hazard to the safety of the aircraft or its occupants; (5) not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered; (6) have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage increases the risk to the safety of the aircraft or its occupants; (7) ensure that all passengers are briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment; (8) ensure that all operational procedures and checklists are complied with in accordance with the operations manual; (9) not permit any crew member to perform any activity during critical phases of flight, except duties required for the safe operation of the aircraft; (10) ensure that flight recorders: i. are not disabled or switched off during flight; and ii. in the event of an accident or an incident that is subject to mandatory reporting: (A) are not intentionally erased; (B) are deactivated immediately after the flight is completed; and (C) are reactivated only with the agreement of the investigating authority; (11) decide on acceptance of the aircraft with unserviceabilities in accordance with the configuration deviation list (CDL) or the minimum equipment list (MEL); (12) ensure that the pre-flight inspection has been carried out in accordance with the requirements of Annex I (Part-M) to Regulation (EC) No 2042/2003 (Continuous airworthiness); (13) be satisfied that relevant emergency equipment remains easily accessible for immediate use.
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b) 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 circ*mstances in accordance with 7.d of Annex IV to Regulation (EC) No 216/2008 (Basic Regulation – Air Operations). In such cases he/she may deviate from rules, operational procedures and methods in the interest of safety. c) Whenever an aircraft in flight has manoeuvred in response to an airborne collision avoidance system (ACAS) resolution advisory (RA), the commander shall submit an ACAS report to the competent authority. d) Bird hazards and strikes: (1) Whenever a potential bird hazard is observed, the commander shall inform the air traffic service (ATS) unit as soon as flight crew workload allows. (2) Whenever an aircraft for which the commander is responsible suffers a bird strike that results in significant damage to the aircraft or the loss or malfunction of any essential service, the commander shall submit a written bird strike report after landing to the competent authority. CAT.GEN.MPA.110: Authority of the commander The operator shall take all reasonable measures to ensure that all persons carried in the aircraft obey all lawful commands given by the commander for the purpose of securing the safety of the aircraft and of persons or property carried therein. CAT.OP.MPA.240 Smoking on board The commander shall not allow smoking on board: (a) whenever considered necessary in the interest of safety; (b) during refuelling and defuelling of the aircraft; (c) while the aircraft is on the surface unless the operator has determined procedures to mitigate the risks during ground operations; (d) outside designated smoking areas, in the aisle(s) and lavatory(ies); (e) in cargo compartments and/or other areas where cargo is carried that is not stored in flame-resistant containers or covered by flame-resistant canvas; and (f) in those areas of the passenger compartment where oxygen is being supplied. The Commander, whether manipulating the controls or not, is responsible for the operation of the aircraft in accordance with the rules, methods and procedures prescribed in the Operations Manual. Because operational limitations require the exercise of operational judgement, the authority for the release of all flights, in so far as operating conditions are concerned, is vested exclusively in the Commander.
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Before the aircraft is boarded, the Commander must brief the crew. At that time he has to personally establish the basis for an effective working relationship between the flight crew and the cabin crew. Item covered in this briefing should include at least the following: - Establish effective communication between the flight crew and the cabin crew - Discuss items that may be of concern during flight, such as turbulence - Inform the crew as to the current security status of the flight and how security incidents are to be handled - Discuss items of routine interest, such as flight time, altitude, route of the flight, points of interest. The Commander allocates the tasks to each crewmember. He may delegate a part of his duties to specific crewmembers under his full responsibility. During the flight, when leaving the co*ckpit, the Commander must give proper instructions to his subordinates and get reports immediately on his return. The Commander has the authority to apply greater safety margins, including airport operating minima, if he deems it necessary. The Commander of each flight has authority to discharge all his statutory and company responsibilities for the operation, the disposition and safety of the aircraft and the safety of all persons on board. Nothing in the Operations Manual shall be construed as limiting or derogating from this authority.
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1.7. DUTIES AND RESPONSIBILITIES OF CREWMEMBERS OTHER THAN THE COMMANDER 1.7.1. General CAT.GEN.MPA.100: Crew responsibilities (a) The crew member shall be responsible for the proper execution of his/her duties that are: (1) related to the safety of the aircraft and its occupants; and (2) specified in the instructions and procedures in the operations manual. (b) The crew member shall: (1) report to the commander any fault, failure, malfunction or defect which the crew member believes may affect the airworthiness or safe operation of the aircraft including emergency systems, if not already reported by another crew member; (2) report to the commander any incident that endangered, or could have endangered, the safety of the operation, if not already reported by another crew member; (3) comply with the relevant requirements of the operator’s occurrence reporting schemes; (4) comply with all flight and duty time limitations (FTL) and rest requirements applicable to their activities; (5) when undertaking duties for more than one operator: i. maintain his/her individual records regarding flight and duty times and rest periods as referred to in applicable FTL requirements; and ii. provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements. (c) The crew member shall not perform duties on an aircraft: (1) when under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes; (2) until a reasonable time period has elapsed after deep water diving or following blood donation; (3) if applicable medical requirements are not fulfilled; (4) if he/she is in any doubt of being able to accomplish his/her assigned duties; or (5) if he/she knows or suspects that he/she is suffering from fatigue as referred to in 7.f of Annex IV to Regulation (EC) No 216/2008 (Basic Regulation – Air Operations) or feels otherwise unfit, to the extent that the flight may be endangered. The proper execution of any flight crosschecking and sharing of information.
operation
demands
constant
vigilance,
If a crewmember becomes aware of anything significant with which he disagrees or that causes him concern, he must bring it to the attention of the commander. This does not imply that there is more than one pilot in command or it is license for argument or discourtesy. This requirement is to ensure that the Commander is aware of the factors and judgements that could affect his decisions. Reference UG1302055
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Each crewmember must take all reasonable steps to: (a) Operate company aircraft safely, economically and punctually in accordance with the Operations Manual. (b)
Maintain familiarity with relevant air legislation, provisions of the Operations Manual, and agreed aviation practices and procedures necessary to fulfil his function.
(c)
Support the Commander in the maintenance of a proper standard of professional expertise, crew discipline, conduct, and personal appearance.
However, nothing mentioned above shall oblige a crewmember to report an occurrence, which has already been reported by another crewmember. 1.7.2. First Officer (Co-pilot) The First Officer is responsible to the Commander to assist in the safe and efficient conduct of the flight. In the event of the incapacitation of the Commander, the First Officer will assume command. It is the specific responsibility of the First Officer: (a) To prepare the Operational Flight Plan and, when necessary, file the Air Traffic Services Flight Plan with the appropriate Authority, if these tasks cannot be performed by the Flight Dispatch. (b) To carry out such duties concerning the flight, in accordance with the Standard Operating Procedures, including procedures, limitations and performance relating to the specific aircraft type, as allocated to him by the Commander. (c) To confirm the safe navigation of the aircraft, maintaining a continuous and independent check upon both the geographical position of the aircraft and its safe terrain clearance. (d) To safely and properly conduct the flight in compliance with the current flight plan and the Commander's instructions when the Commander is not at the controls. Any change to the current flight plan has to be notified to the Commander. (e) To volunteer such advice, information and assistance to the Commander, as may contribute favourable towards the safe and efficient conduct of the flight. Notwithstanding the overriding authority of the Commander, the First Officer should not hesitate to suggest a better course of action if he is convinced that a decision of the Commander merits discussion. (f)
To seek and receive such information and/or explanation from the Commander, as may be necessary to enable the First Officer to fulfil his function;
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1.7.3. Senior Cabin Crew (Purser) ORO.CC.200 Senior cabin crew member (a) When more than one cabin crew member is required, the composition of the cabin crew shall include a senior cabin crew member nominated by the operator. (b) The operator shall nominate cabin crew members to the position of senior cabin crew member only if they: (1) have at least one year of experience as operating cabin crew member; and (2) have successfully completed a senior cabin crew training course and the associated check. (c) The senior cabin crew training course shall cover all duties and responsibilities of senior cabin crew members and shall include at least the following elements: (1) pre-flight briefing; (2) cooperation with the crew; (3) review of operator requirements and legal requirements; (4) accident and incident reporting; (5) human factors and crew resource management (CRM); and (6) flight and duty time limitations and rest requirements. (d) The senior cabin crew member shall be responsible to the commander for the conduct and coordination of normal and emergency procedures specified in the operations manual, including for discontinuing non-safety-related duties for safety or security purposes. (e) The operator shall establish procedures to select the most appropriately qualified cabin crew member to act as senior cabin crew member if the nominated senior cabin crew member becomes unable to operate. Changes to these procedures shall be notified to the competent authority. AMC1 ORO.CC.200(d) Senior cabin crew member RESPONSIBILITY TO THE COMMANDER When the level of turbulence so requires, and in the absence of any instructions from the flight crew, the senior cabin crew member should be entitled to discontinue nonsafety 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 relevant areas.
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AMC1 ORO.CC.200(c) Senior cabin crew member TRAINING PROGRAMME The senior cabin crew member training course should at least cover the following elements: (a) Pre-flight briefing: (1) operating as a crew; (2) allocation of cabin crew stations and responsibilities; and (3) consideration of the particular flight, aircraft type, equipment, area and type of operation including extended range operations with two-engine aeroplanes (ETOPS) and special categories of passengers with emphasis on passengers with disabilities or reduced mobility, infants and stretcher cases. (b) Cooperation within the crew: (1) discipline, responsibilities and chain of command; (2) importance of coordination and communication; and (3) pilot incapacitation. (c) Review of operator requirements and legal requirements: (1) passenger briefing, safety briefing cards; (2) securing of galleys; (3) stowage of cabin baggage; (4) electronic equipment; (5) procedures when fuelling with passengers on board; (6) turbulence; and (7) documentation. (d) Accident and incident reporting. (e) Human factors and CRM: The operator should ensure that all applicable elements specified in Table 1 of AMC1 ORO.CC.115(e) (CRM Training) are integrated into the training and covered to the level required by Column ‘Senior Cabin Crew Course’. (f) Flight and duty time limitations and rest requirements (FTL). A Senior Cabin Crewmember (Purser) must be nominated for the flight whenever more than one cabin crewmember is assigned (For operations when more than one cabin crew member is assigned, but only one cabin crew member is required, the operator must nominate one cabin crew member to be responsible to the commander.) A Senior Cabin Crewmember must have at least one year’s experience as an operating cabin crew member and has completed an appropriate course. The Senior Cabin Crewmember has the overall responsibility to the Aircraft Commander for the conduct and co-ordination of normal and emergency cabin procedure(s) specified in the Operations Manual.
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It is the responsibility of the Senior Cabin Crewmember - To verify that all cabin crewmembers are fit for the flight and that they have their documents for flight duty. - To co-ordinate and organise the functions and tasks of all cabin crewmembers (cabin crew briefing, delegate positions and working areas, in flight service duties): (a) Checking of emergency equipment, pre-flight safety briefing and reporting matters concerning safety (irregularities and malfunctions) to the Commander. (b) Debriefing with cabin crewmembers when required. (c) Ensuring efficient communication with all flight crewmembers, cabin crewmembers and ground staff. (d) Visiting/contacting the flight deck on regular intervals. (e) During turbulence, in the absence of any instructions from the flight crew, the senior cabin crew member is 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. 1.7.4. Cabin crew Cabin crew is required to be present on public transport flights to perform duties in the interest of the safety of passengers. They must be well informed about the safety policy of the Company. The primary purpose of the cabin crewmembers is to ensure passengers safety. They must inform passengers on emergency and safety procedures during all phases of the flight and manage procedures following an emergency in accordance with the Operations Manual procedures and the Commander instructions. Each cabin crewmember must: - Be well prepared and fit for the flight. - Ensure the respect of “Fasten seat belt” and “No smoking” signs - Inform the passenger on emergency procedures - Ensure the comfort and safety of the passengers - Ensure the passengers safely escape in an emergency evacuation.
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Table of Contents OPERATIONAL CONTROL AND SUPERVISION ................................................2
2
2.1 Supervision of the Operations by the Operator ..............................................2 2.1.1 Introduction ....................................................................................................2 2.1.2 Flight Operations Supervision ........................................................................3 2.2
System of Promulgation of Additional Operational Instructions and Information ....................................................................................................... 17 2.2.1 Operator Information System ....................................................................... 17 2.2.2 Additional Airbus Instructions and Information ............................................. 19
2.3 Operational Control ......................................................................................... 21 2.3.1 Before the flight ............................................................................................ 22 2.3.2 Initiation of the flight: .................................................................................... 22 2.3.3 Once the flight has commenced, ................................................................. 22 2.3.4 After the flight............................................................................................... 22 2.4 Power of Authority .......................................................................................... 23 2.4.1 Air Operator Certificate (AOC) ..................................................................... 23 2.4.2 Inspections ................................................................................................... 23
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2 OPERATIONAL CONTROL AND SUPERVISION The operational management is responsible for the safety of the flight. In this scope the operational management is in charge of: The supervision of the operations The control of the operations 2.1
SUPERVISION OF THE OPERATIONS BY THE OPERATOR
2.1.1
Introduction
It is the operator’s responsibility to obtain the Authority’s approval for its method of supervision of flight operations.
The operational supervision of the whole operation is ensured by: • Appointing an Accountable Manager in charge to manage the financing and the organization of operational activities •
Nominating persons responsible for the management and supervision of the following operational areas: “Maintenance”, “Flight Operations”, “Crew Training” and “Ground Handling”.
•
Specifying the organization, the policies, the procedures and instructions The operational management has to: Define organization, responsibilities and procedures in the Operations Manual or in the associated manuals Put in place a system of promulgation of additional operational instructions and information
•
Maintaining competence of the staff The operational management has to: Ensure that the operational staff are competent to perform their tasks Ensure that the operational staff are trained to perform their tasks Ensure that licences/qualifications of crewmembers, and when applicable of the operational staff, are valid.
•
Performing the operations within the authorized limits The operational management has to: Ensure the compliance with the regulatory requirements Ensure that aircraft are airworthy Ensure that airports and routes are operated in compliance with: ◦ The AOC ◦ The Operations Manual (policy, procedures, instructions) ◦ The Aircraft Flight Manual, ◦ The MEL and the CDL ◦ The licences/qualifications of the crews. ◦ The flight/duty time limitations and the minimum rest periods of the crewmembers
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Implementing corrective or mitigating actions when Deviations from the standard are identified Safety levels of the operations have to be improved.
2.1.2
Flight Operations Supervision
Under the authority of the Accountable Manager the Flight Operations Manager is responsible for the overall supervision of flight operations. He coordinates and supervises the flight operations department. 2.1.2.1 General The supervision of the flight operations is achieved by: • Putting in place an organizational structure suitable to the scale and the scope of the operations •
Defining the functions and the responsibilities within this organization
•
Defining in the Operations Manual, the policies and the procedures in compliance with the regulatory requirements, the content of the granted AOC and its associated Operations Specifications
•
Ensuring that the aircraft are operated in accordance with the Operations Manual and within the approved limitations contained in its Airplane Flight Manual
•
Ensuring that the aircraft are operated in accordance with the terms of the Certificates of Airworthiness and with the approved Minimum Equipment List.
•
Setting up operational procedures and instructions for all types of operations both on ground and in flight, which define duty for ground staff and crewmembers.
•
Setting up a checklist system to be used by crewmembers under Normal, Abnormal and Emergency situations.
•
Training flight operations staff, managers and crewmembers on the procedures, instructions and checklists associated to their tasks.
•
Ensuring the licence and qualification validity of the crewmembers, and the competence of operational staff.
•
Monitoring flight time, duty time and rest period of each crewmember and thus ensuring their compliance with regulatory requirements
•
Promulgating additional operational instructions and information when needed
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•
Ensuring that the ground handling facilities allow the safe handling of the flight at arrival, during the turn around, and the departure
•
Checking and analyzing flight and maintenance records, pilots and cabin crew reports as well as passenger complaints.
•
Storing these records and reports during the statutory periods
•
Putting in place an Operational Control Centre (OCC) to supervise and manage all operational daily events in respect of the safety, the efficiency of the operations and the satisfaction of the passengers. In this aim, the OCC ensures with the Maintenance Control Centre (MCC) that maintenance actions can be performed or planned in accordance with the aircraft flight planning to ensure the airworthiness of the aircraft during daily operations.
•
Providing adequate facilities, furniture and equipment allowing the management and the staff to efficiently perform their duties.
2.1.2.2 Facility requirements ORO.GEN.215 Facility requirements The operator shall have facilities allowing the performance and management of all planned tasks and activities in accordance with the applicable requirements. ORO.AOC.140 Facility requirements In accordance with ORO.GEN.215, the operator shall: (a) make use of appropriate ground handling facilities to ensure the safe handling of its flights; (b) arrange operational support facilities at the main operating base, appropriate for the area and type of operation; and (c) ensure that the available working space at each operating base is sufficient for personnel whose actions may affect the safety of flight operations. Consideration shall be given to the needs of ground crew, personnel concerned with operational control, the storage and display of essential records and flight planning by crews. 2.1.2.3 Common language CAT.GEN.MPA.120: Common language The operator shall ensure that all crew members can communicate with each other in a common language.
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2.1.2.4 Operational documentation ORO.MLR.100 Operations manual — general (a) The operator shall establish an operations manual (OM). (b) The content of the OM shall reflect the requirements set out in EASA Air operations rule Part-ORO, Part-CAT, and Part-SPA, as applicable, and shall not contravene the conditions contained in the operations specifications to the air operator certificate (AOC). (c) The OM may be issued in separate parts. (d) All operations personnel shall have easy access to the portions of the OM that are relevant to their duties. (e) The OM shall be kept up to date. All personnel shall be made aware of the changes that are relevant to their duties. (f) Each crew member shall be provided with a personal copy of the relevant sections of the OM pertaining to their duties. Each holder of an OM, or appropriate parts of it, shall be responsible for keeping their copy up to date with the amendments or revisions supplied by the operator. (g) For AOC holders: (1) for amendments required to be notified (in accordance with ORO.GEN.115(b) and ORO.GEN.130(c) changes not requiring prior approval), the operator shall supply the competent authority with intended amendments in advance of the effective date; and (2) for amendments to procedures associated with prior approval items (in accordance with ORO.GEN.130), approval shall be obtained before the amendment becomes effective. (h) Notwithstanding (g), 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. (i) The operator shall incorporate all amendments and revisions required by the competent authority. (j) The operator shall ensure that information taken from approved documents, and any amendment thereof, is correctly reflected in the OM. This does not prevent the operator from publishing more conservative data and procedures in the OM. (k) The operator shall ensure that all personnel are able to understand the language in which those parts of the OM which pertain to their duties and responsibilities are written. The content of the OM shall be presented in a form that can be used without difficulty and observes human factors principles.
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AMC1 ORO.MLR.100 Operations manual - general GENERAL (a) The operations manual (OM) may vary in detail according to the complexity of the operation and of the type and number of aircraft operated. (b) The OM or parts thereof may be presented in any form, including electronic form. In all cases, the accessibility, usability and reliability should be assured. (c) The OM should be such that: (1) all parts of the manual are consistent and compatible in form and content; (2) the manual can be readily amended; and (3) the content and amendment status of the manual is controlled and clearly indicated. (d) The OM should include a description of its amendment and revision process specifying: (1) the person(s) who may approve amendments or revisions; (2) the conditions for temporary revisions and/or immediate amendments or revision required in the interest of safety; and (3) the methods by which operator personnel are advised of the changes. (e) The OM content may be based on, or may refer to, industry codes of practice. (f) When compiling an OM, the operator may take advantage of the contents of other relevant documents. Material produced by the operator for the type-related part of the OM may be supplemented with, or substituted by, applicable parts of the aircraft flight manual (AFM) or, where such a document exists, by an aircraft operating manual produced by the manufacturer of the aircraft. (g) For the route and aerodrome part of the OM, material produced by the operator may be supplemented with or substituted by applicable route guide material produced by a specialist company. (h) If the operator chooses to use material from another source in the OM, either the applicable material should be copied and included directly in the relevant part of the OM, or the OM should contain a reference to the appropriate section of that applicable material. (i) If the operator chooses to make use of material from another source (e.g. a route manual producer, an aircraft manufacturer or a training organisation) this does not absolve the operator from the responsibility of verifying the applicability and suitability of this material. Any material received from an external source should be given its status by a statement in the OM.
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ORO.MLR.101 Operations manual — structure The main structure of the OM shall be as follows: (a) Part A: General/Basic, comprising all non-type-related operational policies, instructions and procedures; (b) Part B: Aircraft operating matters, comprising all type-related instructions and procedures, taking into account differences between types/classes, variants or individual aircraft used by the operator; (c) Part C: Commercial air transport operations, comprising route/role/area and aerodrome/operating site instructions and information; (d) Part D: Training, comprising all training instructions for personnel required for a safe operation. ORO.AOC.150 Documentation requirements (a) The operator shall make arrangements for the production of manuals and any other documentation required and associated amendments. (b) The operator shall be capable of distributing operational instructions and other information without delay. The Flight Operations Manager must ensure that the Operations Manual contains all instructions and information necessary for flight operations personnel to perform their duties. All flight operations personnel must have easy access to a copy of each part of the Operations Manual, which is relevant to their duties. In addition, the crewmembers must be issued with either paper, or electronically, a personal copy of, or relevant sections from, Parts A, B and C of the Operations Manual for personal study.
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The Flight Operations Manager (FOM) is responsible for establishing all operational policies, procedures, instructions and guidance given in the Operations Manual. For example: Editorial responsibilities of associated parts of the Operations Manual can be delegated as follows (): •
Ops Manual – Part A: 1. Organization and responsibility 2. Operations Control and supervision 3. Management System 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.
•
Crew Composition Qualification requirement Crew Health Precaution Flight Time Limitation Operating Procedure Dangerous goods and Weapon Security Handling of Accident and Occurrence Rules of the Air Leasing
Ops Manual – Part B: SOP / Flight Crew Operating Manual Check-lists MEL Cabin Attendant Operating Manual Aircraft weight/CG and load/trim sheet
Flight Operations Manager Flight Operations Manager Safety Manager and Compliance Monitoring Manager Chief Pilot Chief Pilot Chief Pilot Chief Pilot Chief pilot / Technical Pilot Chief Pilot Security Manager Safety Manager Chief Pilot Flight Operations Manager
Chief Pilots / Technical Pilot Chief Pilots / Technical Pilot Technical Pilots / Engineering Chief Cabin crew Technical Pilot / Ops Engineering
•
Ops Manual – Part C: Airport instruction Technical Pilot / Ops Engineering Approach weather minima Technical Pilot / Ops Engineering Takeoff charts (RTOW) Technical Pilot / Ops Engineering EOSID Technical Pilot / Ops Engineering Landing performance Technical Pilot / Ops Engineering Company routes Technical Pilot / Ops Engineering Enroute drift down procedures Technical Pilot / Ops Engineering Procedures of specific areas of operations Technical Pilot / Ops Engineering Navigation charts Documentation
•
Ops Manual – Part D:
Training Manager
The above-mentioned responsible people must point out to the Flight Operations Manager any discrepancy with company procedures or incompatibilities with legal or operational requirements.
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The operator must monitor the distribution of the operational manual or the parts of the operations manual to ensure that the needed operational documentation is available to operational staffs to perform their tasks. The “System of Promulgation of Additional Operational Instructions and Information” is described in paragraph 2.2. Parts of the Operations Manual including charts, needed to prepare and to conduct the flight must be available and up-to-date at flight dispatch and on board the aircraft. Documentation on board (QRH, FCOMs) the aircraft must be customized to the Aircraft MSN (tail number / registration). For that a dedicated team must be in charge to customize, to update and to control the documentation both on board each aircraft and at the flight dispatch office. Flight crew should notify in the technical log book or in a dedicated Ops log book any error, any page missing or any page needed to be replaced. 2.1.2.5 Competence of operations personnel Competence of operations personnel is monitored: •
For crewmembers: A training and checking program ensures that each crewmember is competent. The monitoring of the validity of the licences and qualifications ensures that crewmember without valid required licences or qualifications cannot be nominated as crewmember on a flight. Line checks also allow assessing flight crewmembers competence and adherence to the airlines policies and procedures.
•
For ground personnel: The managers of ground personnel must ensure that they are competent to perform their tasks and that they have received the needed training. The managers may conduct appropriate checks. For certain positions (e.g. dispatchers), a specific licence or qualification may be required in some countries to ensure that the required competence is fulfilled. The training manager of ground personnel may be different from the crew-training manager.
2.1.2.6 Licence and qualification validity The supervision of licence and qualification validity is performed by: •
The Crew Training department, which follows the qualifications and licence validity of the crewmembers.
•
The crew-scheduling department, which checks that the medical certificate, the licence and the qualifications of the crewmembers designated to fly are valid and appropriate for the scheduled flights.
•
OCC (Crew Control), which checks the validities before the flight.
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Each licence entitles its holder to exercise its privileges, as long as its remains valid. Nevertheless, in the end, it is the holder’s responsibility not to perform a flight without having the required valid licence and qualifications. The operator must specify the process and procedures for the implementation of this task.
2.1.2.7 Flight duty time The supervision of flight duty time and rest time is ensured by: •
Crew Scheduling Department, which takes account the flight/duty time and rest period of the crewmembers in the monthly and weekly planning.
•
Crew Control of the OCC, which takes account the actual flight/duty time and rest period in the daily planning.
Nevertheless, it is the holder’s responsibility not to perform a flight without complying: With the maximum Flight/Duty time requirements or with its authorized exceedance. With minimum rest time or with its authorized reduction. The operator must specify the process and procedures for the implementation of this task.
2.1.2.8 Operated Airports, routes and areas of operations The operator must specify the capability and the conditions of Airports and Routes in the chapter 8 of the operations Manual part A (See chapter 8 of this manual). Flight crew must have current and suitable airport and route documentation to perform their flight and if needed, flight crew must be specifically trained and qualified to operate specific airports, routes or areas. The Operations Engineering must provide: - The list of airports or of airport procedures adequate for the operations. This list must be kept updated and take account of NOTAM(s) - Any operational restrictions to OCC, Flight dispatch and Flight crew if required by the technical status of the aircraft - The performance computations. They must be updated to take account of new operational constraints. Runway and obstacles data have a direct impact on takeoff and landing performance and must be especially monitored. For that AIP and NOTAM(s) can be used. But due to the difficulty to obtain all AIP some operators subcontract this monitoring of runway/obstacles to a service provider.
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2.1.2.9 Documents Control Analysis and Records Records, flight documents, and reports are used for the supervision of the operations. By examining and signing the documents used for the flight preparation, the Commander certifies that he is satisfied with the flight preparation. 2.1.2.9.1 Information to be retained on the ground CAT.GEN.MPA.185 Information to be retained on the ground (a) The operator shall ensure that at least for the duration of each flight or series of flights: (1) information relevant to the flight and appropriate for the type of operation is preserved on the ground; (2) the information is retained until it has been duplicated at the place at which it will be stored; or, if this is impracticable (3) the same information is carried in a fireproof container in the aircraft. (b) The information referred to in (a) includes: (1) a copy of the operational flight plan, where appropriate; (2) copies of the relevant part(s) of the aircraft technical log; (3) route-specific NOTAM documentation if specifically edited by the operator; (4) mass and balance documentation if required; and (5) special loads notification Flight documents to be retained on ground for at least the duration of the flight are: A copy of the operational flight plan (hard copy of computerized flight plans needs not to be retained if it can be re-issued) Copies of the relevant parts of the aircraft Technical Log Route specific NOTAM documentation if specifically edited by the operator Weight and Balance documentation Special loads notification These documents must be retained until they have been duplicated at the place at which they will be stored. The Authority may permit the information detailed above, or parts thereof, to be presented and retained in a form other than on printed-paper. 2.1.2.9.2 Technical log After each flight the Commander must ensure the completion of the Technical Log (See Chapter 8.1.11).
The technical log is the link between flight crew and maintenance. It allows the supervision of the aircraft technical status and of the performed repairs.
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2.1.2.9.3 Journey log ORO.MLR.110 Journey log Particulars of the aircraft, its crew and each journey shall be retained for each flight, or series of flights, in the form of a journey log, or equivalent. AMC1 ORO.MLR.110 Journey log GENERAL (a) The aircraft journey log, or equivalent, should include the following items, where applicable: (1) aircraft nationality and registration, (2) date, (3) name(s) of crew member(s), (4) duty assignments of crew member(s), (5) place of departure, (6) place of arrival, (7) time of departure, (8) time of arrival, (9) hours of flight, (10) nature of flight (scheduled or non-scheduled), (11) incidents, observations, if any, (12) signature of person in charge. (b) The information, or parts thereof, may be recorded in a form other than on printed paper. Accessibility, usability and reliability should be assured. (c) “Journey log, or equivalent”, means that the required information may be recorded in documentation other than a log book, such as the operational flight plan or the aircraft technical log. (d) ‘Series of flights’, means consecutive flights, which begin and end: (1) within a 24 hour period; (2) at the same aerodrome or operating site or remain within a local area specified in the operations manual; and (3) with the same pilot-in-command/commander of the aircraft. The Commander must ensure that the journey log is completed. 2.1.2.9.4 Safety report The Commander must report the occurrences that have or may have a safety impact on the operations to the Safety Manager. As appropriate, an Air Safety Report or a confidential report may also be submitted to the Safety Manager.
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2.1.2.9.5 Flight recorders data The Flight Data Recorder recordings may not be used for purposes other than for the investigation of an accident or incident subject to mandatory reporting except when such records are: (i) Used by the operator for airworthiness or maintenance purposes only; or (ii) De-identified; or (iii) Disclosed under secure procedures. In this context, the flight data of each flight are analyzed through specific process and tool by the safety department to identify hazardous situations or hazardous trends. Depending on the results of flight data analysis, the Safety Manager requests corrective or mitigating actions to improve the level of the safety of the operations. 2.1.2.9.6 co*ckpit Voice Recorder (CVR) data The co*ckpit Voice Recorder recordings may not be used for purposes other than for the investigation of an accident or incident subject to mandatory reporting except with the consent of all crew members concerned. 2.1.2.9.7 Document storage period ORO.MLR.115 Record-keeping a) The records of the activities referred to in ORO.GEN.200 (Management System) shall be stored for at least five years. b) The following information used for the preparation and execution of a flight, and associated reports, shall be stored for three months: 1) the operational flight plan, if applicable; 2) route-specific notice(s) to airmen (NOTAM) and aeronautical information services (AIS) briefing documentation, if edited by the operator; 3) mass and balance documentation; 4) notification of special loads, including written information to the commander/pilot-in-command about dangerous goods; 5) the journey log, or equivalent; and 6) flight report(s) for recording details of any occurrence, or any event that the commander/pilot-in-command deems necessary to report or record;
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c) Personnel records shall be stored for the periods indicated below:
Flight crew licence and cabin crew attestation
As long as the crew member is exercising the privileges of the licence or attestation for the aircraft operator
Crew member training, checking and qualifications
3 years
Records on crew member recent experience
15 months
Crew member route and aerodrome/task and area competence, as appropriate
3 years
Dangerous goods training, as appropriate
3 years
Training/qualification records of other personnel for whom a training programme is required
Last 2 training records
d) The operator shall: 1) maintain records of all training, checking and qualifications of each crew member, as prescribed in Part-ORO; and 2) make such records available, on request, to the crew member concerned. e) The operator shall preserve the information used for the preparation and execution of a flight and personnel training records, even if the operator ceases to be the operator of that aircraft or the employer of that crew member, provided this is within the timescales prescribed in (c). f) If a crew member becomes a crew member for another operator, the operator shall make the crew member’s records available to the new operator, provided this is within the timescales prescribed in (c).
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AMC1 ORO.GEN.220(b): Record-keeping GENERAL a)
The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organised in a way that ensures traceability and retrievability throughout the required retention period.
b)
Records should be kept in paper form or in electronic format or a combination of both. Records stored on microfilm or optical disc format are also acceptable. The records should remain legible throughout the required retention period. The retention period starts when the record has been created or last amended.
c)
Paper systems should use robust material which can withstand normal handling and filing. Computer systems should have at least one backup system which should be updated within 24 hours of any new entry. Computer systems should include safeguards against the ability of unauthorised personnel to alter the data.
d)
All computer hardware used to ensure data backup should be stored in a different location from that containing the working data and in an environment that ensures they remain in good condition. When hardware or software changes take place, special care should be taken that all necessary data continues to be accessible at least through the full period specified in the relevant Subpart. In the absence of such indication, all records should be kept for a minimum period of 5 years.
GM1 ORO.GEN.220(b) Record-keeping RECORDS Microfilming or optical storage of records may be carried out at any time. The records should be as legible as the original record and remain so for the required retention period. AMC1 ORO.MLR.115: Record-keeping TRAINING RECORDS A summary of training should be maintained by the operator to show every crew member’s completion of each stage of training and checking.
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SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND INFORMATION
Promulgation of information that may be of an operational nature but supplementary to that contained in the Operations Manual, is made by an internal operator information system. 2.2.1
Operator Information System
Operational information or instructions are promulgated through the operator information system. It may consist of official notices in paper format, internal electronic mail and/or the crew web site of the operator. An acknowledgement that the information or the instruction has been read by the enduser must be completed. A good practice is to have the hard or soft copy of these notices sorted by categories/dates at the flight dispatch. An updated list of these notices must be also available at the flight dispatch to ensure that the crewmembers can easily check that they don’t miss any information or instruction. The department concerned responsible for issuance of information or instruction is also responsible for its follow-up and cancellation. When applicable, the information/instruction must state the issue date along with the beginning and end dates of its applicability. If unable to state the applicability period, it shall state “Valid Until Further Notice”.
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2.2.1.1 Technical notice Issued by Chief (Fleet) Pilot, Technical Pilot or Maintenance Division: -
-
General technical or engineering notices, such as information on the type and qualities of the anti-icing and de-icing fluids being used. Specific technical notices, such as information on the aircraft technical status, or modification being progressively carried out on an aircraft type and the associated operational impact. …
2.2.1.2 Operational notice Issued by Chief (Fleet) Pilot, Technical Pilot or Operations Engineering: -
Information on the aircraft performance that will be available on a particular runway, which has been temporarily shortened because of a maintenance work for example. Changes of aerodrome approach procedures, minima, departure or missed approach procedures. Change in Aircraft operating procedures …
2.2.1.3 Administrative notice Issued by Crew Scheduling, Training, Security or Administration: -
Telephone number change. Crew scheduling Country regulations change (immigration, visa, and health…) Security measures …
2.2.1.4 Flight Safety notice Issued by Flight operations manager, Chief Pilot or Safety Manager to provide: Safety information based on airline experience or studies; Safety information following aircraft manufacturers or authorities advises. … Remark: The Safety Manager is in charge to identify safety deficiencies and to provide safety information. But implementation of mitigating or corrective actions is the responsibility of the Operational Management. For example: a change in procedure is the responsibility of the Flight Operations Manager or Chief (Fleet) Pilot. Associated Operational Notice must not be issued by the Safety Manager even if he is at the origin of this change.
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Additional Airbus Instructions and Information
2.2.2.1 Airbus Instruction and Information A great part of the available technical, operational and safety data is provided by Airbus. The Airbus communications means are: Instruction such as OEB Information such as OIT, FOT. The Airbus Service Information Letter “SIL 052: Communication and Consultation Means for Technical and Flight Operations Issues” defines these means of communication. Some Airbus information such as All Operator Telex/Transmission (AOT), Operator Information Telex/Transmission (OIT), Flight Operations Telex/Transmission (FOT), and Operations Engineering Bulletin (OEB) are urgent information. After the managers concerned have reviewed it and assessed its interest for their fleet or their operations, this information should be promulgated as internal operator information/instruction as soon as possible. Most of this Airbus information can be downloaded from the Flight Operations Community on w3.airbusworld.com web site for further dissemination within the airline. 2.2.2.2 Forum with Airlines for Interactive Resolution (FAIR) The Forum with Airlines for Interactive Resolution (FAIR) is a web-based application with controlled access that allows both Airlines and Airbus to openly exchange their experience and expectations in different domains like Maintenance & Engineering (FAIR-ISP or FAIR-SB) and Flight Operations and Training (FAIR-OPS). These forums allow Airbus to identify, evaluate, prioritize and resolve the major Flight Operations Issues (FOI) by providing joint decision processes which use forum inputs to define the required go-forward plans.
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OPERATIONAL CONTROL
ORO.GEN.110 Operator responsibilities (c) The operator shall establish and maintain a system for exercising operational control over any flight operated under the terms of its certificate. AMC1 ORO.GEN.110(c): Operator responsibilities OPERATIONAL CONTROL The organisation and methods established to exercise operational control should be included in the operations manual and should cover at least a description of responsibilities concerning the initiation, continuation and termination or diversion of each flight. GM1 ORO.GEN.110(c): Operator responsibilities OPERATIONAL CONTROL (a) ORO.GEN.110(c) does not imply a requirement for licenced flight dispatchers or a full flight watch system. (b) If the operator employs flight operations officers in conjunction with a method of operational control, training for these personnel should be based on relevant parts of ICAO Doc 7192 Training Manual, Part D-3. This training should be described in the operations manual.
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For an individual flight, the Commander of the flight has the authority and the responsibility in the interest of safety, over the initiation, continuation, diversion, termination or cancellation of the flight. 2.3.1 -
-
-
2.3.2
Before the flight OCC coordinates the latest information on the planned flight. Before the commander has started his flight duty, the OCC has authority to take the necessary decisions to ensure the flight or to cancel it. Once the Commander has commenced his flight duty, the Flight Dispatcher or OCC must inform and consult him about all matters dealing with his flight, his crew and his aircraft. The Station manager supervises all airport activities (passenger, ground handling, loading). He coordinates the progress of these activities with OCC and the Commander of the flight. Initiation of the flight:
It is the responsibility of the Commander to initiate the flight. 2.3.3 -
2.3.4
Once the flight has commenced, The authority to dispose of the aircraft rests with the Commander The Operations Control Centre (OCC) or Flight watch must provide the Commander with any information having an operational impact or with information requested by the Commander. After the flight
The Commander must report to the Chief Pilot and if necessary to the Safety Manager, any operational procedure deviation and any event providing useful information for the enhancement of flight safety. Remark: Management system Management system: refer to chapter 3 The management system is not part of the operational control. Based on the monitoring of the operational activities and on specific studies, the management system identifies operational deficiencies or risks, and requests associated corrective or mitigating actions from the concerned department(s).
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POWER OF AUTHORITY
2.4.1
Air Operator Certificate (AOC)
The relevant Authority has the power to deliver the right to operate commercial flights by means of an Air Operator Certificate (AOC). The AOC may be varied, suspended or revoked if the Authority is no longer satisfied with the safety of the operations. The Authority may direct, in the interest of safe operations, by means of Operational Directives that an operation shall be prohibited, limited or subjected to certain conditions. Operational Directive states: (1) The reason for issue; (2) Applicability and duration; and (3) Action required by the operator(s). The Authority has the power to: • Determine the adequacy, relevance and consistency of the AOC holder’s compliance with the requirements; • Assess the efficiency of the Operator’s internal monitoring procedures and confirm the availability of sufficient resources and proper processes, as documented by the AOC holder’s Quality System; • Verify by means of inspections, compliance with the requirements and the effectiveness of the AOC holder’s Quality System; 2.4.2
Inspections
ORO.GEN.140 Access (a) For the purpose of determining compliance with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules, the operator shall grant access at any time to any facility, aircraft, document, records, data, procedures or any other material relevant to its activity subject to certification, whether it is contracted or not, to any person authorised by one of the following authorities: (1) the competent authority defined in ORO.GEN.105; (2) the authority acting under the provisions of ARO.GEN.300(d), ARO.GEN.300(e) or ARO.RAMP. (b) Access to the aircraft mentioned under (a) shall include the possibility to enter and remain in the aircraft during flight operations unless otherwise decided by the commander for the flight crew compartment in accordance with CAT.GEN.MPA.135 in the interest of safety.
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CAT.GEN.MPA.190: Provision of documentation and records The commander shall, within a reasonable time of being requested to do so by a person authorised by an authority, provide to that person the documentation required to be carried on board. The Authority has the power to assess the continued competence of an AOC holder’s by inspection, auditing and monitoring the operator activities. Any time such a ground inspection is conducted in the premises of the Operator, a competent member of the inspected department and a representative of the Quality department of the operator can accompany the member of the Authority. For flight inspections, any person authorized by the Authority must be permitted at any time to board and fly in any aircraft that is operated in accordance with an AOC issued by that Authority, and to enter and remain on the flight deck. However, at any time, the Commander may refuse access to the flight deck if, in his opinion, the safety of the aircraft would thereby be endangered.
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Table of Contents 3.
MANAGEMENT SYSTEM .....................................................................................3
3.1. Introduction........................................................................................................3 3.1.1. Management System – Requirements ..........................................................3 3.1.2. Management System – General concept ......................................................4 3.1.3. Management System - Scope: ......................................................................6 3.1.4. Management System - Process ....................................................................7 3.2. Management System Organization and Accountability .................................9 3.2.1. Accountable manager (CEO) ........................................................................9 3.2.2. Safety Review Board (SRB) ........................................................................ 10 3.2.3. Nominated Persons .................................................................................... 12 3.2.4. Safety Action Group(s) (SAG) ..................................................................... 13 3.2.5. Head of the Management System ............................................................... 14 3.2.6. Safety Manager........................................................................................... 15 3.2.7. Compliance Monitoring Manager ................................................................ 15 3.2.8. Security Manager ........................................................................................ 15 3.2.9. Contractors and Third Party Providers ........................................................ 16 3.3. Operator Policy ................................................................................................ 19 3.3.1. Safety Policy ............................................................................................... 19 3.3.2. Compliance Monitoring policy ..................................................................... 21 3.3.3. Safety Culture ............................................................................................. 22 3.4. Safety Monitoring ............................................................................................ 23 3.4.1. Mandatory Reporting................................................................................... 24 3.4.2. Safety Reporting System ............................................................................ 25 3.4.3. Flight Data Analysis (FDA) .......................................................................... 28 3.4.4. Line observation programme ...................................................................... 41 3.4.5. Safety audit programme .............................................................................. 42 3.4.6. Safety surveys ............................................................................................ 42 3.4.7. Occurrence Assessment ............................................................................. 43 3.4.8. Occurrence Priority Management ............................................................... 46 3.4.9. Safety Data Collection and Review ............................................................. 47 3.5. Compliance Monitoring ................................................................................... 53 3.5.1. Compliance Monitoring Function ................................................................. 55 3.5.2. Compliance Monitoring Manager ................................................................ 55 3.5.3. Compliance Monitoring Programme ............................................................ 56 3.5.4. Non-Compliance finding available to Safety................................................ 63
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3.6. Security Monitoring......................................................................................... 65 3.6.1. Security Manager........................................................................................ 65 3.6.2. Security Monitoring Function ...................................................................... 65 3.6.3. Security threat and weakness available to Safety ...................................... 66 3.7.
Safety Issue ..................................................................................................... 67
3.8. Investigations .................................................................................................. 69 3.8.1. Databases analysis..................................................................................... 69 3.8.2. In-house investigations ............................................................................... 69 3.8.3. Investigation of accidents and of serious incidents ..................................... 69 3.9.
Management of Change .................................................................................. 71
3.10. Safety Risk Management ................................................................................ 73 3.10.1. Safety Hazard Identification ........................................................................ 76 3.10.2. Hazards Classification ................................................................................ 78 3.10.3. Risk assessment......................................................................................... 79 3.10.4. Safety Risk Mitigation ................................................................................. 84 3.11. Safety Assurance ............................................................................................ 85 3.11.1. Safety Data ................................................................................................. 86 3.11.2. Safety Performance Monitoring .................................................................. 92 3.11.3. Process Performance Monitoring................................................................ 93 3.11.4. SMS Performance Monitoring:.................................................................... 95 3.12. Continuous Improvement ............................................................................... 97 3.13. Actions Management ...................................................................................... 99 3.14. Safety Promotion .......................................................................................... 101 3.14.1. Training..................................................................................................... 101 3.14.2. Safety awareness programme .................................................................. 102 3.14.3. Demonstrating Management Commitment ............................................... 102 3.14.4. Safety communication .............................................................................. 103 3.15. Management System Documentation and Records ................................... 105 3.16. Emergency Response Planning ................................................................... 109
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MANAGEMENT SYSTEM
INTRODUCTION Management System – Requirements
ORO.GEN.200 Management system (a) The operator shall establish, implement and maintain a management system that includes: (1) clearly defined lines of responsibility and accountability throughout the operator, including a direct safety accountability of the accountable manager; (2) a description of the overall philosophies and principles of the operator with regard to safety, referred to as the safety policy; (3) the identification of aviation safety hazards entailed by the activities of the operator, their evaluation and the management of associated risks, including taking actions to mitigate the risk and verify their effectiveness; (4) maintaining personnel trained and competent to perform their tasks; (5) documentation of all management system key processes, including a process for making personnel aware of their responsibilities and the procedure for amending this documentation; (6) a function to monitor compliance of the operator with the relevant requirements. Compliance monitoring shall include a feedback system of findings to the accountable manager to ensure effective implementation of corrective actions as necessary; and (7) any additional requirements that are prescribed in the relevant Subparts of this Annex or other applicable Annexes. (b) The management system shall correspond to the size of the operator and the nature and complexity of its activities, taking into account the hazards and associated risks inherent in these activities.
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Management System – General concept
• Considered Domain The concept of management system can be applied to several “domains”, such as: “Safety” (Safety Management System - SMS) “Crew fatigue” (Fatigue Risk Management System - FRMS) “Environment” “Financial” This concept can be applied to other domains than Safety. • Framework ICAO has defined a framework for the Management System which includes 4 main components: 1. Policy and objectives Commitment of the CEO/Accountable Manager on the considered “domain” (Safety commitment) Maintain the “Domain” risks (Such as: Safety risks, …) at an acceptable level Assurance to reach and maintain the “Domain” objectives (Such as: Safety objectives, …) 2. Risk Management Identification of hazards for the considered domain Assessment of the associated “Domain” Risks Mitigating actions to reduce and to maintain “Domain” risk at an acceptable level 3. Assurance Assurance aims to reach and to maintain objectives and targets Performance monitoring aims to measure the gaps with the objectives/targets Continuous improvement aims to enhance the overall performance of the considered management system by improving objectives and targets Management of operational and/or organizational changes. 4. Promotion Training programs Communication plan
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The management system described in this chapter includes the: Safety Management Compliance Monitoring Function Security Function
Accountable Manager (CEO)
Management system
Mitigating action request
Remedial action request
Risk Assessment
Performance Assessment
Hazard identification
Operational data, Indicators
Risk Management
Compliance Monitoring Manager
Compliance Monitoring
Safety Assurance
Safety Manager
Security Manager
Safety
Security
OPERATOR ACTIVITIES DATA ( )
Finding *
( )
Finding * : Threat * :
( )
Threat *
Identified non-compliance ( )
Occurrence * : ( )
( )
Occurrence *
Identified deviation from standards, deficiency or event Identified presence of hazard
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Management System - Scope:
Safety The safety of the Operator’s activities is fully managed through the Management Systems: Safety Management System (SMS) The Safety Management System is managed by the Safety Manager
•
Compliance Monitoring EASA specifies in Air Operations regulations that the management system includes a specific function to monitor the Compliance with the operational procedures and standards that the Operator has established to ensure: Safe operations Airworthy aircraft Serviceability of both operational and safety equipment Crew training standards. This function “Compliance Monitoring” is managed by a dedicated Manager. Compliance Monitoring is an EASA requirement.
•
Security Some operators integrate Security in the Management System, some others consider Security as any other department and manage the security independently of the Management System. In this chapter we consider the Security as an element of the Management system, but it is not a requirement and could be independently managed. The “Security” function is managed by a dedicated Manager.
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Management System - Process
Management Process Chart Accountable Manager (CEO) SAFETY REVIEW BOARD Accountable Manager, Nominated Persons, Safety Manager Compliance Monitoring Manager, Security Manager Safety Policy Objectives
Operator Activities Management
Management System Results
Management System
Senior Management (Nominated Persons) SAFETY ACTIONS GROUP
Operational Managers
Request of mitigation, remedial, or corrective action
Safety Risk Management
Safety Assurance
Monitoring Compliance Manager
Action: Definition and Implementation
Safety Manager
Compliance
Safety
Security Manager
Security
Operator Activities Monitoring
OPERATOR ACTIVITIES Flight Operations – Ground Operations – Maintenance - Training
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The elements of the Management system are displayed in green in the Management Process Chart. The activities of the Operator and their management are displayed in blue in the Management Process Chart. The Management System can be operational only if its links with the management of the operator activities is well established. These links and the associated elements are displayed in orange in the Management Process Chart.
The Management System includes: • The accountable Manager (CEO) • The Safety Review Board (SRB) • The Safety Action Group (SAG) • The Safety Manager • The Compliance Monitoring Manager • The Security Manager The Management System involves the Nominated Persons and the Operational Managers for safety delivery.
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MANAGEMENT SYSTEM ORGANIZATION AND ACCOUNTABILITY
Safety is the responsibility of all personnel of the Airline and must be the first concern in performing any task or taking any decision. The Safety Manager acts to: - Run the Management System - Inform operational managers on safety matters - Advise the Operator Management on safety related issues. It is important to note that the Safety Manager is not responsible for safety delivery. The operational managers are in charge to determine and to implement appropriate mitigations or corrective actions needed to: - Reduce the risks in their activities to an acceptable level - Ensure that their activities are performed in compliance with the regulatory requirements, and with the procedures and standards established by the operator. 3.2.1.
Accountable manager (CEO)
The Accountable Manager (CEO) has the ultimate accountability for the activities of the Operator, including safety. He chairs the Safety Review Board and is advised by the Safety Manager, the Compliance Monitoring Manager and the Security Manager. The Accountable Manager has full accountability for the management system and has: Corporate authority for ensuring that all activities of the Management System can be financed, and that resources are allocated to mitigate and to maintain the risks at an acceptable level. Final responsibility for the safety objectives and policy. He must ensure that the Safety Manager, the Compliance Monitoring Manager and the Security Manager have direct access to him. Refer to chapter 1.2: Accountable Manager
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Safety Review Board (SRB)
AMC1 ORO.GEN.200(a)(1) Management system COMPLEX OPERATORS - ORGANISATION AND ACCOUNTABILITIES The management system of an operator should encompass safety by including a safety manager and a safety review board in the organisational structure. (b) Safety review board (1) The Safety review board should be a high level committee that considers matters of strategic safety in support of the accountable manager’s safety accountability. (2) The board should be chaired by the accountable manager and be composed of heads of functional areas. (3) The safety review board should monitor: (i) safety performance against the safety policy and objectives; (ii) that any safety action is taken in a timely manner; and (iii) the effectiveness of the operator’s safety management processes. (c) The safety review board should ensure that appropriate resources are allocated to achieve the established safety performance. (d) The safety manager or any other relevant person may attend, as appropriate, safety review board meetings. He/she may communicate to the accountable manager all information, as necessary, to allow decision making based on safety data. The Safety Review Board (Safety committee) is chaired by the Accountable Manager (CEO). The Nominated Persons (Flight Operations, Training, Operations) are members of the Safety Review Board (SRB).
Maintenance,
Ground
The Safety Manager, the Compliance Manager and the Security Manager may attend the SRB. At least one of them should attend the meetings. A Safety Review Board meeting should be organised four times a year (minimum of twice a year) and on request when needed. The schedule of this meeting may be function of the planning of the Airline activities, which, often is based on the IATA seasons. The Safety Manager with the collaboration of the Compliance Monitoring Manager and the Security Manager should propose the agenda of the SRB meeting.
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The aim of this meeting is to review: The Safety performance indicators, including Compliance and Security performance indicators The Safety performance against the safety policy and objectives The supervision effectiveness of the Safety, Compliance and Security of contracted operations or activities The significant safety issues and the associated risks That necessary corrective or mitigating actions are being taken in a timely manner The progress and efficiency of previous safety actions plan The safety impact and associated risk of any project (new destination, increase of the fleet …) The financial needs to implement corrective safety actions and to maintain operations at an acceptable safety risk level The adequacy of the Airline’s Management System organisation and of its staff (quantity and proficiency) to run the Safety Management System, the Compliance Monitoring Function and the Security Function. The aim of the Safety Review Board is also to: Provide the Safety Manager and the Safety Action Group(s) (SAG) with strategic directions Define the safety objectives. Remark: The Safety, Compliance and Security topics are reviewed during the Safety Review Board meeting to avoid several similar meetings. If needed, an additional Safety Review Board meeting can be organised on a specific topic.
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Nominated Persons
The Nominated Persons are responsible for the safety of their activities and for their compliance with the regulatory requirements, the operator standards and procedures. The Flight Operations Manager is responsible for the safety of the flights and to ensure that flight operations are performed at an acceptable risk level and in compliance with the regulations and with the operator standards and procedures. The Maintenance Manager is responsible for ensuring the airworthiness of the operated aircraft and for the safety of the maintenance activities. The Ground Operations Manager is responsible for the safety of ground operations especially during the turnaround between two flights and for the compliance with the established procedures and the regulatory requirements. The Crew Training Manager is responsible for ensuring that the crewmembers perform the required and needed training, licensing and checks to ensure that they are able to operate safely their flights in the scope of their duty. He is also responsible to ensure that the crew training is performed in accordance with the operator standards and covers training for Specific Approvals (RVSM, LVO, PBN, MNPS, ETOPS, …) It is the duty of the manager concerned to determine appropriate mitigation or remedial actions and to implement them.
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Safety Action Group(s) (SAG)
GM2 ORO.GEN.200(a)(1) Management system COMPLEX OPERATORS - SAFETY ACTION GROUP (a) A safety action group may be established as a standing group or as an ad-hoc group to assist or act on behalf of the safety review board. (b) More than one safety action group may be established depending on the scope of the task and specific expertise required. (c) The safety action group should report to and take strategic direction from the safety review board and should be comprised of managers, supervisors and personnel from operational areas. (d) The safety action group should: (1) monitor operational safety; (2) resolve identified risks; (3) assess the impact on safety of operational changes; and (4) ensure that safety actions are implemented within agreed timescales. (e) The safety action group should review the effectiveness of previous safety recommendations and safety promotion.
One Safety Action Group (SAG) should exist at the corporate level and should include: - Managers of the Airline’s functional departments (Flight Operations, Maintenance, Training, Ground operations …) - Representatives of frontline personnel - Safety Manager, the Compliance Manager and if needed the Security Manager. The Safety Manager can be assisted or represented by Safety Officers. Depending on the size of the Airline, additional Safety Action Groups may exist in each main department: - Flight Operations - Training - Line Maintenance - Maintenance and Engineering - Ground Operations. One Safety Action Group meeting should be organised at least each month. The Safety Manager or a Safety Officer is the secretary of the SAG meeting.
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The aim of a SAG meeting is to: - Review the safety performance results and their targets on a weekly or monthly basis - Review the requests for risk mitigation - Review the non-compliance findings and security concerns - Request, if needed, further information or create a working group o To analyse and to identify the root causes o To assess the associated risks - Ensure that the corrective actions have effectively been addressed by all the involved departments. - Ensure that the corrective actions (or mitigation means) are taken in a timely manner (See corrective actions initiation and monitoring) - Assess the safety impact of operational changes - Oversee safety promotion and that appropriate safety, emergency and technical training of personnel is carried out to meet or exceed minimum regulatory requirements. 3.2.5.
Head of the Management System
Refer to AOPM chapter 1.5.1 Even if not required, it is a good practice for one person to be in charge to supervise the management system when several functions such as Safety, Compliance monitoring and Security are implemented in the Management system. Remark: Following on, in this chapter, we consider that the Safety Manager is the Head of the Management System.
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Safety Manager Refer to AOPM chapter 1.6.2 Safety Officers Refer to AOPM chapter 1.6.2.1 Safety Pilots Refer to AOPM chapter 1.6.2.2 Safety Engineers Refer to AOPM chapter 1.6.2.3 Gate Keeper Refer to AOPM chapter 1.6.2.4 Compliance Monitoring Manager Refer to AOPM chapter 1.6.3 Security Manager Refer to AOPM chapter 1.6.4
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Contractors and Third Party Providers
ORO.GEN.205 Contracted activities a)
Contracted activities include all activities within the operator’s scope of approval that are performed by another organisation either itself certified to carry out such activity or if not certified, working under the operator’s approval. The operator shall ensure that when contracting or purchasing any part of its activity, the contracted or purchased service or product conforms to the applicable requirements.
b)
When the certified operator contracts any part of its activity to an organisation that is not itself certified in accordance with this Part to carry out such activity, the contracted organisation shall work under the approval of the operator. The contracting organisation shall ensure that the competent authority is given access to the contracted organisation, to determine continued compliance with the applicable requirements.
GM1 ORO.GEN.205 Contracted activities CONTRACTING – GENERAL a)
Operators may decide to contract certain activities to external organisations for the provision of services related to areas such as: (1) ground de-icing/anti-icing; (2) ground handling; (3) flight support (including performance calculations, flight planning, navigation database and dispatch); (4) training; and (5) manual preparation.
b)
The ultimate responsibility for the product or service provided by external organisations should always remain with the operator.
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AMC1 ORO.GEN.205 Contracted activities RESPONSIBILITY WHEN CONTRACTING ACTIVITIES a) b)
c)
d)
The operator may decide to contract certain activities to external organisations. A written agreement should exist between the operator and the contracted organisation clearly defining the contracted activities and the applicable requirements. The contracted safety related activities relevant to the agreement should be included in the operator's safety management and compliance monitoring programmes. The operator should ensure that the contracted organisation has the necessary authorisation or approval when required, and commands the resources and competence to undertake the task.
GM2 ORO.GEN.205 Contracted activities RESPONSIBILITY WHEN CONTRACTING ACTIVITIES a)
b)
Regardless of the approval status of the contracted organisation, the contracting operator is responsible to ensure that all contracted activities are subject to hazard identification and risk management as required by ORO.GEN.200 (a)(3) and to compliance monitoring as required by ORO.GEN.200 (a)(6). When the contracted organisation is itself certified to carry out the contracted activities, the operator’s compliance monitoring should at least check that the approval effectively covers the contracted activities and that it is still valid.
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INTENTIONALLY BLANK
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OPERATOR POLICY
3.3.1. Safety Policy GM1 ORO.GEN.200(a)(2) Management system SAFETY POLICY The safety policy is the means whereby the operator states its intention to maintain and, where practicable, improve safety levels in all its activities and to minimise its contribution to the risk of an aircraft accident as far as is reasonably practicable. The safety policy should state that the purpose of safety reporting and internal investigations is to improve safety, not to apportion blame to individuals.
AMC1 ORO.GEN.200(a)(2) Management system COMPLEX OPERATORS - SAFETY POLICY (a) The safety policy should: (1) be endorsed by the accountable manager; (2) reflect organisational commitments regarding safety and its proactive and systematic management; (3) be communicated, with visible endorsem*nt, throughout the operator; and (4) include safety reporting principles. (b) The safety policy should include a commitment: (1) to improve towards the highest safety standards; (2) to comply with all applicable legislation, meet all applicable standards and consider best practices; (3) to provide appropriate resources; (4) to enforce safety as one primary responsibility of all managers; and (5) not to blame someone for reporting something which would not have been otherwise detected. (c) Senior management should: (1) continually promote the safety policy to all personnel and demonstrate their commitment to it; (2) provide necessary human and financial resources for its implementation; and (3) establish safety objectives and performance standards.
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The Safety Policy should be a short statement describing the value of safety to the Operator and should be communicated to everyone in the organisation The Safety Policy must include: • A statement about the value of safety to the organisation and the level of safety that is to be achieved. Typically this could include sentences such as “safety must never be compromised for the benefit of commercial performance”. • A statement that commits the organisation to developing a “just safety culture” with promoting the practice of reporting safety hazards and incidents • A statement on the safety accountabilities of Senior Management, Management and staff. • A statement about the proactive role of the Safety Management System in keeping the operational risks at an acceptable level. This statement should be written by the Accountable Manager (CEO) in his own words, thereby increasing the impact of the policy on staff and be reviewed and updated, if necessary, at least every three years and also when the CEO changes. The CEO may consult the Safety Manager for advice. Example: Safety policy To prevent aviation accidents and incidents our organization will maintain an active Safety Management System. I support the open sharing of information on all safety issues and encourage all employees to report significant errors, safety hazards or concerns. I pledge that no staff member will be asked to compromise our safety standards to “get the job done”. Safety is a corporate value of this company, and we believe in providing our employees and customers with a safe environment. All employees must comply with this policy. Our overall safety objective is the proactive management of identifiable hazards and their associated risks with the intent to eliminate their potential for affecting aviation safety, and for injury to people and damage to equipment or the environment. To that end, we will continuously examine our operation for these hazards and find ways to minimize their consequences. We will encourage hazards and incident reporting, train staff on safety management, document our findings and mitigation actions and strive for continuous improvement. Ultimate accountability for aviation safety in the company rests with me as the Chief Executive Officer. Responsibility for making our operations safer for everyone lies with each one of us – from managers to front-line employees. Each manager is responsible for implementing the Safety Management System in his or her area of responsibility, and will be held accountable to ensure that all reasonable steps are taken.
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Compliance Monitoring policy
AMC1 ORO.GEN.200(a)(5) Management system MANAGEMENT SYSTEM DOCUMENTATION - GENERAL (a) The operator’s management system documentation should at least include the following information: (1) a statement signed by the accountable manager to confirm that the operator will continuously work in accordance with the applicable requirements and the operator’s documentation as required by this Annex; A formal written Compliance Policy Statement must be established. The Compliance Policy Statement is a commitment by the Accountable Manager as to what the Compliance Monitoring Function is intended to achieve. The Compliance Policy reflects the achievement and continued compliance with: The official legal regulations and requirements Any additional standards specified by the operator. The Compliance policy can be combined with the Safety policy in a single policy statement.
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Safety Culture
The safety culture of the airline is a key factor for effective Safety. The Airline safety policy statement should aim at promoting the desired safety culture. Safety culture is an outcome. It is the consequence of leadership, organisational processes and practices. The Accountable Manager and Senior Management are the prime drivers of the Airline Safety culture. They should: - Inculcate in each individual that any decision or action must take into consideration its effect on the Airline safety - Stimulate Safety Awareness. 3.3.3.1.
Positive Safety Culture
An organisation with a positive safety culture can be defined as one which encourages safe practices, and promote active and effective safety reporting whilst affording protection to reporters. A SMS can be a major contribution to establishing a positive safety culture by increasing risk awareness and improving communications on safety matters. 3.3.3.2.
Just Safety Culture
A “Just Safety Culture” is one in which staff are treated in a fair manner, and are not punished for actions, omissions or decisions taken by them that are commensurate with their experience and training, but where gross negligence, wilful violations and destructive acts are not tolerated. The principles of a just culture are: - Even if everyone tries to do his best, human errors are possible - Safety occurrence reporters are guaranteed immunity from company disciplinary action with the following exceptions: 1. The occurrence involved dereliction of duty amounting to gross negligence 2. The occurrence involved either the deliberate, wilful or repetitive violation of procedures where a serious safety consequence could have reasonably been expected 3. The law has knowingly or deliberately been broken.
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SAFETY MONITORING
Safety monitoring consists in monitoring daily operations with the aim to identify factors, deviations, events, deficiencies, or undesirable conditions or situations that may contribute to decrease the safety of the operation. The safety monitoring covers the Flight Operations but also the other activities of the operator, such as: Ground Handling, Line Maintenance, Maintenance and Training. The considered activities can be subcontracted or not. The Safety Monitoring is an important part of the safety hazards identification (Refer to chapter 3.10.1 Safety Hazard Identification). The Safety Monitoring provides also indicators used to monitor the Operator Safety Performance (Refer to chapter 3.11 Safety Assurance, and chapter 3.12 Continuous Improvement). The aim is to identify and to analyse critical situations so as to be able to implement correction or mitigation and also to collect safety data on small deviations or weaknesses that could be the precursors, or latent conditions, to significant safety events. The operation safety monitoring is mainly performed through the 4 following tools: - Safety reporting system - Flight data analysis - Line observations - Safety audits. The results of these tools are used to: - Assess the need of urgent safety actions - Identify the causes or the contributing factors - Determine remedial or mitigating actions - Establish safety indicators.
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Mandatory Reporting
ORO.GEN.160 Occurrence reporting (a) The operator shall report to the competent authority, and to any other organisation required by the State of the operator to be informed, any accident, serious incident and occurrence as defined in Regulation (EU) No 996/2010 of the European Parliament and of the Council (1) and Directive 2003/42/EC. (b) Without prejudice to point (a) the operator shall report to the competent authority and to the organisation responsible for the design of the aircraft any incident, malfunction, technical defect, exceeding of technical limitations, occurrence that would highlight inaccurate, incomplete or ambiguous information contained in data established in accordance with Commission Regulation (EC) No 1702/2003 (2) or other irregular circ*mstance that has or may have endangered the safe operation of the aircraft and that has not resulted in an accident or serious incident. (c) Without prejudice to Regulation (EU) No 996/2010, Directive 2003/42/EC, Commission Regulation (EC) No 1321/2007 (3) and Commission Regulation (EC) No 1330/2007 (4), the reports referred in paragraphs (a) and (b) shall be made in a form and manner established by the competent authority and contain all pertinent information about the condition known to the operator. (d) Reports shall be made as soon as practicable, but in any case within 72 hours of the operator identifying the condition to which the report relates, unless exceptional circ*mstances prevent this. (e) Where relevant, the operator shall produce a follow-up report to provide details of actions it intends to take to prevent similar occurrences in the future, as soon as these actions have been identified. This report shall be produced in a form and manner established by the competent authority. AMC1 ORO.GEN.160 Occurrence reporting GENERAL (a) The operator should report all occurrences defined in AMC 20-8, and as required by the applicable national rules implementing Directive 2003/43/EC2 on occurrence reporting in civil aviation. (b) In addition to the reports required by AMC 20-8 and Directive 2003/43/EC, the operator should report volcanic ash clouds encountered during flight. Refer to chapter 11.3: Mandatory Occurrence Report
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Safety Reporting System
Safety reporting is a continuous and systematic process where employees can report about safety-related occurrences, hazards or concerns. The reports are collected and analysed by the safety department. GM1 ORO.GEN.200(a)(3) Management system INTERNAL OCCURRENCE REPORTING SCHEME (a) The overall purpose of the scheme is to use reported information to improve the level of safety performance of the operator and not to attribute blame. (b) The objectives of the scheme are to: (1) enable an assessment to be made of the safety implications of each relevant incident and accident, including previous similar occurrences, so that any necessary action can be initiated; and (2) ensure that knowledge of relevant incidents and accidents is disseminated, so that other persons and operators may learn from them. (c) The scheme is an essential part of the overall monitoring function and it is complementary to the normal day-to-day procedures and ‘control’ systems and is not intended to duplicate or supersede any of them. The scheme is a tool to identify those instances where routine procedures have failed. (d) All occurrence reports judged reportable by the person submitting the report should be retained as the significance of such reports may only become obvious at a later date. 3.4.2.1.
Safety Reporting Means
The Operator’s staff must have the possibility to report any safety occurrence and about anything that the employee considers as a potential safety hazard. At least every employee that comes in touch with the operations (e.g. flight crews, cabin crews, maintenance and ground operations personnel) must have easy access to the safety reporting system. The operator can define a paper or electronic reporting form to facilitate the reporting and the analysis. The transmission of the reports to the safety department can be performed by the following means: - Safety mail box - Dedicated intranet/web application - E-mail For a practical point of view, a best practice is to favour one of these means. If an occurrence or hazard is reported verbally, the Safety manager may create the report on behalf of the reporter, if he agrees. Reference UG1302055
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Encourage Reporting – De-identification
Since they observe hazards as part of their daily activities the direct reporting by frontline personnel is one of the best sources of safety data. For these reasons reporting must be based on a just culture highlighted by a nonpunitive policy to encourage the reporting of hazards or errors. The reports should be de-identified. In this case, only the Gate Keeper has the ability to know the name of the reporter and to ask him additional explanation/information when necessary. 3.4.2.3.
Safety Report Analysing and Management
The reports are collected and then analysed by the Safety Manager or a Safety Officer. The “sender” of the report should receive an acknowledgement that the Safety department has received the report and will study it. First, a quick analyse should allow to prioritise the reports in function of the seriousness of the occurrence, or of their potential consequences. In function of the urgency, temporary action(s) may be launched immediately without waiting for further analyses. Then, if needed, a deeper analysis (Refer to Safety Issue) may be launched. The analysis of the report allows identifying the safety hazards. Additional information such as reporter interview or internal investigation may be needed to identify the causes of the occurrences. The risk associated with the identified hazard must be assessed (Refer to Risk Management). As a function of the report analysis results and the associated risk assessment (Refer to Risk Management), the safety manager may request remedial or mitigation actions to the Manager in charge of the involved activity. The Safety Action Group may request further information or create a working group: - To analyse and to identify the causes of the hazards - To coordinate the actions if several departments are involved. Once the required action is judged to be completed and measures have been implemented to prevent recurrence, a final report must be produced. The occurrence can then be closed.
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Storage and Classification
The safety reports are stored for further analysis and must be available to the authorities for 5 years. Hazards and Occurrences analysed from the reports should be classified and stored in a database. Refer to chapter 2.1.2.9: Documents Control Analysis and Records 3.4.2.5.
Statistical Results
Statistical analyses can be performed through the database of safety reports, occurrences and hazards. A safety issue can be created when trends or emerging systemic hazards are identified. Risk assessment of the safety issue must be performed. The associated mitigation actions should decrease the trends or the emerging hazards. Targets must be defined to be able to monitor the efficiency of the actions and to ensure that risk is maintained at an acceptable level. 3.4.2.6.
Open-door policy
In order to develop safety awareness, the Safety Manager must foster trust and understanding by having an open-door policy. By meeting crew and ground staff, the Safety Manager and Safety Officers encourage a free exchange of information, ideas, confidences and ultimately feedback, which can be used to identify hazards and thus enhance the safety of the operation as a whole. However, rumour may not be acted upon. Example: A pilot may voice strong views on the ground handling at a particular airport or on a questionable ATC procedure; A ground engineer may highlight discrepancies in maintenance procedures, particularly where third-party work is involved. When such allegations are made, the source should be invited to submit the facts place, date, time, cause, effect, etc. - using the Safety Reporting system. It is only then that the necessary safety studies can begin and, if necessary, measures can be implemented for change or improvement.
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Flight Data Analysis (FDA)
ORO.AOC.130 Flight data monitoring — aeroplanes a)
b)
The operator shall establish and maintain a flight data monitoring system, which shall be integrated in its management system, for aeroplanes with a maximum certificated take-off mass of more than 27 000 kg. The flight data monitoring system shall be non-punitive and contain adequate safeguards to protect the source(s) of the data.
AMC1 ORO.AOC.130 Flight data monitoring - aeroplanes FLIGHT DATA MONITORING (FDM) PROGRAMME (a) The safety manager should be responsible for the identification and assessment of issues and their transmission to the manager(s) responsible for the process(es) concerned. The latter should be responsible for taking appropriate and practicable safety action within a reasonable period of time that reflects the severity of the issue. (b) An FDM programme should allow an operator to: (1) identify areas of operational risk and quantify current safety margins; (2) identify and quantify operational risks by highlighting occurrences of nonstandard, unusual or unsafe circ*mstances; (3) use the FDM information on the frequency of such occurrences, combined with an estimation of the level of severity, to assess the safety risks and to determine which may become unacceptable if the discovered trend continues; (4) put in place appropriate procedures for remedial action once an unacceptable risk, either actually present or predicted by trending, has been identified; and (5) confirm the effectiveness of any remedial action by continued monitoring. (c) FDM analysis techniques should comprise the following: (1) Exceedance detection: searching for deviations from aircraft flight manual limits and standard operating procedures. A set of core events should be selected to cover the main areas of interest to the operator. A sample list is provided in Appendix 1 to AMC1 ORO.AOC.130 (Table of FDM events). The event detection limits should be continuously reviewed to reflect the operator’s current operating procedures. (2) All flights measurement: a system defining what is normal practice. This may be accomplished by retaining various snapshots of information from each flight. (3) Statistics - a series of data collected to support the analysis process: this technique should include the number of flights flown per aircraft and sector details sufficient to generate rate and trend information. (d) FDM analysis, assessment and process control tools: the effective assessment of information obtained from digital flight data should be dependent on the provision of appropriate information technology tool sets. Reference UG1302055
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(e) Education and publication: sharing safety information should be a fundamental principle of aviation safety in helping to reduce accident rates. The operator should pass on the lessons learnt to all relevant personnel and, where appropriate, industry. (f) Accident and incident data requirements specified in CAT.GEN.MPA.195 (Preservation, production and use of flight recorder recordings) take precedence over the requirements of an FDM programme. In these cases the FDR data should be retained as part of the investigation data and may fall outside the de-identification agreements. (g) Every crew member should be responsible to report events. Significant risk-bearing incidents detected by FDM should therefore normally be the subject of mandatory occurrence reporting by the crew. If this is not the case then they should submit a retrospective report that should be included under the normal process for reporting and analysing hazards, incidents and accidents. (h) The data recovery strategy should ensure a sufficiently representative capture of flight information to maintain an overview of operations. Data analysis should be performed sufficiently frequently to enable action to be taken on significant safety issues. (i) The data retention strategy should aim to provide the greatest safety benefits practicable from the available data. A full dataset should be retained until the action and review processes are complete; thereafter, a reduced dataset relating to closed issues should be maintained for longer-term trend analysis. Programme managers may wish to retain samples of de-identified full-flight data for various safety purposes (detailed analysis, training, benchmarking etc.). (j) The data access and security policy should restrict information access to authorised persons. When data access is required for airworthiness and maintenance purposes, a procedure should be in place to prevent disclosure of crew identity. (k) The procedure to prevent disclosure of crew identity should be written in a document, which should be signed by all parties (airline management, flight crew member representatives nominated either by the union or the flight crew themselves). This procedure should, as a minimum, define: (1) the aim of the FDM programme; (2) a data access and security policy that should restrict access to information to specifically authorised persons identified by their position; (3) the method to obtain de-identified crew feedback on those occasions that require specific flight follow-up for contextual information; where such crew contact is required the authorised person(s) need not necessarily be the programme manager or safety manager, but could be a third party (broker) mutually acceptable to unions or staff and management; (4) the data retention policy and accountability including the measures taken to ensure the security of the data;
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(5) the conditions under which advisory briefing or remedial training should take place; this should always be carried out in a constructive and non-punitive manner; (6) the conditions under which the confidentiality may be withdrawn for reasons of gross negligence or significant continuing safety concern; (7) the participation of flight crew member representative(s) in the assessment of the data, the action and review process and the consideration of recommendations; and (8) the policy for publishing the findings resulting from FDM. (l) Airborne systems and equipment used to obtain FDM data should range from an already installed full quick access recorder (QAR), in a modern aircraft with digital systems, to a basic crash-protected recorder in an older or less sophisticated aircraft. The analysis potential of the reduced data set available in the latter case may reduce the safety benefits obtainable. The operator should ensure that FDM use does not adversely affect the serviceability of equipment required for accident investigation.
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GM1 ORO.AOC.130 Flight data monitoring – aeroplanes DEFINITION OF AN FDM PROGRAMME For the purposes of this Guidance Material, an FDM programme may be defined as a proactive and non-punitive programme for gathering and analysing data recorded during routine flights to improve aviation safety. (a) FDM analysis techniques (1) Exceedance detection (i) FDM programmes are used for detecting exceedances, such as deviations from flight manual limits, standard operating procedures (SOPs), or good airmanship. Typically, a set of core events establishes the main areas of interest to operators. Examples: high lift-off rotation rate, stall warning, ground proximity warning system (GPWS) warning, flap limit speed exceedance, fast approach, high/low on glideslope, and heavy landing. (ii) Trigger logic expressions may be simple exceedances such as redline values. The majority, however, are composites that define a certain flight mode, aircraft configuration or payload related condition. Analysis software can also assign different sets of rules dependent on airport or geography. For example, noise sensitive airports may use higher than normal glideslopes on approach paths over populated areas. In addition, it might be valuable to define several levels of exceedance severity (such as low, medium and high). (iii) Exceedance detection provides useful information, which can complement that provided in crew reports. Examples: reduced flap landing, emergency descent, engine failure, rejected take-off, go-around, airborne collision avoidance system (ACAS) or GPWS warning, and system malfunctions. (iv) The operator may also modify the standard set of core events to account for unique situations they regularly experience, or the SOPs they use. Example: to avoid nuisance exceedance reports from a non-standard instrument departure. (v) The operator may also define new events to address specific problem areas. Example: restrictions on the use of certain flap settings to increase component life. (2) All-flights measurements FDM data are retained from all flights, not just the ones producing significant events. A selection of parameters is retained that is sufficient to characterise each flight and allow a comparative analysis of a wide range of operational variability. Emerging trends and tendencies may be identified and monitored before the trigger levels associated with exceedances are reached. Examples of parameters monitored: take-off weight, flap setting, temperature, rotation and lift-off speeds versus scheduled speeds, maximum pitch rate and attitude during rotation, and gear retraction speeds, heights and times.
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Examples of comparative analyses: pitch rates from high versus low take-off weights, good versus bad weather approaches, and touchdowns on short versus long runways. (3) Statistics Series of data are collected to support the analysis process: these usually include the numbers of flights flown per aircraft and sector details sufficient to generate rate and trend information. (4) Investigation of incidents flight data Recorded flight data provide valuable information for follow-up to incidents and other technical reports. They are useful in adding to the impressions and information recalled by the flight crew. They also provide an accurate indication of system status and performance, which may help in determining cause and effect relationships. Examples of incidents where recorded data could be useful: high co*ckpit workload conditions as corroborated by such indicators as late descent, late localizer and/or glideslope interception, late landing configuration; unstabilised and rushed approaches, glide path excursions, etc.; exceedances of prescribed operating limitations (such as flap limit speeds, engine overtemperatures); and wake vortex encounters, turbulence encounters or other vertical accelerations. It should be noted that recorded flight data have limitations, e.g. not all the information displayed to the flight crew is recorded, the source of recorded data may be different from the source used by a flight instrument, the sampling rate or the recording resolution of a parameter may be insufficient to capture accurate information. (5) Continuing airworthiness Data of all-flight measurements and exceedance detections can be utilized to assist the continuing airworthiness function. For example, engine-monitoring programmes look at measures of engine performance to determine operating efficiency and predict impending failures. Examples of continuing airworthiness uses: engine thrust level and airframe drag measurements, avionics and other system performance monitoring, flying control performance, and brake and landing gear usage.
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(b) FDM equipment (1) General FDM programmes generally involve systems that capture flight data, transform the data into an appropriate format for analysis, and generate reports and visualisation to assist in assessing the data. Typically, the following equipment capabilities are needed for effective FDM programmes: (i) an on-board device to capture and record data on a wide range of in-flight parameters; (ii) a means to transfer the data recorded on board the aircraft to a ground based processing station. (iii) a ground-based computer system to analyse the data, identify deviations from expected performance, generate reports to assist in interpreting the read-outs, etc.; and (iv) optional software for a flight animation capability to integrate all data, presenting them as a simulation of in-flight conditions, thereby facilitating visualisation of actual events. (2) Airborne equipment (i) The flight parameters and recording capacity required for flight data recorders (FDR) to support accident investigations may be insufficient to support an effective FDM programme. Other technical solutions are available, including the following: (A) Quick access recorders (QARs). QARs are installed in the aircraft and record flight data onto a low-cost removable medium. (B) Some systems automatically download the recorded information via secure wireless systems when the aircraft is in the vicinity of the gate. There are also systems that enable the recorded data to be analysed on board while the aircraft is airborne. (ii) Fleet composition, route structure and cost considerations will determine the most cost-effective method of removing the data from the aircraft. (3) Ground replay and analysis equipment (i) Data are downloaded from the aircraft recording device into a ground based processing station, where the data are held securely to protect this sensitive information. (ii) FDM programmes generate large amounts of data requiring specialised analysis software. (iii) The analysis software checks the downloaded flight data for abnormalities. (iv) The analysis software may include: annotated data trace displays, engineering unit listings, visualisation for the most significant incidents, access to interpretative material, links to other safety information and statistical presentations.
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(c) FDM in practice (1) FDM process Typically, operators follow a closed-loop process in applying an FDM programme, for example: (i) Establish a baseline: initially, operators establish a baseline of operational parameters against which changes can be detected and measured. Examples: rate of unstable approaches or hard landings. (ii) Highlight unusual or unsafe circ*mstances: the user determines when nonstandard, unusual or basically unsafe circ*mstances occur; by comparing them to the baseline margins of safety, the changes can be quantified. Example: increases in unstable approaches (or other unsafe events) at particular locations. (iii) Identify unsafe trends: based on the frequency and severity of occurrence, trends are identified. Combined with an estimation of the level of severity, the risks are assessed to determine which may become unacceptable if the trend continues. Example: a new procedure has resulted in high rates of descent that are nearly triggering GPWS warnings. (iv) Mitigate risks: once an unacceptable risk has been identified, appropriate risk mitigation actions are decided on and implemented. Example: having found high rates of descent, the SOPs are changed to improve aircraft control for optimum/maximum rates of descent. (v) Monitor effectiveness: once a remedial action has been put in place, its effectiveness is monitored, confirming that it has reduced the identified risk and that the risk has not been transferred elsewhere. Example: confirm that other safety measures at the aerodrome with high rates of descent do not change for the worse after changes in approach procedures. (2) Analysis and follow-up (i) FDM data are typically compiled every month or at shorter intervals. The data are then reviewed to identify specific exceedances and emerging undesirable trends and to disseminate the information to flight crews. (ii) If deficiencies in pilot handling technique are evident, the information is usually de-identified in order to protect the identity of the flight crew. The information on specific exceedances is passed to a person (safety manager, agreed flight crew representative, honest broker) assigned by the operator for confidential discussion with the pilot. The person assigned by the operator provides the necessary contact with the pilot in order to clarify the circ*mstances, obtain feedback and give advice and recommendations for appropriate action. Such appropriate action could include re-training for the pilot (carried out in a constructive and nonpunitive way), revisions to manuals, changes to ATC and airport operating procedures.
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(iii) Follow-up monitoring enables the effectiveness of any corrective actions to be assessed. Flight crew feedback is essential for the identification and resolution of safety problems and could be collected through interviews, for example by asking the following: (A) Are the desired results being achieved soon enough? (B) Have the problems really been corrected, or just relocated to another part of the system? (C) Have new problems been introduced? (iv) All events are usually archived in a database. The database is used to sort, validate and display the data in easy-to-understand management reports. Over time, this archived data can provide a picture of emerging trends and hazards that would otherwise go unnoticed. (v) Lessons learned from the FDM programme may warrant inclusion in the operator’s safety promotion programmes. Safety promotion media may include newsletters, flight safety magazines, highlighting examples in training and simulator exercises, periodic reports to industry and the competent authority. Care is required, however, to ensure that any information acquired through FDM is de-identified before using it in any training or promotional initiative. (vi) All successes and failures are recorded, comparing planned programme objectives with expected results. This provides a basis for review of the FDM programme and the foundation for future programme development.
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(d) Preconditions for an effective FDM programme (1) Protection of FDM data The integrity of FDM programmes rests upon protection of the FDM data. Any disclosure for purposes other than safety management can compromise the voluntary provision of safety data, thereby compromising flight safety. (2) Essential trust The trust established between management and flight crew is the foundation for a successful FDM programme. This trust can be facilitated by: (i) early participation of the flight crew representatives in the design, implementation and operation of the FDM programme; (ii) a formal agreement between management and flight crew, identifying the procedures for the use and protection of data; and (iii) data security, optimised by: (A) adhering to the agreement; (B) the operator strictly limiting data access to selected individuals; (C) maintaining tight control to ensure that identifying data is kept securely; and (D) ensuring that operational problems are promptly addressed by management. (3) Requisite safety culture Indicators of an effective safety culture typically include: (i) top management’s demonstrated commitment to promoting a proactive safety culture; (ii) a non-punitive operator policy that cover the FDM programme; (iii) FDM programme management by dedicated staff under the authority of the safety manager, with a high degree of specialisation and logistical support; (iv) involvement of persons with appropriate expertise when identifying and assessing the risks (for example, pilots experienced on the aircraft type being analysed); (v) monitoring fleet trends aggregated from numerous operations, not focusing only on specific events; (vi) a well-structured system to protect the confidentiality of the data; and (vii) an efficient communication system for disseminating hazard information (and subsequent risk assessments) internally and to other organisations to permit timely safety action.
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(e) Implementing an FDM programme (1) General considerations (i) Typically, the following steps are necessary to implement an FDM programme: (A) implementation of a formal agreement between management and flight crew; (B) establishment and verification of operational and security procedures; (C) installation of equipment; (D) selection and training of dedicated and experienced staff to operate the programme; and (E) commencement of data analysis and validation. (ii) An operator with no FDM experience may need a year to achieve an operational FDM programme. Another year may be necessary before any safety and cost benefits appear. Improvements in the analysis software, or the use of outside specialist service providers, may shorten these time frames. (2) Aims and objectives of an FDM programme (i) As with any project there is a need to define the direction and objectives of the work. A phased approach is recommended so that the foundations are in place for possible subsequent expansion into other areas. Using a building block approach will allow expansion, diversification and evolution through experience. Example: with a modular system, begin by looking at basic safety-related issues only. Add engine health monitoring, etc. in the second phase. Ensure compatibility with other systems. (ii) A staged set of objectives starting from the first week’s replay and moving through early production reports into regular routine analysis will contribute to a sense of achievement as milestones are met. Examples of short-term, medium-term and long-term goals: (A) Short-term goals: - establish data download procedures, test replay software and identify aircraft defects; - validate and investigate exceedance data; and - establish a user-acceptable routine report format to highlight individual exceedances and facilitate the acquisition of relevant statistics. (B) Medium-term goals: - Produce an annual report — include key performance indicators; - add other modules to the analysis (e.g. continuing airworthiness); and - plan for the next fleet to be added to programme. (C) Long-term goals: - Network FDM information across all of the operator’s safety information systems; - ensure FDM provision for any proposed alternative training and qualification programme (ATQP); and - use utilisation and condition monitoring to reduce spares holdings.
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(iii) Initially, focusing on a few known areas of interest will help prove the system’s effectiveness. In contrast to an undisciplined ‘scatter-gun’ approach, a focused approach is more likely to gain early success. Examples: rushed approaches, or rough runways at particular aerodromes. Analysis of such known problem areas may generate useful information for the analysis of other areas. (3) The FDM team (i) Experience has shown that the ‘team’ necessary to run an FDM programme could vary in size from one person for a small fleet, to a dedicated section for large fleets. The descriptions below identify various functions to be fulfilled, not all of which need a dedicated position. (A) Team leader: it is essential that the team leader earns the trust and full support of both management and flight crew. The team leader acts independently of others in line management to make recommendations that will be seen by all to have a high level of integrity and impartiality. The individual requires good analytical, presentation and management skills. (B) Flight operations interpreter: this person is usually a current pilot (or perhaps a recently retired senior captain or instructor), who knows the operator’s route network and aircraft. This team member’s in-depth knowledge of SOPs, aircraft handling characteristics, aerodromes and routes is used to place the FDM data in a credible context. (C) Technical interpreter: this person interprets FDM data with respect to the technical aspects of the aircraft operation and is familiar with the power plant, structures and systems departments’ requirements for information and any other engineering monitoring programmes in use by the operator. (D) Gate-keeper: this person provides the link between the fleet or training managers and flight crew involved in events highlighted by FDM. The position requires good people skills and a positive attitude towards safety education. The person is typically a representative of the flight crew association or an ‘honest broker’ and is the only person permitted to connect the identifying data with the event. It is essential that this person earns the trust of both management and flight crew. (E) Engineering technical support: this person is usually an avionics specialist, involved in the supervision of mandatory serviceability requirements for FDR systems. This team member is knowledgeable about FDM and the associated systems needed to run the programme. (F) Replay operative and administrator: this person is responsible for the dayto-day running of the system, producing reports and analysis. (ii) All FDM team members need appropriate training or experience for their respective area of data analysis. Each team member is allocated a realistic amount of time to regularly spend on FDM tasks.
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3.4.3.1. FDA - FDM - FOQA Flight Data Analysis (FDA), Flight Data Monitoring (FDM) or Flight Operations Quality Assurance (FOQA) defines the same proactive and non-punitive programme able to gather and to analyse flight data recorded during routine flights to improve aviation safety. - Flight Data Analysis (FDA) is the name used by ICAO and Airbus. - Flight Data Monitoring (FDM) is the name used by EASA - Flight Operations Quality Assurance (FOQA) is the name used by FAA 3.4.3.2.
Flight Data Analysis
The Flight Data Analysis (FDA) program e.g. AirFASE, consists of a systematic analysis of digital flight data recorded during routine flight operations in order to identify parameter deviations from reference values. The Flight Data Analysis programme is non-punitive and is aimed at improving operating procedures, flight training, air traffic control procedures, aircraft procedures or aircraft maintenance. Prior to the implementation of an FDA program, an agreement with the pilots should specify the process to be followed, including confidentiality and non-punitive clause for the use of recorded data. The recurrent downloading of flight data aims at coverage of all flight operations. 3.4.3.3.
Flight data Analysis Results
When aircraft is on ground, the flight data are downloaded. The period between two downloading is a function of the memory capacity of the dedicated on board recorder. Most of the time one downloading is performed every week. The downloading of the recorded flight data can also be automatically performed via secure wireless systems when the aircraft is in the vicinity of the gate. After downloading, the flight data are processed and analysed by the FDA tool. Such software identifies High, Medium and Low deviations of flight parameters from reference values that are especially established for safety analyses. In AirFASE, all these identified deviations are called “Events” The magnitude of the measured deviation (high, medium or low) can be associated to a reduction of the safety margin, but cannot be directly linked to the safety risk level. For example all FDA red events having a high parameter deviation don’t have the same risk level.
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The flights having high deviations can be further analysed by a safety pilot to: Place the flight data in a credible context Identify the factors Investigate “Why”. For that, the safety pilot must have depth knowledge of SOPs, aircraft handling characteristics, and of operated airports and routes. This could trigger: An interview of the crew through the gatekeeper for complementing the facts An in-house investigation. All these identified deviations (events) are stored in a database to allow statistical analysis. The statistical results provide trends that, most of the time, are sufficient to be used as predictive safety data and to determine the need for corrective actions. Nevertheless in the scope of the SMS, a risk assessment of these trends must be performed. In this case the corrective action is called mitigation. 3.4.3.4.
Example of Flight Data Analysis:
Refer to chapter 3.4.8 Safety data collection and analysis
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Line observation programme
Line observation is a very powerful way to collect safety data for further safety improvement. In additions to the identifications of threats or safety weaknesses, it allows to observe how crew and/or people involved in the observed activity manage the threats and the human errors that impact their activities. Observations should be reported to the safety department by using an observation report. The reported observations are analysed, assessed and stored. In addition to the risk assessment that may be performed on the reported observations, statistical analysis performed on the stored observations can permit identifying frequent threats and errors, or latent conditions that may evolve into an incident. These statistical analyses allow the performing of Predictive Safety. Line observations can be performed: - On ground (ground operations, flight dispatch, line maintenance …) - During flight (co*ckpit, cabin). 3.4.4.1.
Ground Observations
Pilots, safety officers, auditors or any person having sufficient knowledge of the observed activity can perform ground observations. To ensure objectivity it would be preferable that observer is a non-managerial staff. But obviously, team supervisor, or manager can provide such observation report to the Safety Manager when they observe deficiency, threat or error in the activity that they manage in the condition that: It is used to improve the safety and not to blame personnel They cannot improve the situation in the scope of their duties. A ground observation consists in: - Identifying context, dysfunction, errors and hazards that may cause difficulties or situations with potential safety consequences - Studying how the team on duty manage them. 3.4.4.2.
Flight observations
Observations during flight require that the observer is especially trained. Flight observation starts at the flight dispatch when the crew prepares the flight and continues from the co*ckpit during the flight. Unlike flight data, co*ckpit observations contain both the “what” and the “why” of operational occurrences. It completes the FDA by providing information that cannot be recorded by the aircraft.
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The flight observations are based on Threat and Error Management (TEM) concept. These observations allow assessing: - The identification by the crew of threats to the flight and crew errors - The efficiency of the crew to manage the threats or the errors - The efficiency of the crew to avoid “Undesired Aircraft State” (UAS) - The efficiency of the crew to manage escape or recovery following an UAS - The CRM performance: anticipation, recognition, recovery. The flight observation method should fulfil the following requirements: • The method is systematic • Observation focuses on safety matters related to the operation in general, not on individuals • Any data related to individuals must be confidential • All above principles are clearly communicated in advance to the crew, who will be observed • The flight observers must be especially trained. 3.4.5.
Safety audit programme
Audits are most of the time limited to regulatory compliance or to Airline policy compliance, but audit can also be performed in the scope of Proactive Safety. Safety audits should be guided by risk considerations. High-risk areas should be audited more frequently and with more depth. The aim of safety audits is to: • Check the real-life robustness of various risk controls. Efficiency of risk controls cannot always be checked by monitoring indicators or by analysing statistical results. In this case an audit has to be organized to check the efficiency of the implemented risk control. • Audit the company safety system itself • Audit the safety system of an external service provider. It is recommended that: • Benefit should be taken from the synergy between Safety and Compliance auditing. The audit data should be shared and the auditors could be co-located • Neither the safety nor the compliance monitoring mission should be sacrificed to the benefit of the other. 3.4.6.
Safety surveys
Safety surveys are the examination of particular elements or procedures of a specific operation, such as: Problem areas or bottlenecks in daily operations Perceptions and opinions of operational personnel Areas of dissent or confusion.
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Occurrence Assessment Introduction
One of the first duties of the Safety Manager, or of a Safety Officer, is the screening of the occurrences to determine the most critical occurrences that must be managed in priority. For that he must assess the criticality of the occurrence. The reached “criticality” by the occurrence is called: “Occurrence Reached Criticality” (ORC). Remark: The following method used to assess an occurrence is based on the method established by the Airlines Risk Management Solutions (ARMS) working group. The ARMS method determines the “Event Risk Classification” (ERC). “Event Risk Classification” (ERC) has been replaced by “Occurrence Reached Criticality” (ORC) to avoid confusion with “Event” used in AirFASE, and to avoid confusion with “risk” used in risk management (Refer to chapter 3.10.3: Risk assessment”). 3.4.7.2.
Occurrence Reached Criticality (ORC)
During an occurrence the safety defences (the safety barriers) contribute to avoid the escalation of the situation into an incident or an accident. During an occurrence, some of the defences are not working, or are degraded, and consequently have an impact on the incurred risks. The criticality of the occurrence is a function of the incurred risk during the occurrence and can be established as a function of: - The degradation of safety defences (remaining safety margins or the degradation of the safety barriers) - The reasonable potential consequences of the occurrence The ORC can be established through a matrix:
Severity
ORC
Vulnerability • •
Vulnerability represents the remaining defences or margins against the potential consequences of the considered occurrence. It indicates also the deviation from “smooth” operations or the level of degradation of the safety barriers. Severity is the severity of consequences that could reasonably have happened during this occurrence.
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This matrix is used to assess the safety criticality of occurrences, findings, threats or errors that may have been identified through: Reports (Reporting System), Flight observations (Threat and Error Management) Data of a specific flight (Flight Data Analysis system) Safety audit In the following, instead of “occurrences”, “findings”, “threats” or “errors”, only the wording “occurrence” is used. Occurrence Reached Criticality (ORC) SEVERITY (S)
Medium
Medium Medium
Low
High
High
Medium
High
Low
Low
Medium
Medium
Low
Low
Low
Low
ORC High criticality Medium criticality Low criticality
High Medium Low
VULNERABILITY (V) SAMPLE: Guidance for occurrence assessment through ORC matrix based on “SEVERITY” and “VULNERABILITY”:
Incident Minor incident Little direct consequences
Potential severity of the occurrence SEVERITY (S)
ORC Accident or Serious incident
S4
Medium
Medium Medium
High
High
Medium
High
S3
Low
S2
Low
Low
Medium
Medium
S1
Low
Low
Low
Low
V1
V2
V3
V4
VULNERABILITY (V) Safety defences degradation Occurrence Reached Criticality “ORC” (Sample)
Reference UG1302055
- No action - Degradation - No - Skill base disturbance situation - Standard - Remaining safety margin
Unusual - No Situation remaining Rule based safety Situation margin - Unexpected situation - Knowledge based situation
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Questions to help to fill the matrix: - What was the effectiveness of the remaining barriers? What was the degradation of the safety barriers? - What could have been the severity of the most probable outcome? It has to be noted that, if an escape procedure, such as go-around, T-CAS RA, drift down, has been performed, the scenario of the escape procedure has also to be considered. Remarks: • “ORC assessment” and assessment of incurred risk during an occurrence are performed for one actual occurrence that has happened. • “Risk assessment” (Refer to chapter 3.10.3: Risk assessment) is performed for potential consequences of a possible occurrence that the considered hazard could trigger.
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Occurrence Priority Management
SEVERITY
PRIORITY P2
P2
P1
P1
P3
P2
P2
P1
P3
P3
P2
P2
P3
P3
P3
P3
VULNERABILITY ORC High criticality Medium criticality Low criticality
High Medium Low
Priority Priority 1 P1 Priority 2 P2 Priority 3 P3
The ORC enables to: - Manage the priorities of the occurrences - Quickly sort between occurrences in function of the urgency of the needed safety actions. •
Associated actions -
HIGH
==> action P1 P1: ◦
◦ ◦ -
-
MEDIUM
LOW
==> action P2 P2: ◦ ◦ ==> action P3 ◦
Reference UG1302055
The top management and relevant manager must be informed, stopping operations should be considered, or raising an urgent corrective action waiting for mitigation. Immediately launch a quick internal investigation Launch the process of Safety Issue with hazard identification, risk assessment and mitigation. Relevant Manager must be informed If level Medium is confirmed, mitigation must be implemented to reduce the risk.
Outcomes are provided to the relevant manager(s) for improvement.
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Safety Data Collection and Review Safety Data Collection
Each tool and programme used for monitoring normal operations provides a huge quantity of safety data. For this reason the data collected through the safety monitoring of the operations are classified and stored in databases: • Safety reports database • Flight data analysis database • Line observations database • Audit database • Other database. 3.4.9.2.
Safety Databases Analysis
In addition to the analyses of the individual results of the safety monitoring, the whole collected data must be reviewed in total for further internal investigation and to identify trends that may be caused by emerging safety issues. The statistical analysis of these databases allows identifying: • Common data to several occurrences (Location, phase of flight, specific conditions …) • Evolution in time • Efficiency of remedial or mitigating action. Effective decision making, based on the analysis of the databases, is possible only if the stored data are reliable, and if their quantity is representative of the monitored operation. For this reason, the data must be checked and the inconsistent data must not be stored. Several methods can be used for the analysis of the databases. Hereafter is an example of possible statistics that can be used to start databases investigation: • • •
Occurrences per flight phase and month Occurrences per flight phases of departure and departure airport Occurrences per flight phases of arrival and arrival airport
Then further filtering can be performed in function of the information/data available in the database. The results of the analysis of a database may trigger a safety issue.
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Example of Flight Data Analysis tool:
AirFASE is a FDA tool being a joint-venture between Airbus and Teledyne. AirFASE uses a 3 levels colour coding (red, orange, yellow) to categorize the magnitude of the deviation to the references that characterize the considered event. Apart from the possibility of investigating a single flight of concern, the software allows the sorting of data and their presentation in the form of bar charts that are meaningful as safety indicators (Refer to safety assurance) Producing this bar charts at regular intervals allows following up the impact of corrective actions. Moreover, producing such charts on a regular basis may indicate improvement or downgrading and can be used as Safety Performance Indicator. Examples: • Top ten red events: This bar chart is monitoring the most recurrent severe deviations, hence is identifying the 10 most recurrent specific hazards, in other words the risk domains.
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• Monthly trend: For the 2 or 3 most recurrent events, the monthly trend over the year should be monitored: This shows possible seasonal factors, and/or improvements/downgrading of the safety problem.
• Snapshot of the most recurrent event: This shows the mean magnitude of the deviation. E.g. the high approach speed at 1000 ft is an indication of a high energy, non stabilized approach, which can be a precursor of CFIT, runway overrun, hard landing, tail strike...
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• High Speed on Approach, per airport and per type: This indicates local factors on this hazard:
• Ratio of red events per Departure per Airport: This also indicates local factors on this hazard
• Ratio of red events per Arrival per Airport: This also indicates local factors on this hazard
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• Cruise events per severity: Most frequent event during the cruise phase of flight:
• Red events at Landing: This shows the domain of risk in the flight operations for the conduct of the approaches. The bar chart can discriminate between aircraft types.
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• Long Touch-down per Airport: This event is monitoring the runway overrun hazard. The bar chart shows airports with long touch-down.
Remark: Quality Index (QI) The quality index QI (i.e. the percentage of flights being actually monitored in the FDA system) is not directly measuring Safety performance. It is indirectly an interesting indicator to identify the gap between minimum and optimum level of FDA. QI should be computed every month, and trended over the year.
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COMPLIANCE MONITORING
ORO.GEN.200 Management system COMPLIANCE MONITORING (a) The operator shall establish, implement and maintain a management system that includes: (6) a function to monitor compliance of the operator with the relevant requirements. Compliance monitoring shall include a feedback system of findings to the accountable manager to ensure effective implementation of corrective actions as necessary; AMC1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING – GENERAL (a) Compliance monitoring The implementation and use of a compliance monitoring function should enable the operator to monitor compliance with the relevant regulatory requirements. (1) The operator should specify the basic structure of the compliance monitoring function applicable to the activities conducted. (2) The compliance monitoring function should be structured according to the size of the operator and the complexity of the activities to be monitored. (b) Organisations should monitor compliance with the procedures they have designed to ensure safe activities. In doing so, they should as a minimum, and where appropriate, monitor compliance with: (1) privileges of the operator; (2) manuals, logs, and records; (3) training standards; (4) management system procedures and manuals. (c) Organisational set up (1) To ensure that the operator continues to meet the requirements of this Part and other applicable Parts, the accountable manager should designate a compliance monitoring manager. The role of the compliance monitoring manager is to ensure that the activities of the operator are monitored for compliance with the applicable regulatory requirements, and any additional requirements as established by the operator, and that these activities are being carried out properly under the supervision of the relevant head of functional area. (2) The compliance monitoring manager should be responsible for ensuring that the compliance monitoring programme is properly implemented, maintained and continually reviewed and improved.
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(3) The compliance monitoring manager should: (i) have direct access to the accountable manager; (ii) not be one of the other persons referred to in ORO.GEN.210 (b) (Nominated persons); (iii) be able to demonstrate relevant knowledge, background and appropriate experience related to the activities of the operator, including knowledge and experience in compliance monitoring; and (iv) have access to all parts of the operator, and as necessary, any contracted operator. (4) In the case of a non-complex operator, this task may be exercised by the accountable manager provided he/she has demonstrated having the related competence as defined in (c)(3)(iii). (5) In the case the same person acts as compliance monitoring manager and as safety manager, the accountable manager, with regards to his/her direct accountability for safety, should ensure that sufficient resources are allocated to both functions, taking into account the size of the operator and the nature and complexity of its activities. (6) The independence of the compliance monitoring function should be established by ensuring that audits and inspections are carried out by personnel not responsible for the function, procedure or products being audited. (d) Compliance monitoring documentation (1) Relevant documentation should include the relevant part(s) of the operator’s management system documentation. (2) In addition, relevant documentation should also include the following: (i) terminology; (ii) specified activity standards; (iii) a description of the operator; (iv) the allocation of duties and responsibilities; (v) procedures to ensure regulatory compliance; (vi) the compliance monitoring programme, reflecting: (A) schedule of the monitoring programme; (B) audit procedures; (C) reporting procedures; (D) follow-up and corrective action procedures; and (E) recording system. (vii) the training syllabus referred to in (e)(2); (viii) document control.
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Compliance Monitoring Function
To ensure safe operational practices, the Operator must ensure that its activities are properly performed under the supervision of the relevant Nominated Persons and in compliance with: The applicable regulatory requirements The applicable operational requirements The Operations Manual The Operator's Maintenance Management Exposition The Training Standards, and Any other standards specified by the operator, or the Authority. The Compliance Monitoring Function must ensure that: The activities in the fields of flight operations, maintenance, crew training and ground operations are monitored for compliance with the standards required by the Authority, and any additional requirements defined by the Operator The identified findings of non-compliance are reported to the relevant Nominated Person to define and to address promptly the appropriate corrective actions. The Compliance Monitoring function includes a feedback system to the Accountable Manager. 3.5.2.
Compliance Monitoring Manager
The Accountable Manager designates the Compliance Monitoring Manager The Compliance Monitoring Manager is in charge of the Compliance Monitoring function within the Operators’ Management System. Refer to chapter 1.5.3: Compliance Monitoring Manager
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Compliance Monitoring Programme
The Compliance Monitoring Programme includes systematic Audits and Inspections necessary to provide confidence that all activities in the fields of flight operations, maintenance, crew training and ground operations are conducted in accordance with all applicable requirements, standards and operational procedures. Compliance Monitoring audits and inspections are carried out periodically and should be flexible allowing for unscheduled audits or inspections. -
Audits general process: 1) Specify the requirement, standard or procedure for which the extent of “Compliance With” is determined by the Audit 2) Establish planning and preparation of the Audit 3) Auditing - Audit techniques: Interviews and discussions with personnel A review of published documents The examination of an adequate sample of records The witnessing of the activities, which make up the operation The preservation of documents and the recording of observations 4) Gather and record evidence (findings) 5) Analysis of the evidence 6) Establish Audit report: The object of the audit Identified non-compliances Dateline or priority for appropriate correction Distribution to the involved people 7) The Compliance Monitoring manager retains a copy of the Audit report for recording and follow-up of possible corrective actions.
-
Inspections general process: a) Specify the requirement, standard or procedure that the “Compliance With” is verified during the inspection b) Establish a form with the items that must be verified c) Verify the compliance by: Direct observation and judgement Measurement, testing or gauging d) Establish Inspection report: The object of the inspection Identified non-compliance Dateline or priority of appropriate correction Distribution to the people concerned e) The Compliance Monitoring manager retains a copy of the inspection report for recording and follow-up of possible corrective actions.
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The Compliance Monitoring Programme specifies at least the following items: • Compliance Monitoring Audit and Inspection • Auditors • Auditor's independence • Audit scope • Audit scheduling • Audit, inspection report • Corrective action • Management evaluation • Recording. 3.5.3.1. Compliance Monitoring Audits and Inspections Definitions: GM4 ORO.GEN.200(a)(6) Management system AUDIT AND INSPECTION (a) ‘Audit’ means a systematic, independent and documented process for obtaining evidence and evaluating it objectively to determine the extent to which requirements are complied with. (b) ‘Inspection’ means an independent documented conformity evaluation by observation and judgement accompanied as appropriate by measurement, testing or gauging, in order to verify compliance with applicable requirements.
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Auditors
GM1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING - GENERAL (a) The organisational set-up of the compliance monitoring function should reflect the size of the operator and the nature and complexity of its activities. The compliance monitoring manager may perform all audits and inspections himself/herself or appoint one or more auditors by choosing personnel having the related competence as defined in AMC1 ORO.GEN.200(a)(6) point (c)(3)(iii), either from within or outside the operator. AMC1 ORO.GEN.200(a)(6) point (c)(3)(iii) Management system: “be able to demonstrate relevant knowledge, background and appropriate experience related to the activities of the operator, including knowledge and experience in compliance monitoring.” The auditor or audit team, even if auditor(s) are sub-contracted, should have relevant knowledge, background and appropriate experience of the activities to be audited or inspected. This includes experience in compliance monitoring. Under the supervision of the Accountable Manager, the Compliance Monitoring Manager identifies the persons within the company who have the responsibility and authority to: a) Perform audits, and inspections as part of on-going Compliance Monitoring Programme b) Identify and record any concerns or findings, and the evidence necessary to substantiate such concerns or findings c) Initiate, or recommend solutions to those concerns or findings through designated reporting channels d) Verify the implementation of solutions within specific timescales e) Report directly to the Compliance Monitoring Manager for their Audit activity.
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Auditor's independence
AMC1 ORO.GEN.200(a)(6) point (c)(6): The independence of the compliance monitoring function should be established by ensuring that audits and inspections are carried out by personnel not responsible for the function, procedure or products being audited. GM1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING - GENERAL (b) Regardless of the option chosen (for the Auditor choice) it must be ensured that the independence of the audit function is not affected, in particular in cases where those performing the audit or inspection are also responsible for other functions for the operator. Auditors should not have any day-to-day involvement in the area of the activity which is to be audited or inspected. In addition to using the services of full-time dedicated personnel whom belong to a separate Compliance Monitoring department, the monitoring of specific areas or activities may be undertaken by the use of part-time personnel from within the organisation or from an external source under the terms of an agreement acceptable to the Authority. In all cases the persons directly responsible for the activities to be audited must not be selected as part of the auditing team. 3.5.3.4.
Subcontracted Audits
GM1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING - GENERAL (c) In case external personnel are used to perform compliance audits or inspections: (1) any such audits or inspections are performed under the responsibility of the compliance monitoring manager; and (2) the operator remains responsible to ensure that the external personnel has relevant knowledge, background and experience as appropriate to the activities being audited or inspected; including knowledge and experience in compliance monitoring.
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Scope of Audits and Inspections:
GM2 ORO.GEN.200(a)(6) Management system COMPLEX OPERATORS - COMPLIANCE MONITORING PROGRAMME (a) Typical subject areas for compliance monitoring audits and inspections for operators should be, as applicable: (1) actual flight operations; (2) ground de-icing/anti-icing; (3) flight support services; (4) load control; (5) technical standards. (b) Operators should monitor compliance with the operational procedures they have designed to ensure safe operations, airworthy aircraft and the serviceability of both operational and safety equipment. In doing so, they should, where appropriate, additionally monitor the following: (1) operational procedures; (2) flight safety procedures; (3) operational control and supervision; (4) aircraft performance; (5) all weather operations; (6) communications and navigational equipment and practices; (7) mass, balance and aircraft loading; (8) instruments and safety equipment; (9) ground operations; (10) flight and duty time limitations, rest requirements, and scheduling; (11) aircraft maintenance/operations interface; (12) use of the MEL; (13) flight crew; (14) cabin crew; (15) dangerous goods; (16) security.
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Audit scheduling
The Compliance Monitoring Programme includes a defined audit schedule and a periodic review cycle area by area. The schedule is flexible, and allows unscheduled audits. Follow-up audits should be scheduled when necessary to verify that corrective action was carried out and that it was effective. A schedule of audits to be completed during a specified calendar period is established to review all aspects of the operation within every period of 12 months. The frequency of the audits may increase if deemed necessary, but will not be decreased without the agreement of the Authority. Significant changes to the management, organisation, operation, or technologies as well as changes to the regulatory requirements must be considered to define the audit schedule. 3.5.3.7.
Audit, Inspection Reports
Subsequent to a Compliance Monitoring audits or inspections, a report is established. The report should include: a) The Requirement, Standard, Procedure that the “Compliance with” is the object of the audit or inspection b) The department, section, or areas that has been audited or inspected c) The identified findings of Non-compliance: deviation or non-conformity d) The evidences of the findings e) A request with deadline for establishing and implementing an appropriate corrective action. The report is a least distributed to the concerned manager, to the involved Nominated Person, the Compliance Monitoring Manager, and the Accountable Manager. The Compliance Monitoring Manager retains a copy of the Audit report for recording and follow-up of possible corrective actions.
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Corrective action
GM1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING - GENERAL (d) The operator retains the ultimate responsibility for the effectiveness of the compliance monitoring function in particular for the effective implementation and followup of all corrective actions. AMC1 ORO.GEN.150(b) Findings GENERAL The corrective action plan defined by the operator should address the effects of the noncompliance, as well as its root-cause. GM1 ORO.GEN.150 Findings GENERAL (a) Preventive action is the action to eliminate the cause of a potential non-compliance or other undesirable potential situation. (b) Corrective action is the action to eliminate or mitigate the root cause(s) and prevent recurrence of an existing detected non-compliance or other undesirable condition or situation. Proper determination of the root cause is crucial for defining effective corrective actions to prevent reoccurrence. (c) Correction is the action to eliminate a detected non-compliance. Any non-compliance (finding) identified as a result of Non-Compliance Audit or Inspection is communicated to the manager responsible for taking corrective action or, if appropriate, the Accountable Manager. Organisational responsibility for the definition and the implementation of the appropriate corrective action resides with Nominated Person in charge of the department cited in the report identifying the finding. The Compliance Monitoring Programme monitors such actions to: Ensure that corrective actions are taken in response to findings Verify their effectiveness and that they have been completed. The Accountable Manager has the ultimate responsibility for resourcing the corrective action and ensuring, through the Compliance Monitoring Manager, that the corrective action has re-established compliance with the standard required by the Authority, and any additional requirements defined by the operator.
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The Compliance Monitoring Manager must: a) Verify that the relevant manager has taken the appropriate corrective action in response to any findings of non-compliance; b) Provide management with an independent assessment of corrective action, implementation and completion; c) Evaluate the effectiveness of corrective action through a follow-up monitoring. 3.5.3.9.
Recording
The identified non-compliances with their evidences are recorded for the purpose of further analysis or investigation, in order to determine the cause and to enable the recommendation of appropriate corrective action. The Non-compliance reports must be stored and be available to the authority for duration of 5 years. The Compliance Monitoring Manager is responsible for filing and storing these documents in such a way that they are readily retrievable in facilities that provide a suitable environment to prevent damage and to prevent loss. These documents can be in the form of any type of media such as hard copy or electronic media. 3.5.4.
Non-Compliance finding available to Safety
Regulatory requirements, operational requirements, operator standards and associated operator’ procedures have been developed to avoid incidents and accidents. Their Non-compliance increases the safety risks of the operation. For this reason the Non-Compliance reports (Audit/Inspection) should also be transmitted to the Safety Manager. The Safety Manager manages the Non-Compliance reports as any Safety reports and can use them as any safety data in safety analysis and statistics, or to create a Safety Issue.
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SECURITY MONITORING
Security weakness and Security threat are confidential topics and are based on intelligence report. Refer to Chapter 10 Security. Refer to 3.10.4 Example of Process Performance Indicator. 3.6.1.
Security Manager
The Accountable Manager designates the Security Manager. The Security Manager is in charge of the Security Function within the Management system. Refer to chapter 1.5.4: Security manager. 3.6.2.
Security Monitoring Function
To perform its activities the Operator must ensure that its security instructions and associated procedures are: Correctly applied Adapted to the security situation. In this aim, the Security Manager is in charge of implementing and managing a Security Monitoring Function. The Security Monitoring Function includes a feedback system to the Accountable Manager. The Security Monitoring Function must be able to: Identify security weakness Identify security hazard Inform the Accountable Manager and top management on security matters Adapt security operator processes to the security situation Identify deviations to the security instruction or procedures The Safety reporting system can be used to report Security concerns. The study of these reports may identify sectors where security needs to be reinforced. Security audit must be performed to ensure that security processes are correctly applied. Information on security threat can be obtained from other sources such as confidential or intelligence information. Further information on security is given in the Chapter 10: Security
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Security threat and weakness available to Safety
Security weakness and security threat have obviously impacts on the safety of the operations. Safety Risk assessment can be performed in case of security matter with the same method as for safety matter. The Safety Manager should be involved and provide assistance to the Security Manager to assess such risks.
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SAFETY ISSUE
A safety Issue requires a deeper analysis than for a simple occurrence. An in house investigation may be needed to identify the root cause. The opening of a Safety Issue (SI) can be triggered by: Serious occurrence Recurrent occurrences Change management Statistical analysis on outcomes of operations monitoring External information. Examples: Recurrent loss of communication in a specific region Frequent tail wind conditions in approach or take-off at a specific airport Contaminated taxiways Altitude bust … The opening of a Safety Issue launches the Safety Risk Management process as the following: In house investigation (if needed) Identification and deep analysis of the associated safety hazards Review of the defences and of their efficiency Assessment of the safety risks Decision and action from the management as a function of the level of risk Mitigation process Performance monitoring Refer to chapter 3.10: Safety Risk Management
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INVESTIGATIONS Databases analysis
Refer to chapter 3.4.8: Safety Data Collection and Analysis 3.8.2.
In-house investigations
AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT (c) Internal safety investigation (1) The scope of internal safety investigations should extend beyond the scope of occurrences required to be reported to the competent authority. The results of the safety monitoring of normal operations may trigger an “In house investigation” when Further information are needed to perform the safety analysis Identified occurrence(s) or trends may be the precursor of an accident or incident The most frequent in house investigation (or internal investigation) consists in interviewing people involved in the occurrence. Such as crew member interviewed by the Gate Keeper to get further information on an occurrence identified by the FDA or following a safety report. If the occurrence is complex or if several operator’ departments are involved in the occurrence, a working group can be created with the support of the safety action group to analyse the occurrence and to determine its causes. The internal investigation team should establish a report with causes and recommendations to the Safety Action Group and the Safety Manager. A report may also be transmitted to the Safety Review Board while waiting for the final report.
3.8.3.
Investigation of accidents and of serious incidents
(Definitions: refer to 11.1 Terminology) Aircraft accident investigation is a highly specialised discipline, a dedicated profession and is outside of the Safety Manager functions. The Operators emergency procedures in the wake of an accident are not the Safety Manager’s responsibility. However, the Safety Manager will be seen as the person who knows what to do when an accident or an incident occurs. For this reason the Safety Manager must have a good understanding of the involved procedures. Refer to chapter 11.2: Handling of accidents and occurrences - Company investigation. Reference UG1302055
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MANAGEMENT OF CHANGE
AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT (e) The management of change The operator should manage safety risks related to a change. The management of change should be a documented process to identify external and internal change that may have an adverse effect on safety. It should make use of the operator’s existing hazard identification, risk assessment and mitigation processes. External or internal changes may impact the safety of the Operator’s activities. A Safety review of these changes must be performed to determine the possible safety consequences. The Safety Action Group and the Managers of the involved operator activities are in charge to determine the possible safety consequences of these changes and to identify the associated hazards. If safety issues are identified, the Safety Manager assesses their risk and requests mitigation actions. The Safety Manager with the support of the Safety Action Group ensures that the mitigation doesn’t create other risks. If safety risks have been identified, Safety Performance Indicators should be put in place when change is implemented to provide quantified information on these safety risks and to ensure that these risks are maintained at an acceptable level.
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3.10. SAFETY RISK MANAGEMENT The Safety Manager is in charge of the Risk Management The Risk Management Process is made of: Hazards Identification Risk assessment Risk mitigation.
Risk Assessment
Risk Mitigation
Hazards Identification
Airline Activities
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AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT (a) Hazard identification processes (1) Reactive and proactive schemes for hazard identification should be the formal means of collecting, recording, analysing, acting on and generating feedback about hazards and the associated risks that affect the safety of the operational activities of the operator. (2) All reporting systems, including confidential reporting schemes, should include an effective feedback process. (b) Risk assessment and mitigation processes (1) A formal risk management process should be developed and maintained that ensures analysis (in terms of likelihood and severity of occurrence), assessment (in terms of tolerability) and control (in terms of mitigation) of risks to an acceptable level. (2) The levels of management who have the authority to make decisions regarding the tolerability of safety risks, in accordance with (b)(1), should be specified. (c) Internal safety investigation (1) The scope of internal safety investigations should extend beyond the scope of occurrences required to be reported to the competent authority. (d) Safety performance monitoring and measurement (1) Safety performance monitoring and measurement should be the process by which the safety performance of the operator is verified in comparison to the safety policy and objectives. (2) This process should include: (i) safety reporting, addressing also the status of compliance with the applicable requirements; (ii) safety studies, that is, rather large analyses encompassing broad safety concerns; (iii) safety reviews including trends reviews, which would be conducted during introduction and deployment of new technologies, change or implementation of procedures, or in situations of structural change in operations; (iv) safety audits focussing on the integrity of the operator’s management system, and periodically assessing the status of safety risk controls; and (v) safety surveys, examining particular elements or procedures of a specific operation, such as problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel and areas of dissent or confusion. (e) The management of change The operator should manage safety risks related to a change. The management of change should be a documented process to identify external and internal change that may have an adverse effect on safety. It should make use of the operator’s existing hazard identification, risk assessment and mitigation processes. Reference UG1302055
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(f) Continuous improvement The operator should continuously seek to improve its safety performance. Continuous improvement should be achieved through: (1) proactive and reactive evaluations of facilities, equipment, documentation and procedures through safety audits and surveys; (2) proactive evaluation of individuals’ performance to verify the fulfilment of their safety responsibilities; and (3) reactive evaluations in order to verify the effectiveness of the system for control and mitigation of risk. (g) The emergency response plan (ERP) (1) An ERP should be established that provides the actions to be taken by the operator or specified individuals in an emergency. The ERP should reflect the size, nature and complexity of the activities performed by the operator. (2) The ERP should ensure: (i) an orderly and safe transition from normal to emergency operations; (ii) safe continuation of operations or return to normal operations as soon as practicable; and (iii) coordination with the emergency response plans of other organisations, where appropriate.
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3.10.1. Safety Hazard Identification AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT (a) Hazard identification processes (1) Reactive and proactive schemes for hazard identification should be the formal means of collecting, recording, analysing, acting on and generating feedback about hazards and the associated risks that affect the safety of the operational activities of the operator. (2) All reporting systems, including confidential reporting schemes, should include an effective feedback process. Hazard can be identified from the results of three methodologies: Investigation of incidents or accidents (Lesson learnt) - REACTIVE: - PROACTIVE: Analysis of existing situations that happen in the course of daily operator activities (Operation Safety Monitoring) - PREDICTIVE: Analysis of gathered data that reveals possible negative future outcomes or events (Statistical study or survey), or Analysis of the operation and of the associated processes to identify potential future hazards (Process safety review/analysis). How the effect of the identified hazard may vary is a function of the involved activity (phase of flight, maintenance …), or location (airport, runway, …). Example: Cross wind is a well-known hazard, but its effect is not the same in cruise, at landing, or on a specific airport/runway. Organization, technology, training or procedures must be adapted to prevent the negative effects of the hazard. Hazards can be identified from the following: 3.10.1.1. Operation safety monitoring The safety monitoring of the operations is mainly performed through the 4 following tools/methods (refer chapter 3.4: operation safety monitoring): Reporting system Flight Data Analysis Line observations Audit and Inspections The monitoring of the operations reveals events and deficiencies. The identification and the emergence of the hazards are obtained by the analysis of the revealed events and deficiencies. Tools/methods used for operations safety monitoring are proactive. Reference UG1302055
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3.10.1.2. Study or survey Study and survey identify hazards that cannot be identified through reactive or proactive methods. Statistical study made on collected safety data through the activity safety monitoring, allows identifying trends and emerging hazards that was not initially revealed. Study and survey are predictive methods 3.10.1.3. Process analysis Analysis of the processes used to operate aircraft or to perform the associated activities allows identifying vulnerable elements of the process and potential hazards before their consequences occur. Operator can determine a list of hazards associated to vulnerable parts of each process of its activities. 3.10.1.4. Change management The studies of change such as: organizational change, operational change …, aim to identify safety hazards that can emerge due to the change. The Safety Action Group(s), Safety Manager, Compliance Manager, Security Manager and involved managers have to study planned changes to identify: - The generated hazards - The elements of the activities that could be more vulnerable due to the change. Hazard identification from change management is a predictive method. 3.10.1.5. External information External information coming from Authority, aircraft manufacturer or from other operators can be used as means of safety hazard identification. Such information can be obtained from: Safety publication Incident/accident reports Information letters Conferences. Hazard identification from external information is most of the case a reactive method (lesson learnt) based on events that occurred in other operator(s) and that the operator could meet.
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3.10.1.6. Compliance Monitoring and Security The results of the Compliance Monitoring activities and of the Security activities can also highlight Safety concerns. Such results must be transmitted to the safety department for hazard identification and risk assessment. Such method can be reactive, proactive or predictive in function of the initial method used for compliance monitoring and security. 3.10.2. Hazards Classification The Safety Hazards should be classified to facilitate their association with potential or actual occurrences. A best practice is to establish a list of Domains/Sub-domains that allows the classification of the identified hazards. The name of domain/sub-domain should not be specific to each identified hazard but, on the contrary, should permit to group similar identified hazards. The identified hazards should be stored in a database with their classification.
Example of hazards classification list: (Domain/Sub-domain) - Flight Operations/Aircraft Altitude - Flight Operations/CRM - Cabin Operations/Cabin Environment - Flight Dispatch/Documentation - Flight Dispatch/Loading - Maintenance/Technical log - Maintenance/Equipment - Airport/Marking - Security/Cargo - Aircraft/Emergency equipment
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3.10.3. Risk assessment AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT (b) Risk assessment and mitigation processes (1) A formal risk management process should be developed and maintained that ensures analysis (in terms of likelihood and severity of occurrence), assessment (in terms of tolerability) and control (in terms of mitigation) of risks to an acceptable level. (2) The levels of management who have the authority to make decisions regarding the tolerability of safety risks, in accordance with (b)(1), should be specified. Safety risk assessment involves an analysis of identified hazards that includes two components: The severity of a safety consequence The likelihood that this consequence will occur. The combination of the assessed severity of the safety consequence, and of the assessed likelihood that it could occur, defines the risk of identified hazard in the considered situation. Risk is function of 2 parameters: the severity and the likelihood. For this reason its assessment is most of the time performed through a matrix.
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3.10.3.1. Safety Risk Assessment Matrix Safety risk assessment matrixes are a function of severity and likelihood. The number of lines and columns of a Safety risk assessment matrix can differ from one matrix to another in function of the needs of the operator. Remark: “Probability” could be used instead of “Likelihood” Safety Risk Assessment matrix : Severity
Likelihood ICAO provides example of safety risk assessment matrix in the Safety Management Manual (SMM). Same example of matrix is used in this chapter. Remark: Risk assessment may be a function of several considerations that are not listed in the following tables. For this reason, any method used to establish a level of risk must not be against the statement of an expert. Especially, the Safety Manager may decide, independently of any computation or matrix results, to consider a risk as High in function of his experience or on the basis of specific information.
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•
Assessment of the likelihood can be performed by using the following table: LIKELIHOOD TABLE LIKELIHOOD MEANING Value - Likely to occur many times (expected to occur) Frequent 5 Occasional Remote Improbable Extremely improbable
-
Has occurred frequently Likely to occur sometimes Has occurred infrequently Unlikely, but possible to occur Has occurred rarely Very unlikely to occur Not known to have occurred Almost inconceivable that the occurrence will occur
4 3 2 1
•
Assessment of the Severity can be performed by using the following table: SEVERITY TABLE SEVERITY MEANING Value Catastrophic - Equipment destroyed A Hazardous
Major
Minor
Negligible •
- Multiple deaths - A large reduction in safety margins, physical distress or a workload such that the operators cannot be relied upon to perform their tasks accurately or completely, or - Serious injury or death to a number of people, or - Major equipment damage. - A significant reduction in safety margins, a reduction in the ability of the operators to cope with adverse operating conditions as a result of an increase in workload, or as a result of conditions impairing their efficiency, or - Serious incident - Injury to persons. - Nuisance - Operating limitations - Use of emergency procedures - Minor incident. - few consequences
B
C
D
E
The Likelihood and Severity results are used to determine the cellules in the Safety Risk Assessment Matrix: Safety Risk Assessment Matrix (Sample) LIKELIHOOD
SEVERITY
Risks
Frequent
Occasional
Remote
Improbable
5A 5B 5C 5D 5E
4A 4B 4C 4D 4E
3A 3B 3C 3D 3E
2A 2B 2C 2D 2E
Catastrophic Hazardous Major Minor Negligible
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3.10.3.2. Safety risk tolerability Zero risk doesn’t exist. A practical way to manage the risk is to determine its tolerability in function of the risk assessment results. Three levels of Tolerability can be used: • Intolerable: High risk Risk must be reduced by urgent and efficient mitigation. If not, stopping concerned operations should be considered. • Tolerable: Moderate risk Operations may continue while being monitored. Implementation of mitigation must be considered. Management decision may be needed to define the associated safety performance objectives. • Acceptable: Low risk Operations may continue without mitigation
SAFETY RISK LEVEL
RISK TOLERABILITY
SAFETY MANAGEMENT ACTIONS
INTOLERABLE
Cancel the involved operations, or mitigate the risk.
TOLERABLE
Monitoring the trends Implement appropriate mitigation.
ACCEPTABLE
No mitigation. Provide information to manager(s) concerned for improvement.
High: Moderate: Low:
SEVERITY
Risk Tolerability
Safety Risk Assessment Matrix (Sample) LIKELIHOOD Frequent
Occasional
Remote
Improbable
5A 5B 5C 5D 5E
4A 4B 4C 4D 4E
3A 3B 3C 3D 3E
2A 2B 2C 2D 2E
Catastrophic Hazardous Major Minor Negligible
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mean that risk is: Intolerable mean that risk is: Tolerable mean that risk is: Acceptable
Risk Tolerability SEVERITY
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Safety Risk Assessment Matrix (Sample) LIKELIHOOD Frequent
Occasional
Remote
Improbable
Very improbable
Catastrophic Hazardous Major Minor Negligible
The safety risk assessment matrix and the tolerability of the cells may be customized to reflect the context of each operator activities and may be subject to agreement by the national authority that has granted the AOC to the Operator.
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3.10.4. Safety Risk Mitigation The aim of the mitigation of risk is to ensure that: • Remedial actions necessary to maintain an acceptable level of safety are established, financed and implemented • Risk is maintained As Low As Reasonably Practicable (ALARP). See chapter Remedial Action Process
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3.11. SAFETY ASSURANCE AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT Safety performance monitoring and measurement (1) Safety performance monitoring and measurement should be the process by which the safety performance of the operator is verified in comparison to the safety policy and objectives. (2) This process should include: (i) safety reporting, addressing also the status of compliance with the applicable requirements; (ii) safety studies, that is, rather large analyses encompassing broad safety concerns; (iii) safety reviews including trends reviews, which would be conducted during introduction and deployment of new technologies, change or implementation of procedures, or in situations of structural change in operations; (iv) safety audits focussing on the integrity of the operator’s management system, and periodically assessing the status of safety risk controls; and (v) safety surveys, examining particular elements or procedures of a specific operation, such as problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel and areas of dissent or confusion.
Safety assurance is based on Safety performance and measurement. Safety performance and measurement are based on safety data. The safety monitoring of the operations that is defined in chapter 3.4 provides most of the safety data. Some of these safety data, or combinations of, are associated to safety performance targets to assess the safety performance. In that case the safety data are called Safety Performance Indicators. Safety assurance is obtained by Monitoring the Safety Performance Indicator Implementing all needed correction to ensure that the value of the Safety Performance Indicators reach, as a minimum, the decided target.
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3.11.1. Safety Data
Accidents Reactive Domain
Serious incidents
Incidents
Operations Safety Monitoring: Proactive Domain and Predictive Domain
Deviations Threats Errors Non-Compliances Weaknesses
Operational Data
Indicator
Target
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3.11.1.1. Safety measurement The safety measurement quantifies the Airline’s occurrences having high safety consequences. Such as: Number of accidents Number of serious incidents Number of incidents Number of Mandatory Occurrence Report (MOR) In fact, the safety measurement indicates the effective “unsafety” of the operator. It is mainly the “Reactive” Safety domain. (Refer to chapter: 11 Handling of Accidents and Occurrences)
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3.11.1.2. Safety performance measurement Safety performance measurement quantifies: • Airline’s occurrences having low safety consequences • Emerging hazards. The Safety Performance measurement doesn’t refer to the Airline incidents or accidents themselves, but to their potential precursors. The Safety performance measurement is mainly: In the “Proactive” and “Predictive” Safety domain A non-stop activity, involving continuous safety monitoring of operational activities.
3.11.1.3. Safety performance objectives The Safety Review Board defines safety objectives. The implementation of safety improvements to reach and maintain these objectives is the condition for operating at an acceptable safety risk level. The Safety Review Board reviews periodically the safety results through indicators to ensure that the operations are performed as expected. The Safety Review Board periodically reviews the safety performance objectives to ensure a continuous improvement of the safety. 3.11.1.4. Safety performance targets With the support of the Safety Actions Group (SAG) and with the agreement of the Safety Review Board (SRB), the Safety Manager defines the indicators and their targets to assure that the defined safety objectives are well reached. The operational managers (Flight Operations, Training, Ground operations, Maintenance) are responsible that the operation reaches the requested safety targets.
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3.11.1.5. Safety Performance Indicator (SPI) The Safety Manager can identify the operator safety concerns thanks to the methods of hazards Identification (Refer to chapter 3.10.1) and more especially by the tools used for the Safety Monitoring of the operations (Refer to chapter 3.4). For each safety concern (Safety Issue) the safety manager defines Safety Performance Indicators. Example of safety concerns: - From internal information: • Trends analysis results from operations monitoring - From external information (example: Authorities): • Runway excursion • Air traffic conflict • … Operational Manager or the Safety Action Group can request the Safety Manager to support him/them by putting in place safety indicators to monitor specific activities for which they have identified potential operational difficulties and/or safety concerns. Most of the time, the Safety Performance Indicators are safety data from the tools which have allowed the identification of the safety concern. Events of Flight Data Analysis tools Occurrences or deficiencies provided by the reporting system Observations from line observations Finding identified by audits or inspections For example: The Safety Performance Indicators of an “Unstabilized Approach” can be: • Approach Flight path: High or Low • Speed in approach: High or Low • Flat/Slat configuration below 1000 ft: Not in final approach configuration • Heading below 1000 ft: Significant changes • Bank angle below 1000 ft: High These indicators can be completed by contextual indicators: Airport code Runway Type of approach Weather conditions Time Remark: The value of the Safety Performance Indicator, for example the temperature value, is rarely used as safety indicator by itself. A Safety Performance Indicator is most of the time, the number of times that a limit is exceeded, for example, the number of times that the temperature has exceeded a certain value (T°). Reference UG1302055
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3.11.1.6. Performance Monitoring
Operational Data
Indicator
Target
Examples of Performance Monitoring are mentioned in the following chapters. • 3.11.3 Safety Performance Monitoring • 3.11.4 Process Performance Monitoring • 3.11.5 SMS Performance Monitoring These examples should be adapted to: - The size of the operations - The specificities of the network (routes, runway length, climate, ground aids, ATC environment …etc.) - The fleet characteristics …etc. A form can be used to record these values and targets: Example PERFORMANCE INDICATORS
ACTUAL VALUE
TARGET
Safety item A Performance Indicators A1 Performance Indicators A2 Performance Indicators A3 Safety item B Performance Indicators B1 Performance Indicators B2 Safety item C Performance Indicators C1 Performance Indicators C2 Performance Indicators C1 Performance Indicators C2 Reference UG1302055
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The Management System records the values of the Performance Indicators to determine the gap with the targets and study their evolution. Graphing the performance value in function of time shows the evolution of: - the indicators - the gap with their target. The analysis of such graphs is used to trigger further corrective actions when the Performance Indicators are below the targets.
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3.11.2. Safety Performance Monitoring The Safety Performance Indicators (SPI) are used to monitor: The evolution of the identified Airline’s safety concerns The efficiency of the corrective actions that have been implemented. Example: In this example the approach speed below 500 ft is the Safety Indicator. The high speed approach is an indicator of high energy or non-stabilized approach, which can be a precursor of CFIT, runway overrun, hard landing, tail strike... In this example, the Safety Performance indicator is the number of speed deviations (orange or red) below 500 ft identified in the FDA tool at the Airport ZZZ per month. The targets are fixed to 4 deviations (orange or red) per month in short term and to 2 orange deviations per month in a longer term.
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3.11.3. Process Performance Monitoring Performance Indicators such as punctuality or flight reliability can reflect operational difficulties that may have negative effect on safety. For example: by adding pressure to the crew or to the ground staff. For example: • Punctuality % Departure delays > 15 minutes % Departure delays > 3 minutes < 15 minutes • Flight reliability % Flight cancelled
The Safety Manager may monitor Process Performance Indicators to study their effect on the safety of the operation. Such indicators are most of the time already monitored by other departments: Flight Operations, Ground Operations, Maintenance, or Training. The results of these indicators should be available to the Safety Manager on his own request or should be transmitted to the Safety Manager if deemed to have actual or potential negative safety effects. Each Airline should define targets for its own established Process Performance Indicators and monitor their performance.
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Hereafter is an example of Process Performance Indicators that can be monitored in the scope of Safety: Example PROCESS PERFORMANCE INDICATORS
ACTUAL VALUE
TARGET
Departure Indicators o % Departure delays > 15 minutes o % Departure delays > 3 minutes < 15 minutes o % of Flight cancelled Crew scheduling Indicator o Ratio and trends of Indicators value with: - High deviation from their target - Medium deviation from their target o Number of crew planning change per week (week before flight) o Number of last minute crew change per week o Number of duty time exceedance Maintenance Process Indicator o Number of deferred items per month o Average time and trends to close a MEL item o Number of requested extension time for MEL items per month o Number of failures for each ATA o % of repaired equipment with No Fault Found (NFF) per repaired equipment Training Process Indicator o Number of Training planning change o Number/Ratio of remedial training session Compliance to regulatory requirements and Airlines standard (Audits) o Ratio of non-compliance findings o Number of non-compliance findings already identified but still not compliant (Recurrent findings). Security performance o Number of unruly passengers per month o (Confidential) Other ….
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3.11.4. SMS Performance Monitoring: The reliability of the measurements of the Safety Performance Indicator (SPI) is function of the SMS processes performance. For example, the SMS performance indicators can be used to indicate the performance of the following SMS processes: - Hazards Identification - Risk assessment - Mitigation - Safety awareness. Example Performance of the Safety Process SMS PERFORMANCE INDICATORS
ACTUAL VALUE
TARGET
Hazards Identification tools: o FDA: Ratio of analysed flights (Quality Index) o Reporting System: Number of reports per month and its trends (The magnitude of Safety Reporting in the Airline is an indicator of both the Safety performance and the Safety culture and awareness). o Observed flights: Number of observed flights per month performed o Audit: % of Audit program performed o Security: (Confidential) Risk assessment process o % of Safety Issues without performed risk assessment Mitigation o Ratio of actions having reduced the number of occurrences (Trends indicator) o Ratio of actions having reduced the criticality (risk level) of the occurrences. o Number of overdue (not implemented) corrective actions. Safety Promotion o Number of published Safety magazines o Number of published Safety notices o Number of cancelled or postponed Safety Trainings Reference UG1302055
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3.12. CONTINUOUS IMPROVEMENT AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT (f) Continuous improvement The operator should continuously seek to improve its safety performance. Continuous improvement should be achieved through: (1) proactive and reactive evaluations of facilities, equipment, documentation and procedures through safety audits and surveys; (2) proactive evaluation of individuals’ performance to verify the fulfilment of their safety responsibilities; and (3) reactive evaluations in order to verify the effectiveness of the system for control and mitigation of risk. Continuous Improvement is based on the results of the Safety Performance Indicators. It consists to improve operator safety performance, even when targets are achieved, by modifying the targets of the performance indicators or by changing the indicators. Continuous improvement is achieved through the evaluation of: Facilities, equipment, documentation and procedures through safety audits and surveys Individual performance to verify the fulfilment of individual safety responsibilities Verification the effectiveness of the system for control and mitigation of risk. Continuous improvement implies: Identification of below standard performance Identification of the immediate causes of below standard performance Determination of their implications for the safety system and for the Airline activities Rectifying situations involving below standard performance Tracking the effectiveness of the correction by using safety indicators to ensure that the changes are effective When standard performance levels are reached define higher performance standards. Continuous improvement is visible by: The achievement of the safety objectives (targets) The periodic enhancement of the safety objectives and of the associated targets.
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3.13. ACTIONS MANAGEMENT •
Action can be required by the authority:
ORO.GEN.155 Immediate reaction to a safety problem The operator shall implement: a) any safety measures mandated by the competent authority in accordance with ARO.GEN.135(c) (Immediate reaction to a safety problem); and b) any relevant mandatory safety information issued by the Agency (EASA) including airworthiness directives. • Action can be initiated by the Operator: Action can be launched to Eliminate an identified non-compliance or to prevent its appearance Mitigate a risk. Action is part of: The Risk Management process The Safety Assurance process The Compliance Monitoring process The Security process The Continuous Improvement process. In function of the context the action can be called differently, such as: Mitigation action, Corrective action, Remedial action, Preventive action, or Correction. The process associated to an Action is always the same. The same Action process can be used for: Safety Compliance Security.
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ACTION PROCESS: 1) Action request • Safety Manager The Safety Manager: Identifies safety hazards and associated risks If needed raises a Safety Issue Informs the relevant Nominated Person to launch a mitigation action. • Compliance Monitoring Manager The Compliance Monitoring Manager: Identifies Non-Compliance finding If needed raises a Compliance Issue Informs the relevant Nominated Person to launch a correction action. • Security Manager The Security Manager: Identifies security weakness, finding(s) or security threat(s) If needed raises a Security Issue Informs the manager(s) (Airline “functional” Manager(s)) Ensures that safety actions are defined or defines with the relevant manager(s) the actions that have to be implemented. 2) Study and implementation of the Action • Nominated Persons The Nominated Person or the Operational Manager relevant to the Action: Receives request of Action from Safety Manager, or, Compliance Monitoring Manager, or Security Manager Defines the needed actions and launches their implementation. •
Safety Action Group The Safety Action Group (SAG), during SAG meeting, Reviews the occurrences and safety issues Reviews, or defines if needed, the actions Identifies the possible emergence of a new hazard due to the change resulting from the action Reviews the target date of the mitigation implementation Reviews the efficiency of implemented mitigation.
3) Verification of the Action efficiency • Safety Assurance Thanks to Safety Performance Indicators the Safety Assurance process allows establishing: The effectiveness and timing of the implementation of the actions The effectiveness of the associated expected changes.
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3.14. SAFETY PROMOTION 3.14.1. Training ORO.GEN.200 Management system (a) The operator shall establish, implement and maintain a management system that includes: (4) maintaining personnel trained and competent to perform their tasks; 3.14.1.1. Safety Training AMC1 ORO.GEN.200(a)(4) Management system TRAINING AND COMMUNICATION ON SAFETY (a) Training (1) All personnel should receive safety training as appropriate for their safety responsibilities. (2) Adequate records of all safety training provided should be kept.
3.14.1.2. Compliance Monitoring Training AMC1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING - GENERAL (e) Training (1) Correct and thorough training is essential to optimise compliance in every operator. In order to achieve significant outcomes of such training, the operator should ensure that all personnel understand the objectives as laid down in the operator’s management system documentation. (2) Those responsible for managing the compliance monitoring function should receive training on this task. Such training should cover the requirements of compliance monitoring, manuals and procedures related to the task, audit techniques, reporting and recording. (3) Time should be provided to train all personnel involved in compliance management and for briefing the remainder of the personnel. (4) The allocation of time and resources should be governed by the volume and complexity of the activities concerned.
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3.14.2. Safety awareness programme The safety awareness programme should include initial and recurrent training for staff and management. The scope of such training is mainly: - Presentation of the safety department (aims of the safety department) - How an incident, accident may happen (examples of accident report) - How to decrease risks (Safety methods, safety tools) - Regulatory requirement (Reactive safety – Lesson learnt) - Need to comply with procedures (Safety first in any task) - Compliance Monitoring (Aim of the Audits and Inspections) - Comment on the Operator Safety Policy - Need to report risk or occurrence (non-punitive policy) - Management Commitment (for Managers) - Safety Culture (for manager) - Cost of an incident/accident (for managers). In addition to this training and in the scope of their duty, each personnel of the Airline should be aware of the safety consequences that their specifics tasks may cause if they are not correctly performed or neglected. 3.14.3. Demonstrating Management Commitment The safety management should be integrated into the overall management system, processes and practices. The safety management should not be a separated or delegated activity. Managers must promote safety awareness. They must demonstrate the importance of the safety to their staff by treating safety as one of the key deliverables of the airline. For example: - Safety should always be on the agenda of the CEO - The CEO should communicate on airline’s safety performance as on airline’s financial results - Safety performance should be communicated during regular departmental management meetings - All managers must be up-to-date with safety issues and understand the principles, procedures and tools of the Safety Management System - All managers must be aware of risks in their department and share the awareness with their staff.
Management commitment on Safety and Safety training should contribute efficiently to develop the safety Culture of the staff, the crewmembers and the front line managers.
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3.14.4. Safety communication AMC1 ORO.GEN.200(a)(4) Management system TRAINING AND COMMUNICATION ON SAFETY (b) Communication (1) The operator should establish communication about safety matters that: (i) ensures that all personnel are aware of the safety management activities as appropriate for their safety responsibilities; (ii) conveys safety critical information, especially relating to assessed risks and analysed hazards; (iii) explains why particular actions are taken; and (iv) explains why safety procedures are introduced or changed. (2) Regular meetings with personnel where information, actions and procedures are discussed may be used to communicate safety matters. •
Dissemination of flight safety information
The Safety Manager must have: Knowledge and understanding of the types and sources of information available: o Safety publication o Incident/accident reports o Information letters o Conferences The Safety Manager can dispatch safety information to operational staff: By providing information or presentations on Safety topics (ALAR, Runway excursion, CFIT…) By providing accident / incident reports or safety information concerning the experiences of other relevant safety organization By periodically providing reports on the results provided by the Management System. When possible the information should be provided with the support of the operational managers to reinforce their commitment to safety, and to ensure that transmitted information is used in the activities that they manage and contributes to enhancing the safety culture of their team.
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3.15. MANAGEMENT SYSTEM DOCUMENTATION AND RECORDS ORO.GEN.200 Management system a)
The operator shall establish, implement and maintain a management system that includes: …/… 5) documentation of all management system key processes, including a process for making personnel aware of their responsibilities and the procedure for amending this documentation; 6) a function to monitor compliance of the operator with the relevant requirements. Compliance monitoring shall include a feedback system of findings to the accountable manager to ensure effective implementation of corrective actions as necessary; and AMC1 ORO.GEN.200(a)(5) Management system MANAGEMENT SYSTEM DOCUMENTATION – GENERAL (a) The operator’s management system documentation should at least include the following information: (1) a statement signed by the accountable manager to confirm that the operator will continuously work in accordance with the applicable requirements and the operator’s documentation as required by this Annex; (2) the operator's scope of activities; (3) the titles and names of persons referred to in ORO.GEN.210 (a) and (b); (4) an operator chart showing the lines of responsibility between the persons referred to in ORO.GEN.210; (5) a general description and location of the facilities referred to in ORO.GEN.215; (6) procedures specifying how the operator ensures compliance with the applicable requirements; (7) the amendment procedure for the operator’s management system documentation. (b) The operator’s management system documentation may be included in a separate manual or in (one of) the manual(s) as required by the applicable Subpart(s). A cross reference should be included.
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AMC2 ORO.GEN.200(a)(5) Management system COMPLEX OPERATORS – SAFETY MANAGEMENT MANUAL (a) The safety management manual (SMM) should be the key instrument for communicating the approach to safety for the whole of the operator. The SMM should document all aspects of safety management, including the safety policy, objectives, procedures and individual safety responsibilities. (b) The contents of the safety management manual should include all of the following: (1) scope of the safety management system; (2) safety policy and objectives; (3) safety accountability of the accountable manager; (4) safety responsibilities of key safety personnel; (5) documentation control procedures; (6) hazard identification and risk management schemes; (7) safety action planning; (8) safety performance monitoring; (9) incident investigation and reporting; (10) emergency response planning; (11) management of change (including organisational changes with regard to safety responsibilities); (12) safety promotion. (c) The SMM may be contained in (one of) the manual(s) of the operator.
GM1 ORO.GEN.200(a)(5) Management system MANAGEMENT SYSTEM DOCUMENTATION – GENERAL (a) It is not required to duplicate information in several manuals. The information may be contained in any of the operator manuals (e.g. operations manual, training manual), which may also be combined. (b) The operator may also choose to document some of the information required to be documented in separate documents (e.g. procedures). In this case, it should ensure that manuals contain adequate references to any document kept separately. Any such documents are then to be considered an integral part of the operator’s management system documentation.
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AMC1 ORO.GEN.200(a)(6) Management system COMPLIANCE MONITORING - GENERAL (d) Compliance monitoring documentation (1) Relevant documentation should include the relevant part(s) of the operator’s management system documentation. (2) In addition, relevant documentation should also include the following: (i) terminology; (ii) specified activity standards; (iii) a description of the operator; (iv) the allocation of duties and responsibilities; (v) procedures to ensure regulatory compliance; (vi) the compliance monitoring programme, reflecting: (A) schedule of the monitoring programme; (B) audit procedures; (C) reporting procedures; (D) follow-up and corrective action procedures; and (E) recording system. (vii) the training syllabus referred to in (e)(2); (viii) document control.
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ORO.GEN.220 Record-keeping a)
b) c)
The operator shall establish a system of record-keeping that allows adequate storage and reliable traceability of all activities developed, covering in particular all the elements indicated in ORO.GEN.200. The format of the records shall be specified in the operator’s procedures. Records shall be stored in a manner that ensures protection from damage, alteration and theft.
AMC1 ORO.GEN.220(b) Record-keeping GENERAL (a) The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organised in a way that ensures traceability and retrievability throughout the required retention period. (b) Records should be kept in paper form or in electronic format or a combination of both. Records stored on microfilm or optical disc format are also acceptable. The records should remain legible throughout the required retention period. The retention period starts when the record has been created or last amended. (c) Paper systems should use robust material which can withstand normal handling and filing. Computer systems should have at least one backup system which should be updated within 24 hours of any new entry. Computer systems should include safeguards against the ability of unauthorised personnel to alter the data. (d) All computer hardware used to ensure data backup should be stored in a different location from that containing the working data and in an environment that ensures they remain in good condition. When hardware or software changes take place, special care should be taken that all necessary data continues to be accessible at least through the full period specified in the relevant Subpart. In the absence of such indication, all records should be kept for a minimum period of 5 years. GM1 ORO.GEN.220(b) Record-keeping RECORDS Microfilming or optical storage of records may be carried out at any time. The records should be as legible as the original record and remain so for the required retention period.
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3.16. EMERGENCY RESPONSE PLANNING ORO.GEN.200 Management system
(a) The operator shall establish, implement and maintain a management system that includes: …/… (3) the identification of aviation safety hazards entailed by the activities of the operator, their evaluation and the management of associated risks, including taking actions to mitigate the risk and verify their effectiveness; AMC1 ORO.GEN.200(a)(3) Management system COMPLEX OPERATORS - SAFETY RISK MANAGEMENT (g) The emergency response plan (ERP) (1) An ERP should be established that provides the actions to be taken by the operator or specified individuals in an emergency. The ERP should reflect the size, nature and complexity of the activities performed by the operator. (2) The ERP should ensure: (i) an orderly and safe transition from normal to emergency operations; (ii) safe continuation of operations or return to normal operations as soon as practicable; and (iii) coordination with the emergency response plans of other organisations, where appropriate. In case of Serious Incident or Accident: • The Flight Dispatch and OCC must have the list of people to contact •
Some Airlines staff must be assigned to specific tasks and must be trained to perform them. They must know what to do and where to go.
•
Facilities and rooms should be dedicated or made available for such situation (Crisis room, Communication room…)
•
Refer to Chapter 11.5 Incident Group Flow Chart and List of Responsibilities.
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Table of Contents
4.
CREW COMPOSITION ..........................................................................................2
4.1. METHOD FOR DETERMINING CREW COMPOSITION.....................................2 4.1.1. General .........................................................................................................2 4.1.2. Flight crew ....................................................................................................3 4.1.2.1. Flight crew composition – General requirements ...................................3 4.1.2.2. Relief of flight crew member ..................................................................5 4.1.2.3. Inexperienced flight crew member .........................................................6 4.1.2.4. Flight crew member without recent experience......................................7 4.1.2.5. Operational Multi-pilot Limitation............................................................8 4.1.2.6. Flight Crew Member aged 60 years or more..........................................8 4.1.2.7. Flight Crew Composition summary ........................................................9 4.1.3. Cabin crew .................................................................................................. 11 4.1.3.1. Required Minimum Number of Cabin Crew ......................................... 11 4.1.3.2. Assignment of Cabin Crew to a flight ................................................... 15 4.1.3.3. Senior Cabin crew ............................................................................... 16 4.1.3.4. Reduced required minimum number of cabin crew.............................. 18 4.1.3.5. Additional crew members..................................................................... 20 4.2. DESIGNATION OF THE COMMANDER ........................................................... 21 4.2.1. General ....................................................................................................... 21 4.2.2. Commander nomination in case of special crewing .................................... 22 4.3. FLIGHT CREW INCAPACITATION................................................................... 25 4.3.1. Flight Procedures ........................................................................................ 25 4.3.2. Succession of command in case of incapacitation of the Commander: ...... 25 4.4. OPERATION ON MORE THAN ONE TYPE ...................................................... 27 4.4.1. Operation on more than one type - Flight Crew .......................................... 27 4.4.2. Operation on more than one type - Cabin Crew.......................................... 30
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CREW COMPOSITION METHOD FOR DETERMINING CREW COMPOSITION
4.1.1. General The following criteria, as a minimum, are to be considered in determining the crew composition: • Type of aircraft being used • The area and type of operation being undertaken (e.g. long range, ETOPS, MNPS, AWO, etc.,), non-revenue flight • The minimum number of crew requirement and flight duty period • Flight crew licences, qualification and experience • The designation of the Commander, and, if necessitated by the duration of the flight, the procedures for his relief • The designation of the senior cabin crew member and, if necessary by the duration of the flight, the procedures for the relief of the senior cabin crew member and any other member of the cabin crew.
All crew members must: • Be properly trained • Demonstrate their capabilities in the performance of their assigned duties • Be aware of their responsibilities, and • Be aware of the relationship of their duties with the operation as a whole.
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4.1.2. Flight crew 4.1.2.1.
Flight crew composition – General requirements
ORO.FC.100 Composition of flight crew (a) The composition of the flight crew and the number of flight crew members at designated crew stations shall be not less than the minimum specified in the aircraft flight manual or operating limitations prescribed for the aircraft. (b) The flight crew shall include additional flight crew members when required by the type of operation and shall not be reduced below the number specified in the operations manual. (c) All flight crew members shall hold a licence and ratings issued or accepted in accordance with Commission Regulation (EU) No 1178/2011 (1) (Aircrew) and appropriate to the duties assigned to them. (d) The flight crew member may be relieved in flight of his/her duties at the controls by another suitably qualified flight crew member. (e) When engaging the services of flight crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart and the relevant elements of Annex I (Part-FCL) to Regulation (EU) No 1178/2011, including the requirements on recent experience, are complied with, taking into account all services rendered by the flight crew member to other operator(s) to determine in particular: (1) The total number of aircraft types or variants operated; and (2) The applicable flight and duty time limitations and rest requirements.
ORO.FC.110 Flight engineer When a separate flight engineer station is incorporated in the design of an aeroplane, the flight crew shall include one crew member who is suitably qualified in accordance with applicable national rules.
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ORO.FC.200 Composition of flight crew (a) There shall not be more than one inexperienced flight crew member in any flight crew. (b) The commander may delegate the conduct of the flight to another pilot suitably qualified in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011 provided that the requirements of the “designation as pilot-incommand/commander” (ORO.FC.105(b)(1), (b)(2) and (c)) are complied with. (c) Specific requirements for aeroplane operations under instrument flight rules (IFR) or at night. (1) The minimum flight crew shall be two pilots for all turbo-propeller aeroplanes with a maximum operational passenger seating configuration (MOPSC) of more than nine and all turbojet aeroplanes. (2) Aeroplanes other than those covered by (c)(1) shall be operated with a minimum crew of two pilots, unless the requirements of “Single-pilot operations under IFR or at night” (ORO.FC.202) are complied with, in which case they may be operated by a single pilot.
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Relief of flight crew member
ORO.FC.A.201 In-flight relief of flight crew members (a) The commander may delegate the conduct of the flight to: (1) another qualified commander; or (2) for operations only above flight level (FL) 200, a pilot who complies with the following minimum qualifications: (i) ATPL; (ii) Conversion training and checking, including type rating training, in accordance with the requirements for “Operator conversion training and checking” (ORO.FC.220); (iii) All recurrent training and checking in accordance with the requirements for “Recurrent training and checking” (ORO.FC.230) and the requirements for “Operation on more than one type or variant” (ORO.FC.240); (iv) Route/area and aerodrome competence in accordance with the requirements for “Designation as pilot-in-command/commander” (ORO.FC.105). (b) The co-pilot may be relieved by: (1) another suitably qualified pilot; (2) for operations only above FL 200, a cruise relief co-pilot that complies with the following minimum qualifications: (i) valid commercial pilot licence (CPL) with an instrument rating; (ii) conversion training and checking, including type rating training, in accordance with the requirements for “Operator conversion training and checking” (ORO.FC.220) except the requirement for take-off and landing training; (iii) recurrent training and checking in accordance with the requirements for “Recurrent training and checking” (ORO.FC.230) except the requirement for take-off and landing training. (c) A flight engineer may be relieved in flight by a crew member suitably qualified in accordance with applicable national rules.
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4.1.2.3. Inexperienced flight crew member AMC1 ORO.FC.200(a) Composition of flight crew CREWING OF INEXPERIENCED FLIGHT CREW MEMBERS The operator should establish procedures in the operations manual taking into account the following elements: Aeroplanes (a) The operator should consider that a flight crew member is inexperienced, following completion of a type rating or command course, and the associated line flying under supervision, until he/she has achieved on the type either: (1) 100 flight hours and flown 10 sectors within a consolidation period of 120 consecutive days; or (2) 150 flight hours and flown 20 sectors (no time limit). (b) A lesser number of flight hours or sectors, subject to any other conditions that the competent authority may impose, may be acceptable to the competent authority when one of the following applies: (1) a new operator is commencing operations; (2) an operator introduces a new aeroplane type; (3) flight crew members have previously completed a type conversion course with the same operator; (4) credits are defined in the data established in accordance with Regulation (EC) No 1702/2003; or (5) the aeroplane has a maximum take-off mass of less than 10 tonnes or a maximum operational passenger seating configuration (MOPSC) of less than 20. Crewing together of inexperienced flight crew is not authorised and the Operator must ensure that procedures are established, acceptable to the Authority, to prevent this practice. A flight crewmember is inexperienced, following completion of Type Rating or command course, and the associated line flying under supervision, until he has achieved on the type either: • 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days or • 150 flying hours and flown 20 sectors (no time limit).
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4.1.2.4. Flight crew member without recent experience FCL.060 Recent experience
.../… (b) A pilot shall not operate an aircraft in commercial air transport or carrying passengers: (1) as PIC or co-pilot unless he/she has carried out, in the preceding 90 days, at least 3 take-offs, approaches and landings in an aircraft of the same type or class or an FFS representing that type or class. The 3 take-offs and landings shall be performed in either multi-pilot or single-pilot operations, depending on the privileges held by the pilot; and (2) as PIC at night unless he/she: (i) has carried out in the preceding 90 days at least 1 take-off, approach and landing at night as a pilot flying in an aircraft of the same type or class or an FFS representing that type or class; or (ii) holds an IR; (3) as cruise relief co-pilot unless he/she: (i) has complied with the requirements in (b)(1); or (ii) has carried out in the preceding 90 days at least 3 sectors as a cruise relief pilot on the same type or class of aircraft; or (iii) has carried out recency and refresher flying skill training in an FFS at intervals not exceeding 90 days. This refresher training may be combined with the operator’s refresher training prescribed in Part-OR.OPS. (4) When a pilot has the privilege to operate more than one type of aeroplane with similar handling and operation characteristics, the 3 take-offs, approaches and landings required in (1) may be performed as defined in the operational suitability data established in accordance with Part-21. (c) Specific requirements for commercial air transport: (1) In the case of commercial air transport, the 90-day period prescribed in subparagraphs (b)(1) and (2) above may be extended up to a maximum of 120 days, as long as the pilot undertakes line flying under the supervision of a type rating instructor or examiner. (2) When the pilot does not comply with the requirement in (1), he/she shall complete a training flight in the aircraft or an FFS of the aircraft type to be used, which shall include at least the requirements described in (b)(1) and (2) before he/she can exercise his/her privileges.
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AMC1 FCL.060(b)(1) Recent experience When a pilot needs to carry out one or more flights with an instructor or an examiner to comply with the requirement of FCL.060(b)(1) before the pilot can carry passengers, the instructor or examiner on board those flights will not be considered as a passenger. GM1 FCL.060(b)(1) Recent experience AEROPLANES, HELICOPTERS, POWERED-LIFT, AIRSHIPS AND SAILPLANES If a pilot or a PIC is operating under the supervision of an instructor to comply with the required three take-offs, approaches and landings, no passengers may be on board. 4.1.2.5.
Operational Multi-pilot Limitation
AMC1 ORO.FC.100(c) Composition of flight crew OPERATIONAL MULTI-PILOT LIMITATION (OML) The operator should ensure that pilots with an OML on their medical certificate only operate aircraft in multi-pilot operations when the other pilot is fully qualified on the relevant type of aircraft, is not subject to an OML and has not attained the age of 60 years.
4.1.2.6. Flight Crew Member aged 60 years or more FCL.065 Curtailment of privileges of licence holders aged 60 years or more in commercial air transport (a) Age 60-64. Aeroplanes and helicopters. The holder of a pilot licence who has attained the age of 60 years shall not act as a pilot of an aircraft engaged in commercial air transport except: (1) as a member of a multi-pilot crew; and (2) provided that such a holder is the only pilot in the flight crew who has attained the age of 60 years. (b) Age 65. The holder of a pilot licence who has attained the age of 65 years shall not act as a pilot of an aircraft engaged in commercial air transport.
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Flight Crew Composition summary
The flight crew composition must take into account: o The type of aircraft being used: The composition of the flight crew and the number of flight crew members at designated crew stations must be both in compliance with, and no less than the minimum specified in the approved Aircraft Flight Manual (AFM). • The minimum flight crew given in the approved Aircraft Flight Manual is composed of: - Two pilots (including at least one captain) when the co*ckpit is arranged and certified for a two-member crew operation (All Airbus aircraft except A300 B2/B4/F4) - Two pilots (including at least one captain) and one flight engineer when the co*ckpit is arranged and certified for a three-member crew operation. (Airbus A300 B2/B4/F4 except A300 FFCC) • All flight crew members must hold an applicable and valid licence acceptable to the Authority and are suitably qualified and competent to conduct the duties assigned to them. When a dedicated System Panel Operator is required by the AFM, the flight crew must include one crew member who holds a Flight Engineer’s licence or is a suitably qualified flight crew member and acceptable to the Authority. • Inexperienced flight crew members must not be crewed together • An instructor, an engineer, an inspector or an interpreter may complete flight crew. They will use co*ckpit accommodation provided for observers. o The type of operations being used: The Operator may be approved for operations such as ETOPS, MNPS, RVSM, LVO, dangerous goods transportation, etc. The flight crew members must have valid qualifications for each approved operations. o The operated areas and airports: As a function of the area of operations and airports, the flight crew is trained or briefed on: • The specificities of the area of operations and airports, such as: Terrain elevation, mountains, volcanos, large bodies of water, cold/hot weather, regional/seasonal weather phenomena, inhospitable region, facilities … High traffic region/airport, ATC procedures, communication, … Airports with typical, or adverse, weather conditions, Airport specificities: runway and other facilities • Their safety impact on the flight • The associated preventive and/or escape procedures
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For example: The operator can (yearly) train their flight crews (as a function of the area of operations) on: cold weather, monsoon, established drift down procedures over mountain area … o The minimum crew requirement and flight duty period planned In reference to the chapter 7 “Flight Time Limitation”, the standard flight duty period can be extended to perform long flights with an increased number of crew members if the relief of the crew members is performed in compliance with the requirements of the relief of flight crew members (refer to chapter 4.1.2.2). o Experience, recency Refer to chapter 4.1.2.3. and 4.1.2.4 o Qualification of the crew members Refer to chapter 5 o Designation of the Commander One pilot amongst the flight crew, qualified as a pilot-in-command in accordance with the requirements governing Flight Crew Licenses, must be designated as the Commander who may delegate the conduct of the flight to another suitably qualified pilot Refer to chapter 4.2 o Designation of the senior cabin crew Refer to chapter 4.1.3.3 The following additional criteria to the above conditions and requirements, apply when assigning a flight crew to a flight: •
All flight crew members must hold a valid medical certificate
•
Pilots with an Operational Multi-pilot Limitation (OML) on their medical certificate must only operate aircraft in multi-pilot operations when the other pilot is fully qualified on the relevant type of aircraft, is not subject to an OML and has not attained the age of 60 years
•
Pilot aged 60-64 years must not act as a pilot of an aircraft engaged in commercial air transport except: (1) as a member of a multi-pilot crew; and (2) provided that such a holder is the only pilot in the flight crew who has attained the age of 60 years.
•
Pilot aged of 65 years or more years shall not act as a pilot of an aircraft engaged in commercial air transport.
•
The schedule and the duration of the planned flights must allow the flight crew members to comply with the applicable flight and duty time limitations.
•
Each flight crew member must have had at least the required minimum rest before starting their duty.
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4.1.3. Cabin crew 4.1.3.1.
Required Minimum Number of Cabin Crew
ORO.CC.100 Number and composition of cabin crew (a) The number and composition of cabin crew shall be determined in accordance with 7.a of Annex IV to Regulation (EC) No 216/2008, taking into account operational factors or circ*mstances of the particular flight to be operated. At least one cabin crew member shall be assigned for the operation of aircraft with an MOPSC (maximum operational passenger seating configuration) of more than 19 when carrying one or more passenger(s). (b) For the purpose of complying with (a), the minimum number of cabin crew shall be the greater of the following: (1) the number of cabin crew members established during the aircraft certification process in accordance with the applicable certification specifications, for the aircraft cabin configuration used by the operator; or (2) if the number under (1) has not been established, the number of cabin crew established during the aircraft certification process for the maximum certified passenger seating configuration reduced by 1 for every whole multiple of 50 passenger seats of the aircraft cabin configuration used by the operator falling below the maximum certified seating capacity; or (3) one cabin crew member for every 50, or fraction of 50, passenger seats installed on the same deck of the aircraft to be operated. (c) For operations where more than one cabin crew member is assigned, the operator shall nominate one cabin crew member to be responsible to the pilot-incommand/commander.
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AMC1 ORO.CC.100 Number and composition of cabin crew DETERMINATION OF THE NUMBER AND COMPOSITION OF CABIN CREW (a) When determining the minimum number of cabin crew required to operate aircraft engaged in commercial air transport operations, factors to be taken into account should include: (1) the number of doors/exits; (2) the type(s) of doors/exits and the associated assisting evacuation means; (3) the location of doors/exits in relation to cabin crew stations and the cabin layout; (4) the location of cabin crew stations taking into account direct view requirements and cabin crew duties in an emergency evacuation including: (i) opening floor level doors/exits and initiating stair or slide deployment; (ii) assisting passengers to pass through doors/exits; and (iii) directing passengers away from inoperative doors/exits, crowd control and passenger flow management; (5) actions required to be performed by cabin crew in ditching, including the deployment of slide-rafts and the launching of life-rafts; (6) additional actions required to be performed by cabin crew members when responsible for a pair of doors/exits; and (7) the type and duration of the flight to be operated. (b) When scheduling cabin crew for a flight, the operator should establish procedures that take account of the experience of each cabin crew member. The procedures should specify that the required cabin crew includes some cabin crew members who have at least 3 months experience as an operating cabin crew member.
Information on the number and composition of cabin crew are available on the following chapters of the CCOM: - CCOM Chapter 2-050: Cabin Crew Station - Location and Direct view - CCOM Chapter 9-030: Emergency Cabin Evacuation – Cabin crew assigned areas for evacuation
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GM1 ORO.CC.100 Number and composition of cabin crew MINIMUM NUMBER OF CABIN CREW (a) When determining the minimum required cabin crew for its specific aircraft cabin configuration, the operator should: (1) request information regarding the minimum number of cabin crew established by the aircraft type certificate (TC) holder or other design organisation responsible for showing compliance with the evacuation requirements of the applicable certification specifications; and (2) take into account the factors specified in AMC1 ORO.CC.100 (Number and composition of cabin crew) as applicable. (b) The number of cabin crew referred to in ORO.CC.100 (b)(1) means either: (1) the number of cabin crew who actively participated in the aircraft cabin during the relevant emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, carried out by the aircraft TC holder when demonstrating the maximum passenger seating capacity (MPSC) of the aircraft type at the time of initial type certification; or (2) a lower number of cabin crew who actively participated in a subsequent emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, and for which approval has been obtained for a cabin configuration other than the MPSC, either by the TC holder or by another design organisation. The operator should obtain a clear indication of that number which is specified in the related documentation. If a lower number is not specified, the number of cabin crew established at the time of initial type certification applies.
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The table below includes the data for the certificated maximum capacity for the various Airbus models depending upon exit configuration and type:
Aircraft model A300/A300-600 A300-600 A310 A310 A318 A319 A319 A319 A320 A321 A321 A321 A330-200/-300 A330-200/-300 A330-200 A330-300 A340-200/-300 A340-200/-300 A340-200 A340-300 A340-500 A340-600 A340-600 A380-800 (MD = Main Deck) (UD = Upper Deck)
Exit configuration and type A-A-I-A A-A-I-A A-III-A A-I-A C-III-C C-III-C C-III-III-C C-III-III-C C-III-III-C C-III-III-C C-I-I-C C-C-C-C A-A-I-A A-A-A-A A-A-A-A A-A-A-A A-A-I-A A-A-A-A A-A-A-A A-A-A-A A-A-I-A A-A-III-A-A A-A-III-A-A MD: A-A-A-A-A UD: A-A-A
Pair of exit type Type A Type C (****) Type I Type III
Max. passenger seating capacity (*) 345 361 255 280 136 145 150 160 180 180 200 220 375 400 406 440 375 400 420 440 375 400 440 MD: 538 UD: 315 Total: 853
Min. required cabin crew members 7 8 6 6 3 3 3 4 4 (**) 4 4 5 (***) 8 8 9 9 8 8 9 9 8 8 9 MD: 11 UD: 7 Total: 18
Max passenger seating allowed 110 55 45 35
(*) Maximum passenger seating capacity is mentioned in the aircraft type certificate data sheet (**) May be reduced to 3 with Airbus RFC and less than 150 passenger seats (***) 4 for less than 200 passenger seats (mentioned in aircraft data sheet) (****) Type C is equivalent to “Oversized Type I” exit that are installed on A320 family aircraft.
Note: A reduced number of cabin crew members could be certified on a customized layout configurations with less passengers’ seats. Via RFC (request for change), Airbus may analyse the request. If necessary, Airbus may perform additional tests and provide a report to achieve Airworthiness Authorities acceptance through a Major Modification process. Reference UG1302055
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Assignment of Cabin Crew to a flight
ORO.CC.110 Conditions for assignment to duties (a) Cabin crew members shall only be assigned to duties on an aircraft if they: (1) are at least 18 years of age; (2) have been assessed, in accordance with the applicable requirements of Annex IV (Part-MED) to Regulation (EU) No 1178/2011(Aircrew), as physically and mentally fit to perform their duties and discharge their responsibilities safely; and (3) have successfully completed all applicable training and checking required by this Subpart and are competent to perform the assigned duties in accordance with the procedures specified in the operations manual. (b) Before assigning to duties cabin crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart are complied with, taking into account all services rendered by the cabin crew member to any other operator(s), to determine in particular: (1) the total number of aircraft types and variants operated; and (2) the applicable flight and duty time limitations and rest requirements. (c) Operating cabin crew members, as well as their role with regard to the safety of passengers and flight, shall be clearly identified to the passengers.
ORO.CC.210 Additional conditions for assignment to duties Cabin crew members shall only be assigned to duties, and operate, on a particular aircraft type or variant if they: (a) hold a valid attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 290/2012; (b) are qualified on the type or variant in accordance with this Subpart; (c) comply with the other applicable requirements of this Subpart and Annex IV (PartCAT); (d) wear the operator’s cabin crew uniform. GM1 ORO.CC.210(d) Additional conditions for assignment to duties OPERATOR’S CABIN CREW UNIFORM The uniform to be worn by operating cabin crew should be such as not to impede the performance of their duties as required for the safety of passengers and flight during operations, and should allow passengers to identify the operating cabin crew including in an emergency situation.
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4.1.3.3. Senior Cabin crew ORO.CC.200 Senior cabin crew member (a) When more than one cabin crew member is required, the composition of the cabin crew shall include a senior cabin crew member nominated by the operator. (b) The operator shall nominate cabin crew members to the position of senior cabin crew member only if they: (1) have at least one year of experience as operating cabin crew member; and (2) have successfully completed a senior cabin crew training course and the associated check. (c) The senior cabin crew training course shall cover all duties and responsibilities of senior cabin crew members and shall include at least the following elements: (1) pre-flight briefing; (2) cooperation with the crew; (3) review of operator requirements and legal requirements; (4) accident and incident reporting; (5) human factors and crew resource management (CRM); and (6) flight and duty time limitations and rest requirements. (d) The senior cabin crew member shall be responsible to the commander for the conduct and coordination of normal and emergency procedures specified in the operations manual, including for discontinuing non-safety-related duties for safety or security purposes. (e) The operator shall establish procedures to select the most appropriately qualified cabin crew member to act as senior cabin crew member if the nominated senior cabin crew member becomes unable to operate. Changes to these procedures shall be notified to the competent authority.
AMC1 ORO.CC.200(d) Senior cabin crew member RESPONSIBILITY TO THE COMMANDER When the level of turbulence so requires, and in the absence of any instructions from the flight crew, the senior cabin crew member should be entitled to discontinue nonsafety-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 relevant areas.
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An Operator must nominate a Senior Cabin Crewmember 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 must nominate one cabin crew member to be responsible to the Commander. The Senior Cabin Crewmember has 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 Crewmember is 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. A Senior Cabin Crewmember must have: At least one year’s experience as an operating cabin crew member, Completed an Senior Cabin Crew course (Refer to Chapter 5.7.9: Senior Cabin Crew Course)
A suitably qualified cabin crew member must be selected to operate as Senior Cabin Crewmember in the event of the nominated senior cabin crew member becoming unable to operate. The procedures to select this cabin crew member must be acceptable to the Authority and take account of the cabin crew member’s operational experience.
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4.1.3.4. Reduced required minimum number of cabin crew ORO.CC.205 Reduction of the number of cabin crew during ground operations and in unforeseen circ*mstances (a) Whenever any passengers are on board an aircraft, the minimum number of cabin crew required in accordance with ORO.CC.100 shall be present in the passenger compartment. (b) Subject to the conditions specified in (c), this number may be reduced: (1) during normal ground operations not involving refuelling/defuelling when the aircraft is at its parking station; or (2) in unforeseen circ*mstances if the number of passengers carried on the flight is reduced. In this case a report shall be submitted to the competent authority after completion of the flight. (c) Conditions: (1) procedures ensuring that an equivalent level of safety is achieved with the reduced number of cabin crew, in particular for evacuation of passengers, are established in the operations manual; (2) the reduced cabin crew includes a senior cabin crew member as specified in ORO.CC.200; (3) at least one cabin crew member is required for every 50, or fraction of 50, passengers present on the same deck of the aircraft; (4) in the case of normal ground operations with aircraft requiring more than one cabin crew member, the number determined in accordance with (c)(3) shall be increased to include one cabin crew member per pair of floor level emergency exits. AMC1 ORO.CC.205(c)(1) Reduction of the number of cabin crew during ground operations and in unforeseen circ*mstances PROCEDURES WITH REDUCED NUMBER OF CABIN CREW (a) During ground operations, if reducing the applicable minimum required number of cabin crew, the operator should ensure that the procedures required by ORO.CC.205(c)(1) specify that: (1) electrical power is available on the aircraft; (2) a means of initiating an evacuation is available to the senior cabin crew member or at least one member of the flight crew is in the flight crew compartment; (3) cabin crew stations and associated duties are specified in the operations manual; and (4) cabin crew remain aware of the position of servicing and loading vehicles at and near the exits. Additionally, in the case of passengers embarkation: (5) the senior cabin crew member should have performed the pre-boarding safety briefing to the cabin crew; and (6) the pre-boarding cabin checks should have been completed.
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(b) If, in unforeseen circ*mstances, the number of cabin crew members is reduced below the applicable minimum required number, for example in the event of incapacitation or unavailability of cabin crew, the procedures established for this purpose in the operations manual should take into consideration at least the following: (1) reduction of passenger numbers; (2) reseating of passengers with due regard to doors/exits and other applicable limitations; and (3) relocation of cabin crew taking into account the factors specified in AMC1 ORO.CC.100 and any change of procedures.
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Additional crew members
CAT.GEN.MPA.115 Personnel or crew members other than cabin crew in the passenger compartment The operator shall ensure that personnel or crew members, other than operating cabin crew members, carrying out their duties in the passenger compartment of an aircraft: (a) are not confused by the passengers with operating cabin crew members; (b) do not occupy required cabin crew assigned stations; (c) do not impede operating cabin crew members in their duties. 4.1.3.5.1. Additional crew members assigned to specialist duties The requirements for cabin crew are not applicable to the following additional crew members that are assigned to specialist duties: - Child minders/escorts; - Entertainers; - Ground engineers (or technical staff); - Interpreters; - Medical personnel; - Secretaries; and - Security staff. 4.1.3.5.2. Cabin crew familiarization flight Following completion of conversion training, each cabin crew member completes familiarization prior to operating as one of the required minimum number of cabin crew. The familiarization training includes familiarization flights During familiarization flights, the cabin crew member should be additional to the minimum required number of cabin crew. Familiarization flights should: • Be conducted under the supervision of the Senior Cabin Crewmember. • Be structured and involve the cabin crew member in the participation of safety related pre-flight, in-flight and post-flight duties. • Be operated with the cabin crew member in the Operator’s uniform • Form part of the training record for each cabin crew member.
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DESIGNATION OF THE COMMANDER
4.2.1. General ORO.FC.105 Designation as pilot-in-command/commander (a) In accordance with 8.e of Annex IV to Regulation (EC) No 216/2008 (Basic Regulation), one pilot amongst the flight crew, qualified as pilot-in-command in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011(Aircrew), shall be designated by the operator as pilot-in-command/commander. (b) The operator shall only designate a flight crew member to act as pilot-incommand/commander if he/she has: (1) the minimum level of experience specified in the operations manual; (2) adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used;(*) (3) in the case of multi-crew operations, completed an operator’s command course if upgrading from co-pilot to pilot-in-command/commander. (c) The pilot-in-command/commander or the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area or to the aerodrome within a 12-month period. (d) In the case of performance class B aeroplanes involved in commercial air transport operations under VFR by day, (c) shall not apply. (*): (b)(2) route, area and aerodromes knowledge: refer chapter 5.2.9: Route, Area and Airport competence
AMC1 ORO.FC.105(c) Designation as pilot-in-command/commander ROUTE/AREA AND AERODROME RECENCY (a) The 12-month period should be counted from the last day of the month: (1) when the familiarisation training was undertaken; or (2) of the latest operation on the route or area to be flown and of the aerodromes, facilities and procedures to be used. (b) When the operation is undertaken within the last 3 calendar months of that period, the new 12-month period should be counted from the original expiry date.
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The assigned Commander to a flight: - Must be qualified as pilot-in-command - Must be one of the pilots of the flight. - Must have the minimum level of experience specified in the operations manual (ATPL + Operator policy) - Must have adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used. - May delegate the conduct of the flight or of part of the flight to a relief pilot (pilot in command), but remains Commander of the flight. - May delegate the handling of the aircraft to the co-pilot (pilot flying). - May in exceptional circ*mstances (e.g. unfit) designate another Captain as Commander for the remainder of the flight. Any such change in command shall be reported as soon as possible to the dispatch office and the ATC. No pilot may accept a designation as Commander unless, in addition to his qualifications and training, he has the recent experience and knowledge required and considers himself to be in all respects competent and fit for the task. 4.2.2. Commander nomination in case of special crewing Special crewing means another flight crew composition than the basic one: Captain + First Officer. Special crewing happens in all training and checking situations or when not enough First Officers are available and thus two captains have to fly together. If two Captains have to fly together, the Captain operating on the right hand seat has to be adequately qualified as prescribed in the chapter 5.3.8: Pilot Qualification to operate in either seat. In case of special crewing, the following table should be used to determine who has to take the responsibility for the flight.
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Flight crewmembers responsibility in case of special crewing
Commercial flights
Line Training or checking situations
No training or checking
Base training Special flights (3) (1)
Left hand seat
Right hand seat
Observer
CPT
FO
TRE
CPT TRE CPT/T
TRE FO LT CPT
LT CPT
FO/T
CPT CPT CPT
FO TRE TRI
TRE
TRI
CPT TRE or TRI
CPT (2)
Safety Additional Pilot (1)
Remarks Crew Line check CPT line check FO line check CPT IOE FO IOE Standard crew Lack of FO and no CPT qualified on the right hand seat
Restriction may apply TRE or Restriction may CPT/T (OBS) TRI apply Designated by the Flights Operations manager FO/T
(OBS)
(3)
Safety additional pilot as required by national regulation or Airline initiative during Initial Line Training (Initial Operating Experience). Airline Captain trained on the right-hand seat, designated to be the Co-pilot for this flight (See remark hereafter). Special flights = maintenance check, Aircraft positioning flight …
CPT FO TRE TRI
= Captain = First Officer = Type Rating Examiner = Type Rating instructor
(2)
LT CPT CPT/T FO/T OBS
= Line Training Captain = Captain on Training = First Officer on Training = Observer
The Grey Box indicates the crewmember, who is designated to be the Commander of the flight.
Each time a TRE or TRI is operating as Pilot Flying or Pilot non-Flying, he has to take the responsibility of the flight. When a TRE or TRI is Observer, he must not interfere in any decision process except on the Commander request. Nevertheless, he may provide advice, at the appropriate time, about the management of the flight.
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FLIGHT CREW INCAPACITATION
4.3.1. Flight Procedures
Refer to 8.3.14: Flight procedures - Incapacitation of crewmembers.
4.3.2. Succession of command in case of incapacitation of the Commander: Unless the minimum flight crew is more than two, each cabin crew member must be trained in the procedure for flight crew member incapacitation. •
Flight crew composed of two pilots: The second pilot takes the authority over all persons on board the aircraft until the normal chain of command can be re-established.
•
Flight crew composed of more than two pilots: The second pilot takes the authority over all persons on board the aircraft until a more qualified pilot (if any) takes the authority after having been informed by the second pilot and having acknowledged the overall situation and this until the normal chain of command can be re-established. If the original Commander cannot continue his command of the flight, the flight will not depart from the aerodrome where it has landed or, if occurring in flight, from the next aerodrome at which it will land, unless another Captain on that particular type of aircraft is included in the crew (Crew list).
•
Particular cases: Presence on board of an Captain of the Airline with the adequate type rating qualification: The Captain may stand in for the Commander and takes the responsibility of the flight. -
Presence on board of an Airline First Officer with the adequate type rating qualification: The functioning Co-pilot on the flight takes the responsibility for the flight and the function of Pilot Flying. The First Officer, who was passenger, takes the lefthand seat and the function of Pilot Monitoring (Pilot Non-Flying).
-
Presence on board of a Captain with the adequate type rating qualification, not being a member of the Airline: The functioning Co-pilot may, if he considers it necessary, appeal to the Captain not being member of the Airline after having checked his qualification and validity. The functioning Co-pilot should not use this help if there is a language problem.
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OPERATION ON MORE THAN ONE TYPE
4.4.1. Operation on more than one type - Flight Crew ORO.FC.140 Operation on more than one type or variant (a) Flight crew members operating more than one type or variant of aircraft shall comply with the requirements prescribed in this Subpart for each type or variant, unless credits related to the training, checking, and recent experience requirements are defined in the data established in accordance with Regulation (EC) No 1702/2003 (Rules for the airworthiness) for the relevant types or variants. (b) Appropriate procedures and/or operational restrictions shall be specified in the operations manual for any operation on more than one type or variant. ORO.FC.240 Operation on more than one type or variant (a) The procedures or operational restrictions for operation on more than one type or variant established in the operations manual and approved by the competent authority shall cover: (1) the flight crew members’ minimum experience level; (2) the minimum experience level on one type or variant before beginning training for and operation of another type or variant; (3) the process whereby flight crew qualified on one type or variant will be trained and qualified on another type or variant; and (4) all applicable recent experience requirements for each type or variant. (b) When a flight crew member operates both helicopters and aeroplanes, that flight crew member shall be limited to operations on only one type of aeroplane and one type of helicopter. (c) Point (a) shall not apply to operations of performance class B aeroplane if they are limited to single-pilot classes of reciprocating engine aeroplanes under VFR by day. Point (b) shall not apply to operations of performance class B aeroplane if they are limited to single-pilot classes of reciprocating engine aeroplanes.
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AMC1 ORO.FC.240 Operation on more than one type or variant GENERAL (a) Aeroplanes (1) When a flight crew member operates more than one aeroplane class, type or variant listed in Regulation (EU) No 1178/2011 and associated procedures for class-single pilot and/or type-single pilot, but not within a single licence endorsem*nt, the operator should ensure that the flight crew member does not operate more than: (i) three reciprocating engine aeroplane types or variants; (ii) three turbo-propeller aeroplane types or variants; (iii) one turbo-propeller aeroplane type or variant and one reciprocating engine aeroplane type or variant; or (iv) one turbo-propeller aeroplane type or variant and any aeroplane within a particular class.
(2) When a flight crew member operates more than one aeroplane type or variant within one or more licence endorsem*nt as defined by Regulation (EU) No 1178/2011 (Aircrew) and associated procedures, the operator should ensure that: (i) the minimum flight crew complement specified in the operations manual is the same for each type or variant to be operated; (ii) the flight crew member does not operate more than two aeroplane types or variants for which a separate licence endorsem*nt is required, unless credits related to the training, checking, and recent experience requirements are defined in data established in accordance with Regulation (EC) No 1702/2003 (Rules for the airworthiness) for the relevant types or variants; and (iii) only aeroplanes within one licence endorsem*nt are flown in any one flight duty period, unless the operator has established procedures to ensure adequate time for preparation. (3) When a flight crew member operates more than one aeroplane type or variant listed in Regulation (EU) No 1178/2011 and associated procedures for type single pilot and type-multi pilot, but not within a single licence endorsem*nt, the operator should comply with points (a)(2) and (4). (4) When a flight crew member operates more than one aeroplane type or variant listed in Regulation (EU) No 1178/2011 and associated procedures for type multi-pilot, but not within a single licence endorsem*nt, or combinations of aeroplane types or variants listed in Regulation (EU) No 1178/2011 and associated procedures for class single-pilot and type multi-pilot, the operator should comply with the following: (i) point (a)(2); (ii) before exercising the privileges of more than one licence endorsem*nt: (A) flight crew members should have completed two consecutive operator proficiency checks and should have: - 500 hours in the relevant crew position in CAT operations with the same operator; or - for IFR and VFR night operations with performance class B aeroplanes, 100 hours or flight sectors in the relevant crew position in CAT operations with the same operator, if at least one licence endorsem*nt is related to a class. A check flight should be completed before the pilot is released for duties as commander;
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(B) in the case of a pilot having experience with an operator and exercising the privileges of more than one licence endorsem*nt, and then being promoted to command with the same operator on one of those types, the required minimum experience as commander is 6 months and 300 hours, and the pilot should have completed two consecutive operator proficiency checks before again being eligible to exercise more than one licence endorsem*nt; (iii) before commencing training for and operation of another type or variant, flight crew members should have completed 3 months and 150 hours flying on the base aeroplane, which should include at least one proficiency check, unless credits related to the training, checking and recent experience requirements are defined in data established in accordance with Regulation (EC) No 1702/2003 for the relevant types or variants; (iv) after completion of the initial line check on the new type, 50 hours flying or 20 sectors should be achieved solely on aeroplanes of the new type rating, unless credits related to the training, checking and recent experience requirements are defined in data established in accordance with Regulation (EC) No 1702/2003 for the relevant types or variants; (v) recent experience requirements established in Regulation (EU) No 1178/2011 for each type operated; (vi) the period within which line flying experience is required on each type should be specified in the operations manual; (vii) when credits are defined in data established in accordance with Regulation (EC) No 1702/2003 for the relevant type or variant, this should be reflected in the training required in ORO.FC.230 (Recurrent training and checking) and: (A) ORO.FC.230 (b) requires two operator proficiency checks every year. When credits are defined in data established in accordance with Regulation (EC) No 1702/2003 for operator proficiency checks to alternate between the types, each operator proficiency check should revalidate the operator proficiency check for the other type(s). The operator proficiency check may be combined with the proficiency checks for revalidation or renewal of the aeroplane type rating or the instrument rating in accordance with Regulation (EU) No 1178/2011. (B) ORO.FC.230 (c) requires one line check every year. When credits are defined in data established in accordance for Regulation (EC) No 1702/2003 for line checks to alternate between types or variants, each line check should revalidate the line check for the other type or variant. (C) Annual emergency and safety equipment training and checking should cover all requirements for each type. (b) Helicopters (Not applicable) (c) Combination of helicopter and aeroplane (1) The flight crew member may fly one helicopter type or variant and one aeroplane type irrespective of their MCTOM (Maximum certified takeoff mass) or MOPSC (Maximum operational passenger seating configuration). (2) If the helicopter type is covered by paragraph (b)(1)(iv) then (b)(1)(iv)(B), (C) and (D) should also apply in this case. Reference UG1302055
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4.4.2. Operation on more than one type - Cabin Crew ORO.CC.250 Operation on more than one aircraft type or variant (a) A cabin crew member shall not be assigned to operate on more than three aircraft types, except that, with the approval of the competent authority, the cabin crew member may be assigned to operate on four aircraft types if for at least two of the types: (1) safety and emergency equipment and type-specific normal and emergency procedures are similar; and (2) non-type-specific normal and emergency procedures are identical. (b) For the purpose of (a) and for cabin crew training and qualifications, the operator shall determine: (1) each aircraft as a type or a variant taking into account, where available, the relevant data established in accordance with Regulation (EC) No 1702/2003 (Rules for the airworthiness) for the relevant aircraft type or variant; and (2) variants of an aircraft type to be different types if they are not similar in the following aspects: (i) emergency exit operation; (ii) location and type of portable safety and emergency equipment; (iii) type-specific emergency procedures. AMC1 ORO.CC.250(b) Operation on more than one aircraft type or variant DETERMINATION OF AIRCRAFT TYPES AND VARIANTS (a) When determining similarity of location and type of portable safety and emergency equipment, the following factors should be assessed: (1) all portable safety and emergency equipment is stowed in the same, or in exceptional circ*mstances, in substantially the same location; (2) all portable safety and emergency equipment requires the same method of operation; (3) portable safety and emergency equipment includes: (i) fire-fighting equipment; (ii) protective breathing equipment (PBE); (iii) oxygen equipment; (iv) crew life-jackets; (v) torches; (vi) megaphones; (vii) first-aid equipment; (viii) survival and signalling equipment; and (ix) other safety and emergency equipment, where applicable.
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(b) The type-specific emergency procedures to be considered should include at least the following: (1) land and water evacuation; (2) in-flight fire; (3) non-pressurisation, slow and sudden decompression; and (4) pilot incapacitation. (c) When determining similarity of doors/exits in the absence of data established in accordance with Regulation (EC) No 1702/2003 for the relevant aircraft type(s) or variant(s), the following factors should be assessed, except for self-help exits, such as type III and type IV exits, that need not be included in the assessment: (1) door/exit arming and disarming; (2) direction of movement of the operating handle; (3) direction of door/exit opening; (4) power assist mechanisms; and (5) assisting evacuation means.
GM1 ORO.CC.250 Operation on more than one aircraft type or variant SAFETY BRIEFING FOR CABIN CREW When changing aircraft type or variant during a series of flight sectors, the cabin crew safety briefing should include a representative sample of type-specific normal and emergency procedures and safety and emergency equipment applicable to the actual aircraft to be operated for the immediately subsequent flight sector. Aircraft that are considered as one type for the purpose of crew scheduling are mentioned in Chapter 5 - Qualification requirements: Refer to 5.1.3 for flight crew Refer to 5.6.5 for cabin crew
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5 QUALIFICATION REQUIREMENTS
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Table of Contents 5.
QUALIFICATION REQUIREMENTS .....................................................................3
5.1. Flight Crew Licence and Rating ........................................................................3 5.1.1. Light Aircraft (LAPL) and Private Pilot Licence (PPL) ...........................4 5.1.2. Commercial Pilot Licence (CPL) ..............................................................4 5.1.3. Multi-pilot Licence (MPL)..........................................................................4 5.1.4. Air Transport Pilot Licence (ATPL)..........................................................5 5.1.5. Instrument Rating (IR) ..............................................................................6 5.1.6. Class and Type Rating..............................................................................7 5.1.7. Variant ........................................................................................................9 5.2. Flight Crew Licence and Rating - Training .................................................... 11 5.2.1. Type rating course .................................................................................. 11 5.2.2. Cross Crew Qualification (CCQ) ............................................................ 11 5.2.3. Operator conversion training ................................................................. 12 5.2.4. Differences training and familiarisation training .................................. 17 5.2.5. Recurrent training and checking ........................................................... 18 5.2.6. Dangerous goods training ..................................................................... 29 5.2.7. Security training ...................................................................................... 30 5.2.8. Type Rating – Refresher Training .......................................................... 31 5.2.9. Command course .................................................................................... 32 5.2.10. Crew Resource Management CRM – Flight Crew Training ................. 33 5.3. Flight Crew Qualification Requirements ........................................................ 39 5.3.1. Commander ............................................................................................. 39 5.3.2. Pilot relieving the Commander .............................................................. 40 5.3.3. Co-pilot (First Officer) ............................................................................. 41 5.3.4. Pilot relieving the co-pilot ...................................................................... 42 5.3.5. System panel operator ........................................................................... 43 5.3.6. Operation on more than one type .......................................................... 44 5.3.7. Pilot qualification to operate in either seat ........................................... 49 5.3.8. Route, Area and Airport Competence ................................................... 50 5.4. Additional Flight Crew Qualififcations ........................................................... 55 5.4.1. ACAS/TCAS ............................................................................................. 55 5.4.2. FANS: Communication and Surveillance.............................................. 56 5.4.3. Performance-Based Navigation (PBN) .................................................. 58 5.4.4. Minimum Navigation Performance System (MNPS) ............................. 60 5.4.5. Reduced Vertical Separation Minima (RVSM) ...................................... 61 5.4.6. Low Visibility Operation (LVO)............................................................... 62 5.4.7. ETOPS ...................................................................................................... 64 5.4.8. Dangerous Goods Transportation ......................................................... 65
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5.5. Addditional Flight Crew Qualifications - Training......................................... 67 5.5.1. ACAS/TCAS Training programmes ....................................................... 67 5.5.2. FANS Flight Crew Training .................................................................... 77 5.5.3. Performance Based Navigation Flight Crew Training ......................... 85 5.5.4. MNPS Flight Crew Training .................................................................... 92 5.5.5. RVSM Flight Crew Training .................................................................... 94 5.5.6. Low Visibility Operation (LVO) Flight Crew Training ........................... 98 5.5.7. ETOPS Flight Crew Training ................................................................ 107 5.5.8. Dangerous Goods Flight Crew Training ............................................. 107 5.6. Cabin Crew Qualification Requirements...................................................... 109 5.6.1. Cabin Crew Attestation ........................................................................ 110 5.6.2. Aircraft type/variant qualification ........................................................ 111 5.6.3. Additional Cabin Crew Member ........................................................... 115 5.6.4. Senior Cabin Crew Member ................................................................. 116 5.6.5. Operations on more than three aircraft types .................................... 117 5.6.6. Cabin Crew Qualification Document ................................................... 120 5.7. Cabin Crew Training ...................................................................................... 121 5.7.1. Training course and checking ............................................................. 121 5.7.2. Cabin Crew Initial Training................................................................... 124 5.7.3. Aircraft Type Specific Training and Operator Conversion Training. 128 5.7.4. Differences Training Programme ........................................................ 133 5.7.5. Familiarisation on type Training.......................................................... 134 5.7.6. Recurrent Training................................................................................ 135 5.7.7. Refresher Training ................................................................................ 138 5.7.8. Additional Cabin Crew Member Training ............................................ 139 5.7.9. Senior Cabin Crew Course................................................................... 141 5.7.10. Crew Resource Management (CRM) – Cabin Crew Training............. 142 5.8. Training, checking and supervisory personnel .......................................... 147 5.8.1. Type Rating Instructor — TRI .............................................................. 148 5.8.2. Synthetic Flight Instructor — SFI ........................................................ 149 5.8.3. Synthetic Training Instructor — STI.................................................... 150 5.8.4. Type Rating Examiners — TRE ........................................................... 151 5.8.5. Synthetic Flight Examiner — SFE ....................................................... 152 5.9. Other Operation Personnel ........................................................................... 153 5.9.1. Flight Operations Officers.................................................................... 153 5.9.2. Aircraft Taxiing ..................................................................................... 153
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QUALIFICATION REQUIREMENTS FLIGHT CREW LICENCE AND RATING
All crew members must hold a valid medical certificate. All flight crew members must hold a licence with valid rating and qualification required to perform his duty. The holder of licence or rating must not exercise privileges other than those granted by that licence or rating. Aircraft pilot licences: • LIGHT AIRCRAFT PILOT LICENCE • PRIVATE PILOT LICENCE • COMMERCIAL PILOT LICENCE • MULTI-CREW PILOT LICENCE • AIRLINE TRANSPORT PILOT LICENCE
LAPL PPL CPL MPL ATPL
Pilot Rating: • INSTRUMENT RATING • TYPE RATING
IR TR
A licence holder must not exercise the privileges granted by any licence or rating unless the holder maintains competency by meeting the relevant requirements. The validity of the licence is determined by the validity of the ratings therein and the medical certificate. FCL.040 Exercise of the privileges of licences The exercise of the privileges granted by a licence shall be dependent upon the validity of the ratings contained therein, if applicable, and of the medical certificate.
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Light Aircraft (LAPL) and Private Pilot Licence (PPL)
The LAPL and PPL licences don’t provide the privilege to act as flight crew member in commercial air transport. 5.1.2.
Commercial Pilot Licence (CPL)
FCL.305 CPL - Privileges and conditions (a) Privileges. The privileges of the holder of a CPL are, within the appropriate aircraft category, to: (1) exercise all the privileges of the holder of an LAPL and a PPL; (2) act as PIC or co-pilot of any aircraft engaged in operations other than commercial air transport; (3) act as PIC in commercial air transport of any single-pilot aircraft subject to the restrictions specified in FCL.060 and in this Subpart;
(4) act as co-pilot in commercial air transport subject to the restrictions specified in “Recent experiences” (FCL.060)*. (b) Conditions. An applicant for the issue of a CPL shall have fulfilled the requirements for the class or type rating of the aircraft used in the skill test. *: “Recent experiences” (FCL.060), refer to Crew composition Chapter 4.1.2.4. 5.1.3.
Multi-pilot Licence (MPL)
FCL.405.A MPL — Privileges (a) The privileges of the holder of an MPL are to act as co-pilot in an aeroplane required to be operated with a co-pilot. (b) The holder of an MPL may obtain the extra privileges of: (1) the holder of a PPL(A), provided that the requirements for the PPL(A) specified in Subpart C are met;
(2) a CPL(A), provided that the requirements specified in FCL.325.A are met. (c) The holder of an MPL shall have the privileges of his/her IR(A) limited to aeroplanes required to be operated with a co-pilot. The privileges of the IR(A) may be extended to single-pilot operations in aeroplanes, provided that the licence holder has completed the training necessary to act as PIC in single-pilot operations exercised solely by reference to instruments and passed the skill test of the IR(A) as a singlepilot.
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FCL.325.A CPL(A) — Specific conditions for MPL holders Before exercising the privileges of a CPL(A), the holder of an MPL shall have completed in aeroplanes: (a) 70 hours of flight time: (1) as PIC; or (2) made up of at least 10 hours as PIC and the additional flight time as PIC under supervision (PICUS). Of these 70 hours, 20 shall be of VFR cross-country flight time as PIC, or crosscountry flight time made up of at least 10 hours as PIC and 10 hours as PICUS. This shall include a VFR cross-country flight of at least 540 km (300 NM) in the course of which full-stop landings at two different aerodromes shall be flown as PIC; (b) the elements of the CPL(A) modular course as specified in paragraphs 10(a) and 11 of Appendix 3, E to this Part; and (c) the CPL(A) skill test, in accordance with FCL.320.
5.1.4.
Air Transport Pilot Licence (ATPL)
FCL.505 ATPL — Privileges (a) The privileges of the holder of an ATPL are, within the appropriate aircraft category, to: (1) exercise all the privileges of the holder of an LAPL, a PPL and a CPL; (2) act as PIC of aircraft engaged in commercial air transport. (b) Applicants for the issue of an ATPL shall have fulfilled the requirements for the type rating of the aircraft used in the skill test.
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Instrument Rating (IR)
FCL.600 IR — General Operations under IFR on an aeroplane, helicopter, airship or powered-lift aircraft shall only be conducted by holders of a PPL, CPL, MPL and ATPL with an Instrument Rating (IR) appropriate to the category of aircraft or when undergoing skill testing or dual instruction. FCL.605 IR — Privileges (a) The privileges of a holder of an IR are to fly aircraft under IFR with a minimum decision height of 200 feet (60 m). (b) In the case of a multi-engine IR, these privileges may be extended to decision heights lower than 200 feet (60 m) when the applicant has undergone specific training at an ATO and has passed section 6 of the skill test prescribed in Appendix 9 to this Part in multi-pilot aircraft. (c) Holders of an IR shall exercise their privileges in accordance with the conditions established in Appendix 8 to this Part. FCL.625 IR — Validity, revalidation and renewal (a) Validity. An IR shall be valid for 1 year. (b) Revalidation. (1) An IR shall be revalidated within the 3 months immediately preceding the expiry date of the rating. (2) Applicants who fail to pass the relevant section of an IR proficiency check before the expiry date of the IR shall not exercise the IR privileges until they have passed the proficiency check. (c) Renewal. If an IR has expired, in order to renew their privileges applicants shall: (1) go through refresher training at an ATO to reach the level of proficiency needed to pass the instrument element of the skill test in accordance with Appendix 9 to this Part; and (2) complete a proficiency check in accordance with Appendix 9 to this Part, in the relevant aircraft category. (d) If the IR has not been revalidated or renewed within the preceding 7 years, the holder will be required to pass again the IR theoretical knowledge examination and skill test.
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FCL.625.A IR(A) — Revalidation (a) Revalidation. Applicants for the revalidation of an IR(A): (1) when combined with the revalidation of a class or type rating, shall pass a proficiency check in accordance with Appendix 9 to this Part; (2) when not combined with the revalidation of a class or type rating, shall: (i) for single-pilot aeroplanes, complete section 3b and those parts of section 1 relevant to the intended flight, of the proficiency check prescribed in Appendix 9 to this Part; and (ii) for multi-engine aeroplanes, complete section 6 of the proficiency check for single-pilot aeroplanes in accordance with Appendix 9 to this Part by sole reference to instruments. (3) An FNPT II or an FFS representing the relevant class or type of aeroplane may be used in the case of paragraph (2), but at least each alternate proficiency check for the revalidation of an IR(A) in these circ*mstances shall be performed in an aeroplane. (b) Cross-credit shall be given in accordance with Appendix 8 to this Part. 5.1.6.
Class and Type Rating
‘Class of aeroplane’ means a category of single-pilot aeroplanes not requiring a type rating. ‘Type of aircraft’ means a category of aircraft requiring a type rating as determined in the operational suitability data established in accordance with Part-21, and which includes all aircraft of the same basic design including all modifications thereto except those which result in a change in handling or flight characteristics. FCL.700 Circ*mstances in which class or type ratings are required (a) Except in the case of the LAPL, SPL and BPL, holders of a pilot licence shall not act in any capacity as pilots of an aircraft unless they have a valid and appropriate class or type rating, except when undergoing skill tests, or proficiency checks for renewal of class or type ratings, or receiving flight instruction. (b) Notwithstanding (a), in the case of flights related to the introduction or modification of aircraft types, pilots may hold a special certificate given by the competent authority, authorising them to perform the flights. This authorisation shall have its validity limited to the specific flights. FCL.705 Privileges of the holder of a class or type rating The privileges of the holder of a class or type rating are to act as pilot on the class or type of aircraft specified in the rating.
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FCL.740 Validity and renewal of class and type ratings (a) The period of validity of class and type ratings shall be 1 year, except for single-pilot single-engine class ratings, for which the period of validity shall be 2 years, unless otherwise determined by the operational suitability data, established in accordance with Part-21. (b) Renewal. If a class or type rating has expired, the applicant shall: (1) take refresher training at an ATO, when necessary to reach the level of proficiency necessary to safely operate the relevant class or type of aircraft; and (2) pass a proficiency check in accordance with Appendix 9 to this Part. Example: List of Airbus models and the associated type rating
A300
A300 A310 A300
A318 A319 A320 A321 A330 A340
A380
AIRBUS FLEET Aircraft model Type rating B2 series A300 B4-100 series B4-200 series C4-200 series F4-200 series B2-200 FF series A300 FF B4-200 FF series 200 series A310/A300-600 300 series B4-600 series C4-600 series F4-600 series series A318/A319/A320/A321 series series series 200 series A330 300 series 200 series A340 300 series 500 series 600 series 800 series A380
The holder of a pilot licence must not act in any capacity as a pilot, except as a pilot undergoing skill testing or dual training, unless the holder has a valid and appropriate type rating.
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Variant
FCL.710 Class and type ratings — variants (a) In order to extend his/her privileges to another variant of aircraft within one class or type rating, the pilot shall undertake differences or familiarisation training. In the case of variants within a type rating, the differences or familiarisation training shall include the relevant elements defined in the operational suitability data established in accordance with Part-21. (b) If the variant has not been flown within a period of 2 years following the differences raining, further differences training or a proficiency check in that variant shall be required to maintain the privileges, except for types or variants within the singleengine piston and TMG class ratings. (c) The differences training shall be entered in the pilot’s logbook or equivalent record and signed by the instructor as appropriate. Operation on several variants requires a single licence: Examples: (a) A318, A319, A320 and A321 (b) A310 and A300-600 Qualification between the variants is done by differences or familiarisation training. Training, checking and recent experience requirements may be done on any variant, valid for all.
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INTENTIONALLY BLANCK
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FLIGHT CREW LICENCE AND RATING - TRAINING
5.2.1.
Type rating course
The type rating course includes: (a) Training course. An applicant for a class or type rating must complete a training course at an Approved Training Organisation (ATO). (b) Theoretical knowledge examination (organised by the ATO). (c) Skill test. The aim is to demonstrate that the applicant has got the skill required for the safe operation of the applicable class or type of aircraft. For each Airbus aircraft type, an Airbus document entitled “Flight Crew Training Program” (FCTP) provides the training program of the type rating course. 5.2.2.
Cross Crew Qualification (CCQ)
Due to the large commonalities between all Airbus fly-by-wire aircraft, the Type Rating Transition course between these aircraft types can be shorter than a Type Rating Transition course between 2 aircraft types having fewer commonalities. The term “Cross Crew Qualification” (CCQ) refers to a specific Type Rating Transition course, which gives credit for the technical similarities and common operational and handling procedures. The term CCQ is reserved for such courses between Airbus flyby-wire types. CCQ has been approved between the following Airbus aircraft types: -
A320 A330 A320 A340 A330 A340 A340 A330 A320 A380 A330 A380 A340 A380
(CCQ: 7 days) (CCQ: 7 days) (CCQ: 3 days) (CCQ: 2 days) (CCQ: 15 days) (CCQ: 15 days) (CCQ: 15 days)
Details on approved CCQ are available on the following link to European Authorities: http://www.easa.europa.eu/certification/flight-standards/doc/oeb-finalreport/airbus/Airbus%20Family%20CCQMMF%20JOEB%20Report%20(120304).pd f
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5.2.3. Operator conversion training ORO.FC.120 Operator conversion training (a) In the case of aeroplane or helicopter operations, the flight crew member shall complete the operator conversion training course before commencing unsupervised line flying: (1) when changing to an aircraft for which a new type or class rating is required; (2) when joining an operator. (b) The operator conversion training course shall include training on the equipment installed on the aircraft as relevant to flight crew members’ roles. ORO.FC.220 Operator conversion training and checking (a) CRM training shall be integrated into the operator conversion training course. (b) Once an operator conversion course has been commenced, the flight crew member shall not be assigned to flying duties on another type or class of aircraft until the course is completed or terminated. Crew members operating only performance class B aeroplanes may be assigned to flights on other types of performance class B aeroplanes during conversion courses to the extent necessary to maintain the operation. (c) The amount of training required by the flight crew member for the operator’s conversion course shall be determined in accordance with the standards of qualification and experience specified in the operations manual, taking into account his/her previous training and experience. (d) The flight crew member shall complete: (1) the operator proficiency check and the emergency and safety equipment training and checking before commencing line flying under supervision (LIFUS); and (2) the line check upon completion of line flying under supervision. For performance class B aeroplanes, LIFUS may be performed on any aeroplane within the applicable class. (e) In the case of aeroplanes, pilots that have been issued a type rating based on a zero flight-time training (ZFTT) course shall: (1) commence line flying under supervision not later than 21 days after the completion of the skill test or after appropriate training provided by the operator. The content of such training shall be described in the operations manual; (2) complete six take-offs and landings in a FSTD not later than 21 days after the completion of the skill test under the supervision of a type rating instructor for aeroplanes (TRI(A)) occupying the other pilot seat. The number of take-offs and landings may be reduced when credits are defined in the data established in accordance with Regulation (EC) No 1702/2003. If these take-offs and landings have not been performed within 21 days, the operator shall provide refresher training. The content of such training shall be described in the operations manual; Reference UG1302055
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(3) conduct the first four take-offs and landings of the LIFUS in the aeroplane under the supervision of a TRI(A) occupying the other pilot seat. The number of takeoffs and landings may be reduced when credits are defined in the data established in accordance with Regulation (EC) No 1702/2003. AMC1 ORO.FC.220 Operator conversion training and checking OPERATOR CONVERSION TRAINING SYLLABUS (a) General (1) The operator conversion training should include, in the following order: (i) ground training and checking, including aircraft systems, and normal, abnormal and emergency procedures; (ii) emergency and safety equipment training and checking, (completed before any flight training in an aircraft commences); (iii) flight training and checking (aircraft and/or FSTD); and (iv) line flying under supervision and line check. (2) When the flight crew member has not previously completed an operator’s conversion course, he/she should undergo general first-aid training and, if applicable, ditching procedures training using the equipment in water. (3) Where the emergency drills require action by the non-handling pilot, the check should additionally cover knowledge of these drills. (4) The operator’s conversion may be combined with a new type/class rating training as required by Regulation (EU) No 1178/2011. (5) The operator should ensure that the personnel integrating elements of CRM into conversion training are suitably qualified. (b) Ground training (1) Ground training should comprise a properly organised programme of ground instruction supervised by training staff with adequate facilities, including any necessary audio, mechanical and visual aids. Self-study using appropriate electronic learning aids, computer-based training (CBT), etc., may be used with adequate supervision of the standards achieved. However, if the aircraft concerned is relatively simple, unsupervised private study may be adequate if the operator provides suitable manuals and/or study notes. (2) The course of ground instruction should incorporate formal tests on such matters as aircraft systems, performance and flight planning, where applicable. (c) Emergency and safety equipment training and checking (1) Emergency and safety equipment training should take place in conjunction with cabin/technical crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin. (2) On the initial conversion course and on subsequent conversion courses as applicable, the following should be addressed:
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(i) Instruction on first-aid in general (initial conversion course only); instruction on first-aid as relevant to the aircraft type of operation and crew complement, including those situations where no cabin crew is required to be carried (initial and subsequent). (ii) Aero-medical topics, including: (A) hypoxia; (B) hyperventilation; (C) contamination of the skin/eyes by aviation fuel or hydraulic or other fluids; (D) hygiene and food poisoning; and (E) malaria. (iii) The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment. (iv) Actual fire fighting, using equipment representative of that carried in the aircraft on an actual or simulated fire except that, with Halon extinguishers, an alternative extinguisher may be used. (v) The operational procedures of security, rescue and emergency services. (vi) Survival information appropriate to their areas of operation (e.g. polar, desert, jungle or sea) and training in the use of any survival equipment required to be carried. (vii) A comprehensive drill to cover all ditching procedures where flotation equipment is carried. This should include practice of the actual donning and inflation of a life-jacket, together with a demonstration or audiovisual presentation of the inflation of life-rafts and/or slide-rafts and associated equipment. This practice should, on an initial conversion course, be conducted using the equipment in water, although previous certified training with another operator or the use of similar equipment will be accepted in lieu of further wet-drill training. (viii) Instruction on the location of emergency and safety equipment, correct use of all appropriate drills, and procedures that could be required of flight crew in different emergency situations. Evacuation of the aircraft (or a representative training device) by use of a slide where fitted should be included when the operations manual procedure requires the early evacuation of flight crew to assist on the ground. (d) Flight training (1) Flight training should be conducted to familiarise the flight crew member thoroughly with all aspects of limitations and normal, abnormal and emergency procedures associated with the aircraft and should be carried out by suitably qualified class and type rating instructors and/or examiners. For specific operations, such as steep approaches, ETOPS, or operations based on QFE, additional training should be carried out, based on any additional elements of training defined for the aircraft type in the data in accordance with Regulation (EC) No 748/2012, where they exist.
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(2) In planning flight training on aircraft with a flight crew of two or more, particular emphasis should be placed on the practice of LOFT with emphasis on CRM, and the use of crew coordination procedures, including coping with incapacitation. (3) Normally, the same training and practice in the flying of the aircraft should be given to co-pilots as well as commanders. The ‘flight handling’ sections of the syllabus for commanders and co-pilots alike should include all the requirements of the operator proficiency check required by ORO.FC.230. (4) Unless the type rating training programme has been carried out in an FSTD usable for ZFTT, the training should include at least three take-offs and landings in the aircraft. (e) Line flying under supervision (LIFUS) (1) Following completion of flight training and checking as part of the operator’s conversion course, each flight crew member should operate a minimum number of sectors and/or flight hours under the supervision of a flight crew member nominated by the operator. (2) The minimum flight sectors/hours should be specified in the operations manual and should be determined by the following: (i) previous experience of the flight crew member; (ii) complexity of the aircraft; and (iii) the type and area of operation. (3) For performance class B aeroplanes, the amount of LIFUS required is dependent on the complexity of the operations to be performed. (f) Passenger handling for operations where no cabin crew is required Other than general training on dealing with people, emphasis should be placed on the following: (1) advice on the recognition and management of passengers who appear or are intoxicated with alcohol, under the influence of drugs or aggressive; (2) methods used to motivate passengers and the crowd control necessary to expedite an aircraft evacuation; and (3) the importance of correct seat allocation with reference to aircraft mass and balance. Particular emphasis should also be given on the seating of special categories of passengers. (g) Discipline and responsibilities, for operations where no cabin crew is required Emphasis should be placed on discipline and an individual's responsibilities in relation to: (1) his/her ongoing competence and fitness to operate as a crew member with special regard to flight and duty time limitation (FTL) requirements; and (2) security procedures. (h) Passenger briefing/safety demonstrations, for operations where no cabin crew is required Training should be given in the preparation of passengers for normal and emergency situations.
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AMC2 ORO.FC.220 Operator conversion training and checking OPERATOR CONVERSION TRAINING SYLLABUS – FLIGHT ENGINEERS (a) Operator conversion training for flight engineers should approximate to that of pilots. (b) If the flight crew includes a pilot with the duties of a flight engineer, he/she should, after training and the initial check in these duties, operate a minimum number of flight sectors under the supervision of a nominated additional flight crew member. The minimum figures should be specified in the operations manual and should be selected after due note has been taken of the complexity of the aircraft and the experience of the flight crew member. GM1 ORO.FC.220(b) Operator conversion training and checking COMPLETION OF AN OPERATOR’S CONVERSION COURSE (a) The operator conversion course is deemed to have started when the flight training has begun. The theoretical element of the course may be undertaken ahead of the practical element. (b) Under certain circ*mstances the course may have started and reached a stage where, for unforeseen reasons, it is not possible to complete it without a delay. In these circ*mstances, the operator may allow the pilot to revert to the original type. (c) Before the resumption of the operator conversion course, the operator should evaluate how much of the course needs to be repeated before continuing with the remainder of the course. GM1 ORO.FC.220(d) Operator conversion training and checking LINE FLYING UNDER SUPERVISION (a) Line flying under supervision provides the opportunity for a flight crew member to carry into practice the procedures and techniques he/she has been made familiar with during the ground and flight training of an operator conversion course. This is accomplished under the supervision of a flight crew member specifically nominated and trained for the task. At the end of line flying under supervision the respective crew member should be able to perform a safe and efficient flight conducted within the tasks of his/her crew member station. (b) A variety of reasonable combinations may exist with respect to: (1) a flight crew member's previous experience; (2) the complexity of the aircraft concerned; and (3) the type of route/role/area operations. (c) Aeroplanes The following minimum figures for details to be flown under supervision are guidelines for operators to use when establishing their individual requirements: (1) turbo-jet aircraft (i) co-pilot undertaking first operator conversion course: (A) total accumulated 100 hours or minimum 40 flight sectors; (ii) co-pilot upgrading to commander: (A) minimum 20 flight sectors when converting to a new type; (B) minimum 10 flight sectors when already qualified on the aeroplane type. Reference UG1302055
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Differences training and familiarisation training
ORO.FC.125 Differences training and familiarisation training (a) Flight crew members shall complete differences or familiarisation training when required by Annex I (Part-FCL) to Regulation (EU) No 1178/2011 and when changing equipment or procedures requiring additional knowledge on types or variants currently operated. (b) The operations manual shall specify when such differences or familiarisation training is required. AMC1 ORO.FC.125 Differences training and familiarisation training GENERAL (a) Differences training requires additional knowledge and training on the aircraft or an appropriate training device. It should be carried out: (1) when introducing a significant change of equipment and/or procedures on types or variants currently operated; and (2) in the case of aeroplanes, when operating another variant of an aeroplane of the same type or another type of the same class currently operated; or (3) in the case of helicopters, when operating a variant of a helicopter currently operated. (b) Familiarisation training requires only the acquisition of additional knowledge. It should be carried out when: (1) operating another helicopter or aeroplane of the same type; or (2) when introducing a significant change of equipment and/or procedures on types or variants currently operated.
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Recurrent training and checking
ORO.FC.130 Recurrent training and checking (a) Each flight crew member shall complete annual recurrent flight and ground training relevant to the type or variant of aircraft on which he/she operates, including training on the location and use of all emergency and safety equipment carried. (b) Each flight crew member shall be periodically checked to demonstrate competence in carrying out normal, abnormal and emergency procedures. ORO.FC.230 Recurrent training and checking (a) Each flight crew member shall complete recurrent training and checking relevant to the type or variant of aircraft on which they operate. (b) Operator proficiency check (1) Each flight crew member shall complete operator proficiency checks as part of the normal crew complement to demonstrate competence in carrying out normal, abnormal and emergency procedures. (2) When the flight crew member will be required to operate under IFR, the operator proficiency check shall be conducted without external visual reference, as appropriate. (3) The validity period of the operator proficiency check shall be six calendar months. For operations under VFR by day of performance class B aeroplanes conducted during seasons not longer than eight consecutive months, one operator proficiency check shall be sufficient. The proficiency check shall be undertaken before commencing commercial air transport operations. (4) The flight crew member involved in operations by day and over routes navigated by reference to visual landmarks with an other-than-complex motor-powered helicopter may complete the operator proficiency check in only one of the relevant types held. The operator proficiency check shall be performed each time on the type least recently used for the proficiency check. The relevant helicopter types that may be grouped for the purpose of the operator proficiency check shall be contained in the operations manual. (5) Notwithstanding” ORO.FC.145(a)(2) “Provision of training-Simulation training, for operations of other-than-complex motor-powered helicopters by day and over routes navigated by reference to visual landmarks and performance class B aeroplanes, the check may be conducted by a suitably qualified commander nominated by the operator, trained in CRM concepts and the assessment of CRM skills. The operator shall inform the competent authority about the persons nominated.
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(c) Line check (1) Each flight crew member shall complete a line check on the aircraft to demonstrate competence in carrying out normal line operations described in the operations manual. The validity period of the line check shall be 12 calendar months. (2) Notwithstanding ORO.FC.145(a)(2) “Provision of training-Simulation training”, line checks may be conducted by a suitably qualified commander nominated by the operator, trained in CRM concepts and the assessment of CRM skills. (d) Emergency and safety equipment training and checking Each flight crew member shall complete training and checking on the location and use of all emergency and safety equipment carried. The validity period of an emergency and safety equipment check shall be 12 calendar months. (e) CRM training (1) Elements of CRM shall be integrated into all appropriate phases of the recurrent training. (2) Each flight crew member shall undergo specific modular CRM training. All major topics of CRM training shall be covered by distributing modular training sessions as evenly as possible over each three-year period. (f) Each flight crew member shall undergo ground training and flight training in an FSTD or an aircraft, or a combination of FSTD and aircraft training, at least every 12 calendar months. (g) The validity periods mentioned in (b)(3), (c) and (d) shall be counted from the end of the month when the check was taken. (h) When the training or checks required above are undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date.
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AMC1 ORO.FC.230 Recurrent training and checking RECURRENT TRAINING SYLLABUS (a) Recurrent training Recurrent training should comprise the following: (1) Ground training (i) The ground training programme should include: (A) aircraft systems; (B) operational procedures and requirements, including ground deicing/antiicing and pilot incapacitation; and (C) accident/incident and occurrence review. (ii) Knowledge of the ground training should be verified by a questionnaire or other suitable methods. (iii) When the ground training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next ground and refresher training should be completed within 12 calendar months of the original expiry date of the previous training. (2) Emergency and safety equipment training (i) Emergency and safety equipment training may be combined with emergency and safety equipment checking and should be conducted in an aircraft or a suitable alternative training device. (ii) Every year the emergency and safety equipment training programme should include the following: (A) actual donning of a life-jacket, where fitted; (B) actual donning of protective breathing equipment, where fitted; (C) actual handling of fire extinguishers of the type used; (D) instruction on the location and use of all emergency and safety equipment carried on the aircraft; (E) instruction on the location and use of all types of exits; (F) security procedures. (iii) Every 3 years the programme of training should include the following: (A) actual operation of all types of exits; (B) demonstration of the method used to operate a slide where fitted; (C) actual fire-fighting using equipment representative of that carried in the aircraft on an actual or simulated fire except that, with Halon extinguishers, an alternative extinguisher may be used; (D) the effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment; (E) actual handling of pyrotechnics, real or simulated, where applicable; (F) demonstration in the use of the life-rafts where fitted. Helicopter .../… Training should include the use of all survival equipment carried on board life-rafts and any additional survival equipment carried separately on board the aircraft; (G) particularly in the case where no cabin crew is required, first-aid, appropriate to the aircraft type, the kind of operation and crew complement.
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(iv) The successful resolution of aircraft emergencies requires interaction between flight crew and cabin/technical crew and emphasis should be placed on the importance of effective coordination and two-way communication between all crew members in various emergency situations. (v) Emergency and safety equipment training should include joint practice in aircraft evacuations so that all who are involved are aware of the duties other crew members should perform. When such practice is not possible, combined flight crew and cabin/technical crew training should include joint discussion of emergency scenarios. (vi) Emergency and safety equipment training should, as far as practicable, take place in conjunction with cabin/technical crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin. (3) CRM (i) Elements of CRM should be integrated into all appropriate phases of recurrent training. (ii) A specific modular CRM training programme should be established such that all major topics of CRM training are covered over a period not exceeding 3 years, as follows: (A) human error and reliability, error chain, error prevention and detection; (B) operator safety culture, standard operating procedures (SOPs), organisational factors; (C) stress, stress management, fatigue and vigilance; (D) information acquisition and processing, situation awareness, workload management; (E) decision making; (F) communication and coordination inside and outside the flight crew compartment; (G) leadership and team behaviour, synergy; (H) automation and philosophy of the use of automation (if relevant to the type); (I) specific type-related differences; (J) case studies; (K) additional areas which warrant extra attention, as identified by the safety management system. (iii) Operators should establish procedures to update their CRM recurrent training programme. Revision of the programme should be conducted over a period not exceeding 3 years. The revision of the programme should take into account the de-identified results of the CRM assessments of crews, and information identified by the safety management system.
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(4) Aircraft/FSTD training (i) General (A) The aircraft/FSTD training programme should be established in a way that all major failures of aircraft systems and associated procedures will have been covered in the preceding 3 year period. (B) When engine-out manoeuvres are carried out in an aircraft, the engine failure should be simulated. (C) Aircraft/FSTD training may be combined with the operator proficiency check. (D) When the aircraft/FSTD training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next aircraft/FSTD training should be completed within 12 calendar months of the original expiry date of the previous training. (ii) Helicopters …/… (5) For operations with other-than-complex motor-powered aeroplanes, all training and checking should be relevant to the type of operation and class of aeroplane on which the flight crew member operates with due account taken of any specialised equipment used. (b) Recurrent checking Recurrent checking should comprise the following: (1) Operator proficiency checks (i) Aeroplanes Where applicable, operator proficiency checks should include the following manoeuvres as pilot flying: (A) rejected take-off when an FSTD is available to represent that specific aeroplane, otherwise touch drills only; (B) take-off with engine failure between V1 and V2 (take-off safety speed) or, if carried out in an aeroplane, at a safe speed above V2; (C) precision instrument approach to minima with, in the case of multiengine aeroplanes, one-engine-inoperative; (D) non-precision approach to minima; (E) missed approach on instruments from minima with, in the case of multiengined aeroplanes, one-engine-inoperative; (F) landing with one-engine-inoperative. For single-engine aeroplanes a practice forced landing is required. (ii) Helicopters …/… (iii) Once every 12 months the checks prescribed in (b)(1)(ii)(A) may be combined with the proficiency check for revalidation or renewal of the aircraft type rating. (iv) Operator proficiency checks should be conducted by a type rating examiner (TRE) or a synthetic flight examiner (SFE), as applicable. (2) Emergency and safety equipment checks. The items to be checked should be those for which training has been carried out in accordance with (a)(2).
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(3) Line checks (i) Line checks should establish the ability to perform satisfactorily a complete line operation, including pre-flight and post-flight procedures and use of the equipment provided, as specified in the operations manual. The route chosen should be such as to give adequate representation of the scope of a pilot’s normal operations. When weather conditions preclude a manual landing, an automatic landing is acceptable. The commander, or any pilot who may be required to relieve the commander, should also demonstrate his/her ability to ‘manage’ the operation and take appropriate command decisions. (ii) The flight crew should be assessed on their CRM skills in accordance with a methodology described in the operations manual. The purpose of such assessment is to: (A) provide feedback to the crew collectively and individually and serve to identify retraining; and (B) be used to improve the CRM training system. (iii) CRM assessment alone should not be used as a reason for a failure of the line check. (iv) When pilots are assigned duties as pilot flying and pilot monitoring, they should be checked in both functions. (v) Line checks should be conducted by a commander nominated by the operator. The operator should inform the competent authority about the persons nominated. The person conducting the line check, who is described in (d)(5)(ii), should occupy an observer’s seat where installed. His/her CRM assessments should solely be based on observations made during the initial briefing, cabin briefing, flight crew compartment briefing and those phases where he/she occupies the observer’s seat. (A) For aeroplanes, in the case of long haul operations where additional operating flight crew are carried, the person may fulfil the function of a cruise relief pilot and should not occupy either pilot’s seat during take-off, departure, initial cruise, descent, approach and landing. (vi) Where a pilot is required to operate as pilot flying and pilot monitoring, he/she should be checked on one flight sector as pilot flying and on another flight sector as pilot monitoring. However, where the operator’s procedures require integrated flight preparation, integrated co*ckpit initialisation and that each pilot performs both flying and monitoring duties on the same sector, then the line check may be performed on a single flight sector. (4) When the operator proficiency check, line check or emergency and safety equipment check are undertaken within the final 3 calendar months of validity of a previous check, the period of validity of the subsequent check should be counted from the expiry date of the previous check. (5) In the case of single-pilot operations with helicopters, the recurrent checks referred to in (b)(1), (2) and (3) should be performed in the single-pilot role on a particular helicopter type in an environment representative of the operation.
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(c) Flight crew incapacitation training, except single-pilot operations (1) Procedures should be established to train flight crew to recognise and handle flight crew incapacitation. This training should be conducted every year and can form part of other recurrent training. It should take the form of classroom instruction, discussion, audio-visual presentation or other similar means. (2) If an FSTD is available for the type of aircraft operated, practical training on flight crew incapacitation should be carried out at intervals not exceeding 3 years. (d) Personnel providing training and checking Training and checking should be provided by the following personnel: (1) ground and refresher training by suitably qualified personnel; (2) flight training by a flight instructor (FI), type rating instructor (TRI) or class rating instructor (CRI) or, in the case of the FSTD content, a synthetic flight instructor (SFI), providing that the FI, TRI, CRI or SFI satisfies the operator's experience and knowledge requirements sufficient to instruct on the items specified in paragraphs (a)(1)(i)(A) and (B); (3) emergency and safety equipment training by suitably qualified personnel; (4) CRM: (i) integration of CRM elements into all the phases of the recurrent training by all the personnel conducting recurrent training. The operator should ensure that all personnel conducting recurrent training are suitably qualified to integrate elements of CRM into this training; (ii) modular CRM training by at least one CRM trainer, who may be assisted by experts in order to address specific areas. (5) recurrent checking by the following personnel: (i) operator proficiency check by a type rating examiner (TRE), class rating examiner (CRE) or, if the check is conducted in an FSTD, a TRE, CRE or a synthetic flight examiner (SFE), trained in CRM concepts and the assessment of CRM skills. (ii) emergency and safety equipment checking by suitably qualified personnel. (e) Use of FSTD (1) Training and checking provide an opportunity to practice abnormal/emergency procedures that rarely arise in normal operations and should be part of a structured programme of recurrent training. This should be carried out in an FSTD whenever possible. (2) The line check should be performed in the aircraft. All other training and checking should be performed in an FSTD, or, if it is not reasonably practicable to gain access to such devices, in an aircraft of the same type or in the case of emergency and safety equipment training, in a representative training device. The type of equipment used for training and checking should be representative of the instrumentation, equipment and layout of the aircraft type operated by the flight crew member. (3) Because of the unacceptable risk when simulating emergencies such as engine failure, icing problems, certain types of engine(s) (e.g. during continued take-off or go-around, total hydraulic failure), or because of environmental considerations associated with some emergencies (e.g. fuel dumping) these Reference UG1302055
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emergencies should preferably be covered in an FSTD. If no FSTD is available, these emergencies may be covered in the aircraft using a safe airborne simulation, bearing in mind the effect of any subsequent failure, and the exercise must be preceded by a comprehensive briefing. AMC2 ORO.FC.230 Recurrent training and checking FLIGHT ENGINEERS (a) The recurrent training and checking for flight engineers should meet the requirements for pilots and any additional specific duties, omitting those items that do not apply to flight engineers. (b) Recurrent training and checking for flight engineers should, whenever possible, take place concurrently with a pilot undergoing recurrent training and checking. (c) The line check should be conducted by a commander or by a flight engineer nominated by the operator, in accordance with national rules, if applicable. GM1 ORO.FC.230 Recurrent training and checking LINE CHECK AND PROFICIENCY TRAINING AND CHECKING (a) Line checks, route and aerodrome knowledge and recent experience requirements are intended to ensure the crew member’s ability to operate efficiently under normal conditions, whereas other checks and emergency and safety equipment training are primarily intended to prepare the crew member for abnormal/emergency procedures. (b) The line check is considered a particularly important factor in the development, maintenance and refinement of high operating standards, and can provide the operator with a valuable indication of the usefulness of his/her training policy and methods. Line checks are a test of a flight crew member’s ability to perform a complete line operation, including pre-flight and post-flight procedures and use of the equipment provided, and an opportunity for an overall assessment of his/her ability to perform the duties required as specified in the operations manual. The line check is not intended to determine knowledge on any particular route. (c) Proficiency training and checking When an FSTD is used, the opportunity should be taken, where possible, to use LOFT.
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Each flight crewmember must undergo recurrent training and checking relevant to the type or variant of aircraft on which the crewmember operates. The recurrent training and checking program must be approved by the Authority. 5.2.5.1.
Recurrent training
The recurrent training program consists of: • Ground and Refresher training • Emergency and Safety Equipment training • CRM (Crew Resource Management) • Aircraft/flight simulation training device (FSTD) training The Airbus document entitled “Flight Crew Training program” (FCTP) provides elements for the recurrent training program Each flight crewmember must undergo flight simulator training at least every 12 calendar months. 5.2.5.1.1. Ground and refresher training The ground training programme includes: • aircraft systems review; • operational procedures and requirements including ground de-/anti-icing and pilot incapacitation; • accident/incident and occurrence review. The Ground refresher training must be undergone by each flight crewmember at least every 12 calendar months. In addition, a method (such as a questionnaire) should be implemented to verify knowledge of ground and refresher training. 5.2.5.1.2. Emergency and Safety Equipment training Emergency and Safety Equipment training is part of the conversion and recurrent training. Each flight crewmember must undergo training and checking on the location and use of all emergency and safety equipment carried. This training should be conducted in an aircraft or a suitable alternative training device. •
Every year the emergency and safety equipment training programme must include the following: Actual donning of a lifejacket where fitted; Actual donning of protective breathing equipment where fitted; Actual handling of fire extinguishers; Instruction on the location and use of all emergency and safety equipment carried on the aeroplane; Instruction on the location and use of all types of exits; and Security procedures.
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Every 3 years the programme of training must include the following: -
-
-
Actual operation of all types of exits; Demonstration of the method used to operate a slide; Actual fire-fighting using equipment representative of that carried in the aeroplane on an actual or simulated fire except that, with Halon extinguishers, an alternative method acceptable to the Authority may be used; The effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment; Actual handling of pyrotechnics, real or simulated, where fitted; and Demonstration of the use of the life-raft(s) where fitted.
•
The successful resolution of aircraft emergencies requires interaction and synergies between flight crew and cabin/technical crew and emphasis should be placed on the importance of effective coordination and two-way communication between all crew members in various emergency situations.
•
Emergency and Safety Equipment training should, as far as practicable, take place in conjunction with cabin/technical crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin.
•
Emergency and Safety Equipment training should include joint practice in aircraft evacuations. When such practice is not possible, combined flight crew and cabin/technical crew training should include joint discussion of emergency scenarios.
5.2.5.1.3. Crew Resource Management (CRM) Elements of CRM should be integrated into all appropriate phases of recurrent training. A specific modular CRM training programme should be established such that all major topics of CRM training are covered over a period not exceeding 3 years. Refer to chapter 5.2.10 CRM - Table 1: Elements of CRM to be included in training Operators should establish procedures to update their CRM recurrent training programme. Revision of the programme should be conducted over a period not exceeding 3 years. The revision of the programme should take into account the deidentified results of the CRM assessments of crews, and information identified by the safety management system. 5.2.5.1.4. Flight Simulator Training Device training The Flight Simulator Training Device (FSTD) training program is established to cover all major failures of aircraft systems and associated procedures over a period of 3 years.
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Recurrent checking
The recurrent checking program consists of: • A questionnaire or other suitable methods to verify knowledge of the ground and refresher training • Operator proficiency checks • Emergency and Safety Equipment checks • Line checks Each flight crewmember undergoes an Operator Proficiency Check to demonstrate his competence in carrying out Normal, Abnormal and Emergency procedures. The period of validity of an Operator Proficiency Check is 6 months. Once per year, one of the Operator Proficiency Checks is usually combined with the check required by the licensing requirements for renewal of a licence or rating. Each flight crewmember undergoes training and checking on the location and use of all carried emergency and safety equipment. The period of validity of an Emergency and Safety Equipment check is 12 calendar months. Each flight crewmember undergoes a line check on the aeroplane to demonstrate his competence in carrying out a complete line operation. The route chosen is such as to give adequate representation of the scope of a pilot's normal operation. The period of validity of a line check shall be 12 calendar months Note 1: Line checks, route and aerodrome competency and recent experience are intended to ensure the crewmembers ability to operate effectively under normal conditions, whereas other checks and emergency and safety equipment training are primarily intended to prepare the crewmember for Abnormal or Emergency procedures. Note 2: When a flight crewmember undergoes an Operator Proficiency Check or line check, CRM skills are included in the overall assessment.
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Dangerous goods training
ORO.GEN.110 Operator responsibilities …/… (j) The operator shall establish and maintain dangerous goods training programmes for personnel as required by the technical instructions which shall be subject to review and approval by the competent authority. Training programmes shall be commensurate with the responsibilities of personnel. Each flight crewmember must have received training that covers as aminimum: • • • • • • • •
General philosophy Limitations on Dangerous Goods in Air Transport List of Dangerous Goods Package marking and labelling Storage and loading procedures, restrictions on loading and segregation Provision of information to the Commander Dangerous Goods in passengers' baggage Emergency procedures
This training program is in accordance with the Technical Instructions (ICAO doc 9284) and has been approved by the Authority. Recurrent training must take place within an interval of 2 years.
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Security training
The crewmembers must be trained to take appropriate action to prevent acts of unlawful interference and to minimise the consequences of such events, should they occur. ICAO Annex 6 chapter 13.4: Security – Training programme 13.4.1 An operator shall establish and maintain an approved security training programme which ensures crew members act in the most appropriate manner to minimize the consequences of acts of unlawful interference. As a minimum, this programme shall include the following elements: a) determination of the seriousness of any occurrence; b) crew communication and coordination; c) appropriate self-defence responses; d) use of non-lethal protective devices assigned to crew members whose use is authorized by the State of the Operator; e) understanding of behaviour of terrorists so as to facilitate the ability of crew members to cope with hijacker behaviour and passenger responses; f) live situational training exercises regarding various threat conditions; g) flight crew compartment procedures to protect the aeroplane; and h) aeroplane search procedures and guidance on least-risk bomb locations where practicable. 13.4.2 An operator shall also establish and maintain a training programme to acquaint appropriate employees with preventive measures and techniques in relation to passengers, baggage, cargo, mail, equipment, stores and supplies intended for carriage on an aeroplane so that they contribute to the prevention of acts of sabotage or other forms of unlawful interference.
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5.2.8. Type Rating – Refresher Training FCL.740 Validity and renewal of class and type ratings (b) Renewal. If a class or type rating has expired, the applicant shall: (1) take refresher training at an ATO, when necessary to reach the level of proficiency necessary to safely operate the relevant class or type of aircraft; and (2) pass a proficiency check in accordance with Appendix 9 to this Part. AMC1 FCL.740(b)(1) Validity and renewal of class and type ratings RENEWAL OF CLASS AND TYPE RATINGS: REFRESHER TRAINING (a) Paragraph (b)(1) of FCL.740 determines that if a class or type rating has lapsed, the applicant shall take refresher training at an ATO. The objective of the training is to reach the level of proficiency necessary to safely operate the relevant type or class of aircraft. The amount of refresher training needed should be determined on a case-by-case basis by the ATO, taking into account the following factors: (1) the experience of the applicant. To determine this, the ATO should evaluate the pilot’s log book, and, if necessary, conduct a test in an FSTD; (2) the complexity of the aircraft; (3) the amount of time lapsed since the expiry of the validity period of the rating. The amount of training needed to reach the desired level of proficiency should increase with the time lapsed. In some cases, after evaluating the pilot, and when the time lapsed is very limited (less than 3 months), the ATO may even determine that no further refresher training is necessary. When determining the needs of the pilot, the following items can be taken into consideration: (i) expiry shorter than 3 months: no supplementary requirements; (ii) expiry longer than 3 months but shorter than 1 year: a minimum of two training sessions; (iii) expiry longer than 1 year but shorter than 3 years: a minimum of three training sessions in which the most important malfunctions in the available systems are covered; (iv) expiry longer than 3 years: the applicant should again undergo the training required for the initial issue of the rating or, in case of helicopter, the training required for the ‘additional type issue’, according to other valid ratings held. (b) Once the ATO has determined the needs of the applicant, it should develop an individual training programme that should be based on the initial training for the issue of the rating and focus on the aspects where the applicant has shown the greatest needs. (c) After successful completion of the training, the ATO should give a certificate, or other documental evidence that the training has been successfully achieved to the applicant, to be submitted to the competent authority when applying for the renewal. The certificate or documental evidence needs to contain a description of the training programme.
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Command course
ORO.FC.205 Command course (a) For aeroplane and helicopter operations, the command course shall include at least the following elements: (1) training in an FSTD, which includes line oriented flight training (LOFT) and/or flight training; (2) the operator proficiency check, operating as commander; (3) command responsibilities training; (4) line training as commander under supervision, for a minimum of: (i) 10 flight sectors, in the case of aeroplanes; and (ii) 10 hours, including at least 10 flight sectors, in the case of helicopters; (5) completion of a line check as commander and demonstration of adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; and (6) crew resource management training.
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5.2.10. Crew Resource Management CRM – Flight Crew Training ORO.FC.115 Crew resource management (CRM) training (a) Before operating, the flight crew member shall have received CRM training, appropriate to his/her role, as specified in the operations manual. (b) Elements of CRM training shall be included in the aircraft type or class training and recurrent training as well as in the command course. GM1 ORO.FC.115&.215 Crew resource management (CRM) training GENERAL (a) Crew resource management (CRM) is the effective utilisation of all available resources (e.g. crew members, aircraft systems, supporting facilities and persons) to achieve safe and efficient operation. (b) The objective of CRM is to enhance the communication and management skills of the flight crew member concerned. The emphasis is placed on the non-technical aspects of flight crew performance. AMC1 ORO.FC.115&215 Crew resource management (CRM) training CRM TRAINING – CAT OPERATIONS (a) General (1) CRM training should reflect the culture of the operator as well as type of operation and be conducted by means of both classroom training and practical exercises including group discussions and accident and serious incident reviews to analyse communication problems and instances or examples of a lack of information or crew management. (2) Whenever it is practicable to do so, consideration should be given to conducting relevant parts of CRM training in FSTDs that reproduce, in an acceptable way, a realistic operational environment and permit interaction. This includes, but is not limited to, appropriate line-oriented flight training (LOFT) scenarios conducted in FSTDs. (3) It is recommended that, whenever possible, initial CRM training be conducted in a group session away from the pressures of the usual working environment so that the opportunity is provided for flight crew members to interact and communicate in an environment conducive to learning.
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(b) Initial CRM Training (1) Initial CRM training programmes are designed to provide knowledge of, and familiarity with, human factors relevant to flight operations. The course duration should be a minimum of 1 day for single-pilot operations and 2 days for all other types of operations. It should cover all the elements indicated in (f). (2) The CRM trainer should: (i) possess group facilitation skills; (ii) have and maintain adequate knowledge of the operation and the aircraft type, preferably through current CAT experience as a flight crew member; (iii) have successfully passed the human performance and limitations (HPL) examination whilst recently obtaining the airline transport pilot licence (ATPL) in accordance with Regulation (EU) No 1178/20119; or followed a theoretical HPL course covering the whole syllabus of the HPL examination; (iv) have completed initial CRM training; (v) have received additional education in the fields of group management, group dynamics and personal awareness; and (vi) be supervised by suitably qualified CRM training personnel when conducting his/her first initial CRM training session. (3) The operator should ensure that initial CRM training addresses the nature of the operations of the operator concerned, as well as the associated procedures and the culture of the operator. This will include areas of operations that produce particular difficulties or involve adverse climatic conditions and any unusual hazards. (4) If the operator does not have sufficient means to establish initial CRM training, use may be made of a course provided by another operator, or a third party or training organisation. In this event the operator should ensure that the content of the course meets his/her operational requirements. When crew members from several companies follow the same course, CRM core elements should be specific to the nature of operations of the companies and the trainees concerned. (5) The flight crew member’s CRM skills should not be assessed during initial CRM training. (c) Operator conversion course – CRM training (1) If the flight crew member undergoes a conversion course with a change of aircraft type, elements of CRM should be integrated into all appropriate phases of the operator’s conversion course, in accordance with (f). (2) If the flight crew member undergoes a conversion course with a change of operator, elements of CRM should be integrated into all appropriate phases of the operator’s conversion course, in accordance with (f). (3) The flight crew member should not be assessed when completing elements of CRM training that are included in the operator conversion course.
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(d) Command course – CRM training (1) The operator should ensure that elements of CRM are integrated into the command course in accordance with (f). (2) The flight crew member should not be assessed when completing elements of CRM training that are included in the command course, although feedback should be given. (e) Recurrent CRM training (1) The operator should ensure that: (i) elements of CRM are integrated into all appropriate phases of recurrent training every year, in accordance with (f), and that modular CRM training covers the same areas over a maximum period of 3 years; and (ii) relevant modular CRM training is conducted by CRM trainers qualified according to (b)(2). (2) The flight crew member should not be assessed when completing elements of CRM training that are included in the recurrent training. (f) Implementation of CRM (1) Table 1 indicates which elements of CRM should be included in each type of training.
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Table 1: Elements of CRM to be included in training
Core Elements
Human error and reliability, error chain, error prevention and detection Operator safety culture, standard operating procedures (SOPs), organisational factors Stress, stress management, fatigue & vigilance Information acquisition and processing situation awareness, workload management Decision making Communication and coordination inside and outside the flight crew compartment Leadership and team behaviour synergy Automation, philosophy of the use of automation (if relevant to the type) Specific typerelated differences Case studies
Initial CRM Training
Operator conversion course when changing type
Operator conversion course when changing operator
Command course
In-depth
Overview
Overview
Recurrent training
In-depth Not required
In-depth
Overview Not required
In-depth
Overview
Overview
In-depth In-depth
As required
In-depth
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In-depth
Not required
In-depth
In-depth
As required
As required
In-depth
In-depth
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(g) Coordination between flight crew and cabin/technical crew training (1) Operators should, as far as practicable, provide combined training for flight crew and cabin/technical crew including briefing and debriefing. (2) There should be an effective liaison between flight crew and cabin/technical crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight and cabin/technical crew instructors. (h) Assessment of CRM skills (1) Assessment of CRM skills is the process of observing, recording, interpreting and debriefing crews and crew member’s performance and knowledge using an acceptable methodology in the context of overall performance. It includes the concept of self-critique, and feedback which can be given continuously during training or in summary following a check. In order to enhance the effectiveness of the programme this methodology should, where possible, be agreed with flight crew representatives. (2) NOTECHS (non-technical skills evaluation) or other acceptable methods of assessment should be used. The selection criteria and training requirements of the assessors and their relevant qualifications, knowledge and skills should be established. (3) Assessment of CRM skills should: (i) provide feedback to the crew and the individual and serve to identify retraining where needed; and (ii) be used to improve the CRM training system. (4) Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology including terminology used should be published in the operations manual. (5) Methodology of CRM skills assessment (i) The operator should establish the CRM training programme including an agreed terminology. This should be evaluated with regard to methods, length of training, depth of subjects and effectiveness. (ii) A training and standardisation programme for training personnel should then be established. (iii) The assessment should be based on the following principles: (A) only observable, repetitive behaviours are assessed; (B) the assessment should positively reflect any CRM skills that result in enhanced safety; (C) assessments should include behaviour that contributes to a technical failure, such technical failure being errors leading to an event that requires debriefing by the person conducting the line check; and (D) the crew and, where needed, the individual are verbally debriefed. (6) De-identified summaries of all CRM assessments by the operator should be used to provide feedback and such feedback should be used to update and improve the operator’s CRM training. (7) Operators should establish procedures, including retraining, to be applied in the event that personnel do not achieve or maintain the required standards.
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(8) If the operator proficiency check is combined with the type rating revalidation/renewal check, the assessment of CRM skills should satisfy the multi-crew cooperation requirements of the type rating revalidation/renewal. This assessment should not affect the validity of the type rating. (i) Levels of training (1) Overview. When overview training is required it should normally be instructional in style. Such training should refresh knowledge gained in earlier training. (2) In-depth. When in-depth training is required it should normally be interactive in style and should include, as appropriate, case studies, group discussions, role play and consolidation of knowledge and skills. Core elements should be tailored to the specific needs of the training phase being undertaken. (j) Use of automation (1) The operator conversion course should include training in the use and knowledge of automation and in the recognition of systems and human limitations associated with the use of automation. The operator should therefore ensure that the flight crew member receives training on: (i) the application of the operations policy concerning the use of automation as stated in the operations manual; and (ii) system and human limitations associated with the use of automation. (2) The objective of this training should be to provide appropriate knowledge, skills and behavioural patterns for managing and operating automated systems. Special attention should be given to how automation increases the need for crews to have a common understanding of the way in which the system performs, and any features of automation that make this understanding difficult. ORO.FC.215 Initial operator’s crew resource management (CRM) training (a) The flight crew member shall have completed an initial CRM training course before commencing unsupervised line flying. (b) Initial CRM training shall be conducted by at least one suitably qualified CRM trainer who may be assisted by experts in order to address specific areas. (c) If the flight crew member has not previously received theoretical training in human factors to the ATPL level, he/she shall complete, before or combined with the initial CRM training, a theoretical course provided by the operator and based on the human performance and limitations syllabus for the ATPL as established in Annex I (Part-FCL) to Regulation (EU) No 1178/2011.
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FLIGHT CREW QUALIFICATION REQUIREMENTS Commander
The commander of an aircraft designed for multi-pilot crew, and engaged in commercial air transport, must: - Hold an ATPL licence with a valid Type rating - Hold a valid Instrument Rating - Have undertaken a Command course - Hold a valid Medical certificate - Hold the qualifications required for the type of operations In addition the commander must have: - Recent experience (*) - Route/area knowledge (refer to chapter 4.2.1 Designation of Commander) - Airport knowledge and been especially briefed for Airports category B and C (refer to 4.2.1 Designation of Commander). (*) Recent experience (FCL.060): FCL.060 Recent experience (b) Aeroplanes, helicopters, powered-lift, airships and sailplanes. A pilot shall not operate an aircraft in commercial air transport or carrying passengers: (1) as PIC or co-pilot unless he/she has carried out, in the preceding 90 days, at least 3 take-offs, approaches and landings in an aircraft of the same type or class or an FFS representing that type or class. The 3 take-offs and landings shall be performed in either multi-pilot or single-pilot operations, depending on the privileges held by the pilot; and (2) as PIC at night unless he/she: (i) has carried out in the preceding 90 days at least 1 take-off, approach and landing at night as a pilot flying in an aircraft of the same type or class or an FFS representing that type or class; or (ii) holds an IR; “Recent experiences” (FCL.060), refer to Crew composition Chapter 8.1.2.4.
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Pilot relieving the Commander
Refer to Crew composition chapter 4.1.2.2 relief of crew member ORO.FC.200 Composition of flight crew (b) The commander may delegate the conduct of the flight to another pilot suitably qualified in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011 provided that the requirements of the “designation as pilot-incommand/commander” (ORO.FC.105(b)(1), (b)(2) and (c)) are complied with. ORO.FC.A.201 In-flight relief of flight crew members (a) The commander may delegate the conduct of the flight to: (1) another qualified commander; or (2) for operations only above flight level (FL) 200, a pilot who complies with the following minimum qualifications: (i) ATPL; (ii) Conversion training and checking, including type rating training, in accordance with the requirements for “Operator conversion training and checking” (ORO.FC.220); (iii) All recurrent training and checking in accordance with the requirements for “Recurrent training and checking” (ORO.FC.230) and the requirements for “Operation on more than one type or variant” (ORO.FC.240); (iv) Route/area and aerodrome competence in accordance with the requirements for “Designation as pilot-in-command/commander” (ORO.FC.105) (*). ORO.FC.105 (b)(1), (b)(2) and (c) Designation as pilot-in-command/commander (b) The operator shall only designate a flight crew member to act as pilot-incommand/commander if he/she has: (1) the minimum level of experience specified in the operations manual; (2) adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used;(*) (c) The pilot-in-command/commander or the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area or to the aerodrome within a 12-month period. (*): (b)(2) route, area and aerodromes knowledge: refer chapter 5.2.9: Route, Area and Airport competence
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Co-pilot (First Officer)
The co-pilot of an aircraft designed for multi-pilot crew, and engaged in commercial air transport, must hold: - Either a CPL licence (or an ATPL licence), or a Multi-Pilot Licence, either of which must have a valid Type rating - A valid Instrument Rating - A valid Medical certificate - The qualifications and experience required for the type of operations In addition the co-pilot as pilot flying or pilot monitoring must have carried out three take-offs and three landings in the previous 90 days as pilot flying in an aircraft, or in a flight simulator, of the same type/class (refer to crew composition chapter 4.1.2.4 Recent experience). A good practice is for the co-pilot to be briefed and trained as same as the Commander to get knowledge on: - Route/area (refer to crew composition chapter - Airport and especially on Airport category B and C (Refer to chapter 5.2.9: Route, Area and Airport competence).
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Pilot relieving the co-pilot
ORO.FC.A.201 In-flight relief of flight crew members (b) The co-pilot may be relieved by: (1) another suitably qualified pilot; (2) for operations only above FL 200, a cruise relief co-pilot that complies with the following minimum qualifications: (i) valid commercial pilot licence (CPL) with an instrument rating; (ii) conversion training and checking, including type rating training, in accordance with the requirements for “Operator conversion training and checking” (ORO.FC.220) except the requirement for take-off and landing training; (iii) recurrent training and checking in accordance with the requirements for “Recurrent training and checking” (ORO.FC.230) except the requirement for take-off and landing training. Recent experience: FCL.060 Recent experience (b) Aeroplanes, helicopters, powered-lift, airships and sailplanes. A pilot shall not operate an aircraft in commercial air transport or carrying passengers: (3) as cruise relief co-pilot unless he/she: (i) has complied with the requirements in (b)(1); or (ii) has carried out in the preceding 90 days at least 3 sectors as a cruise relief pilot on the same type or class of aircraft; or (iii) has carried out recency and refresher flying skill training in an FFS at intervals not exceeding 90 days. This refresher training may be combined with the operator’s refresher training prescribed in Part-OR.OPS. “Recent experiences” (FCL.060), refer to Crew composition Chapter 8.1.2.4.
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System panel operator
ORO.FC.110 Flight engineer When a separate flight engineer station is incorporated in the design of an aeroplane, the flight crew shall include one crew member who is suitably qualified in accordance with applicable national rules.
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Operation on more than one type
ORO.FC.140 Operation on more than one type or variant (a) Flight crew members operating more than one type or variant of aircraft shall comply with the requirements prescribed in this Subpart “Flight Crew” for each type or variant, unless credits related to the training, checking, and recent experience requirements are defined in the data established in accordance with Regulation (EC) No 1702/2003 for the relevant types or variants. (b) Appropriate procedures and/or operational restrictions shall be specified in the operations manual for any operation on more than one type or variant. ORO.FC.240 Operation on more than one type or variant (a) The procedures or operational restrictions for operation on more than one type or variant established in the operations manual and approved by the competent authority shall cover: (1) the flight crew members’ minimum experience level; (2) the minimum experience level on one type or variant before beginning training for and operation of another type or variant; (3) the process whereby flight crew qualified on one type or variant will be trained and qualified on another type or variant; and (4) all applicable recent experience requirements for each type or variant. (b) When a flight crew member operates both helicopters and aeroplanes, that flight crew member shall be limited to operations on only one type of aeroplane and one type of helicopter.
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AMC1 ORO.FC.240 Operation on more than one type or variant GENERAL (a) Aeroplanes (1) Aircraft type-single pilot …/… (2) When a flight crew member operates more than one aeroplane type or variant within one or more licence endorsem*nt as defined by Regulation (EU) No 1178/2011 (Aircrew regulation) and associated procedures, the operator should ensure that: (i) the minimum flight crew complement specified in the operations manual is the same for each type or variant to be operated; (ii) the flight crew member does not operate more than two aeroplane types or variants for which a separate licence endorsem*nt is required, unless credits related to the training, checking, and recent experience requirements are defined in data established in accordance with Regulation (EC) No 748/2012 for the relevant types or variants; and (iii) only aeroplanes within one licence endorsem*nt are flown in any one flight duty period, unless the operator has established procedures to ensure adequate time for preparation. (3) When a flight crew member operates more than one aeroplane type or variant listed in Regulation (EU) No 1178/2011 (Aircrew regulation) and associated procedures for type single pilot and type-multi pilot, but not within a single licence endorsem*nt, the operator should comply with points (a)(2) and (4). (4) When a flight crew member operates more than one aeroplane type or variant listed in Regulation (EU) No 1178/2011 (Aircrew regulation) and associated procedures for type multi-pilot, but not within a single licence endorsem*nt, or combinations of aeroplane types or variants listed in Regulation (EU) No 1178/2011 (Aircrew regulation) and associated procedures for class single-pilot and type multi-pilot, the operator should comply with the following: (i) point (a)(2); (ii) before exercising the privileges of more than one licence endorsem*nt: (A) flight crew members should have completed two consecutive operator proficiency checks and should have: Supplementary document to ED Decision 2013/019/R (AMC GM Air Operations Organization) - 500 hours in the relevant crew position in CAT operations with the same operator; or - for IFR and VFR night operations with performance class B aeroplanes, 100 hours or flight sectors in the relevant crew position in CAT operations with the same operator, if at least one licence endorsem*nt is related to a class. A check flight should be completed before the pilot is released for duties as commander;
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(B) in the case of a pilot having experience with an operator and exercising the privileges of more than one licence endorsem*nt, and then being promoted to command with the same operator on one of those types, the required minimum experience as commander is 6 months and 300 hours, and the pilot should have completed two consecutive operator proficiency checks before again being eligible to exercise more than one licence endorsem*nt; (iii) before commencing training for and operation of another type or variant, flight crew members should have completed 3 months and 150 hours flying on the base aeroplane, which should include at least one proficiency check, unless credits related to the training, checking and recent experience requirements are defined in data established in accordance with Regulation (EC) No 748/2012 (Aircraft Airworthiness certification) for the relevant types or variants; (iv) after completion of the initial line check on the new type, 50 hours flying or 20 sectors should be achieved solely on aeroplanes of the new type rating, unless credits related to the training, checking and recent experience requirements are defined in data established in accordance with Regulation (EC) No 748/2012 (Aircraft Airworthiness certification) for the relevant types or variants; (v) recent experience requirements established in Regulation (EU) No 1178/2011 (Aircrew regulation) for each type operated; (vi) the period within which line flying experience is required on each type should be specified in the operations manual; (vii) when credits are defined in data established in accordance with Regulation (EC) No 748/2012 (Aircraft Airworthiness certification) for the relevant type or variant, this should be reflected in the training required in ORO.FC.230 and: (A) ORO.FC.230 (b) (Recurrent training and checking) requires two operator proficiency checks every year. When credits are defined in data established in accordance with Regulation (EC) No 748/2012 (Aircraft Airworthiness certification) for operator proficiency checks to alternate between the types, each operator proficiency check should revalidate the operator proficiency check for the other type(s). The operator proficiency check may be combined with the proficiency checks for revalidation or renewal of the aeroplane type rating or the instrument rating in accordance with Regulation (EU) No 1178/2011 (Aircrew regulation). (B) ORO.FC.230 (c) (Recurrent training and checking) requires one line check every year. When credits are defined in data established in accordance for Regulation (EC) No 748/2012 (Aircraft Airworthiness certification) for line checks to alternate between types or variants, each line check should revalidate the line check for the other type or variant. (C) Annual emergency and safety equipment training and checking should cover all requirements for each type.
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More than 1 Type Rating endorsem*nt
There is no limit to the number of ratings that may be held at one time, but there are restrictions concerning the number of ratings that can be exercised at any one time. A flight crew member must not operate more than two aircraft types or variants for which a separate type rating endorsem*nt is required. Before exercising the privileges of "2 type ratings endorsem*nts", the flight crewmembers must have: - Completed 2 consecutive Operator Proficiency Checks, and - 500 hours in the relevant crew position in commercial air transportation (with the same operator). The minimum flight crew complement must be the same for each type or variant to be operated. In the case of a pilot having experience with an Operator and exercising the privileges of 2 licence endorsem*nts, and then being promoted to Command with the same Operator on one of those types, before again being eligible to exercise 2 licence endorsem*nts, the pilot must have: - Performed a minimum experience as commander of 6 months and 300 hours, and - Completed 2 consecutive Operator Proficiency Checks. Before commencing training for and operating on another type, flight crewmembers must have completed 3 months and 150 hours flying on the base aircraft which must include at least one Proficiency Check. After completion of the initial line check on the new type, 50 hours flying or 20 sectors must be achieved solely on aircraft of the new type rating. All requirements with regards to recurrent training and checking, and recent experience have to be maintained for each type, unless credits related to the training, checking, and recent experience requirements have been demonstrated to the Authority.
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Mixed Fleet Flying (MFF)
Credits related to the training, checking, and recent experience requirements have been demonstrated and approved for the following pair of Airbus aircraft types: - A320 and A330 - A330 and A340 - A320 and A340 - A340 and A380 - A330 and A380 This defines the Mixed Fleet Flying (MFF). For each of these pairs of Airbus aircraft types that require the endorsem*nt of 2 types ratings, the MFF allows that the Operator Proficiency Check for one type revalidates the Operator Proficiency Check for the other type. The conditions to take credit of the MFF are mentioned in the European JAA/EASA documents available from the following links: http://www.easa.europa.eu/certification/flight-standards/doc/oeb-finalreport/airbus/Airbus%20Family%20CCQMMF%20JOEB%20Report%20(120304).pd f http://www.easa.europa.eu/certification/flight-standards/doc/oeb-finalreport/airbus/Airbus-A380-FCL-OPS-OEB-Report-Rev_1-20110718.pdf 5.3.6.3.
Single licence endorsem*nt
Mixed Fleet Flying (MFF) must not be confused with the operation on several variants of one type of aircraft that requires only one type rating endorsem*nt. •
Examples: (a) A318, A319, A320 and A321 (b) A310 and A300-600
Qualification between the variants is done by differences or familiarisation training. Training, checking and recent experience requirements may be done on any variant, valid for all.
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Pilot qualification to operate in either seat
ORO.FC.235 Pilot qualification to operate in either pilot’s seat (a) Commanders whose duties require them to operate in either pilot seat and carry out the duties of a co-pilot, or commanders required to conduct training or checking duties, shall complete additional training and checking as specified in the operations manual. The check may be conducted together with the operator proficiency check prescribed in ORO.FC.230(b). (b) The additional training and checking shall include at least the following: (1) an engine failure during take-off; (2) a one-engine-inoperative approach and go-around; and (3) a one-engine-inoperative landing. (c) In the case of helicopters, commanders shall also complete their proficiency checks from leftand right-hand seats, on alternate proficiency checks, provided that when the type rating proficiency check is combined with the operator proficiency check the commander completes his/her training or checking from the normally occupied seat.
(d) When engine-out manoeuvres are carried out in an aircraft, the engine failure shall be simulated. (e) When operating in the co-pilot’s seat, the checks required by ORO.FC.230 for operating in the commander’s seat shall, in addition, be valid and current. (f) The pilot relieving the commander shall have demonstrated, concurrent with the operator proficiency checks prescribed in ORO.FC.230(b), practice of drills and procedures that would not, normally, be his/her responsibility. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat. (g) The pilot other than the commander occupying the commander’s seat shall demonstrate practice of drills and procedures, concurrent with the operator proficiency checks prescribed in ORO.FC.230(b), which are the commander’s responsibility acting as pilot monitoring. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat.
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Route, Area and Airport Competence
ORO.FC.105 Designation as pilot-in-command/commander (b) The operator shall only designate a flight crew member to act as pilot-incommand/commander if he/she has: (2) adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; (c) The pilot-in-command/commander or the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area or to the aerodrome within a 12-month period. AMC1 ORO.FC.105(b)(2);(c) Designation as pilot-in-command/commander ROUTE/AREA AND AERODROME KNOWLEDGE FOR COMMERCIAL AIR TRANSPORT OPERATIONS For commercial air transport (CAT) operations, the experience of the route or area to be flown and of the aerodrome facilities and procedures to be used should include the following: (a) Area and route knowledge (1) Area and route training should include knowledge of: (i) terrain and minimum safe altitudes; (ii) seasonal meteorological conditions; (iii) meteorological, communication and air traffic facilities, services and procedures; (iv) search and rescue procedures where available; and (v) navigational facilities associated with the area or route along which the flight is to take place. (2) Depending on the complexity of the area or route, as assessed by the operator, the following methods of familiarisation should be used: (i) for the less complex areas or routes, familiarisation by self-briefing with route documentation, or by means of programmed instruction; and (ii) in addition, for the more complex areas or routes, in-flight familiarisation as a pilot-in-command/commander or co-pilot under supervision, observer, or familiarisation in a flight simulation training device (FSTD) using a database appropriate to the route concerned.
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(b) Aerodrome knowledge (1) Aerodrome training should include knowledge of obstructions, physical layout, lighting, approach aids and arrival, departure, holding and instrument approach procedures, applicable operating minima and ground movement considerations. (2) The operations manual should describe the method of categorisation of aerodromes and, in the case of CAT operations, provide a list of those aerodrome categorised as B or C. (3) All aerodromes to which an operator operates should be categorised in one of these three categories: (i) category A - an aerodrome that meets all of the following requirements: (A) an approved instrument approach procedure; (B) at least one runway with no performance limited procedure for takeoff and/or landing; (C) published circling minima not higher than 1 000 ft above aerodrome level; and (D) night operations capability. (ii) category B - an aerodrome that does not meet the category A requirements or which requires extra considerations such as: (A) non-standard approach aids and/or approach patterns; (B) unusual local weather conditions; (C) unusual characteristics or performance limitations; or (D) any other relevant considerations including obstructions, physical layout, lighting, etc. (iii) category C - an aerodrome that requires additional considerations to a category B aerodrome; (iv) offshore installations may be categorised as category B or C aerodromes, taking into account the limitations determined in accordance with AMC2 CAT.OP.MPA.105 Use of aerodromes and operating sites. (c) Prior to operating to a: (1) category B aerodrome, the pilot-in-command/commander should be briefed, or self-briefed by means of programmed instruction, on the category B aerodrome(s) concerned. The completion of the briefing should be recorded. This recording may be accomplished after completion or confirmed by the pilotin-command/commander before departure on a flight involving category B aerodrome(s) as destination or alternate aerodromes. (2) category C aerodrome, the pilot-in-command/commander should be briefed and visit the aerodrome as an observer and/or undertake instruction in a suitable FSTD. The completion of the briefing, visit and/or instruction should be recorded.
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AMC1 ORO.FC.105(c) Designation as pilot-in-command/commander ROUTE/AREA AND AERODROME RECENCY (a) The 12-month period should be counted from the last day of the month: (1) when the familiarisation training was undertaken; or (2) of the latest operation on the route or area to be flown and of the aerodromes, facilities and procedures to be used. (b) When the operation is undertaken within the last 3 calendar months of that period, the new 12-month period should be counted from the original expiry date. The Commander, or the pilot to whom the conduct of the flight may be delegated by the Commander, must have obtained an adequate knowledge of the route to be flown and of the aerodromes (including alternates), facilities and procedures to be used: Route and area competence training Aerodrome competence training A good practice is that the Co-Pilot (First Officer) receives the same training as the Commander on the operated routes, areas and aerodromes, and on the associated facilities and procedures. • Route and area competence training Route competence training includes knowledge of: - Terrain and minimum safe altitudes (Mountain areas, terrain above 10000 ft, obstacles in descent and approach or during departure …) and associated escape and drift down procedures - Seasonal meteorological conditions (Cold or Hot weather, monsoon …) - En-route meteorological, communication and air traffic facilities, services and procedures - Search and rescue procedures (Signalling/Communication means and procedure, inhospitable area: Oceanic, Desert, Mountain, Jungle/Forest …) - Navigational facilities associated with the route along which the flight is to take place - Emergency/escape procedures dedicated to the area, defined escape procedure such as drift down over mountain. Depending upon the complexity of the route the following methods of familiarisation are used for: - Less complex routes: self-briefing with route documentation, or training course - More complex routes: in addition to the self-instruction or training course, inflight familiarisation under supervision or familiarisation in an approved simulator using a database appropriate to the route concerned.
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Aerodrome competence training Aerodrome competence training includes knowledge of: - Obstacles, general topography, physical layout, lighting, approach aids, minimum safety altitudes - Arrival, departure, holding and instrument approach procedures, applicable operating minima and ground movement - Impact of runway specificities and obstacles on aircraft performance at landing and at takeoff and in case of missed approach. - Communication and air traffic facilities, services and procedures
Depending upon the complexity, aerodrome are classified in categories from A to C. Category A is given to the least demanding aerodromes, Category B aerodromes are more demanding and Category C aerodromes are applied to most demanding aerodromes. -
Airport Category A: Meet all of the following requirements: (A) an approved instrument approach procedure; (B) at least one runway with no performance limited procedure for takeoff and/or landing; (C) published circling minima not higher than 1 000 ft above aerodrome level; and (D) night operations capability.
-
Airport Category B: Does not meet the category A requirements or which requires extra considerations such as: (A) non-standard approach aids and/or approach patterns; (B) unusual local weather conditions; (C) unusual characteristics or performance limitations; or (D) any other relevant considerations including obstructions, physical layout, lighting, etc. Before operating a category B airport, the pilot-in-command/commander should be briefed, or self-briefed by means of programmed instruction, on the category B aerodrome(s) concerned. The completion of the briefing should be recorded. This recording may be accomplished after completion or confirmed by the Pilot-In-Command/Commander before departure on a flight involving category B aerodrome(s) as Destination or Alternate airports.
-
Airport Category C: Requires additional considerations to a category B aerodrome; Before operating to a category C airport, the Pilot-In-Command/Commander should be briefed and visit the aerodrome as an observer and/or undertake instruction in a suitable FSTD. The completion of the briefing, visit and/or instruction should be recorded
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ADDITIONAL FLIGHT CREW QUALIFIFCATIONS
When the Operator has obtained a special approval for a specific operation, the involved crewmembers operating such a flight must have performed a dedicated training and checking. In addition a minimum of experience on such operation may be required. Refer to: • Chapter 8.3.2 Navigation Procedures • Chapter 8.5 ETOPS • Chapter 9. Dangerous goods and weapon
5.4.1.
ACAS/TCAS
CAT.OP.MPA.295 Use of airborne collision avoidance system (ACAS) The operator shall establish operational procedures and training programmes when ACAS is installed and serviceable. When ACAS II is used, such procedures and training shall be in accordance with Commission Regulation (EU) No 1332/2011 ( 1 ). GM1 CAT.OP.MPA.295 Use of airborne collision avoidance system (ACAS) GENERAL (a) The ACAS operational procedures and training programmes established by the operator should take into account this GM. It incorporates advice contained in: (1) ICAO Annex 10, Volume IV; (2) ICAO PANS-OPS, Volume 1; (3) ICAO PANS-ATM; and (4) ICAO guidance material ‘ACAS Performance-Based Training Objectives’ (published under Attachment E of State Letter AN 7/1.3.7.2-97/77). (b) Additional guidance material on ACAS may be referred to, including information available from such sources as EUROCONTROL. Refer to Chapter 8.3.6: Policy and procedures for use of TCAS/ACAS Refer to Chapter 5.3.1: ACAS/TCAS Flight Crew Training Programmes:
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FANS: Communication and Surveillance
An Operator intending to use CPDLC or ADS-C service should obtain an Operational Authorization with the State of registry or State of the Operator. This Operational Authorization should address flight crew training and qualification. Required Flight Crew FANS training is a function of the areas of operations. If applicable, the operator should ensure the operational staff is trained in data link operations. This training should include: - Description of the data link system, including applications, network and subnetworks - Flight planning requirements for data link flights - Operating procedures - Implications of flights departing under minimum equipment list (MEL) relief; and - Implications of planned and unplanned network outages on data link operations. Harmonisation is in progress and ICAO has published the “Global Operational Data Link Document” (GOLD) to provide guidance and information concerning data link operations and to facilitate harmonization of the associated procedures. It provided also in appendix E the main information on regional/state specificities. ICAO the “Global Operational Data Link Document” (GOLD) can be downloaded from the following link: http://www.paris.icao.int/documents_open/show_file.php?id=586 In all cases Flight crew must be trained on the use of the on board data link communication system and on the operating procedures associated to data link communication and surveillance associated to the operated areas. The FAA advisory circular “AC-120-70B” presents various methods for operators of different data link systems to meet international standards set by the International Civil Aviation Organization (ICAO) and the regional airspace authorities. The AC120-70B is available from the following link: http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2012070B.pdf The hereafter chapter 9 of the AC120-70B is dedicated to Flight Crew Data Link Communications Qualification.
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FAA AC120-70B: DATA LINK COMMUNICATIONS 9. FLIGHTCREW QUALIFICATION FOR USE OF DATA LINK COMMUNICATIONS a. General. (1) Data Link Communications Qualification Issues and Objectives. Separate qualification issues and training should be addressed depending on the system being used by the air carrier, and/or other compliance air carriers should address the following issues and objectives to ensure appropriate flight crew data link communications qualification: (a) Provide necessary flight crew knowledge of data link communication concepts, systems, RCP and procedures (data link communications academic training). (b) Develop necessary flight crew knowledge and skills to properly respond to data link communications clearances or advisories (Data link and RCP communication procedures training). Knowledge of applicable RCP types and their performance requirements should be part of the training curriculum. Knowledge of applicable RCP types and their performance requirements should be part of the training curriculum. (c) Assess each pilot's ability to properly use data link communications (data link communications initial evaluation). (d) Identify human factor issues specific to flight crew operation and interaction with the communication software, hardware, and operating environment (e.g., headdown time, situational awareness, loss of party-line information and response time in the RCP specification). (e) Maintain appropriate data link communication knowledge and skills which may include data link communications recurrent training.
The training part of the AC120-70B chapter 9 is available in the chapter 5.5.2: FANS Flight Crew Training
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Performance-Based Navigation (PBN) Performance Base Navigation (PBN)
En-route
Arrival
Oceanic/ Continental Remote
Approach
Departure
Initial
Intermediate
Final
Missed
RNAV 1
RNAV 1
RNAV 1
RNAV 1
RNAV 1
(PRNAV)
(PRNAV)
(PRNAV)
(PRNAV)
(PRNAV)
RNP 1
RNP 1
RNAV10 RNAV 5 RNAV 5 RNAV 2 RNAV 2
RNAV 2
RNP 4 RNP 2
RNP 2 RNP 1
RNP 1
RNP 1
RNP APCH 1
RNP APCH 1
RNP APCH 0.3
RNP APCH 1
(LNAV & LNAV/VNAV)
(LNAV & LNAV/VNAV)
(LNAV & LNAV/VNAV)
(LNAV & LNAV/VNAV)
RNP APCH RNP APCH 0.3 1 RNP AR APCH 1 – 0.1
RNP AR APCH 1 – 0.1
(LPV)
(LPV)
RNP AR APCH 0.3 – 0.1
RNP AR APCH 1 – 0.1
SPA.PBN.105 PBN operational approval To obtain a PBN operational approval from the competent authority, the operator shall provide evidence that: …/… (b) a training programme for the flight crew members involved in these operations has been established Operator PBN approval is not global. Performance requirements for aircraft and flight crew are a function of the specific RNAV or RNP performance of the considered airspace. 5.4.3.1.
RNAV/RNP-X
Operator RNP or RNAV X approval implies that each pilot receives appropriate training, briefings and guidance material before performing such operations. RNAV/RNP-X Training: Refer to 5.5.3.1
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RNP AR
“Required Navigation Performance Authorization Required” (RNP AR) is required for approach (RNP-AR APCH) where limiting obstacles exist and/or where only very low deviations on the flight path are acceptable (RNP 0.3-0.1). These procedures require additional levels of scrutiny, control and authorization. These procedures require more stringent RNP criteria, advanced aircraft capabilities and increased aircrew training. Any RNP AR procedures require a specific authorization from the authorities and flight crew must especially be trained for these specific approach procedures. EASA has developed guidance in AMC 20-26 that provides guidance on RNP AR operations and associated approval which is available from the following link: http://www.easa.europa.eu/agency-measures/docs/agency-decisions/2009/2009019-R/Annex%20II%20-%20AMC%2020-26.pdf
The RNP AR APCH training programme must provide sufficient detail on the aircraft’s navigation and flight control systems to enable the pilots to identify failures affecting the aircraft’s RNP capability and the appropriate Abnormal or Emergency procedures. Training must include both knowledge and skill. RNP AR Training: Refer to 5.5.3.2
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Minimum Navigation Performance System (MNPS)
SPA.MNPS.105 MNPS operational approval To obtain an MNPS operational approval from the competent authority, the operator shall provide evidence that: (a) the navigation equipment meets the required performance; (b) navigation displays, indicators and controls are visible and operable by either pilot seated at his/her duty station; (c) a training programme for the flight crew members involved in these operations has been established; (d) operating procedures have been established specifying: (1) the equipment to be carried, including its operating limitations and appropriate entries in the MEL; (2) flight crew composition and experience requirements; AMC1 SPA.RVSM.105 RVSM operational approval CONTENT OF OPERATOR RVSM APPLICATION The following material should be made available to the competent authority, in sufficient time to permit evaluation, before the intended start of RVSM operations: …/… (c) Training programmes, operating practices and procedures The operator should submit training syllabi for initial and recurrent training programmes together with other relevant material. The material should show that the operating practices, procedures and training items, related to RVSM operations in airspace that requires State operational approval, are incorporated. MNPS Flight Crew Training refer to chapter 5.5.4
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Reduced Vertical Separation Minima (RVSM)
AMC1 SPA.RVSM.105 RVSM operational approval CONTENT OF OPERATOR RVSM APPLICATION The following material should be made available to the competent authority, in sufficient time to permit evaluation, before the intended start of RVSM operations: …/… (c) Training programmes, operating practices and procedures The operator should submit training syllabi for initial and recurrent training programmes together with other relevant material. The material should show that the operating practices, procedures and training items, related to RVSM operations in airspace that requires State operational approval, are incorporated. AMC2 SPA.RVSM.105 RVSM operational approval (f) Crew training (1) The following items should also (in addition to the operating procedures) be included in flight crew training programmes: (i) knowledge and understanding of standard ATC phraseology used in each area of operations; (ii) importance of crew members cross-checking to ensure that ATC clearances are promptly and correctly complied with; (iii) use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot should review the application of static source error correction/position error correction through the use of correction cards; such correction data should be available on the flight deck; (iv) problems of visual perception of other aircraft at 300 m (1 000 ft) planned separation during darkness, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns; (v) characteristics of aircraft altitude capture systems that may lead to overshoots; (vi) relationship between the aircraft's altimetry, automatic altitude control and transponder systems in normal and abnormal conditions; and (vii) any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness approval.
RVSM Flight Crew Training refer to chapter 5.5.5
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Low Visibility Operation (LVO)
SPA.LVO.120 Flight crew training and qualifications The operator shall ensure that, prior to conducting an LVO: (a) each flight crew member: (1) complies with the training and checking requirements prescribed in the operations manual, including flight simulation training device (FSTD) training, in operating to the limiting values of RVR/VIS (visibility) and DH specific to the operation and the aircraft type; (2) is qualified in accordance with the standards prescribed in the operations manual; (b) the training and checking is conducted in accordance with a detailed syllabus. SPA.LVO.125 Operating procedures (b) Prior to commencing an LVO, the pilot-in-command/commander shall be satisfied that: …/… (3) flight crew members are properly qualified.
Qualification for LVO is specific to the Company operations and the aircraft type. An Operator can be approved for Low Visibility Operation (LVO), such as: - Low visibility take-off (LVTO) operation; - Lower than standard category I (LTS CAT I) operation; - Standard category II (CAT II) operation; - Other than standard category II (OTS CAT II) operation; - Standard category III (CAT III) operation; - Approach operation utilising enhanced vision systems (EVS) for which an operational credit is applied to reduce the runway visual range (RVR) minima by no more than one third of the published RVR, Operator approved LVO can be performed by flight crew only if each crewmember has been especially trained to perform such operation. Flight crewmembers with no Category II or III experience must complete the full training programme (Refer to chapter 5.3.16 LVO Flight crew Training: AMC1 SPA.LVO.120 (b), (c) and (d)). Ground training Flight Simulator training and/or flight training Conversion training: To be able to conduct approved LVO on operated type of aircraft. Reference UG1302055
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Flight crewmembers who are already Company qualified for Category II or III may undertake an abbreviated ground, simulator and/or flight training course as a function of the previous gained LVO experience and as a function of the similitude in the operated aircraft types ((Refer to chapter 5.3.16 LVO Flight crew Training: AMC1 SPA.LVO.120 (a)(2), (a)(3) and (a)(4)). The simulator part of the course and of the check must be completed on a flight simulator approved for CAT II/III. LVO Flight Crew Training refer to chapter 5.3.16
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ETOPS
SPA.ETOPS.105 ETOPS operational approval To obtain an ETOPS operational approval from the competent authority, the operator shall provide evidence that: …/… (b) a training programme for the flight crew members and all other operations personnel involved in these operations has been established and the flight crew members and all other operations personnel involved are suitably qualified to conduct the intended operation;
ETOPS Flight Crew Training refer to chapter 8.5.7.1: ETOPS Training for Flight Crew
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5.4.8. Dangerous Goods Transportation SPA.DG.105 Approval to transport dangerous goods To obtain the approval to transport dangerous goods, the operator shall in accordance with the technical instructions: (a) establish and maintain a training programme for all personnel involved and demonstrate to the competent authority that adequate training has been given to all personnel; …/… Dangerous Goods Transportation Flight Crew Training refer to chapter 8.5.8
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INTENTIONALLY BLANK
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ADDDITIONAL FLIGHT CREW QUALIFICATIONS - TRAINING ACAS/TCAS Training programmes
GM1 CAT.OP.MPA.295 Use of airborne collision avoidance system (ACAS) ACAS FLIGHT CREW TRAINING PROGRAMMES (c) During the implementation of ACAS, several operational issues were identified which had been attributed to deficiencies in flight crew training programmes. As a result, the issue of flight crew training has been discussed within the ICAO, which has developed guidelines for operators to use when designing training programmes. (d) This GM contains performance-based training objectives for ACAS II flight crew training. Information contained in this paper related to traffic advisories (TAs) is also applicable to ACAS I and ACAS II users. The training objectives cover five areas: - theory of operation; - pre-flight operations; - general in-flight operations; - response to TAs; and - response to resolution advisories (RAs). (e) The information provided is valid for version 7 and 7.1 (ACAS II). Where differences arise, these are identified. (f) The performance-based training objectives are further divided into the areas of: - academic training; - manoeuvre training; - initial evaluation and - recurrent qualification. Under each of these four areas, the training material has been separated into those items which are considered essential training items and those which are considered desirable. In each area, objectives and acceptable performance criteria are defined. (g) ACAS academic training (1) This training is typically conducted in a classroom environment. The knowledge demonstrations specified in this section may be completed through the successful completion of written tests or through providing correct responses to non-real-time computer-based training (CBT) questions. (2) Essential items (i) Theory of operation. The flight crew member should demonstrate an understanding of ACAS II operation and the criteria used for issuing TAs and RAs. This training should address the following topics:
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(A) System operation - Objective: to demonstrate knowledge of how ACAS functions. - Criteria: the flight crew member should demonstrate an understanding of the following functions: (a) Surveillance (1) ACAS interrogates other transponder-equipped aircraft within a nominal range of 14 NM. (2) ACAS surveillance range can be reduced in geographic areas with a large number of ground interrogators and/or ACAS IIequipped aircraft. (3) If the operator's ACAS implementation provides for the use of the Mode S extended squitter, the normal surveillance range may be increased beyond the nominal 14 NM. However, this information is not used for collision avoidance purposes. (b) Collision avoidance (1) TAs can be issued against any transponder-equipped aircraft which responds to the ICAO Mode C interrogations, even if the aircraft does not have altitude reporting capability. (2) RAs can be issued only against aircraft that are reporting altitude and in the vertical plane only. (3) RAs issued against an ACAS-equipped intruder are co-ordinated to ensure complementary RAs are issued. (4) Failure to respond to an RA deprives own aircraft of the collision protection provided by own ACAS. (5) Additionally, in ACAS-ACAS encounters, failure to respond to an RA also restricts the choices available to the other aircraft's ACAS and thus renders the other aircraft's ACAS less effective than if own aircraft were not ACAS equipped. (B) Advisory thresholds - Objective: to demonstrate knowledge of the criteria for issuing TAs and RAs. - Criteria: the flight crew member should demonstrate an understanding of the methodology used by ACAS to issue TAs and RAs and the general criteria for the issuance of these advisories, including the following: (a) ACAS advisories are based on time to closest point of approach (CPA) rather than distance. The time should be short and vertical separation should be small, or projected to be small, before an advisory can be issued. The separation standards provided by ATS are different from the miss distances against which ACAS issues alerts. (b) Thresholds for issuing a TA or an RA vary with altitude. The thresholds are larger at higher altitudes. (c) A TA occurs from 15 to 48 seconds and an RA from 15 to 35 seconds before the projected CPA.
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(d) RAs are chosen to provide the desired vertical miss distance at CPA. As a result, RAs can instruct a climb or descent through the intruder aircraft's altitude. (C) ACAS limitations - Objective: to verify that the flight crew member is aware of the limitations of ACAS. - Criteria: the flight crew member should demonstrate knowledge and understanding of ACAS limitations, including the following: (a) ACAS will neither track nor display non-transponder equipped aircraft, nor aircraft not responding to ACAS Mode C interrogations. (b) ACAS will automatically fail if the input from the aircraft’s barometric altimeter, radio altimeter or transponder is lost. (1) In some installations, the loss of information from other on board systems such as an inertial reference system (IRS) or attitude heading reference system (AHRS) may result in an ACAS failure. Individual operators should ensure that their flight crews are aware of the types of failure that will result in an ACAS failure. (2) ACAS may react in an improper manner when false altitude information is provided to own ACAS or transmitted by another aircraft. Individual operators should ensure that their flight crew are aware of the types of unsafe conditions that can arise. Flight crew members should ensure that when they are advised, if their own aircraft is transmitting false altitude reports, an alternative altitude reporting source is selected, or altitude reporting is switched off. (c) Some aeroplanes within 380 ft above ground level (AGL) (nominal value) are deemed to be ‘on ground’ and will not be displayed. If ACAS is able to determine an aircraft below this altitude is airborne, it will be displayed. (d) ACAS may not display all proximate transponder-equipped aircraft in areas of high density traffic. (e) The bearing displayed by ACAS is not sufficiently accurate to support the initiation of horizontal manoeuvres based solely on the traffic display. (f) ACAS will neither track nor display intruders with a vertical speed in excess of 10 000 ft/min. In addition, the design implementation may result in some short-term errors in the tracked vertical speed of an intruder during periods of high vertical acceleration by the intruder. (g) Ground proximity warning systems/ground collision avoidance systems (GPWSs/GCASs) warnings and wind shear warnings take precedence over ACAS advisories. When either a GPWS/GCAS or wind shear warning is active, ACAS aural annunciations will be inhibited and ACAS will automatically switch to the 'TA only' mode of operation.
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(D) ACAS inhibits - Objective: to verify that the flight crew member is aware of the conditions under which certain functions of ACAS are inhibited. - Criteria: the flight crew member should demonstrate knowledge and understanding of the various ACAS inhibits, including the following: (a) ‘Increase Descent’ RAs are inhibited below 1 450 ft AGL; (b) ‘Descend’ RAs are inhibited below 1 100 ft AGL; (c) all RAs are inhibited below 1 000 ft AGL; (d) all TA aural annunciations are inhibited below 500 ft AGL; and (e) altitude and configuration under which ‘Climb’ and ‘Increase Climb’ RAs are inhibited. ACAS can still issue ‘Climb’ and ‘Increase Climb’ RAs when operating at the aeroplane's certified ceiling. (In some aircraft types, ‘Climb’ or ‘Increase Climb’ RAs are never inhibited.) (ii) Operating procedures The flight crew member should demonstrate the knowledge required to operate the ACAS avionics and interpret the information presented by ACAS. This training should address the following: (A) Use of controls - Objective: to verify that the pilot can properly operate all ACAS and display controls. - Criteria: demonstrate the proper use of controls including: (a) aircraft configuration required to initiate a self-test; (b) steps required to initiate a self-test; (c) recognising when the self-test was successful and when it was unsuccessful. When the self-test is unsuccessful, recognising the reason for the failure and, if possible, correcting the problem; (d) recommended usage of range selection. Low ranges are used in the terminal area and the higher display ranges are used in the en-route environment and in the transition between the terminal and en-route environment; (e) recognising that the configuration of the display does not affect the ACAS surveillance volume; (f) selection of lower ranges when an advisory is issued, to increase display resolution; (g) proper configuration to display the appropriate ACAS information without eliminating the display of other needed information; (h) if available, recommended usage of the above/below mode selector. The above mode should be used during climb and the below mode should be used during descent; and (i) if available, proper selection of the display of absolute or relative altitude and the limitations of using this display if a barometric correction is not provided to ACAS.
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(B) Display interpretation - Objective: to verify that the flight crew member understands the meaning of all information that can be displayed by ACAS. The wide variety of display implementations require the tailoring of some criteria. When the training programme is developed, these criteria should be expanded to cover details for the operator's specific display implementation. - Criteria: the flight crew member should demonstrate the ability to properly interpret information displayed by ACAS, including the following: (a) other traffic, i.e. traffic within the selected display range that is not proximate traffic, or causing a TA or RA to be issued; (b) proximate traffic, i.e. traffic that is within 6 NM and ±1 200 ft; (c) non-altitude reporting traffic; (d) no bearing TAs and RAs; (e) off-scale TAs and RAs: the selected range should be changed to ensure that all available information on the intruder is displayed; (f) TAs: the minimum available display range which allows the traffic to be displayed should be selected, to provide the maximum display resolution; (g) RAs (traffic display): the minimum available display range of the traffic display which allows the traffic to be displayed should be selected, to provide the maximum display resolution; (h) RAs (RA display): flight crew members should demonstrate knowledge of the meaning of the red and green areas or the meaning of pitch or flight path angle cues displayed on the RA display. Flight crew members should also demonstrate an understanding of the RA display limitations, i.e. if a vertical speed tape is used and the range of the tape is less than 2 500 ft/min, an increase rate RA cannot be properly displayed; and (i) if appropriate, awareness that navigation displays oriented on ‘TrackUp’ may require a flight crew member to make a mental adjustment for drift angle when assessing the bearing of proximate traffic. (C) Use of the TA only mode - Objective: to verify that a flight crew member understands the appropriate times to select the TA only mode of operation and the limitations associated with using this mode. - Criteria: the flight crew member should demonstrate the following: (a) Knowledge of the operator's guidance for the use of TA only. (b) Reasons for using this mode. If TA only is not selected when an airport is conducting simultaneous operations from parallel runways separated by less than 1 200 ft, and to some intersecting runways, RAs can be expected. If for any reason TA only is not selected and an RA is received in these situations, the response should comply with the operator's approved procedures.
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(c) All TA aural annunciations are inhibited below 500 ft AGL. As a result, TAs issued below 500 ft AGL may not be noticed unless the TA display is included in the routine instrument scan. (D) Crew coordination - Objective: to verify that the flight crew member understands how ACAS advisories will be handled. - Criteria: the flight crew member should demonstrate knowledge of the crew procedures that should be used when responding to TAs and RAs, including the following: (a) task sharing between the pilot flying and the pilot monitoring; (b) expected call-outs; and (c) communications with ATC. (E) Phraseology rules - Objective: to verify that the flight crew member is aware of the rules for reporting RAs to the controller. - Criteria: the flight crew member should demonstrate the following: (a) the use of the phraseology contained in ICAO PANS-OPS; (b) an understanding of the procedures contained in ICAO PANS-ATM and ICAO Annex 2; and (c) the understanding that verbal reports should be made promptly to the appropriate ATC unit: (1) whenever any manoeuvre has caused the aeroplane to deviate from an air traffic clearance; (2) when, subsequent to a manoeuvre that has caused the aeroplane to deviate from an air traffic clearance, the aeroplane has returned to a flight path that complies with the clearance; and/or (3) when air traffic issue instructions that, if followed, would cause the crew to manoeuvre the aircraft contrary to an RA with which they are complying. (F) Reporting rules - Objective: to verify that the flight crew member is aware of the rules for reporting RAs to the operator. - Criteria: the flight crew member should demonstrate knowledge of where information can be obtained regarding the need for making written reports to various states when an RA is issued. Various States have different reporting rules and the material available to the flight crew member should be tailored to the operator’s operating environment. For operators involved in commercial operations, this responsibility is satisfied by the flight crew member reporting to the operator according to the applicable reporting rules. (3) Non-essential items: advisory thresholds - Objective: to demonstrate knowledge of the criteria for issuing TAs and RAs. - Criteria: the flight crew member should demonstrate an understanding of the methodology used by ACAS to issue TAs and RAs and the general criteria for the issuance of these advisories, including the following: (i) the minimum and maximum altitudes below/above which TAs will not be issued; Reference UG1302055
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(ii) when the vertical separation at CPA is projected to be less than the ACASdesired separation, a corrective RA which requires a change to the existing vertical speed will be issued. This separation varies from 300 ft at low altitude to a maximum of 700 ft at high altitude; (iii) when the vertical separation at CPA is projected to be just outside the ACAS-desired separation, a preventive RA that does not require a change to the existing vertical speed will be issued. This separation varies from 600 to 800 ft; and (iv) RA fixed range thresholds vary between 0.2 and 1.1 NM. (h) ACAS manoeuvre training (1) Demonstration of the flight crew member’s ability to use ACAS displayed information to properly respond to TAs and RAs should be carried out in a full flight simulator equipped with an ACAS display and controls similar in appearance and operation to those in the aircraft. If a full flight simulator is utilised, CRM should be practised during this training. (2) Alternatively, the required demonstrations can be carried out by means of an interactive CBT with an ACAS display and controls similar in appearance and operation to those in the aircraft. This interactive CBT should depict scenarios in which real-time responses should be made. The flight crew member should be informed whether or not the responses made were correct. If the response was incorrect or inappropriate, the CBT should show what the correct response should be. (3) The scenarios included in the manoeuvre training should include: corrective RAs; initial preventive RAs; maintain rate RAs; altitude crossing RAs; increase rate RAs; RA reversals; weakening RAs; and multi-aircraft encounters. The consequences of failure to respond correctly should be demonstrated by reference to actual incidents such as those publicised in EUROCONTROL ACAS II Bulletins (available on the EUROCONTROL website). (i) TA responses - Objective: to verify that the pilot properly interprets and responds to TAs. - Criteria: the pilot should demonstrate the following: (A) Proper division of responsibilities between the pilot flying and the pilot monitoring. The pilot flying should fly the aircraft using any type-specific procedures and be prepared to respond to any RA that might follow. For aircraft without an RA pitch display, the pilot flying should consider the likely magnitude of an appropriate pitch change. The pilot monitoring should provide updates on the traffic location shown on the ACAS display, using this information to help visually acquire the intruder. (B) Proper interpretation of the displayed information. Flight crew members should confirm that the aircraft they have visually acquired is that which has caused the TA to be issued. Use should be made of all information shown on the display, note being taken of the bearing and range of the intruder (amber circle), whether it is above or below (data tag) and its vertical speed direction (trend arrow). (C) Other available information should be used to assist in visual acquisition, including ATC ‘party-line’ information, traffic flow in use, etc. Reference UG1302055
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(D) Because of the limitations described, the pilot flying should not manoeuvre the aircraft based solely on the information shown on the ACAS display. No attempt should be made to adjust the current flight path in anticipation of what an RA would advise, except that if own aircraft is approaching its cleared level at a high vertical rate with a TA present, vertical rate should be reduced to less than 1 500 ft/min. (E) When visual acquisition is attained, and as long as no RA is received, normal right of way rules should be used to maintain or attain safe separation. No unnecessary manoeuvres should be initiated. The limitations of making manoeuvres based solely on visual acquisition, especially at high altitude or at night, or without a definite horizon should be demonstrated as being understood. (ii) RA responses - Objective: to verify that the pilot properly interprets and responds to RAs. - Criteria: the pilot should demonstrate the following: (A) Proper response to the RA, even if it is in conflict with an ATC instruction and even if the pilot believes that there is no threat present. (B) Proper task sharing between the pilot flying and the pilot monitoring. The pilot flying should respond to a corrective RA with appropriate control inputs. The pilot monitoring should monitor the response to the RA and should provide updates on the traffic location by checking the traffic display. Proper crew resource management (CRM) should be used. (C) Proper interpretation of the displayed information. The pilot should recognise the intruder causing the RA to be issued (red square on display). The pilot should respond appropriately. (D) For corrective RAs, the response should be initiated in the proper direction within five seconds of the RA being displayed. The change in vertical speed should be accomplished with an acceleration of approximately ¼ g (gravitational acceleration of 9.81 m/sec²). (E) Recognition of the initially displayed RA being modified. Response to the modified RA should be properly accomplished, as follows: (a) For increase rate RAs, the vertical speed change should be started within two and a half seconds of the RA being displayed. The change in vertical speed should be accomplished with an acceleration of approximately ⅓ g. (b) For RA reversals, the vertical speed reversal should be started within two and a half seconds of the RA being displayed. The change in vertical speed should be accomplished with an acceleration of approximately ⅓ g. (c) For RA weakenings, the vertical speed should be modified to initiate a return towards the original clearance. (d) An acceleration of approximately ¼ g will be achieved if the change in pitch attitude corresponding to a change in vertical speed of 1 500 ft/min is accomplished in approximately 5 seconds, and of ⅓ g if the change is accomplished in approximately three seconds. The change in pitch attitude required to establish a rate of climb or descent of 1 500 ft/min from level flight will be approximately 6 whe n the tru Reference UG1302055
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airspeed (TAS) is 150 kt, 4 at 250 kt, and 2 a t 500 kt angles are derived from the formula: 1 000 divided by TAS.). (F) Recognition of altitude crossing encounters and the proper response to these RAs. (G) For preventive RAs, the vertical speed needle or pitch attitude indication should remain outside the red area on the RA display. (H) For maintain rate RAs, the vertical speed should not be reduced. Pilots should recognise that a maintain rate RA may result in crossing through the intruder's altitude. (I) When the RA weakens, or when the green 'fly to' indicator changes position, the pilot should initiate a return towards the original clearance and when ‘clear of conflict’ is annunciated, the pilot should complete the return to the original clearance. (J) The controller should be informed of the RA as soon as time and workload permit, using the standard phraseology. (K) When possible, an ATC clearance should be complied with while responding to an RA. For example, if the aircraft can level at the assigned altitude while responding to RA (an ‘adjust vertical speed’ RA (version 7) or ‘level off’ (version 7.1)) it should be done; the horizontal (turn) element of an ATC instruction should be followed. (L) Knowledge of the ACAS multi-aircraft logic and its limitations, and that ACAS can optimise separations from two aircraft by climbing or descending towards one of them. For example, ACAS only considers intruders that it considers to be a threat when selecting an RA. As such, it is possible for ACAS to issue an RA against one intruder that results in a manoeuvre towards another intruder which is not classified as a threat. If the second intruder becomes a threat, the RA will be modified to provide separation from that intruder. (i) ACAS initial evaluation (1) The flight crew member’s understanding of the academic training items should be assessed by means of a written test or interactive CBT that records correct and incorrect responses to phrased questions. (2) The flight crew member’s understanding of the manoeuvre training items should be assessed in a full flight simulator equipped with an ACAS display and controls similar in appearance and operation to those in the aircraft the flight crew member will fly, and the results assessed by a qualified instructor, inspector, or check airman. The range of scenarios should include: corrective RAs; initial preventive RAs; maintain rate RAs; altitude crossing RAs; increase rate RAs; RA reversals; weakening RAs; and multi-threat encounters. The scenarios should also include demonstrations of the consequences of not responding to RAs, slow or late responses, and manoeuvring opposite to the direction called for by the displayed RA. (3) Alternatively, exposure to these scenarios can be conducted by means of an interactive CBT with an ACAS display and controls similar in appearance and operation to those in the aircraft the pilot will fly. This interactive CBT should depict scenarios in which real-time responses should be made and a record made of whether or not each response was correct. Reference UG1302055
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(j) ACAS recurrent training (1) ACAS recurrent training ensures that flight crew members maintain the appropriate ACAS knowledge and skills. ACAS recurrent training should be integrated into and/or conducted in conjunction with other established recurrent training programmes. An essential item of recurrent training is the discussion of any significant issues and operational concerns that have been identified by the operator. Recurrent training should also address changes to ACAS logic, parameters or procedures and to any unique ACAS characteristics which flight crew members should be made aware of. (2) It is recommended that the operator's recurrent training programmes using full flight simulators include encounters with conflicting traffic when these simulators are equipped with ACAS. The full range of likely scenarios may be spread over a 2-year period. If a full flight simulator, as described above, is not available, use should be made of interactive CBT that is capable of presenting scenarios to which pilot responses should be made in real-time. Remark: The TCAS course can be fully integrated into the Type Rating course.
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FANS Flight Crew Training
Here is the FAA advisory circular AC120-70B chapter 9, on training for Flight Crew Data Link Communications Qualification. Refer to 5.2.11 FANS: Communication and Surveillance FAA AC120-70B chapter 9 9. FLIGHT CREW QUALIFICATION FOR USE OF DATA LINK COMMUNICATIONS. a. General (1) Data Link Communications Qualification Issues and Objectives. Refer to chapter 5.2.11 (2) Data Link Communications Training. Flight crew training for first time use of data link services should be included in initial, transition, upgrade, recurrent, differences, or stand-alone qualification programs. Data link communications training could be included in specific aircraft qualification programs during transition, upgrade, or differences training (e.g., during MD-11 to B747-400 transition) or operators could conduct data link communications training in conjunction with general training (e.g., during initial “new hire” indoctrination, recurrent proficiency checks proficiency tests or line-oriented flight training. Data link communication training programs may also be developed as separate training programs (e.g., by completion of a standardized curriculum covering the general use of data link services at an operator’s training center or at designated crew bases). (3) Credit for Use of Other Programs. Operators may receive credit for existing data link communications training programs that are already approved in a different application. For example, an operator may receive credit for programs based on previous use of data link services, such as on different routes, or for a different type of operation, or training programs conducted by another operator, training center, or manufacturer. The POI will determine whether and how much credit an operator should receive, considering whether the training program is used in another FAA approved application, and whether the operator has demonstrated that the training program is relevant to the new application. The Flight Technology and Procedures Divison (AFS-400), NSET, or the assigned AEG may assist the POI in determining the suitability of a proposed data link training program for a particular operator’s procedures and aircraft capability. b. Data Link Communications Academic Training. The following subjects should be addressed in an approved program of data link communications academic training during the initial introduction of a crewmember to data link communication systems. For subsequent programs, only the new, revised, or emphasized items need be addressed. (1) General Concepts of Data Link Communications Operation. Academic training should cover, in general terms, data link communications system theory to the extent appropriate to ensure proper operational use. Flight crews should understand basic concepts of operations involving data link services, nominal and unacceptable performance, normal and non-normal use, and other limitations. Reference UG1302055
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(2) Level of Capability Provided by Data Link Communications and Expected Flightcrew Response. Academic training should explain the normal, expected pilot response to data link messages response. Academic training should explain the normal, expected pilot response to data link messages including acknowledgment, acceptance, rejection, or cancellation of a data link message. Operating in the 30 nautical miles (NM) separation standard requires Global Navigation Satellite System (GNSS), with RNP-4 operational authorization. 30 NM lateral and longitudinal separations and 50 NM longitudinal separation require Direct Controller Pilot Communications (DCPC), such as CPDLC, and ADS-C. For operational implementation of reduced distance-based longitudinal separation, the airspace may require that the data communication system complies with RCP-240 and surveillance performance criteria, or other equivalent means. More information on the criteria for data link communication systems supporting reduced separations can be found in RTCA DO-306/ED-122. (3) Data Link Communications Language, Terms and System Information. Flight crews should be familiar with data link message sets, abbreviations, conventions, contractions, terms, message addressing, facility and capability depiction on charts or in manuals, and terminology associated with applications (e.g., CPDLC and ADS-C reporting contracts). (4) ATS Communication, Coordination, and Credits for use of Data Link Communications. Crews and dispatchers should be advised of proper flight plan classifications to use and any ATS separation criteria, procedures, or MEL credits that are based on data link communications use. Training should include procedures for transitioning to voice communication and other contingency procedures related to the operation in the event of abnormal behavior of the data link services. This would include any necessary coordination with ATC related to or following a special data link exceptional event. Ensure an acceptable transition to a new type of operation, such as procedures related to the transition to a different separation standard when data link services fail. (5) Data Link Communications Equipment Components, Controls, Displays, Auto Alerts, and Annunciations. Procedural training should include discussion of operations, terminology, symbology, optional controls and display features. This training should also include any items particular to an air carrier’s implementation or the uniqueness of its aircraft capability and/or procedures. Applicable message sets, expected transmission times, failure annunciations, constraints and limitations should be addressed. (6) Interfaces and Compatibility with other Aircraft Systems. Training should include the management of any applicable data link air/ground, including; VHF data link, satellite communications (SATCOM) data link and HF data link. This training should also address voice integration with other co*ckpit systems, FMS inputs to data link, and electronic flight instrument system (EFIS) interfaces, including any items particular to an air carrier's implementation or uniqueness of its system. The priority selection of the media software by the operator needs to Reference UG1302055
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be addressed and trained so that the proper selection is made by maintenance, and crews report any related performance degradation resulting from media selection. The priority for ATS data link is VHF (Mode 0/A or Mode 2), SATCOM data link (Inmarsat or Iridium) and HF data link. Flight crew procedures should be established for crews to report to ATC when media switching causes system performance to degrade below that which is required for the intended operation. For example, excessive VHF/SATCOM switching and SATCOM/HFDL switching can lead to unacceptable performance, (e.g., RCP 240, required for the airspace or route). The priority for ATS data link is VHF, SATCOM data link and last HF data link. (7) Aircraft Flight Manual (AFM) Information. AFM provisions should be addressed including information on data link communication modes of operation, normal and non-normal flight crew operating procedures, response to failure annunciations and any AFM limitations. (8) MMEL Provisions for Systems Related to CPDLC/ADS-C Operations. Flight crews, dispatch, and maintenance personnel must be familiar with the MEL requirements. For flights that intend to use data link, operators will adopt provisions for certain specific systems to be operational at dispatch, when required for the intended operation. MEL/dispatch deviation guide (DDG) must be amended to highlight the effect that loss of each associated system/subsystem has on data link operational capability. (a) Equipment required in current FANS-1/A-capable models is as follows: - VHF, SATCOM, HFDL radios, as appropriate, - ACARS MU/CMU, - Flight Management Computer (FMC) integration, and - Printer (if company procedures require its use). (b) Maintenance Training. Operators are reminded of basic provisions contained in ICAO Annex 6, Paragraph 8.3: “An operator shall ensure that all maintenance personnel are instructed regarding the maintenance methods to be employed, in particular when new or unfamiliar equipment is introduced into service.” (c) Maintenance Training Requirements. Operators unsure of required maintenance procedures for data link-related equipment should contact their aircraft manufacturer field service representatives. (d) Configuration Control. Operators should maintain their aircraft in an avionics configuration, which has been shown to provide acceptable data link performance. Data link service providers will provide operators with information on poor performance by individual aircraft. Operators are requested to provide the FANS Interoperability Team (FIT) with information on their current aircraft avionics configurations and provide updates when the configuration changes.
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(9) Pilot & Dispatcher Training. FANS operations have shown that system performance is extremely sensitive to the use of correct procedures. It is essential, therefore, that crews be properly trained prior to their using the CPDLC and/or ADS-C functions. Deterioration in system performance as a result of improper use of procedures can lead to noncompliance of RCP specifications and delay in realization of expected benefits of the functionality. (a) Pilot Training. An operator shall establish and maintain a ground and flight training program, approved by the State of the Operator, which ensures that all flight crewmembers are adequately trained to perform their assigned duties (b) Dispatcher Training. A flight operations officer/flight dispatcher should not be assigned to duty unless the officer/dispatcher has demonstrated to the operator knowledge of the communication equipment used in the airplanes. (c) General Provision for ICAO Annex 6 Training. Operators are reminded of basic provisions contained in ICAO Annex 6. (d) Flight crew Response. Appropriate pilot response to data link, RCP specification, and other such issues. (e) Special Data Link Event Reports. The air carrier's reporting policies for flight crews regarding data link non-normal events should be as follows. The operator will send the reports to the IFO, CHDO, CMO or FSDO, which will be forwarded to AFS-470. These reports from the operators will then be forwarded by AFS-470 to the coordinator for the FIT and the FANS Interoperability Group (FIG). (f) Data Link Malfunction or Irregularity Reports. Data link malfunction or system irregularity reporting procedures as used by aircrews, if not otherwise addressed by routine maintenance procedures of that operator. (g) Human Factors. Flight crew human factors are issues specific to the operating environment and operation of the installed communication system. c. Data Link Communications Operational Use Training. In addition to the academic training described in paragraph 9b, appropriate operational use training (e.g., to ensure use of proper procedures and response to data link advisories) should also be given. Data link use training should expose the pilot to the typical messages expected. (1) Operational use training should include the following: (a) Receiving and interpreting messages; (b) Accepting, rejecting or canceling messages; (c) Storing and retrieving messages; (d) Loading messages into appropriate controls/displays for use (e.g., FMS, FGCS) formulating and sending messages; (e) Loading message requests from the FMS (e.g., flight plan waypoints into data link for transmission if applicable); (f) Managing the communications systems; (g) Establishing and terminating system operation;
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(h) Switching use of radio frequency (RF) media (if this is a crew-controllable feature); and (i) Re-establishing system operation after loss of network log-on. (2) Training programs should cover the proper use of data link communication controls, procedures, and limitations. Correct assessment must be done on displays, aural advisories, annunciations, timely and correct responses to data link communication failures and appropriate interaction with ATC following data link messages that are not acceptable. Recognition of data link communications system failures and data link issues unique to that air carrier or operator should be part of the curriculum. Such training may be conducted using data link communication-equipped flight training devices or simulators, or by using suitable CBI. Criteria for programs intending to address proper data link communications through the use of simulators or training devices are listed in paragraph 9c(1). Criteria for programs intending to address proper data link communications use through CBI, and not using approved simulators or (3) Programs addressing data link communications that use approved simulators or training device programs based on use of FAA-approved training devices or simulators should realistically depict relevant aspects of data link communication procedures, clearances, and pilot responses. This may be accomplished using one or more of a combination of training methods described in paragraph 9a. Any simulator or training device used should have the characteristics described in paragraph 9m. (4) Data link communications programs may be approved which do not require using approved simulators or training devices if the proposed program meets certain criteria as described below. These programs are based on CBI adequately depicting data link communications procedures, clearances, desired pilot responses, and resulting crew interactions with aircraft FMSs. Such programs should include the issues identified in 9c(1), and be consistent with the following criteria: (a) Accepted FAA and industry guidelines. (b) There should be no significant adverse training experience related to the particular data link communications system(s). (c) Differences from or compatibility with other data link communications systems (digital versus analog), that use different presentation methods, language, abbreviations etc., should be considered in the design to ensure minimum adverse human factor difficulties. (d) The program should realistically depict data link communications scenarios. (e) The training subject should be made aware of the normal delivery delays to be expected. (f) Scenarios should demonstrate correct indications for messages, display annunciations, aural alerts, and require proper pilot responses.
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d. Training Center Approval. Training centers may conduct data link communication training for an operator if accepted by the POI. The POI will consider the following factors: (1) Provisions of paragraphs 9b and 9c are shown to be met, or (2) Equivalence to a previously accepted program can be established. In this instance, circ*mstances, assumptions, and conditions for the program's use should also be equivalent to those applicable to the previously accepted program. e. Initial Evaluation of Data Link Communications Knowledge and Procedures. Individual crewmember data link communications knowledge and procedures should be evaluated prior to data link communications use. Acceptable means of initial assessment include: (1) Evaluation by an authorized instructor or check airman using a simulator or training device capable of depicting data link communication exchanges. (2) Evaluation by an authorized instructor or check airman during line operations, training. (3) Computer-based testing in which data link communication scenarios and advisories are depicted and records acceptable pilot performance. (4) Other alternate methods acceptable to the Administrator. Alternate methods should demonstrate the equivalent effectiveness of methods (1) through (3). NOTE: Instructors should evaluate initial data link crewmember communications for certificate holders that are authorized to use data link systems in their operations. f. Data Link Communications Recurrent Training. Data link communications training should be integrated as other established training programs and conducted on a recurrent basis. Recurrent training for data link communications should incorporate the recommendations of paragraph 9c and address any significant issues identified by line Operating Experience (OE), system changes, procedural changes, or unique characteristics. g. Data Link Communications Recurrent Evaluation. Recurrent data link communications checking should be incorporated as necessary, as an element of routine Proficiency Training (PT) or proficiency check programs. h. Data Link Communications Currency (Recency of Experience). Unless otherwise required in an OpSpec or LOA, once crews have completed initial data link communications training and as long as recurrent training is accomplished in accordance with paragraph 9f the certificate holder will not be obligated to develop additional currency requirements.
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i. Line Checks and Route Checks. When data link communications-equipped aircraft are used during line or route checks, check airmen should routinely incorporate proper data link communications use as a discussion item. j. Line-Oriented Flight Training (LOFT). LOFT programs using simulators equipped with data link communications should be enhanced by interaction with data link communications. In addition, LOFT programs should consider proper crew use of data link along with other communication methods (SATCOM voice, VHF voice, HF voice, etc.). k. Crew Resource Management (CRM). CRM programs should address effective teamwork in responding to data link exchanges. l. Data Link Communications Academic Training Methods. Appropriate methods may be suited to each operator’s program. No special methods related to academic training for data link communications are identified. Typically, a combination of ground instruction, manual information, flightcrew bulletins, and other such means as appropriate to address academic topics specified by paragraph 9b, Data Link Communications Academic Training. m. Characteristics of Simulated Data Link Communications Systems for Training. Examples include data link communications in simulators or training devices. (1) Acceptable Characteristics. Training devices and simulators should have certain characteristics to be effective. This is due to the interactive nature of data link communications, the variety of exchange scenarios possible, the immediate and standardized pilot response required, and the correct display interpretation that is necessary. Thus, simulators or training devices used for data link communications training should have the following characteristics: (a) The ability to functionally represent data link communication displays, controls, indications, and annunciations. (b) Ability to depict selected message traffic exchange scenarios including data link communications displays and audio advisories. (c) Ability to show proper data link communications reaction to depicted scenarios and advisories, crew or ATC response errors, etc. (d) Ability to interactively respond to pilot inputs regarding data link communication advisories, including responses to failures or abnormal situations. (2) Simulator and Data Link Communications System Fidelity. For a particular data link communication system, training may be accomplished in simulators or training devices that represent the specific aircraft, or an aircraft with similar characteristics. For the purposes of data link communications training, simulators or training devices may use simplified algorithms or abbreviated message set capability. Data link communication displays do not have to be identical, but should be functionally equivalent to the air carrier operator's specific aircraft in use.
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(3) Training Device or Simulator Approval. Training devices or simulators meeting FAA criteria are qualified by the NSET and approved for use by the POI or Training Center Program Manager (TCPM). Any one or combination of the following devices or simulators that meet characteristics of paragraph 8m(1) above, acceptable characteristics may be used: (a) Level A through D simulators, (b) Level 4 through 7 flight training devices, or (c) Dedicated data link communications training devices acceptable to the FAA (Including those devices described in FAA Order 8900.1, Volume 3, Chapter 19, Section 5, Flightcrew Training Programs: Flightcrew Aircraft Ground Training Curriculum Segments, suitable for data link communications training). NOTE: Training device and simulator levels are defined by AC 120-40B, Airplane Simulator Qualification; AC 120-54, Advanced Qualification Program; and FAA Order 8900.1.
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Performance Based Navigation Flight Crew Training PBN: RNAV/RNP-X training
ICAO PBN 3.6 Flight crew and dispatch training A flight crew and dispatch training programme for the PBN operation must cover all the tasks associated with the operation and provide sufficient background to ensure a comprehensive understanding of all aspects of the operation. The operator must have adequate records of course completion for flight crew, flight dispatchers and maintenance personnel. Operators must have a training programme addressing the operational practices, procedures and knowledge related to the granted RNAV/RNP-X operations. This training can be integrated to an operator RNAV/RNP training. This training must address the following topics: • Requirements associated to the considered RNAV/RNP-X operations • Capabilities and Limitations of installed RNAV/RNP-X systems • Operations and Airspace for which the RNAV/RNP-X system is approved to operate • The meaning and proper use of aircraft navigation equipment and RNP system; • Procedure characteristics as determined from chart depiction and textual description; • Depiction of waypoint types (fly-over and fly-by) and path terminators and any other types used by the operator, as well as associated aircraft flight paths; • Required navigation equipment for operation of the considered type(s) of RNAV/RNP-X routes/SIDs/STARs/APCH; • RNAV/RNP-X system-specific information • RNAV/RNP-X equipment operating procedures • Operator-recommended levels of automation for phase of flight and workload, including methods to minimize cross-track error to maintain route centre line; • The ATC flight planning requirements for the RNAV/RNP-X operation • Radio telephony phraseology for RNAV/RNP-X applications • Contingency procedures for RNAV/RNP-X applications or following RNAV/RNP-X system failures. Further information are available on ICAO document 9613: Performance-based Navigation (PBN) Manual This document is available from the following link: http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enro ute/oceanic/documents/GOMEX/ICAO_PBN_9613_4thEdition_dwnld_25Mar2013. pdf
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RNP AR APCH training
Authorized operators to operate RNP AR APCH must have an approved training programme addressing the operational practices, procedures and training items related to the considered RNP AR APCH operations (e.g. initial, upgrade or recurrent training). EASA AMC 20-26 Appendix 2 and ICAO Doc 9613 “PBN” Chapter 6.3.5 address the Flight Training for RNP AR Operations. ICAO Doc 9613 “PBN Volume II Part C Chapter 6: IMPLEMENTING RNP AR APCH” provides the following guidance on RNP AR APCH training: ICAO Doc 9613: PBN Volume II Part C Chapter 6 : IMPLEMENTING RNP AR APCH 6.3.5 Pilot/dispatch/operator knowledge and training 6.3.5.2 Operator responsibilities a) Each operator is responsible for the training of pilots for the specific RNP AR APCH operations exercised by the operator. The operator must include training on the different types of RNP AR APCH procedures and required equipment. Training must include discussion of RNP AR APCH regulatory requirements. The operator must include these requirements and procedures in their flight operations and training manuals (as applicable). This material must cover all aspects of the operator’s RNP AR APCH operations including the applicable operational authorization. An individual must have completed the appropriate ground and or flight training segment before engaging in RNP AR APCH operations. b) Flight training segments must include training and checking modules representative of the type of RNP AR APCH procedures the operator conducts during line-oriented flying activities. Many operators may train for RNP AR APCH procedures under the established training standards and provisions for advanced qualification programmes. They may conduct evaluations in LOFT scenarios, selected event training scenarios or in a combination of both. The operator may conduct required flight training modules in flight training devices, aircraft simulators, and other enhanced training devices as long as these training devices accurately replicate the operator’s equipment and RNP AR APCH operations. c) Operators must address initial RNP AR APCH training and qualifications during initial, transition, upgrade, recurrent, differences, or stand-alone training and qualification programmes in the respective qualification category. The qualification standards assess each pilot’s ability to properly understand and use RNP AR procedures (RNP AR APCH initial evaluation). The operator must also develop recurrent qualification standards to ensure their pilots maintain appropriate RNP AR APCH operations knowledge and skills (RNP AR APCH recurrent qualification).
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d) Operators may address RNP AR APCH operation topics separately or integrate them with other curriculum elements. For example, an RNP AR APCH pilot qualification may focus on a specific aircraft during transition, upgrade, or differences courses. General training may also address RNP AR APCH qualification, e.g. during recurrent training or checking events such as recurrent proficiency check/proficiency training, line-oriented evaluation or special purpose operational training. A separate, independent RNP AR APCH operations qualification programme may also address RNP AR APCH training, e.g. by completion of an applicable RNP AR APCH curriculum at an operator’s training centre or at designated crew bases. e) Operators intending to receive credit for RNP training, when their proposed programme relies on previous training (e.g. special RNP IAPs), must receive specific authorization from their principal operations inspector/flight operations inspector. In addition to the current RNP training programme, the air carrier will need to provide differences training between existing training programme and the RNP AR APCH training requirements. f) Training for flight dispatchers must include: the explanation of the different types of RNP AR APCH procedures, the importance of specific navigation equipment and other equipment during RNP AR APCH operations and the RNP AR APCH regulatory requirements and procedures. Dispatcher procedure and training manuals must include these requirements (as applicable). This material must cover all aspects of the operator’s RNP AR operations including the applicable authorizations (e.g. Operations specifications, OM, MSpecs or LOA). An individual must have completed the appropriate training course before engaging in RNP AR APCH operations. Additionally, the dispatchers’ training must address how to determine: RNP AR APCH availability (considering aircraft equipment capabilities), MEL requirements, aircraft performance, and navigation signal availability (e.g. GPS RAIM/predictive RNP capability tool) for destination and alternate airports. 6.3.5.3 Ground training segments content 6.3.5.3.1 Ground training segments must address the following subjects, as training modules, in an approved RNP AR APCH training programme during the initial introduction of a crew member to RNP AR APCH systems and operations. For recurrent programmes, the curriculum need only review initial curriculum requirements and address new, revised, or emphasized items. 6.3.5.3.2 General concepts of RNP AR APCH operation. RNP AR APCH training must cover RNP AR APCH systems theory to the extent appropriate to ensure proper operational use. The pilot must understand basic concepts of RNP AR APCH systems operation, classifications, and limitations. The training must include general knowledge and operational application of RNP AR procedures. This training module must address the following specific elements: a) definition of RNP AR APCH; b) the differences between RNAV and RNP; c) the types of RNP AR APCH procedures and familiarity with the charting of these procedures;
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d) the programming and displaying of RNP and aircraft specific displays (e.g. actual navigation performance (ANP display)); e) how to enable and disable the navigation updating modes related to RNP; f) the navigation accuracy appropriate for different phases of flight and RNP AR APCH procedures and how to select the navigation accuracy, if required; g) the use of GPS RAIM (or equivalent) forecasts and the effects of RAIM availability on RNP AR APCH procedures (pilot and dispatchers); h) when and how to terminate RNP navigation and transfer to traditional navigation due to loss of RNP and/or required equipment; i) how to determine database currency and whether it contains the navigational data required for use of GNSS waypoints; j) explanation of the different components that contribute to the TSE and their characteristics (e.g. effect of temperature on baro-VNAV and drift characteristics when using IRU with no radio updating); and k) temperature compensation — pilots operating avionics systems with compensation for altimetry errors introduced by deviations from ISA may disregard the temperature limits on RNP AR APCH procedures, if pilot training on the use of the temperature compensation function is provided by the operator and the compensation function is utilized by the crew. However, the training must also recognize the temperature compensation by the system is applicable to the VNAV guidance and is not a substitute for the pilot compensating for the cold temperature effects on minimum altitudes or the DA. 6.3.5.3.3 ATC communications and coordination for use of RNP AR APCH. Ground training must instruct the pilots on proper flight plan classifications and any ATC procedures applicable to RNP AR APCH operations. The pilots must receive instructions on the need to advise ATC immediately when the performance of the aircraft’s navigation system is no longer suitable to support continuation of an RNP AR APCH procedure. Pilots must also know what navigation sensors form the basis for their RNP AR APCH compliance, and they must be able to assess the impact of a failure of any avionics or a known loss of ground systems on the remainder of the flight plan. 6.3.5.3.4 RNP AR APCH equipment components, controls, displays, and alerts. Academic training must include a discussion of RNP terminology, symbology, operation, optional controls, and display features including any items unique to an operator’s implementation or systems. The training must address applicable failure alerts and equipment limitations. The pilots and dispatchers should achieve a thorough understanding of the equipment used in RNP operations and any limitations on the use of the equipment during those operations.
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6.3.5.3.5 AFM information and operating procedures. The AFM or other aircraft eligibility evidence must address normal and abnormal flight crew operating procedures, responses to failure alerts, and any equipment limitations, including related information on RNP modes of operation. Training must also address contingency procedures for loss or degradation of RNP capability. The flight operations manuals approved for use by the pilots (e.g. FOM or POH) should contain this information. 6.3.5.3.6 MEL operating provisions. Pilots must have a thorough understanding of the MEL requirements supporting RNP AR APCH operations. 6.3.5.4 Flight training segments — content 6.3.5.4.1 Training programmes must cover the proper execution of RNP AR APCH procedures in concert with the OEM’s documentation. The operational training must include: RNP AR APCH procedures and limitations; standardization of the set-up of the co*ckpit’s electronic displays during an RNP AR APCH procedure; recognition of the aural advisories, alerts and other annunciations that can impact compliance with an RNP AR APCH procedure; and the timely and correct responses to loss of RNP AR APCH capability in a variety of scenarios, embracing the scope of the RNP AR APCH procedures which the operator plans to complete. Such training may also use approved flight training devices or simulators. This training must address the following specific elements: a) Procedures for verifying that each pilot’s altimeter has the current setting before beginning the final approach of an RNP AR APCH procedure, including any operational limitations associated with the source(s) for the altimeter setting and the latency of checking and setting the altimeters approaching the FAF; b) The use of aircraft radar, TAWS, GPWS, or other avionics systems to support the pilot’s track monitoring and weather and obstacle avoidance; c) The effect of wind on aircraft performance during RNP AR APCH procedures and the need to remain within RNP containment area, including any operational wind limitation and aircraft configuration essential to safely complete an RNP AR procedure; d) The effect of ground speed on compliance with RNP AR APCH procedures and bank angle restrictions impacting the ability to remain on the course centre line. For RNP AR APCH procedures, aircraft are expected to maintain the standard speeds associated with the applicable category; e) The relationship between RNP and the appropriate approach minima line on an approved published RNP AR APCH procedure and any operational limitations noted on the chart, e.g. temperature limits, RF leg requirements or loss of GNSS updating on approach; f) Concise and complete pilot briefings for all RNP AR APCH procedures and the important role CRM plays in successfully completing an RNP AR APCH procedure; g) Alerts from the loading and use of improper navigation accuracy data for a desired segment of an RNP AR procedure;
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h) The performance requirement to couple the autopilot/flight director to the navigation system’s lateral and vertical guidance on RNP AR APCH procedures requiring an RNP of less than RNP 0.3; i) The importance of aircraft configuration to ensure the aircraft maintains any required speeds during RNP AR procedures; j) The events triggering a missed approach when using the aircraft’s RNP capability; k) Any bank angle restrictions or limitations on RNP AR APCH procedures; l) The potentially detrimental effect on the ability to comply with an RNP AR APCH procedure when reducing the flap setting, reducing the bank angle or increasing airspeed; m) Pilot knowledge and skills necessary to properly conduct RNP AR APCH operations; n) Programming and operating the FMC, autopilot, auto throttles, radar, GPS, INS, EFIS (including the moving map), and TAWS in support of RNP AR APCH procedures; o) The effect of activating TOGA while in a turn; p) FTE monitoring and impact on go-around decision and operation; q) Loss of GNSS during a procedure; r) Performance issues associated with reversion to radio updating and limitations on the use of DME and VOR updating; and s) Flight crew contingency procedures for a loss of RNP capability during a missed approach. Due to the lack of navigation guidance, the training should emphasize the flight crew contingency actions that achieve separation from terrain and obstacles. The operator should tailor these contingency procedures to their specific RNP AR APCH procedures. 6.3.5.5 Evaluation module 6.3.5.5.1 Initial evaluation of RNP AR APCH operations knowledge and procedures. The operator must evaluate each individual pilot’s knowledge of RNP AR APCH procedures prior to employing RNP AR APCH procedures as appropriate. As a minimum, the review must include a thorough evaluation of pilot procedures and specific aircraft performance requirements for RNP AR APCH operations. An acceptable means for this initial assessment includes one of the following: a) an evaluation by an authorized instructor/evaluator or check-airman using an approved simulator or training device; b) an evaluation by an authorized instructor/evaluator or check-airman during line operations, training flights, proficiency checks, practical tests events, operating experience, route checks, and/or line checks; or c) LOFT/LOE programmes using an approved simulator that incorporates RNP operations that employ the unique RNP AR APCH characteristics (i.e. RF legs, RNP missed approach) of the operator’s approved procedures.
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6.3.5.5.2 Evaluation content. Specific elements that must be addressed in this evaluation module are: a) demonstrate the use of any RNP limits that may impact various RNP AR APCH procedures; b) demonstrate the application of radio-updating procedures, such as enabling and disabling groundbased radio updating of the FMC (i.e. DME/DME and VOR/DME updating) and knowledge of when to use this feature. If the aircraft’s avionics do not include the capability to disable radio updating, then the training must ensure the pilot is able to accomplish the operational actions that mitigate the lack of this feature; c) demonstrate the ability to monitor the actual lateral and vertical flight paths relative to the programmed flight path and complete the appropriate flight crew procedures when exceeding a lateral or vertical FTE limit; d) demonstrate the ability to read and adapt to a RAIM (or equivalent) forecast, including forecasts predicting a lack of RAIM availability; e) demonstrate the proper set-up of the FMC, the weather radar, TAWS, and moving map for the various RNP AR APCH operations and scenarios the operator plans to implement; f) demonstrate the use of pilot briefings and checklists for RNP AR APCH operations, as appropriate, with emphasis on CRM; g) demonstrate knowledge of and ability to perform an RNP AR APCH missed approach procedure in a variety of operational scenarios (e.g. loss of navigation or failure to acquire visual conditions); h) demonstrate speed control during segments requiring speed restrictions to ensure compliance with an RNP AR APCH procedures; i) demonstrate competent use of RNP AR APCH procedure plates, briefing cards, and checklists; j) demonstrate the ability to complete a stable RNP AR APCH operation including bank angle, speed control, and remain on the procedure’s centre line; and k) knowledge of the operational limit for deviation below the desired flight path on an RNP AR APCH procedure and how to accurately monitor the aircraft’s position relative to the vertical flight path. 6.3.5.6 Recurrent training 6.3.5.6.1 The operator should incorporate recurrent RNP training that employs the unique AR characteristics of the operator’s approved procedures as part of the overall programme. 6.3.5.6.2 A minimum of two RNP AR APCHs, as applicable, must be flown by each pilot for each duty position (pilot flying and pilot monitoring), with one culminating in a landing and one culminating in a missed approach, and may be substituted for any required “precision-like” approach. Note.— Equivalent RNP approaches may be credited toward this requirement.
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5.5.4. MNPS Flight Crew Training NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL (NAT Doc 007) http://www.paris.icao.int/documents_open/download.php?maincategory=106&su bcategory=108&file=NAT_Doc007_Edition2012_12DEC12_.pdf Guidance concerning Air Navigation in and above the NAT MNPSA 1.3 HORIZONTAL NAVIGATION REQUIREMENTS FOR UNRESTRICTED MNPS AIRSPACE OPERATIONS Crew Training 1.3.6 It is essential that crews obtain proper training for MNPS and RVSM operations. Current navigation systems, because of their precision and reliability, can induce a sense of complacency, which in turn tends to obscure the value of standard procedures, and in particular of cross-checks. Under these Guidance concerning Air Navigation in and above the circ*mstances errors occur more easily. To prevent them, a special training programme for flight crews should be devised, which includes instructions on the efficient use of equipment, with emphasis on how to avoid mistakes. Crew members should be trained to develop a meticulous method of using Control Display Units (CDUs), with careful cross-checking at all operational stages, in line with procedures described in Chapter 8 of this Document. 1.3.7 The Operator should thereafter seek to retain the interest and co-operation of flight crews by ensuring that a high standard of navigation performance be maintained. This may be achieved during ground refresher courses, routine checks, or/and by issuing periodic newsletters that include a focus on fleet navigation performance hopefully indicating that standards are being maintained or are being improved upon. Newsletters might also include analyses of error reports volunteered by crews (i.e. covering instances of equipment being mishandled). However, periodic reminders should not be so frequent as to be self-defeating. 1.3.8 Crew training should stress the need for maintaining accuracy along and across track (i.e. the careful application of Mach Number Technique, accurate reporting of positions and the use of accurate time in reporting positions). 1.3.9 The following items should also be stressed in flight crew training programmes: a) knowledge and understanding of standard ATC phraseology used in each area of operations; b) importance of crew members cross-checking each other to ensure that ATC clearances are promptly and correctly complied with; c) use and limitations, in terms of accuracy, of standby altimeters during contingency situations. Where applicable, the pilot should review the application of Static Source Error Correction/Position Error Correction (SSEC/PEC) through the use of correction cards;
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d) characteristics of aircraft altitude capture systems which may lead to the occurrence of overshoots; e) relationships between the altimetry, automatic altitude control and transponder systems in normal and abnormal situations; and f) aircraft operating restrictions related to airworthiness approval. g) familiarity with the recommendations to reduce oceanic errors as contained in the “Oceanic Errors Safety Bulletin (29-2012)” published by ICAO EUR/NAT Office as a NAT Operations Bulletin and available on that website at : • ICAO North Atlantic website: http://www.paris.icao.int/documents_open/subcategory.php?id=106 1.3.10 Finally, crew training should be extended to include instruction on what action should be considered in the event of systems failures. Chapter 11 of this Document provides assistance in establishing such action. •
ICAO North Atlantic OPS Bulletin http://www.paris.icao.int/documents_open/files.php?subcategory_id=124 http://www.youtube.com/watch?v=EJTjwW5ZYas
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RVSM Flight Crew Training
The RVSM flight crew training program should address at least the following items of the AMC2 SPA.RVSM.105: - (d) In-flight procedures - (f) Crew training Obviously knowledge of the other items is also needed. AMC2 SPA.RVSM.105 RVSM operational approval OPERATING PROCEDURES (a) Flight planning (1) During flight planning the flight crew should pay particular attention to conditions that may affect operation in RVSM airspace. These include, but may not be limited to: (i) verifying that the airframe is approved for RVSM operations; (ii) reported and forecast weather on the route of flight; (iii) minimum equipment requirements pertaining to height-keeping and alerting systems; and (iv) any airframe or operating restriction related to RVSM operations. (b) Pre-flight procedures (1) The following actions should be accomplished during the pre-flight procedure: (i) Review technical logs and forms to determine the condition of equipment required for flight in the RVSM airspace. Ensure that maintenance action has been taken to correct defects to required equipment. (ii) During the external inspection of aircraft, particular attention should be paid to the condition of static sources and the condition of the fuselage skin near each static source and any other component that affects altimetry system accuracy. This check may be accomplished by a qualified and authorised person other than the pilot (e.g. a flight engineer or ground engineer). (iii) Before take-off, the aircraft altimeters should be set to the QNH (atmospheric pressure at nautical height) of the airfield and should display a known altitude, within the limits specified in the aircraft operating manuals. The two primary altimeters should also agree within limits specified by the aircraft operating manual. An alternative procedure using QFE (atmospheric pressure at aerodrome elevation/runway threshold) may also be used. The maximum value of acceptable altimeter differences for these checks should not exceed 23 m (75 ft). Any required functioning checks of altitude indicating systems should be performed. (iv) Before take-off, equipment required for flight in RVSM airspace should be operative and any indications of malfunction should be resolved. (c) Prior to RVSM airspace entry (1) The following equipment should be operating normally at entry into RVSM airspace: (i) two primary altitude measurement systems. A cross-check between the primary altimeters should be made. A minimum of two will need to agree within ±60 m (±200 ft). Failure to meet this condition will require that the altimetry system be reported as defective and air traffic control (ATC) notified; (ii) one automatic altitude-control system; (iii) one altitude-alerting device; and (iv) operating transponder. (2) Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot should request a new clearance to avoid entering this airspace.
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(d) In-flight procedures (1) The following practices should be incorporated into flight crew training and procedures: (i) Flight crew should comply with any aircraft operating restrictions, if required for the specific aircraft type, e.g. limits on indicated Mach number, given in the RVSM airworthiness approval. (ii) Emphasis should be placed on promptly setting the sub-scale on all primary and standby altimeters to 1013.2 hPa / 29.92 in Hg when passing the transition altitude, and rechecking for proper altimeter setting when reaching the initial cleared flight level. (iii) In level cruise it is essential that the aircraft is flown at the cleared flight level. This requires that particular care is taken to ensure that ATC clearances are fully understood and followed. The aircraft should not intentionally depart from cleared flight level without a positive clearance from ATC unless the crew are conducting contingency or emergency manoeuvres. (iv) When changing levels, the aircraft should not be allowed to overshoot or undershoot the cleared flight level by more than 45 m (150 ft). If installed, the level off should be accomplished using the altitude capture feature of the automatic altitude-control system. (v) An automatic altitude-control system should be operative and engaged during level cruise, except when circ*mstances such as the need to retrim the aircraft or turbulence require disengagement. In any event, adherence to cruise altitude should be done by reference to one of the two primary altimeters. Following loss of the automatic height-keeping function, any consequential restrictions will need to be observed. (vi) Ensure that the altitude-alerting system is operative. (vii) At intervals of approximately 1 hour, cross-checks between the primary altimeters should be made. A minimum of two will need to agree within ±60 m (±200 ft). Failure to meet this condition will require that the altimetry system be reported as defective and ATC notified or contingency procedures applied: (A) the usual scan of flight deck instruments should suffice for altimeter cross-checking on most flights; and (B) before entering RVSM airspace, the initial altimeter cross-check of primary and standby altimeters should be recorded. (viii) In normal operations, the altimetry system being used to control the aircraft should be selected for the input to the altitude reporting transponder transmitting information to ATC. (ix) If the pilot is notified by ATC of a deviation from an assigned altitude exceeding ±90 m (±300 ft) then the pilot should take action to return to cleared flight level as quickly as possible. (2) Contingency procedures after entering RVSM airspace are as follows: (i) The pilot should notify ATC of contingencies (equipment failures, weather) that affect the ability to maintain the cleared flight level and coordinate a plan of action appropriate to the airspace concerned. The pilot should obtain to
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the guidance on contingency procedures is contained in the relevant publications dealing with the airspace. (ii) Examples of equipment failures that should be notified to ATC are: (A) failure of all automatic altitude-control systems aboard the aircraft; (B) loss of redundancy of altimetry systems; (C) loss of thrust on an engine necessitating descent; or (D) any other equipment failure affecting the ability to maintain cleared flight level. (iii) The pilot should notify ATC when encountering greater than moderate turbulence. (iv) If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared flight level, the pilot should follow any established contingency procedures for the region of operation and obtain ATC clearance as soon as possible. (e) Post-flight procedures (1) In making technical log entries against malfunctions in height-keeping systems, the pilot should provide sufficient detail to enable maintenance to effectively troubleshoot and repair the system. The pilot should detail the actual defect and the crew action taken to try to isolate and rectify the fault. (2) The following information should be recorded when appropriate: (i) primary and standby altimeter readings; (ii) altitude selector setting; (iii) subscale setting on altimeter; (iv) autopilot used to control the aircraft and any differences when an alternative autopilot system was selected; (v) differences in altimeter readings, if alternate static ports selected; (vi) use of air data computer selector for fault diagnosis procedure; and (vii) the transponder selected to provide altitude information to ATC and any difference noted when an alternative transponder was selected.
(f) Crew training (1) The following items should also be included in flight crew training programmes: (i) knowledge and understanding of standard ATC phraseology used in each area of operations; (ii) importance of crew members cross-checking to ensure that ATC clearances are promptly and correctly complied with; (iii) use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot should review the application of static source error correction/position error correction through the use of correction cards; such correction data should be available on the flight deck; (iv) problems of visual perception of other aircraft at 300 m (1 000 ft) planned separation during darkness, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns; (v) characteristics of aircraft altitude capture systems that may lead to overshoots; (vi) relationship between the aircraft's altimetry, automatic altitude control and transponder systems in normal and abnormal conditions; and (vii) any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness approval. Reference UG1302055
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Before operating in RVSM airspaces and based on the granted Operator RVSM Airspace approval, the flight crew must be trained on the following topics: • • • •
• • • •
Area of operations specific policy and procedures Standard ATC phraseology used in each area of operations; Importance of crewmembers cross-checking to ensure that ATC clearances are promptly and correctly complied with; Use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot should review the application of static source error correction/position error correction through the use of correction cards; such correction data should be available on the flight deck; Problems of visual perception of other aircraft at 300 m (1 000 ft) planned separation during darkness, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns; Characteristics of aircraft altitude capture systems that may lead to overshoots; Relationship between the aircraft altimetry, automatic altitude control and transponder systems in Normal and Abnormal conditions; and Any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness approval.
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5.5.6. Low Visibility Operation (LVO) Flight Crew Training AMC1 SPA.LVO.120 Flight crew training and qualifications (a) GENERAL PROVISIONS The operator should ensure that flight crew member training programmes for LVO include structured courses of ground, FSTD and/or flight training. (1) Flight crew members with no CAT II or CAT III experience should complete the full training programme prescribed in (b), (c), and (d) below. (2) Flight crew members with CAT II or CAT III experience with a similar type of operation (auto-coupled/auto-land, HUDLS/hybrid HUDLS or EVS) or CAT II with manual land, if appropriate, with another EU operator may undertake an: (i) abbreviated ground training course if operating a different type or class from that on which the previous CAT II or CAT III experience was gained; (ii) abbreviated ground, FSTD and/or flight training course if operating the same type or class and variant of the same type or class on which the previous CAT II or CAT III experience was gained. The abbreviated course should include at least the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i). The operator may reduce the number of approaches/landings required by (d)(2)(i) if the type/class or the variant of the type or class has the same or similar: (A) level of technology - flight control/guidance system (FGS); (B) operating procedures; (C) handling characteristics; (D) use of HUDLS/hybrid HUDLS; and (E) use of EVS, as the previously operated type or class, otherwise the provisions of (d)(2)(i) should be met. (3) Flight crew members with CAT II or CAT III experience with the operator may undertake an abbreviated ground, FSTD and/or flight training course. (i) When changing aircraft type or class, the abbreviated course should include at least the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i). (ii) When changing to a different variant of aircraft within the same type or class rating that has the same or similar: (A) level of technology - FGS; (B) operating procedures - integrity; (C) handling characteristics; (D) use of HUDLS/Hybrid HUDLS; and (E) use of EVS, as the previously operated type or class, a difference course or familiarisation appropriate to the change of variant should fulfil the abbreviated course provisions.
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(iii) When changing to a different variant of aircraft within the same type or class rating that has a significantly different: (A) level of technology - FGS; (B) operating procedures - integrity; (C) handling characteristics; (D) use of HUDLS/Hybrid HUDLS; or (E) use of EVS, the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i) should be fulfilled. (4) The operator should ensure when undertaking CAT II or CAT III operations with different variant(s) of aircraft within the same type or class rating that the differences and/or similarities of the aircraft concerned justify such operations, taking into account at least the following: (i) the level of technology, including the: (A) FGS and associated displays and controls; (B) FMS and its integration or not with the FGS; and (C) use of HUD/HUDLS with hybrid systems and/or EVS; (ii) operating procedures, including: (A) fail-passive / fail-operational, alert height; (B) manual landing / automatic landing; (C) no DH operations; and (D) use of HUD/HUDLS with hybrid systems; (iii) handling characteristics, including: (A) manual landing from automatic HUDLS and/or EVS guided approach; (B) manual missed approach procedure from automatic approach; and (C) automatic/manual rollout. (b) GROUND TRAINING The initial ground training course for LVO should include at least the following: (1) characteristics and limitations of the ILS and/or MLS; (2) characteristics of the visual aids; (3) characteristics of fog; (4) operational capabilities and limitations of the particular airborne system to include HUD symbology and EVS characteristics, if appropriate; (5) effects of precipitation, ice accretion, low level wind shear and turbulence; (6) effect of specific aircraft/system malfunctions; (7) use and limitations of RVR assessment systems; (8) principles of obstacle clearance requirements; (9) recognition of and action to be taken in the event of failure of ground equipment; (10) procedures and precautions to be followed with regard to surface movement during operations when the RVR is 400 m or less and any additional procedures required for take-off in conditions below 150 m (200 m for category D aeroplanes); (11) significance of DHs based upon radio altimeters and the effect of terrain profile in the approach area on radio altimeter readings and on the automatic approach/landing systems;
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(12) importance and significance of alert height, if applicable, and the action in the event of any failure above and below the alert height; (13) qualification requirements for pilots to obtain and retain approval to conduct LVOs; and (14) importance of correct seating and eye position. (c) FSTD TRAINING AND/OR FLIGHT TRAINING FSTD training and/or flight training (1) FSTD and/or flight training for LVO should include at least: (i) checks of satisfactory functioning of equipment, both on the ground and in flight; (ii) effect on minima caused by changes in the status of ground installations; (iii) monitoring of: (A) automatic flight control systems and auto-land status annunciators with emphasis on the action to be taken in the event of failures of such systems; and (B) HUD/HUDLS/EVS guidance status and annunciators as appropriate, to include head-down displays; (iv) actions to be taken in the event of failures such as engines, electrical systems, hydraulics or flight control systems; (v) the effect of known unserviceabilities and use of MELs; (vi) operating limitations resulting from airworthiness certification; (vii) guidance on the visual cues required at DH together with information on maximum deviation allowed from glide path or localiser; and (viii) the importance and significance of alert height if applicable and the action in the event of any failure above and below the alert height. (2) Flight crew members should be trained to carry out their duties and instructed on the coordination required with other crew members. Maximum use should be made of suitably equipped FSTDs for this purpose. (3) Training should be divided into phases covering normal operation with no aircraft or equipment failures but including all weather conditions that may be encountered and detailed scenarios of aircraft and equipment failure that could affect CAT II or III operations. If the aircraft system involves the use of hybrid or other special systems, such as HUD/HUDLS or enhanced vision equipment, then flight crew members should practise the use of these systems in normal and abnormal modes during the FSTD phase of training. (4) Incapacitation procedures appropriate to LVTO, CAT II and CAT III operations should be practised. (5) For aircraft with no FSTD available to represent that specific aircraft, operators should ensure that the flight training phase specific to the visual scenarios of CAT II operations is conducted in a specifically approved FSTD. Such training should include a minimum of four approaches. Thereafter, the training and procedures that are type specific should be practised in the aircraft. (6) Initial CAT II and III training should include at least the following exercises: (i) approach using the appropriate flight guidance, autopilots and control systems installed in the aircraft, to the appropriate DH and to include transition to visual flight and landing; Reference UG1302055
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(ii) approach with all engines operating using the appropriate flight guidance systems, autopilots, HUDLS and/or EVS and control systems installed in the aircraft down to the appropriate DH followed by missed approach - all without external visual reference; (iii) where appropriate, approaches utilising automatic flight systems to provide automatic flare, hover, landing and rollout; and (iv) normal operation of the applicable system both with and without acquisition of visual cues at DH. (7) Subsequent phases of training should include at least: (i) approaches with engine failure at various stages on the approach; (ii) approaches with critical equipment failures, such as electrical systems, auto flight systems, ground and/or airborne ILS, MLS systems and status monitors; (iii) approaches where failures of auto flight equipment and/or HUD/HUDLS/EVS at low level require either: (A) reversion to manual flight to control flare, hover, landing and rollout or missed approach; or (B) reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below DH including those which may result in a touchdown on the runway; (iv) failures of the systems that will result in excessive localiser and/or glideslope deviation, both above and below DH, in the minimum visual conditions specified for the operation. In addition, a continuation to a manual landing should be practised if a head-up display forms a downgraded mode of the automatic system or the head-up display forms the only flare mode; and (v) failures and procedures specific to aircraft type or variant. (8) The training programme should provide practice in handling faults which require a reversion to higher minima. (9) The training programme should include the handling of the aircraft when, during a fail-passive CAT III approach, the fault causes the autopilot to disconnect at or below DH when the last reported RVR is 300 m or less. (10) Where take-offs are conducted in RVRs of 400 m and below, training should be established to cover systems failures and engine failure resulting in continued as well as rejected take-offs. (11) The training programme should include, where appropriate, approaches where failures of the HUDLS and/or EVS equipment at low level require either: (i) reversion to head down displays to control missed approach; or (ii) reversion to flight with no, or downgraded, HUDLS guidance to control missed approaches from DH or below, including those which may result in a touchdown on the runway. (12) When undertaking LVTO, LTS CAT I, OTS CAT II, CAT II and CAT III operations utilising a HUD/HUDLS, hybrid HUD/HUDLS or an EVS, the training and checking programme should include, where appropriate, the use of the HUD/HUDLS in normal operations during all phases of flight.
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(d) CONVERSION TRAINING Flight crew members should complete the following low visibility procedures (LVPs) training if converting to a new type or class or variant of aircraft in which LVTO, LTS CAT I, OTS CAT II, approach operations utilising EVS with an RVR of 800 m or less and CAT II and CAT III operations will be conducted. Conditions for abbreviated courses are prescribed in (a)(2), (a)(3) and (a)(4). (1) Ground training The appropriate provisions are as prescribed in (b), taking into account the flight crew member's CAT II and CAT III training and experience. (2) FSTD training and/or flight training (i) A minimum of six, respectively eight for HUDLS with or without EVS, approaches and/or landings in an FSTD. The provisions for eight HUDLS approaches may be reduced to six when conducting hybrid HUDLS operations. (ii) Where no FSTD is available to represent that specific aircraft, a minimum of three, respectively five for HUDLS and/or EVS, approaches including at least one missed approach procedure is required on the aircraft. For hybrid HUDLS operations a minimum of three approaches is required, including at least one missed approach procedure. (iii) Appropriate additional training if any special equipment is required such as head-up displays or enhanced vision equipment. When approach operations utilising EVS are conducted with an RVR of less than 800 m, a minimum of five approaches, including at least one missed approach procedure are required on the aircraft. (3) Flight crew qualification The flight crew qualification provisions are specific to the operator and the type of aircraft operated. (i) The operator should ensure that each flight crew member completes a check before conducting CAT II or III operations. (ii) The check specified in (d)(3)(i) may be replaced by successful completion of the FSTD and/or flight training specified in (d)(2). (4) Line flying under supervision Flight crew member should undergo the following line flying under supervision (LIFUS): (i) For CAT II when a manual landing or a HUDLS approach to touchdown is required, a minimum of: (A) three landings from autopilot disconnect; and (B) four landings with HUDLS used to touchdown, except that only one manual landing, respectively two using HUDLS, to touchdown is required when the training required in (d)(2) has been carried out in an FSTD qualified for zero flight time conversion.
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(ii) For CAT III, a minimum of two auto-lands, except that: (A) only one auto-land is required when the training required in (d)(2) has been carried out in an FSTD qualified for zero flight time conversion; (B) no auto-land is required during LIFUS when the training required in (d)(2) has been carried out in an FSTD qualified for zero flight time (ZFT) conversion and the flight crew member successfully completed the ZFT type rating conversion course; and (C) the flight crew member, trained and qualified in accordance with (B), is qualified to operate during the conduct of LIFUS to the lowest approved DA/H and RVR as stipulated in the operations manual. (iii) For CAT III approaches using HUDLS to touchdown, a minimum of four approaches. (e) TYPE AND COMMAND EXPERIENCE Type and command experience (1) Before commencing CAT II operations, the following additional provisions should be applicable to pilots-in-command/commanders, or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type or class: (i) 50 hours or 20 sectors on the type, including LIFUS; and (ii) 100 m should be added to the applicable CAT II RVR minima when the operation requires a CAT II manual landing or use of HUDLS to touchdown until: (A) a total of 100 hours or 40 sectors, including LIFUS, has been achieved on the type; or (B) a total of 50 hours or 20 sectors, including LIFUS, has been achieved on the type where the flight crew member has been previously qualified for CAT II manual landing operations with an EU operator; (C) for HUDLS operations the sector provisions in (e)(1) and (e)(2)(i) should always be applicable; the hours on type or class do not fulfil the provisions. (2) Before commencing CAT III operations, the following additional provisions should be applicable to pilots-in-command/commanders, or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type: (i) 50 hours or 20 sectors on the type, including LIFUS; and (ii) 100 m should be added to the applicable CAT II or CAT III RVR minima unless he/she has previously qualified for CAT II or III operations with an EU operator, until a total of 100 hours or 40 sectors, including LIFUS, has been achieved on the type.
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(f) RECURRENT TRAINING AND CHECKING Recurrent training and checking – LVO (1) The operator should ensure that, in conjunction with the normal recurrent training and operator’s proficiency checks, the pilot's knowledge and ability to perform the tasks associated with the particular category of operation, for which the pilot is authorised by the operator, are checked. The required number of approaches to be undertaken in the FSTD within the validity period of the operator’s proficiency check should be a minimum of two, respectively four when HUDLS and/or EVS is utilised to touchdown, one of which should be a landing at the lowest approved RVR. In addition one, respectively two for HUDLS and/or operations utilising EVS, of these approaches may be substituted by an approach and landing in the aircraft using approved CAT II and CAT III procedures. One missed approach should be flown during the conduct of an operator proficiency check. If the operator is approved to conduct take-off with RVR less than 150 m, at least one LVTO to the lowest applicable minima should be flown during the conduct of the operator’s proficiency check. (2) For CAT III operations the operator should use an FSTD approved for this purpose. (3) For CAT III operations on aircraft with a fail-passive flight control system, including HUDLS, a missed approach should be completed by each flight crew member at least once over the period of three consecutive operator proficiency checks as the result of an autopilot failure at or below DH when the last reported RVR was 300 m or less.
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(g) LVTO OPERATIONS LVTO with RVR less than 400 m (1) Prior to conducting take-offs in RVRs below 400 m, the flight crew should undergo the following training: (i) normal take-off in minimum approved RVR conditions; (ii) take-off in minimum approved RVR conditions with an engine failure: (A) for aeroplanes between V1 and V2 (take-off safety speed), or as soon as safety considerations permit; (B) for helicopters at or after take-off decision point (TDP); and (iii) take-off in minimum approved RVR conditions with an engine failure: (A) for aeroplanes before V1 resulting in a rejected take-off; and (B) for helicopters before the TDP. (2) The operator approved for LVTOs with an RVR below 150 m should ensure that the training specified by (g)(1) is carried out in an FSTD. This training should include the use of any special procedures and equipment. (3) The operator should ensure that a flight crew member has completed a check before conducting LVTO in RVRs of less than 150 m. The check may be replaced by successful completion of the FSTD and/or flight training prescribed in (g)(1) on conversion to an aircraft type. (h) LTS CAT I, OTS CAT II, OPERATIONS UTILISING EVS Additional training provisions (1) General Operators conducting LTS CAT I operations, OTS CAT II operations and operations utilising EVS with RVR of 800 m or less should comply with the provisions applicable to CAT II operations and include the provisions applicable to HUDLS, if appropriate. The operator may combine these additional provisions where appropriate provided that the operational procedures are compatible. (2) LTS CAT I During conversion training the total number of approaches should not be additional to the requirements of Subpart FC of Annex III (ORO.FC) provided the training is conducted utilising the lowest applicable RVR. During recurrent training and checking the operator may also combine the separate requirements provided the above operational procedure provision is met and at least one approach using LTS CAT I minima is conducted at least once every 18 months. (3) OTS CAT II During conversion training the total number of approaches should not be less than those to complete CAT II training utilising a HUD/HUDLS. During recurrent training and checking the operator may also combine the separate provisions provided the above operational procedure provision is met and at least one approach using OTS CAT II minima is conducted at least once every 18 months. (4) Operations utilising EVS with RVR of 800 m or less During conversion training the total number of approaches required should not be less than that required to complete CAT II training utilising a HUD. During recurrent training and checking the operator may also combine the separate provisions provided the above operational procedure provision is met Reference UG1302055
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and at least one approach utilising EVS is conducted at least once every 12 months.
GM1 SPA.LVO.120 Flight crew training and qualifications FLIGHT CREW TRAINING The number of approaches referred to in AMC1 SPA.LVO.120 (g)(1) includes one approach and landing that may be conducted in the aircraft using approved CAT II/III procedures. This approach and landing may be conducted in normal line operation or as a training flight.
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5.5.7. ETOPS Flight Crew Training ETOPS Flight Crew Training refer to chapter 8.5.7.1: ETOPS Training for Flight Crew 5.5.8.
Dangerous Goods Flight Crew Training
AMC1 SPA.DG.105(a) Approval to transport dangerous goods TRAINING PROGRAMME (a) The operator should indicate for the approval of the training programme how the training will be carried out. For formal training courses, the course objectives, the training programme syllabus/curricula and examples of the written examination to be undertaken should be included. (b) Instructors should have knowledge of training techniques as well as in the field of transport of dangerous goods by air so that the subject is covered fully and questions can be adequately answered. (c) Training intended to give general information and guidance may be by any means including handouts, leaflets, circulars, slide presentations, videos, computer-based training, etc., and may take place on-the-job or off-the-job. The person being trained should receive an overall awareness of the subject. This training should include a written, oral or computer-based examination covering all areas of the training programme, showing that a required minimum level of knowledge has been acquired. (d) Training intended to give an in-depth and detailed appreciation of the whole subject or particular aspects of it should be by formal training courses, which should include a written examination, the successful passing of which will result in the issue of the proof of qualification. The course may be by means of tuition, as a self-study programme, or a mixture of both. The person being trained should gain sufficient knowledge so as to be able to apply the detailed rules of the Technical Instructions. (e) Training in emergency procedures should include as a minimum: (1) for personnel other than crew members: (i) dealing with damaged or leaking packages; and (ii) other actions in the event of ground emergencies arising from dangerous goods; (2) for flight crew members: (i) actions in the event of emergencies in flight occurring in the passenger compartment or in the cargo compartments; and (ii) the notification to ATS should an in-flight emergency occur; (3) for crew members other than flight crew members: (i) dealing with incidents arising from dangerous goods carried by passengers; or (ii) dealing with damaged or leaking packages in flight. (f) Training should be conducted at intervals of no longer than 2 years.
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CABIN CREW QUALIFICATION REQUIREMENTS
As a minimum, a cabin crewmember must meet the following requirements: • Be at least 18 years old • Has passed an initial medical examination or assessment and be found medically fit for the duties • Remains medically fit to discharge his duties and hold a valid Medical certificate • Has a cabin crew attestation and a valid aircraft type/variant qualification. CC.TRA.225 Aircraft type or variant qualification(s) (a) Holders of a valid cabin crew attestation shall only operate on an aircraft if they are qualified in accordance with the applicable requirements of Part-ORO. (b) To be qualified for an aircraft type or a variant, the holder: (1) shall comply with the applicable training, checking and validity requirements, covering as relevant to the aircraft to be operated: (i) aircraft-type specific training, operator conversion training and familiarisation; (ii) differences training; (iii) recurrent training; and (1) shall have operated within the preceding 6 months on the aircraft type, or shall have completed the relevant refresher training and checking before operating again on that aircraft type.
To hold a valid attestation the cabin crew member must have successfully completed all applicable training and checking required to perform his assigned duty. Remark: in some countries, the Cabin Crew Attestation is replaced by a Cabin Crew Licence To be qualified on an Aircraft type/Variant a cabin crew member must have completed the following training: -
Aircraft type specific training Operator conversion training Difference training Familiarisation
Then, the cabin crew performs every year a recurrent training to maintain the validity of his qualification.
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Cabin Crew Attestation Cabin Crew Attestation Issue and Validity
CC.CCA.100 Issue of the cabin crew attestation (a) Cabin crew attestations shall only be issued to applicants who have passed the examination following completion of the initial training course in accordance with this Part. (b) Cabin crew attestations shall be issued: (1) by the competent authority; and/or (2) by an organisation approved to do so by the competent authority. CC.CCA.105 Validity of the cabin crew attestation The cabin crew attestation shall be issued with unlimited duration and shall remain valid unless: (a) It is suspended or revoked by the competent authority; or (b) Its holder has not exercised the associated privileges during the preceding 60 months on at least one aircraft type. 5.6.1.2.
Cabin Crew Attestation Privileges
CC.GEN.025 Cabin Crew Attestation - Privileges and conditions (a) The privileges of holders of a cabin crew attestation are to act as cabin crew members in commercial air transport operation of aircraft (Aircraft referred to in Article 4(1)(b) and (c) of Regulation (EC) No 216/2008). (b) Cabin crew members may exercise the privileges specified in (a) only if they: (1) Hold a valid cabin crew attestation as specified in CC.CCA.105; and (2) Comply with CC.GEN.030, CC.TRA.225 and the applicable requirements of Part-MED. CC.GEN.030 Documents and record-keeping To show compliance with the applicable requirements as specified in CC.GEN.025(b), each holder shall keep, and provide upon request, the cabin crew attestation, the list and the training and checking records of his/her aircraft type or variant qualification(s), unless the operator employing his/her services keeps such records and can make them readily available upon request by a competent authority or by the holder.
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Aircraft type/variant qualification aircraft type specific training and operator conversion training
ORO.CC.125 Aircraft type specific training and operator conversion training (a) Each cabin crew member shall have completed appropriate aircraft type specific training and operator conversion training, as well as the associated checks, before being: (1) first assigned by the operator to operate as a cabin crew member; or (2) assigned by that operator to operate on another aircraft type. Airbus Cabin Crew Operating Manual (CCOM) provides information that can be used to develop the Cabin Crew training on aircraft type and variant. As an example for A320, A330 and A340: 01 AIRCRAFT GENERAL 02 CABIN INTERIOR 03 CIDS AND COMMUNICATIONS 04 CABIN INFORMATION AND ENTERTAINMENT SYSTEMS 05 EVACUATION DEVICES 06 OXYGEN 07 EMERGENCY EQUIPMENT 08 STANDARD OPERATING PROCEDURES 09 ABNORMAL/EMERGENCY PROCEDURES Most of this information takes account of the operator cabin customization of each aircraft. 5.6.2.2.
Differences Training
ORO.CC.130 Differences training (a) In addition to the training required in ORO.CC.125, the cabin crew member shall complete appropriate training and checking covering any differences before being assigned on: (1) a variant of an aircraft type currently operated; or (2) a currently operated aircraft type or variant with different: (i) safety equipment; (ii) safety and emergency equipment location; or (iii) normal and emergency procedures.
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Familiarisation on type
ORO.CC.135 Familiarisation After completion of aircraft type specific training and operator conversion training on an aircraft type, each cabin crew member shall complete appropriate supervised familiarisation on the type before being assigned to operate as a member of the minimum number of cabin crew required in accordance with ORO.CC.100.
AMC1 ORO.CC.135 Familiarisation FAMILIARISATION FLIGHTS, AND AIRCRAFT FAMILIARISATION VISITS (a) For commercial air transport operations, familiarisation of cabin crew to a new aircraft type or variant should be completed in accordance with the following, as relevant: (1) New entrant cabin crew Each new entrant cabin crew member having no previous comparable operating experience should participate in: (i) a familiarisation visit as described in (c) to the aircraft to be operated; and (ii) familiarisation flights as described in (b). (2) Cabin crew operating on a subsequent aircraft type A cabin crew member assigned to operate on a subsequent aircraft type with the same operator should participate either in a: (i) familiarisation flight as described in (b); or (ii) familiarisation visit as described in (c) to the aircraft type to be operated.
See in 5.4.4: Familiarisation on Type Training (b) Familiarisation flights (c) Aircraft familiarisation visits
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Recurrent Training
ORO.CC.140 Recurrent training (a) Each cabin crew member shall complete annually recurrent training and checking. The recurrent training must cover the actions assigned to each member of the cabin crew in Normal and Emergency procedures and drills relevant to each aircraft type and/or variant to be operated. The recurrent training must cover the following items: • Every year: -
•
Touch-drills by each cabin crew member for simulating the operation of each type or variant of Normal and Emergency Doors and Exits for passenger evacuation Location and handling by each crew member of all Safety and Emergency equipment installed or carried on board Donning by each cabin crew member of life-jackets, portable oxygen and Protective Breathing Equipment (PBE) Stowage of articles in the passenger compartment Procedures related to aircraft surface contamination Emergency procedures (Operator specificities) Evacuation procedures (Operator specificities) Incident and accident review Crew resource management Aero-medical aspects and first aid including related equipment Security procedures (Operator specificities)
At intervals not exceeding three years: -
-
-
Operation and actual opening by each cabin crew member, in a representative training device or in the actual aircraft, of each type or variant of Normal and Emergency exits in the Normal and Emergency modes Actual operation by each cabin crew member, in a representative training device or in the actual aircraft, of the flight crew compartment Security Door, in both Normal and Emergency modes, and of the seat and restraint system, and a practical demonstration of the oxygen system equipment relevant to pilot incapacitation Demonstration of the operation of all other exits including the flight crew compartment windows Demonstration of the use of the life-raft, or slide raft, where fitted Use of pyrotechnics (actual or representative devices) Practical demonstration of the use of flight crew checklists
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Realistic and practical training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft Extinguishing a fire characteristic of an aircraft interior fire by each cabin crew member Donning and use of PBE by each cabin crew member in an enclosed simulated smoke-filled environment.
5.6.2.5.
Refresher Training
ORO.CC.145 Refresher training (a) When a cabin crew member, during the preceding six months within the validity period of the last relevant recurrent training and checking: (1) has not performed any flying duties, he/she shall, before being reassigned to such duties, complete refresher training and checking for each aircraft type to be operated; or (2) has not performed flying duties on one particular aircraft type, he/she shall, before being reassigned to duties, complete on that aircraft type: (i) refresher training and checking; or (ii) two familiarisation flights in accordance with ORO.CC.135.
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Additional Cabin Crew Member
Additional Cabin Crew Member cannot be counted in the required minimum number of Cabin Crew Member. Additional Crew member doesn’t need to have a Cabin Crew attestation and to have performed the Cabin Crew Initial Training. The Additional crew must have performed a dedicated training covering the following topics: - Aircraft basic information - Safety and Emergency equipment and aircraft systems installed - Fire and Smoke protection equipment - Evacuation Slide training - Operation of equipment related to pilot incapacitation - Normal and Emergency procedures - Fire and Smoke - Crew Resource Management
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Senior Cabin Crew Member
ORO.CC.200 Senior cabin crew member (a) When more than one cabin crew member is required, the composition of the cabin crew shall include a senior cabin crew member nominated by the operator. (b) The operator shall nominate cabin crew members to the position of senior cabin crew member only if they: (1) have at least one year of experience as operating cabin crew member; and (2) have successfully completed a senior cabin crew training course and the associated check. (c) The senior cabin crew training course shall cover all duties and responsibilities of senior cabin crew members and shall include at least the following elements: (1) pre-flight briefing; (2) cooperation with the crew; (3) review of operator requirements and legal requirements; (4) accident and incident reporting; (5) human factors and crew resource management (CRM); and (6) flight and duty time limitations and rest requirements.
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Operations on more than three aircraft types
A cabin crew member must not operate on more than three aircraft types, except if: Approved by the competent Authority, and Safety and Emergency equipment are similar, and Type-specific Normal and Emergency procedures are similar, and Non-type-specific Normal and Emergency procedures are identical. ORO.CC.250 Operation on more than one aircraft type or variant (a) A cabin crew member shall not be assigned to operate on more than three aircraft types, except that, with the approval of the competent authority, the cabin crew member may be assigned to operate on four aircraft types if for at least two of the types: (1) safety and emergency equipment and type-specific normal and emergency procedures are similar; and (2) non-type-specific normal and emergency procedures are identical. (b) For the purpose of (a) and for cabin crew training and qualifications, the operator shall determine: (1) each aircraft as a type or a variant taking into account, where available, the relevant data established in accordance with Regulation (EC) No 1702/2003 for the relevant aircraft type or variant; and (2) variants of an aircraft type to be different types if they are not similar in the following aspects: (i) emergency exit operation; (ii) location and type of portable safety and emergency equipment; (iii) type-specific emergency procedures.
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AMC1 ORO.CC.250(b) Operation on more than one aircraft type or variant DETERMINATION OF AIRCRAFT TYPES AND VARIANTS (a) When determining similarity of location and type of portable safety and emergency equipment, the following factors should be assessed: (1) all portable safety and emergency equipment is stowed in the same, or in exceptional circ*mstances, in substantially the same location; (2) all portable safety and emergency equipment requires the same method of operation; (3) portable safety and emergency equipment includes: (i) fire-fighting equipment; (ii) protective breathing equipment (PBE); (iii) oxygen equipment; (iv) crew life-jackets; (v) torches; (vi) megaphones; (vii) first-aid equipment; (viii) survival and signalling equipment; and (ix) other safety and emergency equipment, where applicable. (b) The type-specific emergency procedures to be considered should include at least the following: (1) land and water evacuation; (2) in-flight fire; (3) non-pressurisation, slow and sudden decompression; and (4) pilot incapacitation. (c) When determining similarity of doors/exits in the absence of data established in accordance with Regulation (EC) No 748/2012 for the relevant aircraft type(s) or variant(s), the following factors should be assessed, except for self-help exits, such as type III and type IV exits, that need not be included in the assessment: (1) door/exit arming and disarming; (2) direction of movement of the operating handle; (3) direction of door/exit opening; (4) power assist mechanisms; and (5) assisting evacuation means.
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Within the A320, A330 and A340 aircraft families, the following applies: •
A318, A319, A320 and A321 are considered as one type, the A321 being treated as a variant. Briefing for the A321 is recommended to identify the differences in type C door emergency opening and escape slide deployment sequence.
•
A330-200/300 and A340-200/300/500 are considered as one type with common training. The A340-600 is treated as a variant and a briefing is recommended to cover the specifics of the overwing exit (self help exit) and escape slide deployment sequence.
The above corresponds to the “generic” aircraft capabilities, but the operator should ensure: - Similarity of procedures, - Similarity of location and type of portable safety equipment. Note: Portable equipment includes: - Fire fighting equipment, - Protective Breathing Equipment (PBE), - Oxygen equipment, - Crew life jackets, - Torches, - Megaphones, - First-aid equipment, - Survival and Signalling equipment...
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Cabin Crew Qualification Document
ORO.CC.215 Training and checking programs and related documentation (b) After a cabin crew member has successfully completed a training course and the associated check, the operator shall: …/… (2) provide him/her with a list showing updated validity periods as relevant to the aircraft type(s) and variant(s) on which the cabin crew member is qualified to operate. GM1 ORO.CC.215(b)(2) Training and checking programmes and related documentation LIST OF AIRCRAFT TYPE/VARIANT QUALIFICATION(S) When providing the updated validity list of aircraft type/variant qualifications to cabin crew members having successfully completed a training course and the associated checking, the operator may use the following format. If using another format, at least the elements in (a) to (d) and in columns (1) and (2) should be indicated to show validity of qualification(s). CABIN CREW AIRCRAFT TYPE/VARIANT QUALIFICATION(S) (a) (b)
Reference number of the cabin crew attestation: Cabin crew attestation holder’s full name: The above-mentioned person may act as an operating cabin crew member during flight operations only if his/her aircraft type and/or variant qualification(s) listed below, and dated DD/MM/YYYY, comply with the applicable validity period(s) specified in Part-ORO.
(c)
Issuing organisation: (name, postal address, AOC and/or approval reference number and stamp or logo)
(d)
Date of issue: (DD/MM/YYYY)
(1)
(2)
(3)
(4)
(5)
Qualification valid until
Aircraft type Specific training
Operator Conversion training
Differences training If relevant
(6)
(7)
(8)
Familiarisation
Last recurrent training
Refresher training
A/C type 1 Variant …
A/C type 2 Variant …
A/C type 3 Variant … If approved
A/C type 4
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CABIN CREW TRAINING Training course and checking
ORO.CC.115 Conduct of training courses and associated checking (a) A detailed programme and syllabus shall be established by the operator for each training course in accordance with the applicable requirements of this Subpart, and of Annex V (Part-CC) to Regulation (EU) No 290/2012 where applicable, to cover the duties and responsibilities to be discharged by the cabin crew members. (b) Each training course shall include theoretical and practical instruction together with individual or collective practice, as relevant to each training subject, in order that the cabin crew member achieves and maintains the adequate level of proficiency in accordance with this Subpart. (c) Each training course shall be: (1) conducted in a structured and realistic manner; and (2) performed by personnel appropriately qualified for the subject to be covered. (d) During or following completion of all training required by this Subpart, each cabin crew member shall undergo a check covering all training elements of the relevant training programme, except for crew resource management (CRM) training. Checks shall be performed by personnel appropriately qualified to verify that the cabin crew member has achieved and/or maintains the required level of proficiency. (e) CRM training courses and CRM modules where applicable shall be conducted by a cabin crew CRM instructor. When CRM elements are integrated in other training, a cabin crew CRM instructor shall manage the definition and implementation of the syllabus.
The detailed training programme and syllabus are specified in the Operator Operations Manual Part D.
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GM1 ORO.CC.115 Conduct of training courses and associated checking EQUIPMENT AND PROCEDURES The following definitions apply for the purpose of training programmes, syllabi and the conduct of training and checking on equipment and procedures: (a) ‘Safety equipment’ means equipment installed/carried to be used during day-to-day normal operations for the safe conduct of the flight and protection of occupants (e.g. seat belts, child restraint devices, safety card, safety demonstration kit). (b) ‘Emergency equipment’ means equipment installed/carried to be used in case of abnormal and emergency situations that demand immediate action for the safe conduct of the flight and protection of occupants including life preservation (e.g. dropout oxygen, crash axe, fire extinguisher, protective breathing equipment, manual release tool, slide-raft). (c) ‘Normal procedures’ means all procedures established by the operator in the operations manual for day-to-day normal operations (e.g. pre-flight briefing of cabin crew, pre-flight checks, passenger briefing, securing of galleys and cabin, cabin surveillance during flight). (d) ‘Emergency procedures’ means all procedures established by the operator in the operations manual for abnormal and emergency situations. For this purpose, ‘abnormal’ refers to a situation that is not typical or usual, deviates from normal operation and may result in an emergency.
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AMC1 ORO.CC.115(c) Conduct of training courses and associated checking TRAINING METHODS AND TRAINING DEVICES (a) The operator should establish training methods that take into account the following: (1) training should include the use of cabin training devices, audio-visual presentations, computer-based training and other types of training, as most appropriate to the training element; and (2) a reasonable balance between the different training methods should be ensured so that the cabin crew member achieves the level of proficiency necessary for a safe performance of all related cabin crew duties and responsibilities. (b) When assessing the representative training devices to be used, the operator should: (1) take into account that a representative training device may be used to train cabin crew as an alternative to the use of the actual aircraft or required equipment; (2) ensure that those items relevant to the training and checking intended to be given accurately represent the aircraft or equipment in the following particulars: (i) layout of the cabin in relation to doors/exits, galley areas and safety and emergency equipment stowage as relevant; (ii) type and location of passenger seats and cabin crew stations; (iii) doors/exits in all modes of operation, particularly in relation to the method of operation, mass and balance and operating forces, including failure of power-assist systems where fitted; and (iv) safety and emergency equipment of the type provided in the aircraft (such equipment may be ‘training use only’ items and, for oxygen and protective breathing equipment, units charged with or without oxygen may be used); and (3) assess the following factors when determining whether a door/exit can be considered to be a variant of another type: (i) door/exit arming/disarming; (ii) direction of movement of the operating handle; (iii) direction of door/exit opening; (iv) power-assist mechanisms; and (v) assisting evacuation means such as slides and ropes. AMC1 ORO.CC.115(d) Conduct of training courses and associated checking CHECKING (a) Checking required for each training course should be accomplished by the method appropriate to the training element to be checked. These methods include: (1) practical demonstration; (2) computer-based assessment; (3) in-flight checks; (4) oral or written tests. (b) Training elements that require individual practical participation may be combined with practical checks.
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Cabin Crew Initial Training
Cabin crew attestation is only issued to applicants who have passed the examination following completion of the initial training course. The initial training course must be provided by an approved organisation. CC.TRA.215 Provision of training Training required in this Part shall be: (a) provided by training organisations or commercial air transport operators approved to do so by the competent authority; (b) performed by personnel suitably experienced and qualified for the training elements to be covered; and (c) conducted according to a training programme and syllabus documented in the organisation's approval.
ORO.CC.120 Initial training course (a) Each new entrant who does not already hold a valid cabin crew attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 290/2012: (1) shall be provided with an initial training course as specified in CC.TRA.220 of that Annex; and (2) shall successfully undergo the associated examination before undertaking other training required by this Subpart. (b) Elements of the initial training programme may be combined with the first aircraft type specific training and operator conversion training, provided that the requirements of CC.TRA.220 are met and any such element(s) are recorded as elements of the initial training course in the training records of the cabin crew members concerned.
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Appendix 1 to Part-CC : Initial training course and examination TRAINING PROGRAMME The training programme of the initial training course shall include at least the following: 1. General theoretical knowledge of aviation and aviation regulations covering all elements relevant to the duties and responsibilities required from cabin crew: 1.1. aviation terminology, theory of flight, passenger distribution, areas of operation, meteorology and effects of aircraft surface contamination; 1.2. aviation regulations relevant to cabin crew and the role of the competent authority; 1.3. duties and responsibilities of cabin crew during operations and the need to respond promptly and effectively to emergency situations; 1.4. continuing competence and fitness to operate as a cabin crew member, including as regards flight and duty time limitations and rest requirements; 1.5. the importance of ensuring that relevant documents and manuals are kept upto-date, with amendments provided by the operator as applicable; 1.6. the importance of cabin crew performing their duties in accordance with the operations manual of the operator; 1.7. the importance of the cabin crew’s pre-flight briefing and the provision of necessary safety information with regards to their specific duties; and 1.8. the importance of identifying when cabin crew members have the authority and responsibility to initiate an evacuation and other emergency procedures. 2. Communication: During training, emphasis shall be placed on the importance of effective communication between cabin crew and flight crew, including communication techniques, common language and terminology. 3. Introductory course on human factors (HF) in aviation and crew resource management (CRM) This course shall be conducted by at least one cabin crew CRM instructor. The training elements shall be covered in depth and shall include at least the following: 3.1. General: human factors in aviation, general instructions on CRM principles and objectives, human performance and limitations; 3.2. Relevant to the individual cabin crew member: personality awareness, human error and reliability, attitudes and behaviours, self-assessment; stress and stress management; fatigue and vigilance; assertiveness; situation awareness, information acquisition and processing.
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4. Passenger handling and cabin surveillance: 4.1. the importance of correct seat allocation with reference to aeroplane mass and balance, special categories of passengers and the necessity of seating ablebodied passengers adjacent to unsupervised exits; 4.2. rules covering the safe stowage of cabin baggage and cabin service items and the risk of it becoming a hazard to occupants of the passenger compartment or otherwise obstruction or damaging emergency equipment or exits; 4.3. advice on the recognition and management of passengers who are, or become, intoxicated with alcohol or are under the influence of drugs or are aggressive; 4.4. precautions to be taken when live animals are carried in the passenger compartment; 4.5. duties to be undertaken in the event of turbulence, including securing the passenger compartment; and 4.6. methods used to motivate passengers and the crowd control necessary to expedite an emergency evacuation. 5. Aero-medical aspects and first-aid: 5.1. general instruction on aero-medical aspects and survival; 5.2. the physiological effects of flying with particular emphasis on hypoxia, oxygen requirements, Eustachian tubal function and barotraumas; 5.3. basic first-aid, including care of: (a) air sickness; (b) gastro-intestinal disturbances; (c) hyperventilation; (d) burns; (e) wounds; (f) the unconscious; and (g) fractures and soft tissue injuries; 5.4. in-flight medical emergencies and associated first-aid covering at least: (a) asthma; (b) stress and allergic reactions; (c) shock; (d) diabetes; (e) choking; (f) epilepsy; (g) childbirth; (h) stroke; and (i) heart attack;
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5.5. the use of appropriate equipment including first-aid oxygen, first-aid kits and emergency medical kits and their contents; 5.6. practical cardio-pulmonary resuscitation training by each cabin crew member using a specifically designed dummy and taking account of the characteristics of an aircraft environment; and 5.7. travel health and hygiene, including: (a) hygiene on board; (b) risk of contact with infectious diseases and means to reduce such risks; (c) handling of clinical waste; (d) aircraft disinfection; (e) handling of death on board; and (f) alertness management, physiological effects of fatigue, sleep physiology, circadian rhythm and time zone changes. 6. Dangerous goods in accordance with the applicable ICAO Technical Instructions. 7. General security aspects in aviation, including awareness of the provisions laid down in Regulation (EC) No 300/2008. 8. Fire and smoke training: 8.1. emphasis on the responsibility of cabin crew to deal promptly with emergencies involving fire and smoke and, in particular, emphasis on the importance of identifying the actual source of the fire; 8.2. the importance of informing the flight crew immediately, as well as the specific actions necessary for coordination and assistance, when fire or smoke is discovered; 8.3. the necessity for frequent checking of potential fire-risk areas including toilets, and the associated smoke detectors; 8.4. the classification of fires and the appropriate type of extinguishing agents and procedures for particular fire situations; 8.5. the techniques of application of extinguishing agents, the consequences of misapplication, and of use in a confined space including practical training in firefighting and in the donning and use of smoke protection equipment used in aviation; and 8.6. the general procedures of ground-based emergency services at aerodromes. 9. Survival training: 9.1. principles of survival in hostile environments (e.g. polar, desert, jungle, sea); and 9.2. water survival training which shall include the actual donning and use of personal flotation equipment in water and the use of slide-rafts or similar equipment, as well as actual practice in water.
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Aircraft Type Specific Training and Operator Conversion Training
ORO.CC.125 Aircraft type specific training and operator conversion training (c) The aircraft type specific training programme shall: (1) involve training and practice on a representative training device or on the actual aircraft; and (2) cover at least the following aircraft type specific training elements: (i) aircraft description as relevant to cabin crew duties; (ii) all safety equipment and systems installed relevant to cabin crew duties; (iii) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency doors and exits in the normal and emergency modes; (iv) demonstration of the operation of the other exits including flight crew compartment windows; (v) fire and smoke protection equipment where installed; (vi) evacuation slide training, where fitted; (vii) operation of the seat, restraint system and oxygen system equipment relevant to pilot incapacitation. (d) The operator conversion training programme for each aircraft type to be operated shall: (1) involve training and practice on a representative training device or on the actual aircraft; (2) include training in the operator’s standard operating procedures for cabin crew members to be first assigned to duties by the operator; (3) cover at least the following operator specific training elements as relevant to the aircraft type to be operated: (i) description of the cabin configuration; (ii) location, removal and use of all portable safety and emergency equipment carried on-board; (iii) all normal and emergency procedures; (iv) passenger handling and crowd control; (v) fire and smoke training including the use of all related fire-fighting and protective equipment representative of that carried on-board; (vi) evacuation procedures; (vii) pilot incapacitation procedures; (viii) applicable security requirements and procedures; (ix) crew resource management.
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AMC1 ORO.CC.125(c) Aircraft type specific training and operator conversion training TRAINING PROGRAMME – AIRCRAFT TYPE SPECIFIC TRAINING The following aircraft type specific training elements should be covered as relevant to the aircraft type: (a) Aircraft description (1) type of aircraft, principal dimensions, narrow or wide bodied, single or double deck; (2) speed, altitude, range; (3) passenger seating capacity; (4) flight crew number and minimum number of required cabin crew; (5) cabin doors/exits location and sill height; (6) cargo and unpressurised areas as relevant; (7) aircraft systems relevant to cabin crew duties; (8) flight crew compartment - general presentation, pilot seats and their mechanism, emergency exits, storage; (9) required cabin crew stations; (10) flight crew compartment security - general: door components and use; (11) access to avionics bay where relevant; (12) lavatories - general: doors, systems, calls and signs; and (13) least risk bomb location. (b) Safety and emergency equipment and aircraft systems installed Each cabin crew member should receive realistic training on, and demonstration of, the location and use of all aircraft type specific safety and emergency equipment and aircraft systems installed, with emphasis on the following: (1) slides, and where non-self-supporting slides are carried, the use of any associated assisting evacuation means; (2) life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft; (3) drop-out oxygen system; and (4) communication equipment. (c) Operation of doors and exits This training should be conducted in a representative training device or in the actual aircraft and should include failure of power assist systems where fitted and the action and forces required to operate and deploy evacuation slides. Training should also include operation and actual opening of the flight crew compartment security door when installed. (d) Fire and smoke protection equipment Each cabin crew member should be trained in using fire and/or smoke protection equipment where fitted.
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(e) Evacuation slide training (1) Each cabin crew member should descend an evacuation slide from a height representative of the aircraft main deck sill height. (2) The slide should be fitted to a representative training device or to the actual aircraft. (3) A further descent should be made when the cabin crew member qualifies on an aircraft type in which the main deck exit sill height differs significantly from any aircraft type previously operated. (f) Operation of equipment related to pilot incapacitation The training should cover any type specific elements or conditions relevant to cabin crew actions to be taken in case of pilot incapacitation. Each cabin crew member should be trained to operate all equipment that must be used in case of pilot incapacitation.
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AMC1 ORO.CC.125(d) Aircraft type specific training and operator conversion training TRAINING PROGRAMME – OPERATOR CONVERSION TRAINING The following training elements should be covered as relevant to the aircraft type and the related operator’s specifics: (a) Description of the cabin configuration The description should cover all elements specific to the operator’s cabin configuration and any differences with those previously covered in accordance with AMC1 ORO.CC.125(c), including: (1) required and additional cabin crew stations - location (including direct view) , restraint systems, control panels; (2) passenger seats – general presentation and associated operator’s specific features and equipment; (3) designated stowage areas; (4) lavatories - operator’s specific features, equipment and systems additional to the aircraft type specific elements; (5) galley - location, appliances, water and waste system, including shut-off, sinks, drains, stowage, control panels, calls and signs; and where applicable (6) crew rest areas - location, systems, controls, safety and emergency equipment; (7) cabin dividers, curtains, partitions; (8) lift location, use, controls; (9) stowage for the containment of waste; and (10) passenger hand rail system or alternative means. (b) Safety and emergency equipment Each cabin crew member should receive realistic training on and demonstration of the location and use of all safety and emergency equipment carried including: (1) life-jackets, infant life-jackets and flotation devices; (2) first-aid and drop-out oxygen, including supplementary systems; (3) fire extinguishers and protective breathing equipment (PBE); (4) crash axe or crowbar; (5) emergency lights including torches; (6) communication equipment, including megaphones; (7) slide-rafts and life-rafts’ survival packs and their contents; (8) pyrotechnics (actual or representative devices); (9) first-aid kits, emergency medical kits and their contents; and (10) other portable safety and emergency equipment, where applicable.
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(c) Normal and emergency procedures Each cabin crew member should be trained on the operator’s normal and emergency procedures as applicable, with emphasis on the following: (1) passenger briefing, safety demonstration and cabin surveillance; (2) severe air turbulence; (3) non–pressurisation, slow and sudden decompression, including the donning of portable oxygen equipment by each cabin crew member; and (4) other in-flight emergencies. (d) Passenger handling and crowd control Training should be provided on the practical aspects of passenger preparation and handling, as well as crowd control, in various emergency situations as applicable to the operator’s specific aircraft cabin configuration, and should cover the following: (1) communications between flight crew and cabin crew and use of all communications equipment, including the difficulties of coordination in a smokefilled environment; (2) verbal commands; (3) the physical contact that may be needed to encourage people out of a door/exit and onto a slide; (4) redirection of passengers away from unusable doors/exits; (5) marshalling of passengers away from the aircraft; (6) evacuation of special categories of passengers with emphasis on passengers with disabilities or reduced mobility; and (7) authority and leadership. (e) Fire and smoke training (1) Each cabin crew member should receive realistic and practical training in the use of all fire-fighting equipment including protective clothing representative of that carried in the aircraft. (2) Each cabin crew member should: (i) extinguish an actual fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used; and (ii) exercise the donning and use of PBE in an enclosed simulated smokefilled environment with particular emphasis on identifying the actual source of fire and smoke. (f) Evacuation procedures Training should include all the operator’s procedures that are applicable to planned or unplanned evacuations on land and water. It should also include, where relevant, the additional actions required from cabin crew members responsible for a pair of doors/exits and the recognition of when doors/exits are unusable or when evacuation equipment is unserviceable.
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(g) Pilot incapacitation procedures Unless the minimum flight crew is more than two, each cabin crew member should be trained in the procedure for pilot incapacitation. Training in the use of flight crew checklists, where required by the operator's standard operating procedures (SOPs), should be conducted by a practical demonstration. (h) Crew resource management (1) Each cabin crew member should complete the operator's CRM training covering the applicable training elements to the level specified in the relevant column of Table 1 of AMC1 ORO.CC.115(e). (2) When a cabin crew member undertakes the operator’s conversion training on an aircraft type, the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered to the level specified in column ‘Operator’s aircraft type conversion training’. (3) The operator's CRM training and CRM training covered during operator aircraft type conversion training should be conducted by at least one cabin crew CRM instructor. 5.7.4.
Differences Training Programme
ORO.CC.130 Differences training (b) The differences training programme shall: (1) be determined as necessary on the basis of a comparison with the training programme completed by the cabin crew member, in accordance with ORO.CC.125(c) and (d), for the relevant aircraft type; and (2) involve training and practice in a representative training device or the actual aircraft as relevant to the difference training element to be covered. (c) When establishing a differences training programme and syllabus for a variant of an aircraft type currently operated, the operator shall include, where available, the mandatory elements for the relevant aircraft type and its variants as defined in the data established in accordance with Regulation (EC) No 1702/2003. AMC1 ORO.CC.125 & ORO.CC.130 Aircraft type specific training and operator conversion training & Differences training TRAINING PROGRAMMES The programmes and syllabi of aircraft type specific training, operator conversion training and differences training should take into account the cabin crew member's previous training as documented in his/her training records.
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Familiarisation on type Training
AMC1 ORO.CC.135 Familiarisation FAMILIARISATION FLIGHTS, AND AIRCRAFT FAMILIARISATION VISITS (b) Familiarisation flights (1) During familiarisation flights, the cabin crew member should be assigned in addition to the minimum number of cabin crew required in accordance with ORO.CC.100 and if applicable ORO.CC.200. (2) Familiarisation flights should be: (i) conducted under the supervision of the senior cabin crew member; (ii) structured and conducted with the cabin crew member participating in preflight, in-flight and post-flight safety duties; (iii) operated with the cabin crew member wearing the operator’s cabin crew uniform; and (iv) recorded in the training record of the cabin crew member. (c) Aircraft familiarisation visits (1) Aircraft visits should enable the cabin crew member to become familiar with the aircraft environment and its equipment. Accordingly, aircraft visits should be conducted by appropriately qualified persons. The aircraft visit should provide an overview of the aircraft’s exterior, interior and aircraft systems with emphasis on the following: (i) interphone and public address systems; (ii) evacuation alarm systems; (iii) emergency lighting; (iv) smoke detection systems; (v) safety and emergency equipment; (vi) flight crew compartment; (vii) cabin crew stations; (viii) lavatories; (ix) galleys, galley security and water shut-off; (x) cargo areas if accessible from the passenger compartment during flight; (xi) circuit breaker panels located in the passenger compartment; (xii) crew rest areas; and (xiii) doors/exits location and environment. (2) An aircraft familiarisation visit may be combined with the aircraft type specific training or operator conversion training required by ORO.CC.125.
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Recurrent Training
ORO.CC.140 Recurrent training (a) Each cabin crew member shall complete annually recurrent training and checking. (b) Recurrent training shall cover the actions assigned to each member of the cabin crew in normal and emergency procedures and drills relevant to each aircraft type and/or variant to be operated. (c) Aircraft type specific training elements: (1) Recurrent training shall include annually touch-drills by each cabin crew member for simulating the operation of each type or variant of normal and emergency doors and exits for passenger evacuation. (2) Recurrent training shall also include at intervals not exceeding three years: (i) operation and actual opening by each cabin crew member, in a representative training device or in the actual aircraft, of each type or variant of normal and emergency exits in the normal and emergency modes; (ii) actual operation by each cabin crew member, in a representative training device or in the actual aircraft, of the flight crew compartment security door, in both normal and emergency modes, and of the seat and restraint system, and a practical demonstration of the oxygen system equipment relevant to pilot incapacitation; (iii) demonstration of the operation of all other exits including the flight crew compartment windows; and (iv) demonstration of the use of the life-raft, or slide raft, where fitted.
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(d) Operator specific training elements: (1) Recurrent training shall include annually: (i) by each cabin crew member: (A) location and handling of all safety and emergency equipment installed or carried on board; and (B) the donning of life-jackets, portable oxygen and protective breathing equipment (PBE); (ii) stowage of articles in the passenger compartment; (iii) procedures related to aircraft surface contamination; (iv) emergency procedures; (v) evacuation procedures; (vi) incident and accident review; (vii) crew resource management; (viii) aero-medical aspects and first aid including related equipment; (ix) security procedures. (2) Recurrent training shall also include at intervals not exceeding three years: (i) use of pyrotechnics (actual or representative devices); (ii) practical demonstration of the use of flight crew checklists; (iii) realistic and practical training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft; (iv) by each cabin crew member: (A) extinguishing a fire characteristic of an aircraft interior fire; (B) donning and use of PBE in an enclosed simulated smoke-filled environment. (e) Validity periods: (1) The annual recurrent training validity period shall be 12 calendar months counted from the end of the month when the check was taken. (2) If the recurrent training and checking required in (a) are undertaken within the last three calendar months of the validity period, the new validity period shall be counted from the original expiry date. (3) For the additional triennial training elements specified in (c)(2) and (d)(2), the validity period shall be 36 calendar months counted from the end of the month when the checks were taken.
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AMC1 ORO.CC.140 Recurrent training TRAINING PROGRAMMES (a) Elements of the annual recurrent training programme (1) Training on the location and handling of safety and emergency equipment should include all relevant oxygen systems, and any equipment such as defibrillators if carried on board. (2) Training on emergency procedures should cover pilot incapacitation procedures and crowd control techniques. (3) CRM training should satisfy the following: (i) the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered within a 3 year cycle to the level required by Column ‘Annual Recurrent Training’; (ii) the definition and implementation of the programme should be managed by a cabin crew CRM instructor; and (iii) when CRM training is provided by stand-alone modules, it should be conducted by at least one cabin crew CRM instructor. (b) Additional triennial elements of recurrent training programme (1) Training on the operation of normal and emergency doors/exits should cover failure of power assist systems where fitted. This should include the actions and forces required to operate and deploy evacuation slides, and additional training when relevant for cabin crew members responsible for a pair of doors/exits. (2) Training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft should include individual practice by each cabin crew member to extinguish a fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used. Training should place particular emphasis on identifying the actual source of fire or smoke.
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5.7.7. Refresher Training ORO.CC.145 Refresher training (b) The refresher training programme for each aircraft type shall at least cover: (1) emergency procedures; (2) evacuation procedures; (3) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency exits and of the flight crew compartment security door in the normal and emergency modes; (4) demonstration of the operation of all other exits including the flight crew compartment windows; (5) location and handling of all relevant safety and emergency equipment installed or carried on-board. (c) The operator may elect to replace refresher training by recurrent training if the reinstatement of the cabin crew member’s flying duties commences within the validity period of the last recurrent training and checking. If that validity period has expired, refresher training may only be replaced by aircraft type specific and operator conversion training as specified in ORO.CC.125.
AMC1 ORO.CC.145 Refresher training TRAINING PROGRAMME (a) Training on emergency procedures should include pilot incapacitation procedures and crowd control techniques as applicable to the aircraft type; and (b) Operation of doors and exits by each cabin crew member should include failure of power assist systems where fitted as well as the action and forces required to operate and deploy evacuation slides. GM1 ORO.CC.145 Refresher training FREQUENCY OF REFRESHER TRAINING For aircraft with complex equipment or procedures, the operator should consider the need for refresher training to be completed by cabin crew members who have been absent from flying duties for less than 6 months.
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Additional Cabin Crew Member Training
Additional Cabin Crew Member Training Programme includes aircraft type and related Operator’s specifics elements: •
Aircraft description
•
Cabin configuration description
•
Safety and Emergency equipment and aircraft systems installed Realistic training on, and demonstration of, the location and use of: - All aircraft type specific safety and emergency equipment and aircraft systems installed, with emphasis on the following: (1) slides, and where non-self-supporting slides are carried, the use of any associated assisting evacuation means; (2) life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft; (3) drop-out oxygen system; and (4) communication equipment. - All safety and Emergency equipment carried including: (1) life-jackets, infant life-jackets and flotation devices; (2) first-aid and drop-out oxygen, including supplementary systems; (3) fire extinguishers and protective breathing equipment (PBE); (4) crash axe or crowbar; (5) emergency lights including torches; (6) communication equipment, including megaphones; (7) slide-rafts and life-rafts’ survival packs and their contents; (8) pyrotechnics (actual or representative devices); (9) first-aid kits, emergency medical kits and their contents; and (10) other portable safety and emergency equipment, where applicable.
•
Normal and Emergency procedures Training on the operator’s normal and emergency procedures as applicable, with emphasis on the following: (1) passenger briefing, safety demonstration and cabin surveillance; (2) severe air turbulence; (3) non–pressurisation, slow and sudden decompression, including the donning of portable oxygen equipment by each cabin crew member; and (4) other in-flight emergencies.
•
Crew Resource Management Operator's CRM training – Refer to 5.5.10: Crew Resource Management
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Operation of doors and exits Specific training on operation and actual opening, of each type or variant of Normal and Emergency doors and exits, in the Normal and Emergency modes. This training should be conducted in a representative training device or in the actual aircraft and should include failure of power assist systems where fitted and the action and forces required to operate and deploy evacuation slides. Training should also include operation and actual opening of the flight crew compartment Security Door when installed.
•
Evacuation slide training Descend an evacuation slide from a height representative of the aircraft main deck sill height. - The slide should be fitted to a representative training device or to the actual aircraft. - A further descent should be made when the cabin crew member qualifies on an aircraft type in which the main deck exit sill height differs significantly from any aircraft type previously operated.
•
Operation of equipment related to pilot incapacitation Training to operate all equipment that must be used in case of pilot incapacitation.
•
Fire and Smoke protection equipment Training regarding the use of fire and/or smoke protection equipment where fitted.
•
Fire and Smoke training Realistic and practical training in the use of all fire-fighting equipment including protective equipment or clothing representative of that carried in the aircraft. Each cabin crew member should: (i) extinguish an actual fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used; and (ii) exercise the donning and use of PBE in an enclosed simulated smoke filled environment with particular emphasis on identifying the actual source of fire and smoke.
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Senior Cabin Crew Course
AMC1 ORO.CC.200(c) Senior cabin crew member TRAINING PROGRAMME The senior cabin crew member training course should at least cover the following elements: (a) Pre-flight briefing: (1) operating as a crew; (2) allocation of cabin crew stations and responsibilities; and (3) consideration of the particular flight, aircraft type, equipment, area and type of operation, including extended range operations with two-engine aeroplanes (ETOPS) and special categories of passengers with emphasis on passengers with disabilities or reduced mobility, infants and stretcher cases. (b) Cooperation within the crew: (1) discipline, responsibilities and chain of command; (2) importance of coordination and communication; and (3) pilot incapacitation. (c) Review of operator requirements and legal requirements: (1) passenger briefing, safety briefing cards; (2) securing of galleys; (3) stowage of cabin baggage; (4) electronic equipment; (5) procedures when fuelling with passengers on board; (6) turbulence; and (7) documentation. (d) Accident and incident reporting. (e) Human factors and CRM: The operator should ensure that all applicable elements specified in Table 1 of AMC1 ORO.CC.115(e) are integrated into the training and covered to the level required by Column ‘Senior Cabin Crew Course’. (f) Flight and duty time limitations and rest requirements (FTL).
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5.7.10. Crew Resource Management (CRM) – Cabin Crew Training AMC1 ORO.CC.115(e) Conduct of training courses and associated checking CREW RESOURCE MANAGEMENT–TRAINING PROGRAMMES AND CRM INSTRUCTORS (a) Implementation of CRM training Table 1 below indicates which CRM training elements should be covered in each type of training. Table 1 – Cabin crew CRM training
CRM TRAINING ELEMENTS to be covered
• Human factors in aviation • General instructions on CRM principles and objectives • Human performance and limitations
Operator Senior Operator’s Aircraft Annual Cabin CRM Type Recurrent Crew (SCC) (Part-CC) Training Conversion Training Course Training General Principles Initial training
In-depth
Not required (as covered under initial training required by Part-CC)
Not required
Not required
Overview
Overview (3 Year cycle)
Not required
Relevant to the individual cabin crew member • Personality awareness, human error and reliability, attitudes and behaviours, selfassessment • Stress and stress management • Fatigue and vigilance • Assertiveness, situation awareness, information acquisition and processing
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Not required (as covered under initial training required by Part-CC)
Not required
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Relevant to the entire aircraft crew • Error prevention and detection • Shared situation awareness, information acquisition and processing • Workload management • Effective communication and coordination between all crew members including the flight crew as well as inexperienced cabin crew members, cultural differences • Leadership, cooperation, synergy, decision-making, delegation • Individual and team responsibilities, • decision making, and actions • Identification and management of the passenger human factors: crowd control, passenger stress, conflict management, medical factors
In-depth
Relevant to the type(s)
Not required
• Specifics related to aircraft types (narrow/wide bodied, single/multi deck), flight crew and cabin crew composition and number of passengers
Overview (3 year cycle)
Not required
Reinforcement (relevant to the SCC duties)
In-depth
Relevant to the operator and the organisation • Company safety culture, SOPs, organisational factors, factors linked to the type of operations • Effective communication and coordination with other operational personnel and ground services • Participation in cabin safety incident and accident reporting • Case- studies
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In- depth
Required
Relevant to the type(s)
Overview (3 year cycle)
Reinforcement (relevant to the SCC duties)
Required
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(b) CRM training programmes (1) There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made to allow, whenever practicable, flight and cabin crew instructors to observe and comment on each other’s training. Consideration should be given to creating films of flight crew compartment scenarios for playback to all cabin crew during recurrent training, and to providing the opportunity for cabin crew members, particularly senior cabin crew members, to participate in flight crew line oriented flying training (LOFT) exercises. (2) The programme of each CRM training course, its content and the level to be achieved should comply with the relevant elements specified in table 1 below as applicable to the appropriate training course to be completed. (3) CRM training for senior cabin crew members (i) CRM training for senior cabin crew members should be the application of knowledge gained in previous CRM training and operational experience relevant to the specific duties and responsibilities of a senior cabin crew member. (ii) The senior cabin crew member should demonstrate the ability to manage the operation and take appropriate leadership/management decisions. (c) CRM instructor qualifications (1) All personnel conducting training should be appropriately qualified to integrate elements of CRM into all appropriate training programmes. (2) A training and standardisation programme for CRM instructors should be established. (3) The cabin crew CRM instructor should: (i) have suitable experience of commercial air transport operations as a cabin crew member; (ii) have received instruction on human factors performance limitations (HPL); (iii) have completed an introductory CRM course as required by Part-CC and all cabin crew CRM training required by Part-ORO; (iv) have received instruction in training skills in order to conduct CRM courses; and (v) be supervised by an appropriately qualified CRM instructor when conducting their first CRM training course. (4) An experienced non-cabin crew CRM instructor may continue to be a cabin crew CRM instructor, provided that the provisions specified in (3)(ii) to (3)(v) are satisfied and that the instructor demonstrates a satisfactory knowledge of the nature of the operation, the relevant specific aircraft types and the cabin crew working environment. (5) Instructors integrating elements of CRM into aircraft type training, recurrent training, or senior cabin crew training should have acquired relevant knowledge of human factors and have completed appropriate CRM training.
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GM1 ORO.CC.115(e) Conduct of training courses and associated checking CREW RESOURCE MANAGEMENT (CRM) (a) CRM - General (1) CRM should be the effective utilisation of all available resources (e.g. crew members, aircraft systems, and supporting facilities) to achieve safe and efficient operation. (2) The objective of CRM should be to enhance the communication and management skills of the crew member, as well as the importance of effective coordination and two-way communication between all crew members. (3) Operator’s CRM training should reflect the culture of the operator, the scale and scope of the operation together with associated operating procedures and areas of operation that produce particular difficulties. (4) Accordingly, where required during CRM training, if relevant aircraft type-specific case studies are not available, then other case studies relevant to the scale and scope of the operation should be considered. (b) General principles for CRM training for cabin crew (1) Cabin crew CRM training should focus on issues related to cabin crew duties and, therefore, should be different from flight crew CRM training. However, the coordination of the tasks and functions of flight crew and cabin crew should be addressed. (2) Whenever practicable, combined training should be provided to flight crew and cabin crew, particularly senior cabin crew members. This should include feedback. (3) Where appropriate, CRM principles should be integrated into relevant parts of cabin crew training. (4) CRM training should include group discussions and the review of accidents and incidents (case studies). (5) Whenever it is practicable to do so, relevant parts of CRM training should form part of the training conducted in cabin training devices or in the aircraft. (6) CRM training courses should be conducted in a structured and realistic manner. (7) There should be no assessment of CRM skills. Feedback from instructors or members of the group on individual performance should be given during training to the individuals concerned.
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TRAINING, CHECKING AND SUPERVISORY PERSONNEL
AMC1 ORO.FC.230 Recurrent training and checking (d) Personnel providing training and checking Training and checking should be provided by the following personnel: (1) ground and refresher training by suitably qualified personnel; (2) flight training by a flight instructor (FI), type rating instructor (TRI) or class rating instructor (CRI) or, in the case of the FSTD content, a synthetic flight instructor (SFI), providing that the FI, TRI, CRI or SFI satisfies the operator's experience and knowledge requirements sufficient to instruct on the items specified in paragraphs (a)(1)(i)(A) and (B); (3) emergency and safety equipment training by suitably qualified personnel; (4) CRM: (i) integration of CRM elements into all the phases of the recurrent training by all the personnel conducting recurrent training. The operator should ensure that all personnel conducting recurrent training are suitably qualified to integrate elements of CRM into this training; (ii) modular CRM training by at least one CRM trainer, who may be assisted by experts in order to address specific areas. (5) recurrent checking by the following personnel: (i) operator proficiency check by a type rating examiner (TRE), class rating examiner (CRE) or, if the check is conducted in an FSTD, a TRE, CRE or a synthetic flight examiner (SFE), trained in CRM concepts and the assessment of CRM skills. (ii) emergency and safety equipment checking by suitably qualified personnel.
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Type Rating Instructor — TRI
FCL.905.TRI TRI — Privileges and conditions The privileges of a TRI are to instruct for: (a) the revalidation and renewal of IRs, provided the TRI holds a valid IR; (b) the issue of a TRI or SFI certificate, provided that the holder has 3 years of experience as a TRI; and (c) in the case of the TRI for single-pilot aeroplanes: (1) the issue, revalidation and renewal of type ratings for single-pilot high performance complex aeroplanes when the applicant seeks privileges to operate in single-pilot operations. The privileges of the TRI(SPA) may be extended to flight instruction for singlepilot high performance complex aeroplanes type ratings in multi-pilot operations, provided that the TRI: (i) holds an MCCI certificate; or (ii) holds or has held a TRI certificate for multi-pilot aeroplanes; (2) the MPL course on the basic phase, provided that he/she has the privileges extended to multi-pilot operations and holds or has held an FI(A) or an IRI(A) certificate; (d) in the case of the TRI for multi-pilot aeroplanes: (1) the issue, revalidation and renewal of type ratings for: (i) multi-pilot aeroplanes; (ii) single-pilot high performance complex aeroplanes when the applicant seeks privileges to operate in multi-pilot operations; (2) MCC training; (3) the MPL course on the basic, intermediate and advanced phases, provided that, for the basic phase, they hold or have held an FI(A) or IRI(A) certificate; FCL.910.TRI TRI — Restricted privileges (a) General. If the TRI training is carried out in an FFS only, the privileges of the TRI shall be restricted to training in the FFS. In this case, the TRI may conduct line flying under supervision, provided that the TRI training course has included additional training for this purpose. (b) TRI for aeroplanes and for powered-lift aircraft — TRI(A) and TRI(PL). The privileges of a TRI are restricted to the type of aeroplane or powered-lift aircraft in which the training and the assessment of competence was taken. The privileges of the TRI shall be extended to further types when the TRI has: (1) completed within the 12 months preceding the application, at least 15 route sectors, including take-offs and landings on the applicable aircraft type, of which 7 sectors may be completed in an FFS; Reference UG1302055
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(2) completed the technical training and flight instruction parts of the relevant TRI course; (3) passed the relevant sections of the assessment of competence in accordance with FCL.935 in order to demonstrate to an FIE or a TRE qualified in accordance with Subpart K his/her ability to instruct a pilot to the level required for the issue of a type rating, including pre-flight, post-flight and theoretical knowledge instruction.
5.8.2.
Synthetic Flight Instructor — SFI
FCL.905.SFI SFI — Privileges and conditions The privileges of an SFI are to carry out synthetic flight instruction, within the relevant aircraft category, for: (a) the issue, revalidation and renewal of an IR, provided that he/she holds or has held an IR in the relevant aircraft category and has completed an IRI training course; and (b) in the case of SFI for single-pilot aeroplanes: (1) the issue, revalidation and renewal of type ratings for single-pilot high performance complex aeroplanes, when the applicant seeks privileges to operate in single-pilot operations. The privileges of the SFI(SPA) may be extended to flight instruction for singlepilot high performance complex aeroplanes type ratings in multi-pilot operations, provided that he/she: (i) holds an MCCI certificate; or (ii) holds or has held a TRI certificate for multi-pilot aeroplanes; and (2) provided that the privileges of the SFI(SPA) have been extended to multi-pilot operations in accordance with (1): (i) MCC; (ii) the MPL course on the basic phase; (c) in the case of SFI for multi-pilot aeroplanes: (1) the issue, revalidation and renewal of type ratings for: (i) multi-pilot aeroplanes; (ii) single-pilot high performance complex aeroplanes when the applicant seeks privileges to operate in multi-pilot operations; (2) MCC; (3) the MPL course on the basic, intermediate and advanced phases, provided that, for the basic phase, he/she holds or has held an FI(A) or an IRI(A) certificate;
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Synthetic Training Instructor — STI
FCL.905.STI STI — Privileges and conditions (a) The privileges of an STI are to carry out synthetic flight instruction in the appropriate aircraft category for: (1) the issue of a licence; (2) the issue, revalidation or renewal of an IR and a class or type rating for singlepilot aircraft, except for single-pilot high performance complex aeroplanes. (b) Additional privileges for the STI(A). The privileges of an STI(A) shall include synthetic flight instruction during the core flying skills training of the MPL integrated training course. FCL.910.STI STI — Restricted privileges The privileges of an STI shall be restricted to the FNPT II/III, FTD 2/3 or FFS in which the STI training course was taken. The privileges may be extended to other FSTDs representing further types of aircraft when the holder has: (a) completed the FFS content of the TRI course on the applicable type; (b) passed the proficiency check for the specific aircraft type rating on an FFS of the applicable type, within the 12 months preceding the application; (c) conducted, on a type rating course, at least one FSTD session related to the duties of an STI with a minimum duration of 3 hours on the applicable type of aircraft, under the supervision of a flight instructor examiner (FIE).
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Type Rating Examiners — TRE
FCL.1005.TRE TRE — Privileges and conditions (a) TRE(A) and TRE(PL). The privileges of a TRE for aeroplanes or powered-lift aircraft are to conduct: (1) skill tests for the initial issue of type ratings for aeroplanes or powered-lift aircraft, as applicable; (2) proficiency checks for revalidation or renewal of type and IRs; (3) skill tests for ATPL(A) issue; (4) skill tests for MPL issue, provided that the examiner has complied with the requirements in FCL.925; (5) assessments of competence for the issue, revalidation or renewal of a TRI or SFI certificate in the applicable aircraft category, provided that the examiner has completed at least 3 years as a TRE. (b) TRE(H). The privileges of a TRE(H) are to conduct: (1) skill tests and proficiency checks for the issue, revalidation or renewal of helicopter type ratings; (2) proficiency checks for the revalidation or renewal of IRs, or for the extension of the IR(H) from single-engine helicopters to multi-engine helicopters, provided the TRE(H) holds a valid IR(H); (3) skill tests for ATPL(H) issue; (4) assessments of competence for the issue, revalidation or renewal of a TRI(H) or SFI(H) certificate, provided that the examiner has completed at least 3 years as a TRE.
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Synthetic Flight Examiner — SFE
FCL.1005.SFE SFE — Privileges and conditions (a) SFE(A) and SFE(PL). The privileges of an SFE on aeroplanes or powered-lift aircraft are to conduct in an FFS: (1) skill tests and proficiency checks for the issue, revalidation or renewal of type ratings for multi-pilot aeroplanes or powered-lift aircraft, as applicable; (2) proficiency checks for revalidation or renewal of IRs, provided that the SFE complies with the requirements in FCL.1010.IRE for the applicable aircraft category; (3) skill tests for ATPL(A) issue; (4) skill tests for MPL issue, provided that the examiner has complied with the requirements in FCL.925; (5) assessments of competence for the issue, revalidation or renewal of an SFI certificate in the relevant aircraft category, provided that the examiner has completed at least 3 years as an SFE.
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OTHER OPERATION PERSONNEL
All personnel assigned to, or directly involved in, ground and flight operations must: be properly instructed, have demonstrated their abilities in their particular duties, and be aware of their responsibilities and the relationship of such duties to the operation as a whole.
5.9.1.
Flight Operations Officers
Flight Operations Officers (Dispatchers) should have demonstrated a comprehensive knowledge in the use of Operations Manual, aviation legislation and laws, aviation regulations, ATC procedures, meteorology, aircraft general, performance and planning, computerised flight plan, navigation, radio communication, and in the English language. Refer to ICAO Doc 7192 D3: Flight Operations Officers/Flight Dispatcher Training 5.9.2.
Aircraft Taxiing
CAT.GEN.MPA.125 Taxiing of aeroplanes The operator shall ensure that an aeroplane is only taxied on the movement area of an aerodrome if the person at the controls: (a) is an appropriately qualified pilot; or (b) has been designated by the operator and: (1) is trained to taxi the aircraft; (2) is trained to use the radio telephone; (3) has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control (ATC) signals and instructions, phraseology and procedures; (4) is able to conform to the operational standards required for safe aeroplane movement at the aerodrome.
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Table of Contents 6.
CREW HEALTH PRECAUTIONS........................................................................2
6.1. General crew health requirements ................................................................2 6.1.1. General .......................................................................................................2 6.1.2. Alcohol and other intoxicating liquor............................................................5 6.1.3. Narcotics .....................................................................................................5 6.1.4. Drugs, sleeping tablets and pharmaceutical preparations...........................5 6.1.5. Immunisation ...............................................................................................7 6.1.6. Deep diving .................................................................................................7 6.1.7. Blood donation ............................................................................................7 6.1.8. Meal precautions prior to and during flight ..................................................7 6.1.9. Sleep and rest .............................................................................................8 6.1.10. Surgical operations .....................................................................................8 6.1.11. Vision correction..........................................................................................8 6.1.12. Humidity ......................................................................................................9 6.1.13. Diurnal rhythm .............................................................................................9 6.1.14. Fatigue ........................................................................................................9 6.1.15. Pregnancy ...................................................................................................9 6.2. Cosmic radiation........................................................................................... 11 6.2.1. Assessment of cosmic radiation ................................................................ 12 6.2.2. Working schedules and record keeping .................................................... 14 6.2.3. Explanatory information ............................................................................ 14 6.3. Tropical Medecine ........................................................................................ 19 6.3.1. Tropical climate ......................................................................................... 19 6.3.2. Hygiene ..................................................................................................... 19 6.3.3. Tropical diseases ...................................................................................... 20 6.3.4. Main tropical diseases............................................................................... 21
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CREW HEALTH PRECAUTIONS GENERAL CREW HEALTH REQUIREMENTS
6.1.1. General 6.1.1.1. Statutory requirements CAT.GEN.MPA.100 Crew responsibilities (c) The crew member shall not perform duties on an aircraft: (1) when under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes; (2) until a reasonable time period has elapsed after deep water diving or following blood donation; (3) if applicable medical requirements are not fulfilled; (4) if he/she is in any doubt of being able to accomplish his/her assigned duties; or (5) if he/she knows or suspects that he/she is suffering from fatigue as referred to in 7.f of Annex IV to Regulation (EC) No 216/2008 or feels otherwise unfit, to the extent that the flight may be endangered. CAT.GEN.MPA.170 Alcohol and drugs The operator shall take all reasonable measures to ensure that no person enters or is in an aircraft when under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered. No person may serve as a crew member knowing that he has a physical deficiency or mental condition that: - Would render him unable to: o Meet the requirements of his current medical certificate, o Discharge his responsibilities to a safe standard or - Could endanger the safety of the aircraft or its occupants. Crewmembers should not undertake flying duties whilst under the influence of alcohol or drugs. These drugs include narcotics or any medicine that is not approved by the medical department for use by crewmembers, such as sleeping tablets.
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Illness or incapacitation while on duty
Any crewmember who becomes ill or incapacitated while on flight duty or during a stop over period at an outstation must report the matter to the Commander at the earliest opportunity. Commanders should be aware that a sudden deterioration in health might be an indication of the onset of a dangerous or infectious complaint. Carriage of a flight crew or cabin crewmember who is ill is not authorised without permission from the medical department. Carriage of an ill crewmember could prejudice the Company's position in several ways: International health regulations; Liability to the staff member concerned, should a serious illness ensue; Invalidation of the insurance of the aircraft; The Commander must ensure that a doctor is called at the earliest opportunity to examine the crewmember concerned. A certificate must be obtained stating whether the individual is fit for duty, or alternatively for travel. The Commander is authorised to arrange any tests necessary to ascertain the condition of the individual concerned. A written report must be submitted by the Commander and the ill or incapacitated crewmember as soon as practicable after return to the main base. The Commander should arrange for the arrival time of the crewmember concerned at the main base to be notified to the Medical department. The Commander has an overall responsibility for ensuring that all of the crew is fit for duty, even if a report of sickness is not received. Where any doubt exists, the Commander must ensure that the individual concerned is seen by a doctor and that the report from that doctor is forwarded to the main base at the earliest opportunity. In the case of Commander incapacitation the normal devolution of command to the First Officer applies. Procedures to be followed in case of crewmember incapacitation are detailed in section 8.3.14. 6.1.1.3.
International regulations
The Commander must report any cases of illness on board aircraft (excluding cases of airsickness and accidents) on landing at an airport. The details are to be given in the appropriate part of the Aircraft General Declaration. Cases of ill passengers disembarked during the flight must also be reported on arrival.
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Quarantine regulations
When a passenger on board shows symptoms which might indicate the presence of a major disease, the Commander of an arriving flight must ensure that the airport medical or health authority have been informed. It is the responsibility of the airport medical or health authority to decide whether isolation of the aircraft, crew and passengers is necessary. On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or attempt to off load cargo or catering until such time as authorised by the airport medical or health authority. Each station, in conjunction with the airport medical or health authorities will devise a plan that would provide, when necessary, for: The transport of suspected cases of infectious diseases by selected ambulances to a designated hospital. The transfer of passengers and crew to a designated lounge or waiting area where they can be isolated from other passengers until cleared by the airport medical or health authorities. The decontamination of the aircraft, passenger baggage, cargo and mail and any isolation lounges used by passengers or crew suspected of having infectious diseases.
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6.1.2. Alcohol and other intoxicating liquor AMC1 CAT.GEN.MPA.100(c)(1) Crew responsibilities ALCOHOL CONSUMPTION The operator should issue instructions concerning the consumption of alcohol by crew members. The instructions should be not less restrictive than the following: (a) no alcohol should be consumed less than 8 hours prior to the specified reporting time for a flight duty period or the commencement of standby; (b) the blood alcohol level should not exceed the lower of the national requirements or 0.2 per thousand at the start of a flight duty period; (c) no alcohol should be consumed during the flight duty period or whilst on standby. Under no circ*mstances may any crewmember consume alcohol in any form within 8 hours of commencing flight duty or standby until the end of the flight duty or standby. Crewmembers must not commence a flight duty period with a blood alcohol level in excess of 0.2 grams per litre. Furthermore alcohol of any type may not be consumed by crew member while in uniform in public places. 6.1.3. Narcotics The consumption of narcotics is not allowed for crewmembers unless approved by the medical department. 6.1.4. Drugs, sleeping tablets and pharmaceutical preparations Crewmembers should not undertake flying duties while under the influence of any drug that may adversely affect performance. Pilots should know that many commonly used drugs have side effects liable to impair judgement and interfere with performance. Ideally crewmembers should not fly on duty whilst taking any medication. When in doubt pilots should contact the medical department to establish whether medication being taken precludes flight duties or not. The following are some of the types of medication in common use which may impair reactions. There are many others and when in doubt a pilot should consult the medical department. • Hypnotic (Sleeping Tablets) Use of hypnotics must be discouraged. They may dull the senses, cause confusion and slow reactions. • Antihistamines All antihistamines can produce side effects such as sedation, fatigue and dryness of the mouth. Quite commonly they are included in medication for treatment of the
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common cold, hay fever and allergic rashes or reactions. Some nasal sprays and drops may also contain antihistamines. • Tranquilliser, Antidepressants and Psychotic Drugs All these types of drugs preclude crewmembers from flight duties because of the underlying condition for which they are being used as well as the possible side effects resulting from them. Flight duties should not be resumed until treatment with these types of drugs has been discontinued and until the effects of the drugs have entirely worn off. This can take several days in some instances. • Antibiotics The underlying condition for which antibiotics are being taken may prevent a pilot from flying. However, most antibiotics are compatible with flying. Obviously, where any hypersensitivity is feared, the suspect antibiotic must not be used. A pilot should have previous experience of the antibiotic prescribed, or, alternatively, have a trial of it for at least twenty-four hours on the ground before using it during flight duties. • Analgesics (Pain killers) With a lot of analgesics and anti-inflammatory agents, there is risk of gastric irritation or haemorrhage. Ideally doctor’s advice should be sought before using them. • Steroids (Cortisone, etc.) Use of steroids, with few exceptions, precludes flight duties. • Anti-malarial Most anti-malarial preparations used for prevention and taken in recommended dosage are considered safe for flight duties. • Anti-diarrhoeas As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may cause sedation, blurring of vision, etc., great care must be exercised in their usage by crewmembers. In most cases grounding for a time may be necessary. • Appetite Suppressants These preparations can affect the central nervous system and should not be taken during flight duties. • Anti-hypertensives (Drugs for treating blood pressure) Certain therapeutic agents are compatible with flying activity. They should be prescribed only by a doctor experienced in aviation medicine. Sufficient time must be allowed to assess the suitability and the possible side effects before resuming flight duties. • Alcohol Alcohol, combined with most of the types of medication is a most undesirable and dangerous combination.
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6.1.5. Immunisation Medical advice is to be sought concerning the period to be observed before returning to flying duties following an immunisation. Crewmembers are responsible for the validity of their individual vaccination certificates. All data concerning the period of validity of a vaccination are given in the respective document. Crewmembers must present their vaccination certificates to the appropriate authorities when required to do so. 6.1.6. Deep diving Flying in pressurised aircraft after deep diving can result in the bends (decompression sickness). 24 hours is a suitable minimum length of time to allow after normal recreational (sport) diving before returning to flying duties. But a good practice is that a crewmember should not practice deep diving to a depth exceeding 10 metres within 48 hours before a flight assignment. 6.1.7. Blood donation GM1 CAT.GEN.MPA.100(c)(2) Crew responsibilities ELAPSED TIME BEFORE RETURNING TO FLYING DUTY 24 hours is a suitable minimum length of time to allow after normal blood donation or normal recreational (sport) diving before returning to flying duties. This should be considered by operators when determining a reasonable time period for the guidance of crew members. A crew member must not perform duties on an aircraft following blood donation except when a reasonable time period has elapsed. Following a blood donation the volume of blood lost is made up in a matter of some hours but the cellular content can take some weeks to return to the previous level. Crewmembers should not volunteer as blood donors whilst actively flying. A crewmember should not donate blood within 24 hours before a flight assignment. 6.1.8. Meal precautions prior to and during flight Cases of acute food poisoning in the air continue to occur sporadically and surveys of incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders pose by far the commonest threat to flight safety. No other illness can put a whole crew out of action so suddenly and so severely, thereby immediately and severely endangering a flight, as food poisoning. Any food, which has been kept in relatively high ambient temperatures for several hours after preparation, should be regarded with extreme suspicion. This applies particularly to the cream or pastry, which is commonly part of a set aircraft meal. The re-heating process usually used in aircraft for the main course of a meal rarely destroys food poisoning organisms and the toxins they produce. These toxins are tasteless and cause no unpleasant odours. Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after contaminated food is eaten, common sense rules should be observed as far as practicable in respect of meals taken within 6 hours of a flight. Reference UG1302055
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For any crewmember, before and during flight it is essential to avoid eating easily perishable foods as well as foods and drinks served cold. This is most important with milk and cream products, mayonnaise, sauces, salads, meat pies and other meat products. In order to eliminate, as far as possible, the risk of food poisoning, the Captain and First Officer should not partake of the same dishes before or during a flight. • Symptoms and treatment of poisoning The character and severity of the symptoms depend on the nature, the dose of the toxin and the resistance of the patient. Onset may be sudden. Malaise, anorexia, nausea, vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varying degree of prostration may be experienced. Bed rest with convenient access to bathroom, commode, or bedpan is desirable. Severe cases should be hospitalised. Treatment is mostly symptomatic and all cases should be seen by a medical doctor. 6.1.9. Sleep and rest Although the controls on flight and duty periods are intended to ensure that adequate opportunities are provided for crewmembers to obtain rest and sleep, individuals should ensure that proper advantage is taken of such opportunities. 6.1.10. Surgical operations Aero-medical advice should be sought prior to returning to flying duties following any surgical operation. 6.1.11. Vision correction All flight crewmembers who are required by the licensing authorities to wear corrective lenses in order to satisfy visual requirements laid down for the granting of licences, are required to carry a spare pair of spectacles with them on all occasions whilst operating their licence. Spectacles, either corrective or anti-glare, when worn by flight crew during flight should be of a type of frame that allows maximum peripheral vision. The examination for the prescription of a spectacle correction should ideally be carried out by an examiner with some understanding of the problems of vision in aviation. • Near vision correction Where the only correction necessary is for reading, pilots should never use full lens spectacles while flying - because the pilot's task requires frequent changes from near to distant vision and the latter is blurred by reading glasses. Half moon spectacles or lower segment lenses with a neutral upper segment should be used in these circ*mstances. • Near and distant vision correction Where correction for both near and distant vision is required, bifocal lenses are essential and pilots should discuss with their medical examiner the shape and size
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most suitable for each segment. Where triple correction is necessary for reading, the instrument panel range and distant vision, then specialist advice is required. 6.1.12. Humidity The relative humidity of cabin air is much lower in flight than that to which we are accustomed. Coffee and especially black coffee, being a diuretic (kidney stimulant) can exacerbate the effects of reduced humidity. Symptoms resulting from low humidity are dryness of the nose, mouth and throat and general tiredness. 6.1.13. Diurnal rhythm It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means that our chemical, psychological and physiological activity are high during our normal waking hours, and are low during our normal sleeping hours. They reach the lowest point at about 4 a.m. When we fly across time zones, that are either east-west or westeast, we may interrupt our diurnal cycle. However, there is no proof that this is harmful to our health. To minimise the tiring effects of interruption to our day-night biological cycle we should: when away from home adhere as much as possible to the home time for sleeping, eating and bowel function take adequate rest before flight eat light snacks at three or four hourly intervals to increase alertness. 6.1.14. Fatigue A crewmember shall not commence a flight duty or continue a flight duty after an intermediate landing if he is aware that he is too fatigued or will be too fatigued before next landing. The basic responsibility in fatigue management rests with the individual crewmember who should report for duty in a reasonably rested state and in an emotionally fit state to perform his expected duty. This includes attention to such factors as sleep, personal fitness and health, life-style and activities prior to flight. Due allowance for any adverse effects of these factors should be taken into account to ensure that fatigue which would significantly affect operating performance is not encountered during flight duties. 6.1.15. Pregnancy Any crewmember who becomes pregnant must immediately, upon becoming aware of such pregnancy, notify her management. Certification of "unfitness to fly" shall be in writing from the attending physician and shall indicate the expected date of delivery. Upon receipt of such a notice, the crewmember will be removed from flying duties.
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COSMIC RADIATION
Requirement on Cosmic Radiation are defined by the European Council directive 96/29 on protection against the dangers arising from ionizing radiation. Here are is the link to this directive http://ec.europa.eu/energy/nuclear/radioprotection/doc/legislation/9629_en.pdf European Council Directive 96/29 Article 42: Protection of Air Crew Each Member State shall make arrangements for undertakings operating aircraft to take account of exposure to cosmic radiation of air crew who are liable to be subject to exposure to more than 1 millisievert (mSv) per year. The undertakings shall take appropriate measures, in particular: - to assess the exposure of the crew concerned, - to take into account the assessed exposure when organizing working schedules with a view to reducing the doses of highly exposed aircrew, - to inform the workers concerned of the health risks their work involves, - to apply Article 10 to female air crew. European Council Directive 96/29 Article 10: Special protection during pregnancy and breastfeeding 1. As soon as a pregnant woman informs the undertaking, in accordance with national legislation and/or national practice, of her condition, the protection of the child to be born shall be comparable with that provided for members of the public. The conditions for the pregnant woman in the context of her employment shall therefore be such that the equivalent dose to the child to be born will be as low as reasonably achievable and that it will be unlikely that this dose will exceed 1 mSv during at least the remainder of the pregnancy. 2. As soon as a nursing woman informs the undertaking of her condition she shall not be employed in work involving a significant risk of bodily
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An operator must take account of the in-flight exposure to cosmic radiation of all crewmembers while on duty (including positioning) and must take the following measures for that crew liable to be subject to exposure of more than 1 millisievert (mSv) per year. (1) (2) (3) (4)
(5)
Assess their exposure. Take into account the assessed exposure when organising working schedules with a view to reduce the doses of highly exposed crewmembers. Inform the crewmembers concerned of the health risks their work involves. Ensure that the working schedules for female crewmembers, once they have notified the operator that they are pregnant, keep the equivalent dose to the foetus as low as can reasonably be achieved and in any case ensure that the dose does not exceed 1 mSv for the remainder of the pregnancy; Ensure that individual records are kept for those crewmembers who are liable to high exposure. These exposures are to be notified to the individual on an annual basis, and also upon leaving the operator.
6.2.1. Assessment of cosmic radiation Assessment of exposure level can be made by the method described below or other method acceptable to the Authority. Table 1 - Hours exposure for effective dose of 1 millisievert (mSv) Altitude (feet)
Altitude (km)
27 000 30 000 33 000 36 000 39 000 42 000 45 000 48 000
8.23 9.14 10.06 10.97 11.89 12·80 13·72 14·63
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Hours at latitude o 60 N 630 440 320 250 200 160 140 120
Hours at equator 1330 980 750 600 490 420 380 350
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Table 1, published above for illustration purposes, is based on the CARI-3 computer program; and may be superseded by updated versions, as approved by the Authority. The uncertainty on these estimates is about ± 20%. A conservative conversion factor of 0.8 has been used to convert ambient dose equivalent to effective dose. Doses from cosmic radiation vary greatly with altitude and also with latitude and with the phase of the solar cycle. Table 1 gives an estimate of the number of flying hours at various altitudes in which a dose of 1 mSv would be accumulated for flights at 60° N and at the equator. Cosmic radiation dose rates change reasonably slowly with time at altitudes used by conventional jet aircraft. Table 1 can be used to identify circ*mstances in which it is unlikely that an annual dosage level of 1 mSv would be exceeded. If flights are limited to heights of less than 8 km (27 000 ft), it is unlikely that annual doses will exceed 1 mSv. No further controls are necessary for crewmembers whose annual dose can be shown to be less than 1 mSv.
•
The European Commission has developed the European Program Package for Calculation of Aviation Route Doses (EPCARD) (Dec 2006), which can be used to determine the dose of cosmic radiations received along a specified flight due to cosmic radiation. http://www.helmholtz-muenchen.de/epcard/eng_fluginput.php or http://www.helmholtz-muenchen.de/epcard2/index_en.phtml
•
Computer program CARI-6 developed at the FAA's Civil Aerospace Medical Institute (CAMI) [9] can also be used to calculate the effective dose of galactic cosmic radiation received by a crewmember flying an approximate great-circle route (the shortest distance) between two airports. An interactive Web version of CARI-6 can be run, at no charge, at the Radiobiology Research Team Website. http://jag.cami.jccbi.gov/ http://www.faa.gov/education_research/research/med_humanfacs/aeromedica l/radiobiology/cari6/ The downloadable version of CARI-6 (July 2004) is more sophisticated than the interactive Web version. Both assume a great-circle route between origin and destination airports. The downloadable version allow the user to enter, store, and process multiple flight-profiles, and to calculate dose rates at user-specified locations in the atmosphere.
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6.2.2. Working schedules and record keeping Where in-flight exposure of crewmembers to cosmic radiation is likely to exceed 1 mSv per year the operator should arrange working schedules, where practicable, to keep exposure below 6 mSv per year. Crewmembers who are likely to be exposed to more than 6 mSv per year are considered highly exposed and individual records of exposure to cosmic radiation should be kept for each crewmember concerned. 6.2.3. Explanatory information 6.2.3.1.
Introduction
The radiation we receive comes either from outer space (constant intensity) or from the sun (intensity increasing with solar flare activity). In the first case it is produced when primary photons and particles from outside the solar system interact with components of the earth's atmosphere. In the second we have the release of charged particles. The most harmful are neutrons, protons and gamma radiation, while ultra violet (UV) radiation is insignificant in this context. During the period of high sun activity, the likelihood of solar flares is higher. These flares create an increased flux of charged particles radiation. This flux is nevertheless compensated by the reduction of galactic radiation during this sun activity period, so that the total intensity of cosmic radiation remains reasonably constant. Cosmic radiation follows an 11-year cycle, with the intensity being inversely related to the solar activity. The last solar maximum was in 2000. The maximum variation of radiation intensity is some 20 %. Natural protection from cosmic radiation is provided by the geomagnetic field and the attenuating effects of the earth's atmosphere. The level of cosmic radiation depends to some extent on the geographical position, but essentially on the altitude above the ground level; the maximum radiation level occurs at about 20,000 m. High geomagnetic latitudes (near polar regions) have a greater radiation intensity and exposure is more important at high altitudes than for others regions. The biological effect evidently also depends upon the length of time of exposure. The effect on biological tissue, or body cells depends not only on the total dose but also on the components of the radiation field. The standard unit of radioactivity is the Becquerel, which is defined as the decay of one nucleus per second. The practical interest is in the biological effect of a radiation dose, and the dose equivalent is measured in Sieverts (µSv) per hour or millisieverts (mSv) -3 per year (1 mSv = 1000 µSv = 10 J/kg). It is worth noting that natural radiation occurs also at ground level. For example, in parts of Cornwall (UK) the natural radiation level is at about 6 mSv per year and in most
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of Finland is around 8 mSv per year. Similar levels are reached in Denver and other parts of Colorado (USA). 6.2.3.2.
Exposure levels encountered during flight
In the advisory circular N° 120-52 [6], the US Federal Aviation Administration (FAA) published estimates of cosmic ray exposures for crewmembers on various subsonic flights. Doses in the range of 0.2 mSv to 9.1 mSv per year were estimated with most of the higher doses on long haul routes at altitudes up to 41000 ft. Airlines and independent research organisations have performed in-flight measurements of cosmic radiation [3],[5]. According to British Airways (1999) the results from all the participating airlines and research bodies are consistent showing average annual exposure rates of about 4 to 5 mSv per year for long haul crew. It is noted that these results include measurements taken on Concorde, whose received dose rate is higher than that of subsonic aircraft because of its higher cruising altitude. 6.2.3.3.
Impact of radiations on health
The French DGAC and the IPSN (Institut de la Protection et de la Sûreté Nucléaire) state that no study as of today showed any measurable effect of radiation levels on crew health sustained in flight. Levels where radiation effects would start to be measurable are estimated to be around 120-150 mSv per year. With regard to flight crew mortality independent analysis of the British Airways pension scheme data and of British Airways own data for the period between 1950 and 1992 shows an increased life expectancy for pilots of between 3 and 5 years when compared to the general population. Death rates from heart disease and all cancers combined were considerably less than for the population of England and Wales. Although rare, death from melanoma (which is directly associated with sun exposure) was the only cause of cancer in excess. Cancers such a leukaemia, which may be linked to radiation exposure, was lower within the British Airways pilot population. As far as the risk of developing cancer induced by radiation exposure is concerned, it has been calculated that an accumulated dose of 5 mSv per year for 20 years increases the risk of developing cancer from 23 % (in the general population) to 23.4 % i.e. a 0.4 % increase in risk over 20 years. Compared with all the other risks encountered during working life[8]. Web site information: -
Solar Activity Monitoring: http://www.n3kl.org/sun/status.html
-
Background information: http://www.swpc.noaa.gov/Education/index.html
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Requirements and legal issues
International Commission on Radiological Protection (ICRP) [2]
In 1991 the ICRP recommended an occupational exposure limit of 20 mSv per year for exposure of crew to cosmic radiation in jet aircraft. •
EURATOM Council Directive 96/29 [1]
Article 9 §1 defines the dose limits of ionising radiation for exposed workers as follows: "The limit on effective dose for exposed workers shall be 100 mSv in a consecutive five-year period, subject to a maximum effective dose of 50 mSv in any single year. Member States may decide an annual amount." Particular attention must be paid to Article 42, which specifically refers to the protection of aircrew. Article 42 stipulates: "Protection of air crew: Each Member State shall make arrangements for undertakings operating aircraft to take account of exposure to cosmic radiation of aircrew who are liable to be subject to exposure to more than 1 mSv per year. The undertakings shall take appropriate measures, in particular: to assess the exposure of the crew concerned, to take into account the assessed exposure when organising working schedules with a view to reducing the doses of highly exposed aircrew, to inform the workers concerned of the health risks their work involves, to apply Article 10 (Art. 10 refers to special protection during pregnancy and breastfeeding) to female air crew" •
Operations above 49000 ft [4]
ICAO Annex 6, paragraph 6.12: All aeroplanes operated above 15 000 m (49 000 ft) — radiation indicator All aeroplanes intended to be operated above 15 000 m (49 000 ft) shall carry equipment to measure and indicate continuously the dose rate of total cosmic radiation being received (i.e. the total of ionizing and neutron radiation of galactic and solar origin) and the cumulative dose on each flight. The display unit of the equipment shall be readily visible to a flight crew member. Aircraft intended to be operated above 49,000 ft must be equipped with an instrument to measure and indicate continuously the dose of equivalent radiation. Notes: Airbus aircraft do not operate above 49,000ft.
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Conclusions/Recommendation
Estimates and in-service measurements, which are the result of extensive scientific studies and airline experience, show that during flight in commercial jet aircraft the level of exposure to cosmic radiation for flight crews is well below the values specified in existing legislation or guidelines. There are no specific airworthiness requirements related to cosmic radiation that would apply to Airbus aircraft. The level of exposure being a function of flight routes and duty times mean that airlines may have to consider specific measures to minimise the exposure level of their aircrew personnel, considering the applicable legislation. Particular measures apply for airlines from the member states of the European Union according to the EURATOM Council Directive 96/29, Art. 42. Recommendations for crewmember training and information on in-flight radiation exposure have been published by the FAA in the Advisory Circular 120-61 [7]. • References [1] Council Directive 96/29/Euratom of 13 May 1996 laying down basic safety standards for the protection of the health of workers and the general public against the dangers arising from ionizing radiation. Official journal NO. L 159, 29/06/1996 P. 0001-0114. (Note: The document can be consulted on the Internet, http://ec.europa.eu/energy/nuclear/radioprotection/doc/legislation/9629_en.pdf [2] International Commission on Radiological Protection, 1990 Recommendations of the ICRP, ICRP Publication 60, Oxford: Pergamon Press, 1991 [3] G. Reitz, Radiation Environment in the Stratosphere, in Proc. of a Workshop on Radiation Exposure of Civil Aircrew, Luxembourg, June 25-27, 1991. [4] ICAO annex 6 (paragraph 6.12) [5] K. B. Shaw, Radiological Surveillance Considerations for Civil Aircraft, Radiation Protection Dosimetry, Nuclear technology Publishing, Vol. 48 N°1 pp 125-127, 1993 [6] US Department of Transportation, Federal Administration Advisory Circular, Radiation Exposure of Air Carrier crew Members, AC N° 120-52, Washington; FAA, 1990 [7] US Department of Transportation, Federal Administration Advisory Circular, Crewmember Training on In-Flight Radiation Exposure, AC 120-61, Washington; FAA, 1994 [8] Flight Deck, Issue 32, Autumn 1999. Cosmic Radiation effects by Dr M. Bagshaw. [9] Civil Aerospace Medical Institute of FAA (Internet site http://www.cami.jccbi.gov)
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TROPICAL MEDECINE
6.3.1. Tropical climate Two types of climate can be expected in the tropical zone: The dry desert climate with very high day temperatures and very cold nights. The humid hot climate with both day and night high temperatures and humidity around 90 %. These very hot and humid conditions can be very tiring and tend to reduce working intensity. When the surrounding temperatures are higher than those of the body, the defence mechanism of the body gives off heat in the form of perspiration. If we perspire a lot we should increase our liquid and salt intake. It is important to protect oneself from: Ultraviolet radiation of the sun: This is the radiation that causes sunburn or snow blindness. Protection against ultraviolet radiation is best achieved by limiting our sunbathing to short periods, by the use of barrier creams and lotions and by the use of reliable sunglasses. Infrared radiation: This is the radiation that causes "sun-stroke" and can be guarded against by the use of light coloured headwear. Be careful of alcoholic intake. Siesta during the hot hours of midday is recommended. 6.3.2. Hygiene Particular care should be taken regarding hygiene in hot countries. • Drinking Water Supply of pure drinking water is the exception in tropical and sub-tropical areas. Water from the tap must be regarded as infected, even when it is merely used for brushing the teeth. A guiding principle should be, not to drink any water that is not purified by boiling, or by chemical disinfecting (chlorinating). The common infections dealing with water are typhoid fever, paratyphoid fever, and dysentery. • Milk Unboiled milk can be a source of infection. • Recommended drinks Boiled drinks and beverages in bottles. Make sure the bottles are opened in your presence. • Ice Ice is very often contaminated. Do not use ice in your drink. • Fruit Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruits: oranges, bananas, mangoes, pineapples, etc., wash fruit before peeling. Wash grapes before eating.
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• Salads and Raw Vegetables Eating salads or raw vegetables runs the risk of worm infestation or of contracting amoebic dysentery. • Meats Eat only fresh meat that has been freshly cooked. Avoid raw or cold meats. • Fish Eat only fresh fish freshly cooked. Avoid shellfish especially oysters. • Bathing Use only purified pools or open sea. Fungus diseases are common in hot humid climates. When bathing, it is advisable to plug your ears with cotton wool to prevent fungus infection of ear canal. Also wear shoes at poolside to avoid fungus infection of feet. 6.3.3. Tropical diseases Tropical diseases are not confined entirely to the tropics but can occur almost anywhere. However their incidence and frequency are influenced by local factors. Tropical diseases are mainly transmitted in the following ways: -
Through insect stings or bites Through healthy skin by other parasites Through food and drink From the ground Person to person
•
Following insects transmit disease:
-
Mosquitoes transmit Malaria, Yellow Fever, Dengue Fever and Sandfly Fever Tsetse Fly (Central Africa) transmit sleeping sickness Lice transmit Typhus, relapsing fever, spotted fever Rat Fleas transmit Plague.
Protective measures against insects: Sleeping quarters should be free of insects. Use mosquito nets over beds. Nets should be taut and should not come in contact with body, or use insecticide. Protect the skin by using an insect repellent on clothes or skin, with special attention at nightfall •
Following diseases are contracted through the skin:
-
Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from such snails into the water and on contact with the skin pass into the human body.
-
Weil's Disease: The germs of this disease are excreted in rat's urine. They can penetrate the skin of bathers.
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Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters, in shallow rivers and lakes, hardly ever in seawater.
Protective measures to avoid contagion through the skin: Avoid inland water. Bathe only in pools with purified water or in the sea. Use cotton wool earplugs. Wear shoes when walking around the pool. 6.3.4. Main tropical diseases 6.3.4.1.
Amoebiasis (amoebic dysentery)
Causative Parasite: Amoebiasis is due to the ingestion of a unicellular parasite, the Entamoeba Histolytica. This is followed by an infection of the intestinal tract. Distribution: Although most prevalent as an endemic disease of tropical and sub-tropical countries, insanitary disposal of excreta and primitive methods of water purification may result in its introduction into temperate zones. Source of Infection: Water polluted by infected faeces is the commonest source of infection, hence the prophylactic importance of safe drinking water. Other sources of infection are, foods grown on soils manured by infected excreta, flies and food handlers. Clinical features: Clinically the disease is characterised by an insidious onset, frequent febrile relapses and a tendency to chronicity. Diarrhoea is the outstanding symptom, but it may be absent. There is abdominal pain with blood and mucus in the stools. Complications: - Inflammation of the liver - Liver abscesses - Inflammation of the gall bladder and bile ducts. Treatment: Consists in rest, diet and a course of therapy, which varies with the type of case. Prophylaxis: No vaccination or inoculation is available, nor is there any chemical prophylaxis such as is used to prevent Malaria. General hygiene measures. 6.3.4.2.
Malaria
Transmission: Infection takes place through the bite of an infected anopheles mosquito and transmission of the parasite into the human blood stream. Geographical distribution: Variable, consult medical department. Incubation period: The incubation period usually ranges from 10 to 35 days. Morbidity: Malaria causes several million deaths each year.
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Symptoms: An acute, sometimes chronic, often recurrent, febrile disease characterised by periodic paroxysms of chills followed by high fever and sweating due to the presence of parasites in blood. The early stage of the illness can very easily be confused with many other infectious diseases, the more so if this occurs after return to a temperate region where your doctor may not think immediately of the possibility of Malaria. Prophylaxis: Preventive measures include use of insect repellent sprays to protect skin, screens on doors and windows, mosquito netting in bedrooms, sufficient clothing to cover as much as the skin surface as possible against mosquito bites (this is important after sundown). It is not possible to produce permanent immunity either chemically or by the use of vaccines. Therefore chemical prophylactic drugs are only effective as long as they are taken regularly. Treatment: Under medical supervision. Malaria can be fatal if treatment is delayed. Therefore after having been in a malarial area, if you feel unwell or have an unusual temperature within four weeks of leaving the area, tell your doctor; don't wait to be asked. 6.3.4.3.
Typhoid and paratyphoid fevers
They are ingestion diseases characterised by high fever and intestinal symptoms. Transmission: Typhoid fever is conveyed by water contaminated by sewage; by articles of food grown in or gathered from water, e.g. shellfish and watercress; or by diary or cooking utensils washed in such water. Paratyphoid fever is rarely water borne; recorded epidemics are few. The disease is usually disseminated by foodstuffs contaminated by carriers. Incubation Time: From seven to twenty-one days. Geographical Incidence: The disease is likely to occur wherever the water supply is impure. Generally speaking the less satisfactory the sanitation and more prevalent is enteric fever. However, with the use of adequate drugs, cases of death are now rare. Symptoms: Vague symptoms of illness tending to increase in severity throughout the first week. Lassitude, frontal headache, general aches and pains, disturbed sleep, anorexia and thirst, abdominal discomfort, temperature rising to 40°C, diarrhoea with or without bleeding. Precautions: Strict hygiene of food and drink.
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Prophylaxis: Is by inoculation. The inoculation is not an international requirement for entry into any country. Inoculation is strongly recommended when travelling to regions of poor general hygiene. Note: Aircrew should not fly within 48 hours after inoculation. Inoculation may be followed by a slight general feverish reaction. 6.3.4.4.
Cholera
Geographical distribution: Outbreaks of the disease usually are explosive and limited. Cholera is endemic in many areas of Asia. Transmission: Cholera is spread by the ingestion of water and foods contaminated by the excrement of patients. Incubation period: Is short, usually 1 to 6 days. Symptoms: Sudden onset. Initial symptoms are nausea, vomiting and diarrhoea, with variable degrees of fever and abdominal pain. If diarrhoea is severe the resultant dehydration may lead to intense thirst, muscle cramps and weakness. Prognosis: In many cases the outlook depends largely on early and adequate therapy. Prophylaxis: Strict hygiene of food and drink. In many countries cholera has been controlled by the purification of water supplies, proper disposal of human excrement. 6.3.4.5.
Dysentery
Definition: An acute infection of the bowel, characterised by frequent passage of stools accompanied by abdominal cramps, malaise and fever. Incidence: Incidence is worldwide, but it is particularly common in hot climates. Source of Infection: The source of infection is the excreta of infected individuals. Organisms are spread from individual to individual by the direct faecal-oral route. Indirect spread by contaminated food and inanimate objects is common, but water borne disease is rare. Flies serve as carriers. Epidemics occur most frequently in overcrowded populations with inadequate sanitation. It is particularly common in younger children living in endemic areas, whereas adults of these regions are relatively resistant to infection and usually have less severe disease. Incubation period: Very short, some hours to a few days.
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Symptoms: Depend on severity. May have painful colicy diarrhoea. Maybe raised temperature and vomiting. The disease usually shows great individual variation. Prophylaxis: There is no effective inoculation. Strict hygiene of food and drink. Treatment: There are many effective medicines available for disinfection of the gastro-intestinal tract. It is advised to consult a doctor. 6.3.4.6.
Yellow fever
Definition: An acute infectious virus disease occurring in tropical and sub-tropical zones. Geographical Distribution: Particularly in tropical Africa and South and Central America. Unknown in Asia. Incubation period: 3 to 6 days. Causative Organism: The virus that causes the disease is transmitted by the bite of a female mosquito, which previously has become infected through feeding on the blood of a patient during the early stages of an attack. Symptoms: Characterised by sudden onset, fever with relatively slow pulse, the face is flushed, eyes infected, gums congested, tongue red and pointed. Vomiting and constipation are common. Jaundice appears after the third day. Prophylaxis: By inoculation. Period of validity of vaccination is ten years.
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Table of Content
7.
FLIGHT TIME LIMITATIONS .......................................................................2
7.1.
Terminology ................................................................................................2
7.2. 7.2.1. 7.2.2. 7.2.3. 7.2.4. 7.2.5. 7.2.6. 7.2.7.
Flight and Duty Time Limitations and Rest Requirements......................4 General .........................................................................................................4 Flight and Duty Time Limitations ...................................................................5 Maximum Daily Flight Duty Period (FDP) .....................................................5 Rest ..............................................................................................................7 Standby.........................................................................................................8 Nutrition ........................................................................................................9 Flight Duty, Duty and Rest Period Records ..................................................9
7.3.
Exceedances of Flight and Duty time limitations and/or Reduction of Rest period ................................................................................................10 Extended Daily FDP ...................................................................................10 Extension of Flight Duty Period due to In-Flight Rest .................................10 Unforeseen circ*mstances .........................................................................12
7.3.1. 7.3.2. 7.3.3.
Caution Each operator must establish its own rules according to its National regulation requirements
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FLIGHT TIME LIMITATIONS
(EU-OPS 1 Subpart Q)
7.1.
TERMINOLOGY
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 post and be replaced by another appropriately qualified flight crew member. Block Time: The time between an aeroplane is 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. Break: A period free of all duties, which counts as duty, being less than a rest period. 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. 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. 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. 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. Local Day: A 24 hour period commencing at 00:00 local time. Local Night: Reference: UG1100187
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A period of 8 hours falling between 22:00 hours and 08:00 hours local time. Notification time: The period of time that an operator allows between the time a crew member on standby or who is holding himself available, receives a call requiring him to report for duty and the time he reports for that duty. 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. Operating crew member: A crew member who carries out his duties in an aircraft during a flight or during any part of a flight. 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: – time from home to a designated reporting place and vice versa; – time for local transfer from a place of rest to the commencement of duty and vice versa. Reporting time: The time at which a crewmember is required by an operator to report for any duty. Rest Period: An uninterrupted and defined period of time during which a crew member is free from all duties and airport standby. Split duty: A flight duty period, which consists of two duties, separated by a break (See Extended FDP § 7.3.3) 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. 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.
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FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS
7.2.1. General EU-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: (a) The provisions of this Subpart Q (EU-OPS FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS); and (b) Any additional provisions that are applied by the Authority in accordance with the provisions of this Subpart Q (EU-OPS FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS) for the purpose of maintaining safety. 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 turnaround 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 circ*mstances.
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.
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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.
7.2.2. Flight and Duty Time Limitations OPS 1.1100
7.2.2.1. Cumulative Duty Hours An operator shall ensure that the total duty periods to which a crew member is assigned do not exceed: (a) 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout this period; and (b) 60 duty hours in any 7 consecutive days. 7.2.2.2. 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: (a) 900 block hours in a calendar year; (b) 100 block hours in any 28 consecutive days. 7.2.3. Maximum Daily Flight Duty Period (FDP) 7.2.3.1.
Daily Flight Duty Period
OPS 1.1105-1
Maximum daily flight duty period (FDP) An operator shall specify reporting times that realistically reflect the time for safety related ground duties as approved by the Authority. (a) The maximum basic daily FDP is 13 hours. (b) 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. – –
When the FDP starts in the WOCL, the maximum daily FDP stated in (a) and (b) 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 daily FDP stated in (a) and point (b) will be reduced by 50% of its encroachment.
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Cabin Crew
OPS 1.1105-3
Cabin Crew 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. 7.2.3.3.
Operational Robustness
OPS 1.1105-4
Operational Robustness 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. 7.2.3.4.
Positioning
OPS 1.1105-5
Positioning • All the time spent on positioning is counted as duty. • Positioning after reporting but prior to operating shall be included as part of the FDP but shall not count as a sector. • A positioning sector immediately following operating sector will be taken into account for the calculation of minimum rest as defined in §7.2.3.1 below.
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7.2.4. Rest 7.2.4.1.
Minimum rest
OPS 1.1110-1
(a) 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; (b) 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; 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. Notwithstanding (a) and (b) and subject to the provisions of Article 8, the Authority may grant reduced rest arrangements. 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. 7.2.4.2.
Rest periods
OPS 1.1110-1
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 “Local Night” defined in §7.1, the Authority may decide that the second of those local nights may start from 20:00 hours (instead of 22:00) if the weekly rest period has a duration of at least 40 hours.
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7.2.5. Standby 7.2.5.1.
Airport standby
OPS 1.1125-1
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.
7.2.5.2.
Other forms of standby (including standby at hotel)
OPS 1.1125-1
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.
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7.2.6. Nutrition OPS 1.1130
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. 7.2.7. Flight Duty, Duty and Rest Period Records OPS 1.1135
An operator shall ensure that crew member's records include: (a) Block times; (b) Start, duration and end of each duty or flight duty periods; and (c) Rest periods and days free of all duties; and are maintained to ensure compliance with the requirements. Copies of these records will be made available to the crew member upon request. If the crewmember records held by the operator as defined hereabove do not cover all of his flight duty, duty and rest periods, the crew member concerned shall maintain an individual record of his: (a) block times; (b) start, duration and end of each duty or flight duty periods; and (c) rest periods and days free of all duties. A crew member shall present his records on request to any operator who employs his services before he commences a flight duty period. 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. 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.
Reference: UG1100187
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EXCEEDANCES OF FLIGHT AND DUTY TIME LIMITATIONS AND/OR REDUCTION OF REST PERIOD
7.3.1. Extended Daily FDP OPS 1.1105-2
The maximum daily FDP can be extended by up to one hour. Extensions are not allowed for a basic FDP of 6 sectors or more. Where an FDP encroaches on the WOCL by up to two hours extensions are limited to up to four sectors. Where an FDP encroaches on the WOCL by more than two hours extensions are limited to up to two sectors. The maximum number of extensions is two in any 7 consecutive days. 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. When an FDP with extension starts in the period 22:00 to 04:59 hours the operator will limit the FDP to 11 hours and 45 minutes. 7.3.2. Extension of Flight Duty Period due to In-Flight Rest OPS 1.1115
Extension of flight duty period due to in-flight rest 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: (a) 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 Maximum Daily Flight Duty Period defined above; (b) 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 in Maximum Daily Flight Duty Period defined above.
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OPS 1.1110-6
Extended FDP (Split duty) The Authority may grant approval to an operation based on an extended FDP including a break, subject to the provisions of Article 8. 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. Examples: (A) Augmented flight crew (flight crew only): To be approved by National Authorities With an augmented flight crew, irrespective of the reporting time, the flight duty period may be increased up to: - 16 hours - 18 hours if each flight crewmember can leave his post for at least 50% of the total block time within the flight duty period. In these conditions, the scheduled number of landings within the flight duty period is limited to 2 (*) (*) 3 at the option of the authority and if: - the block time for one sector is 2 hours or less and - the rest period immediately following this flight duty period is increased by 6 hours. (B) Extension of allowable daily FDP (flight and cabin crew): To be approved by National Authorities Irrespective of the reporting time, if operational constraint so require, the daily flight duty period can be increased up to a maximum of 20 hours provided that: -
-
The flight deck crew comprises of 2 appropriately qualified members beyond the minimum number required, and Each flight deck crew is relieved from all duties and takes in-flight uninterrupted breaks of at least 4 consecutive hours in adequate facilities and Uninterrupted seat time of any flight crew member does not exceed 5 hours, and Each cabin crew member is relieved from all duties and takes an in-flight uninterrupted break in adequate facilities of at least 1/3 of the length of the duty period; and The flight duty period does not include more than two sectors.
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7.3.3. Unforeseen circ*mstances OPS 1.1120
Unforeseen Circ*mstances in Actual Flight Operations - Commander's Discretion 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 chapter 7 may be modified in the event of unforeseen circ*mstances. Any such modifications must be acceptable to the commander after consultation with all other crew members and must, in all circ*mstances, comply with the following: • The maximum FDP referred to in 7.2.2.1(a) 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; If on the final sector within an FDP unforeseen circ*mstances occur after takeoff that will result in the permitted increase being exceeded, the flight may continue to the planned destination or alternate; In the event of such circ*mstances, the rest period following the FDP may be reduced but never below the minimum rest defined in 7.2.3.1(b); • The Commander shall, in case of special circ*mstances, 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; • An operator shall ensure that: The Commander submits a report to the operator whenever an FDP is increased by his discretion or when a rest period is reduced in actual operation; and Where the increase of an 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.
Reference: UG1100187
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Content
8.
OPERATING PROCEDURE
8.1.
Flight preparation
8.1.1. Minimum flight altitudes 8.1.2. Criteria for determining the usability of aerodromes 8.1.3. Methods for the determination of aerodrome operating minima 8.1.4. VFR en-route operating minima 8.1.5. Presentation and application of aerodrome and en-route operating minima 8.1.6. Meteorological information 8.1.7. Determination of the quantities of fuel and oil carried 8.1.8. Mass and Centre of Gravity 8.1.9. ATC flight plan 8.1.10. Operational flight plan 8.1.11. Operator's aircraft technical log 8.1.12. List of documents, forms and additional information to be carried 8.2. 8.2.1. 8.2.2. 8.2.3. 8.2.4. 8.3.
Ground handling Fuelling procedures Aircraft, passengers and cargo handling procedures related to safety Procedures for the refusal of embarkation De-icing and anti-icing on the ground Flight procedures
8.3.1. VFR/IFR policy 8.3.2. Navigation procedures 8.3.3. Altimeter setting procedures 8.3.4. Altitude alerting system procedures 8.3.5. Ground Proximity Warning System procedures 8.3.6. Policy and procedures for the use of TCAS/ACAS 8.3.7. Policy and procedures for the in-flight fuel management 8.3.8. Adverse and potentially hazardous atmospheric conditions 8.3.9. Wake Turbulence 8.3.10. Crew members at their stations 8.3.11. Use of safety belts for crew and passengers 8.3.12. Admission to flight deck 8.3.13. Use of vacant crew seats 8.3.14. Incapacitation of crew members 8.3.15. Cabin safety requirements 8.3.16. Passenger briefing procedures Reference: UG1100187
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8.3.17. Cosmic or solar radiation detection procedures 8.4.
All Weather Operations
8.5.
ETOPS
8.6.
Use of the minimum equipment list and configuration deviation list
8.7.
Non revenue flights
8.8.
Oxygen requirements
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8.1. FLIGHT PREPARATION 8.1.1. Minimum flight altitudes 8.1.2. Criteria for determining the usability of aerodromes 8.1.3. Methods for the determination of aerodrome operating minima 8.1.4. VFR en-route operating minima 8.1.5. Presentation and application of aerodrome and en-route operating minima 8.1.6. Meteorological information 8.1.7. Determination of the quantities of fuel and oil carried 8.1.8. Mass and Centre of Gravity 8.1.9. ATC flight plan 8.1.10. Operational flight plan 8.1.11. Operator's aircraft technical log 8.1.12. List of documents, forms and additional information to be carried
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INTENTIONALLITY BLANK
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8.1.1 Page 1
Table of Contents 8.1.1.
MINIMUM FLIGHT ALTITUDES ..................................................................... 2
8.1.1.1.
Chart information (Definitions) ................................................................. 2
8.1.1.2.
Minimum VFR altitude requirements ........................................................ 4
8.1.1.3.
Minimum IFR altitude requirements ......................................................... 4
8.1.1.4. Obstacle clearance .................................................................................... 5 8.1.1.4.1. Terminal area ........................................................................................ 5 8.1.1.4.2. En-route ................................................................................................ 6 8.1.1.4.2.1. On Airways ....................................................................................... 6 8.1.1.4.2.2. Off-Route operations ........................................................................ 6 8.1.1.4.2.3. Abnormal operations ........................................................................ 6 8.1.1.5. Altitude corrections ................................................................................... 7 8.1.1.5.1. Temperature correction ......................................................................... 7 8.1.1.5.2. Pressure correction ............................................................................... 9
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8.1.1. MINIMUM FLIGHT ALTITUDES 8.1.1.1. CHART INFORMATION (DEFINITIONS) Definitions are function of the charts providers. Hereafter are the example of Jeppesen, ATLAS and KSS. •
MEA (Minimum En-route Altitude) : Jeppesen: MEA (Minimum En-route IFR Altitude) The lowest published altitude (or Flight Level) along the route segment between radio fixes that meets obstacle clearance requirements between those fixes and in many countries assures acceptable navigational and radio signal coverage. ATLAS: MEA (Minimum safe En-route Altitude) Example of MEA values calculated with the ATLAS Formula: The MEA is calculated by adding an increment to the maximum terrain or obstacle elevation as appropriate: Elevation of highest point o Not above 5 000 ft o Above 5 000 ft but not above 10 000 ft o Above 10 000 ft
Increment 1 500 ft 2 000 ft 10% of elevation plus 1 000 ft
Note: For the last route segment ending over the initial approach fix, a reduction to 1 000 ft is permissible within TMAs where, due to the number and type of available navigation aids, a high degree of navigational accuracy is warranted. The resulting value is adjusted to the nearest 100 ft. •
MOCA (Minimum Obstacle Clearance altitude) Jeppesen: MOCA ( Minimum Obstruction Clearance Altitude) The lowest published altitude in effect between radio fixes on VOR airways, off airway route or route segment which meets obstacle clearance requirements for the entire route segment. KSS: MOCA (Minimum Obstacle Clearance altitude) The minimum flight altitude is obtained by calculating the sum of the maximum terrain or obstacle elevation (whichever is highest), plus: o 1 000 ft for elevation up to and including 6 000 ft; or o 2 000 ft for elevation exceeding 6 000 ft rounded up to the next 100 ft. The lowest MOCA to be indicated is 2 000 ft. The area of considered obstacles is function of type of navaids (VOR or NDB)
Reference: UG1200280
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OPERATING PROCEDURES FLIGHT PREPARATION Minimum flight altitudes
8.1.1 Page 3
MORA (Minimum Off-Route Altitude) Jeppesen: Route MORA values are computed on the basis of an area extending 10 nm to either side of route centreline and including a 10 nm radius beyond the radio fix/reporting point or mileage break defining the route segment. Jeppesen: Grid MORA is an altitude computed by Jeppesen and the values are shown within each grid formed by charted line of latitude and longitude. Figures are shown in thousands and hundreds of feet (omitting the last two digits so as to avoid chart congestion). Jeppesen MORA values clear all terrain or obstacle elevation (whichever is highest), by: o 1 000 ft (300 m) in areas where the highest reference points are 5 000 ft (1500 m) MSL, or lower; o 2 000 ft (600 m) in areas where the reference points are above 5 000 ft (1500 m) MSL. KSS: KSS MORA is calculated for an area bounded by every or every second LAT/LONG square on the Route Facility Chart (RFC) /Terminal Approach Chart (TAC) and is based on a terrain clearance as follows: o Terrain with elevation up to 6 000 ft (2 000 m): 1 000 ft above the highest terrain and obstructions; o Terrain with elevation above 6 000 ft (2 000 m): 2 000 ft above the highest terrain and obstructions;
•
MGA (Minimum safe Grid Altitude) ATLAS: Calculation of the MGA is based on the elevation of the highest point within the respective grid area. The MGA is calculated by adding an increment to the elevation specified above as appropriate: Elevation of highest point Increment o Not above 5 000 ft 1 500 ft o Above 5 000 ft but not above 10 000 ft 2 000 ft o Above 10 000 ft 10% of elevation plus 1 000 ft The resulting value is adjusted to the nearest 100 ft.
•
MSA (Minimum Safe/Sector Altitude) Jeppesen: MSA is the altitude depicted on instrument APProach, SID or STAR charts and identified as the minimum safe altitude which provides a 1 000 ft (300 m) obstacle clearance within a 25 nm radius (or other value as stated) from the navigational facility upon which the MSA is predicated. When the MSA is divided into sector, with each sector a different altitude, the altitudes in these sectors are referred to as “minimum sector altitudes”.
Reference: UG1200280
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8.1.1.2. MINIMUM VFR ALTITUDE REQUIREMENTS The company normally does not allow VFR operations for revenue flight. If VFR is required for a specific flight or part(s) of a flight, an authorisation of the Flight Operations Manager must be given. For VFR altitudes requirements refer to ICAO Rules of the Air - Annex 2 chapter 4 and to any national regulations applicable to the overflown area. 8.1.1.3. MINIMUM IFR ALTITUDE REQUIREMENTS When an aircraft is operated for the purpose of commercial air transport, the minimum height/altitude/flight level at which it is permitted to fly may be governed by national regulations, air traffic control requirements, or by the need to maintain a safe height margin above any significant terrain or obstacle. Whichever of these requirements produces the highest height/altitude/flight level for a particular route; it will determine the minimum flight altitude for that route. 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: 1. The accuracy with which the position of the aeroplane can be determined; 2. The probable inaccuracies in the indications of the altimeters used; 3. The characteristics of the terrain (e.g. sudden changes in the elevation) along the routes or in the areas where operations are to be conducted; 4. The probability of encountering unfavourable meteorological conditions (e.g. severe turbulence and descending air currents); and 5. Possible inaccuracies in aeronautical charts. (e) In fulfilling the requirements prescribed in subparagraph (d) above due consideration shall be given to: 1. Corrections for temperature and pressure variations from standard values; 2. The ATC requirements; and 3. Any foreseeable contingencies along the planned route.
The procedures outlined in the following paragraphs are examples for the calculation of the minimum altitude for the safe avoidance of en-route terrain and obstacles. The operator can follow the methods given in IEM-OPS 1.250 or use other ones according to its provider of navigation charts. However in all cases the chosen method has to be approved by the Authority.
Reference: UG1200280
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OPERATING PROCEDURES FLIGHT PREPARATION Minimum flight altitudes
8.1.1 Page 5
OBSTACLE CLEARANCE
8.1.1.4.1. Terminal area Except when flying a published IFR procedure for departure or approach on an airport, the minimum altitude must not be lower than the Minimum Safe/Sector Altitude (MSA). Minimum altitudes for IFR operations are published on aeronautical charts for standard instrument approach procedures. 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. •
Takeoff obstacle clearance: Refer to Chapter 8.1.2.4.1.2
Reference: UG1200280
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8.1.1.4.2.
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En-route
8.1.1.4.2.1. On Airways Minimum altitudes for IFR operations are published on aeronautical charts for each legs of airways. En-route IFR flight levels or altitudes must not be lower than The published “Minimum En-route IFR Altitude” (MEA) The published “Minimum Obstruction Clearance Altitude” (MOCA). 8.1.1.4.2.2. Off-Route operations The minimum safe Off-route altitude should be higher than the Minimum Off-Route Altitude (MORA) and, if published, the Minimum Obstruction Clearance Altitude (MOCA). Both minimum altitudes are indicated on en-route charts when they exist. If both minimum altitudes don’t exist the Grid MORA must be applied as minimum altitude. Operator may require additional terrain margins for its operations. 8.1.1.4.2.3. • -
-
•
Abnormal operations
Engine failure: Refer to 8.1.2.4.2.1.1 The net flight path must have a positive gradient at 1500 ft above the aerodrome where the landing is assumed to be made after engine failure. The gradient of the net flight path must be positive at at least 1000 ft above all terrain and obstructions along the route within 9,3 km (5 nm) on either side of the intended track. The net flight path must permit the aircraft 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 2000 ft, all terrain and obstructions along the route within 9,3 km (5 nm) on either side of the intended track Pressurisation failure In case of depressurisation, it may be necessary to descend below the en-route minimum altitude determined for normal operation in order to cope with passenger oxygen requirements (Refer to Chapter 8.8). At any time during the emergency descent, the aircraft gross (actual) flight path must clear vertically all obstacles by 2 000 ft.
Reference: UG1200280
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8.1.1
OPERATING PROCEDURES FLIGHT PREPARATION Minimum flight altitudes
OPS MANUAL Part A - Guidelines
Page 7
8.1.1.5. ALTITUDE CORRECTIONS In order to determine the geometrical altitude of the aircraft and thus ensure adequate obstacle clearance, corrections have to be applied when Outside Air Temperature and/or pressure differ from standard atmosphere. 8.1.1.5.1. Temperature correction The calculated minimum safe altitudes/heights must be corrected when the OAT is much lower than that predicted by the standard atmosphere. The correction has to be applied on the height above the elevation of the altimeter setting source. The altimeter setting source is generally the atmosphere pressure at an airport, and the correction on the height above the airport has to be applied on the indicated altitude. The same correction value is applied when flying at either QFE or at QNH. •
Low altitude temperature corrections -
Approximate correction Increase obstacle elevation by 4% per 10°C below ISA of the height above the elevation of the altimeter setting source or decrease aircraft indicated altitude by 4% per 10°C below ISA of the height above the elevation of the altimeter setting source. This method is generally used to adjust minimum safe altitudes and may be applied for all altimeters setting source altitudes for temperatures above 15°C.
-
Tabulated corrections For colder temperatures, a more accurate correction should be obtained from the following table calculated for a sea level aerodrome. It is conservative when applied at higher aerodrome.
Values to be added by the pilot to minimum promulgated heights/altitudes (ft) Aerodrome Temperature
Height above the elevation of the altimeter setting source (ft)
200
300
400
500
1000
2000
3000
4000
5000
0°C
20
20
30
30
60
120
170
230
280
-10°C
20
30
40
50
100
200
290
390
490
-20°C
30
50
60
70
140
280
420
570
710
-30°C
40
60
80
100
190
380
570
760
950
-40°C
50
80
100
120
240
480
720
970
1210
-50°C
60
90
120
150
300
590
890
1190
1500
(refer to ICAO doc 8168, Volume 1 Part III - Section 1, Chapter 4)
These values are calculated at see level and are conservative for higher elevations. Reference: UG1200280
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8.1.1
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High altitude temperature corrections
The graph given hereafter has to be used en-route for high altitude operation. It does not take into account the elevation of the altimeter setting source. In theory, this correction applies to the air column between the ground and the aircraft. When flying above high terrain, the use of this correction gives a conservative margin. Altitude temperature correction for high altitude use
40
Altitude (QNH) (1000 ft)
ISA ISA –30
ISA +30
30
23000 ft 20
10 * This assume a constant ISA from sea level to aircraft True Altitude* (1000 ft) 0 Example:
10
20
30
40
Given: MEA = FL200 / ISA -30°C Find: min FL = 230
Reference: UG1200280
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Pressure correction
When flying at levels with the altimeter set to 1013 hPa, the minimum safe altitude must be corrected for deviations in pressure when the pressure is lower than the standard atmosphere (1013 hPa). ICAO says that an appropriate correction is 28 ft per hPa below 1013 hPa. The following corrections are to be applied to the actual terrain/obstacle elevation to determine the corresponding pressure altitude. QNH of nearest station (hPa) Correction 975 - 978 + 1100 ft 979 - 981 + 1000 ft 982 - 984 + 900 ft 985 - 988 + 800 ft 989 - 991 + 700 ft 992 - 994 + 600 ft 995 - 997 + 500 ft 998 - 1001 + 400 ft 1002 - 1004 + 300 ft 1005 - 1007 + 200 ft 1008 - 1011 + 100 ft 1012 - 1014 0 ft 1015 - 1018 - 100 ft 1019 - 1021 - 200 ft 1022 - 1025 - 300 ft 1026 - 1028 - 400 ft 1029 - 1031 - 500 ft 1032 - 1035 - 600 ft 1036 - 1038 - 700 ft 1039 - 1042 - 800 ft 1043 - 1045 - 900 ft 1046 - 1050 - 1000 ft (Refer to FCOM/ IN FLIGHT PERFORMANCE chapter) Examples:
1) Elevation = 2 000 ft ; QNH = 1 020 hPa Correction = - 200 ft Pressure altitude = 1 800 ft 2) Elevation = 2 000 ft ; QNH = 995 hPa Correction = + 500 ft Pressure altitude = 2 500 ft
When using the QNH or QFE altimeter setting (giving altitude or height above QFE datum respectively), a pressure correction is not required. Reference: UG1200280
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INTENTIONALLY BLANK
Reference: UG1200280
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Table of Contents
8.1.2.
CRITERIA FOR DETERMINING THE USABILITY OF AIRPORT/ROUTE ......2
8.1.2.1. Selection of airport ...................................................................................2 8.1.2.1.1. Usable airport ..............................................................................................2 8.1.2.1.2. Adequate airport..........................................................................................2 8.1.2.1.3. Alternate airports .........................................................................................5 8.1.2.2. Planning minima .......................................................................................7 8.1.2.2.1. Planning minima for takeoff alternate airport ...............................................7 8.1.2.2.2. Planning minima for destination airport (except isolated airport) .................7 8.1.2.2.3. Planning minima for en-route and destination alternate airport and isolated destination airport........................................................................................8 8.1.2.3. Route and aerodrome categories ..........................................................10 8.1.2.3.1. Route and aerodrome competence qualification .......................................10 8.1.2.3.2. Airport categories ......................................................................................10 8.1.2.3.3. Route Categories ......................................................................................12 8.1.2.4. Aircraft performance...............................................................................14 8.1.2.4.1. Takeoff ......................................................................................................15 8.1.2.4.2. En-route performance ...............................................................................18 8.1.2.4.3. Landing .....................................................................................................22
Reference: UG1200280
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8.1.2. CRITERIA FOR DETERMINING THE USABILITY OF AIRPORT/ROUTE 8.1.2.1. SELECTION OF AIRPORT 8.1.2.1.1. Usable airport 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. Alternate, departure and destination airport considered to be used for operations must be adequate for the type of aircraft and operation concerned 8.1.2.1.2. Adequate airport OPS 1.192: Terminology
An adequate airport is an airport, which the operator considers to be satisfactory, taking account of the applicable performance requirements and runway characteristics. In addition, it should be anticipated that, at the expected time of use, the airport will be available and equipped with necessary ancillary services, such as ATS, sufficient lighting, communications, weather reporting, navaids and emergency services. 8.1.2.1.2.1. Runway characteristics The available runway length, width and slope are sufficient to meet aircraft performance requirements (required takeoff and landing distance taking account of obstacle or required slope). Refer to 8.1.2.4 - Aircraft performance. -
The pavement strength is compatible with aircraft weight (Refer to ICAO Annex 14, Attachment B: Airport Design and Operations and ICAO Doc 9157-AN/901 Part 3: Airport Design Manual - Pavement) or derogation is obtained from airport authority.
8.1.2.1.2.2. Navigation services ATS Communications Navaids Lighting 8.1.2.1.2.3. Meteorological service Weather reporting 8.1.2.1.2.4. Rescue and Fire Fighting Service (RFFS) Rescue and Fire Fighting airport category is compatible with the aircraft (Refer to ICAO Doc 9137-AN/898 - Part 1: Airport Services Manual - Rescue and fire Fighting) or derogation is obtained from airport authority (Refer to §8.1.2.1.2). (a) RFFS Category: Rescue and Fire Fighting Services Category as defined in ICAO Annex 14. Reference: UG1200280
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(b) Aircraft RFFS Category: the category specified in ICAO Annex 14 Table 9-1 for a given aircraft type. (c) Airport RFFS Category: The published RFFS Category for a given airport.
Aircraft type
Aeroplane category
A318 / A319 / A320
6
A321
7
A300 / A310 A330-200 / A340-200 A330-300 / A340-300 A340-500 / A340-600 A380
8 9 10
Note: for an ETOPS en-route alternate aerodrome, a published RFFS category equivalent to ICAO category 4, available at 30 minutes notice, is acceptable. Note: In flight, a commander may decide to land at an airport where the Airport RFFS Category is lower than specified above, if in his judgment and after due consideration of all the prevailing circ*mstances, to do so would be safer than to divert. Note: At the planning stage of the flight, if Airport RFFS Category of Airports specified in the operational flight plan is lower than the RFFS category of the Aircraft performing the flight, Authorisation must be obtained from National Authority of the operator.
Reference: UG1200280
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For example, the following table may be approved by the National Authority of the operator. Such table must be approved by national Authority of the operator Example: Table: Minimum Airport RFFS Category Airport (Required to be specified in the operational flight plan) DEP and DEST Airport Takeoff Alternate, Destination Alternate and other Adequate EnRoute Alternate Airport (5) ETOPS en-route Alternate Airport
Minimum Airport RFFS Category Published Airport RFFS Category (Normally available) (1) One category below the Aircraft RFFS Category but not lower than category 1.
Temporary Downgrade as published via (6) Notam (2) Two categories below the Aircraft RFFS Category but not lower than category 1.
Two categories (2) below the Aircraft RFFS Category, but not lower than category 1.
RFFS Category 4 (3)
RFFS Category 4 (3) equivalent at 30 minutes notice(4)
N/A
(1)
2 Categories for all-cargo aircrafts 3 Categories for all-cargo aircrafts Or 2 Categories below the Aircraft RFFS Category, if this is less than RFFS Category 4 but not lower than category 1 (4) For ETOPS en-route alternate airport, a published RFFS Category equivalent to category 4, available at 30 minutes notice, is acceptable. (5) An En-Route Alternate Airport required to be adequate and specified in the operational flight plan, typically the 3% ERA. (6) The Temporary Downgrade Column can only be included in the Operations Manual with the approval of the operator’s authority. Temporary Downgrade means a downgrade of airport RFFS category notified by Notam. This should be limited to 72 hours without further reference to the operator’s authority. (ACJ to Appendix 1 to EU-OPS 1.220) (2) (3)
It is the operator’s responsibility to obtain the Authority’s approval for Minimum Airport RFFS Category.
Reference: UG1200280
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8.1.2.1.3. Alternate airports 8.1.2.1.3.1.
Takeoff alternate airport
EU-OPS 1.295 (b): Selection of aerodromes: Take-off alternate
An operator must select and specify in the operational flight plan a take-off alternate aerodrome if it would not be possible to return to the departure aerodrome for meteorological reasons, or performance reasons. The take-off alternate aerodrome, in relation to the departure aerodrome, shall be located within: (a) For two-engine aircraft either: - One hour flight time at the one-engine-inoperative cruising speed (max continuous power speed) in still air standard conditions based on the actual take-off weight; or - The approved ETOPS diversion time, subject to any MEL restriction, up to a maximum of two hours, at the one-engine-inoperative cruising speed according to the Aircraft Flight Manual (AFM) in still air standard conditions based on actual takeoff mass for aircraft and crews authorised for ETOPS. (b) For three and four-engine aircraft: Two hours flight time at the one-engine-inoperative cruising speed (max continuous power speed) in still air standard conditions based on the actual take-off weight. (c) if the AFM does not contain a one-engine-inoperative cruising speed, the speed to be used for calculation must be that which is achieved with the remaining engine(s) set at maximum continuous power. • Takeoff alternate distance The following table gives conservative figures for each aircraft type: Distance Aircraft type ETOPS (*) 60 minutes 90 minutes 120 minutes and above A300/A310/A330
400 NM
600 NM
800 NM
A318/A319/A320/A321
380 NM
570 NM
760 NM
Aircraft type
Distance (120 minutes)
A340-200/300
850 NM
A340-500/600
860 NM
A380 880 NM (*) In case of dispatch under MEL, apply associated restriction if any.
Reference: UG1200280
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Destination alternate airport
EU-OPS 1.295(c and d): Selection of aerodromes: Destination alternate(s)
•
At least one destination alternate airport must be selected for each IFR flight unless: 1.
both: (i) The duration of the planned flight from take-off to landing or, in the event of in-flight re-planning in accordance with OPS 1.255(d), the remaining flying time to destination does not exceed six hours, and (ii) Two separate runways (see OPS 1.192) are available and usable at the destination aerodrome and the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2 000 ft or circling height + 500 ft, whichever is greater, and the visibility will be at least 5 km; Note: Runways at the same airport are considered to be separate runways when: (EU-OPS 1.192(j)) - They are separate landing surfaces which may overlay or cross such that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway; and - Each of the landing surfaces has a separate approach procedure based on a separate navigation aid.
or, 2. The destination airport is isolated . In this case the alternate fuel is replaced by the fuel necessary to fly for two hours at cruise speed (refer to 8.1.7.1.2) - fuel planning chapter - Isolated airport procedure).
Two usable destination alternate airports must be selected when: 1.
The appropriate weather reports or forecasts for the destination airport indicate that from one hour before to one hour after the aircraft’s ETA the weather conditions will be below the applicable planning minima (refer to 8.1.2.2);
or 2. No meteorological information is available. 8.1.2.1.3.3.
Operational Flight plan
EU-OPS 1.295(e): Selection of aerodromes
(e) An operator shall specify any required alternate aerodrome(s) in the operational flight plan.
Reference: UG1200280
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8.1.2.2. PLANNING MINIMA Considered destination, departure or alternate airports to be used for operations must be adequate for the type of aircraft and operation concerned. In addition to be selected for conducting an operation they should be complying at the time/period of the operation with forecasted weather conditions that is called planning minima. 8.1.2.2.1. Planning minima for takeoff alternate airport EU-OPS 1.297(a): Planning minima for a take-off alternate aerodrome.
An operator shall only select an aerodrome as a take-off alternate aerodrome when the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing one hour before and ending one 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 (Chapter 8.1.2.2). The ceiling must be taken into account when the only approaches available are non-precision and/or circling approaches. Any limitation related to one-engineinoperative operations must be taken into account. 8.1.2.2.2. Planning minima for destination airport (except isolated airport) EU-OPS 1.297(b): Planning minima for a destination aerodrome (except isolated destination aerodromes):
An operator shall only select the destination aerodrome and when: 1. The appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows: (i) RVR/visibility specified in accordance with OPS 1.225; and (ii) For a non-precision approach or a circling approach, the ceiling at or above MDH; or 2. Two destination alternate aerodromes are selected under OPS 1.295(d).
Reference: UG1200280
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8.1.2.2.3. Planning minima for en-route and destination alternate airport and isolated destination airport EU-OPS 1.192: Definitions
• • •
En-Route Alternate (ERA) Airport: An adequate airport along the route, which may be required at the planning stage. 3% ERA: An en-route alternate airport selected for the purposes of reducing contingency fuel to 3%. Isolated Airport: If acceptable to the authority the destination airport can be considered as an Isolated Airport, if the fuel required (diversion plus final) to the nearest adequate destination alternate airport is more than: (i) For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising level or two hours, whichever is less; or (ii) For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination airport, including final reserve fuel.
EU-OPS 1.297(c): Planning minima for a destination alternate aerodrome, or isolated aerodrome, or 3 % ERA aerodrome, or en-route alternate aerodrome required at the planning stage
An operator shall only select an aerodrome for one of those purposes (destination alternate, en-route alternate, 3% ERA or destination airport when isolated) when the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in Table below. Planning minima: En-route alternates, 3% ERA, destination alternates and isolated destination airport Type of approach
Planning minima
Cat II and Cat III
Cat I minima (RVR)
Cat I
Non-precision Circling
Non-precision approach minima (RVR / Ceiling at or above MDH) Non-precision approach minima (RVR / Ceiling at or above MDH) plus 200 ft/1000 m (MDH/MDA + 200 ft / RVR + 1000 m) Circling minima
"Non precision minima" mentioned in the table above, means the next highest minimum that is available in the prevailing wind and serviceability conditions; Localiser only approaches, if published, are considered to be "non precision" in this context.
Reference: UG1200280
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Operator should publish tables of planning minima that are likely to be appropriate on the majority of occasions (e.g. regardless of wind direction). Unserviceabilities must, however, be fully taken into account. Note: The planning minima for ETOPS en-route alternate airport are defined in the ETOPS chapter (refer to 8.5.1.9.2) - ETOPS dispatch weather minima).
•
Examples 1) Airport XXX Runway 07
DA (DH) / MDA (MDH) (ft)
Visibility (m)
ILS DME
222 (200)
RVR 550
LOC DME
410 (388)
2400
VOR DME
580 (558)
2800
DA (DH) / MDA (MDH) (ft)
Visibility (m)
CAT 2 ILS
216 (193)
RVR 500
ILS DME
292 (269)
RVR 650
LOC DME
410 (387)
2400
VOR DME
450 (431)
2400
Runway 25
• If Runway 07 is the expected runway to be used due to weather forecast: - Type of approach planned: CAT 1 Î planning minima Non precision (LOC DME) apply: 410 (388) ft / 2400 m • If Runway 25 is the expected runway to be used due to weather forecast: - Type of approach planned: CAT 2 Î planning minima CAT 1 apply: 292 (269) ft / RVR 650 m
2) Airport YYY Runway 07
DA (DH) / MDA (MDH) (ft)
Visibility (m)
LOC DME
410 (388)
2400
VOR DME
580 (558)
2800
DA (DH) / MDA (MDH) (ft)
Visibility (m)
ILS DME
292 (269)
RVR 650
LOC DME
410 (387)
2400
VOR DME
450 (431)
2400
Runway 25
• If Runway 07 is the expected runway to be used due to weather forecast: - Type of approach planned: Non Precision (LOC DME) Î planning minima Non precision (VOR DME) + 200 ft / + 1000 m apply: 780 (788) ft / 3800 m • If Runway 25 is the expected runway to be used due to weather forecast: - Type of approach planned: CAT 1 Î planning minima Non precision (LOC DME) apply: 410 (387) ft / 2400 m
Reference: UG1200280
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8.1.2.3. ROUTE AND AERODROME CATEGORIES 8.1.2.3.1. Route and aerodrome competence qualification 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: 1. the month of qualification; or 2. the month of the latest operation on the route or to the aerodrome. (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 three 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. 8.1.2.3.2. Airport categories AMC OPS 1.975-3,4 and 5: Aerodrome Categories Airport are categorised in ascending order of difficulty from Category A to Category C. •
Category A airport satisfies all of the following requirements: - An approved instrument approach procedure; - At least one runway with no performance limited procedure for take-off and/or landing; - Published circling minima not higher than 1 000 ft AAL; and - Night operations capability.
•
Category B airport does not satisfy the Category A requirements or requires extra considerations such as: - Non-standard approach aids and/or approach patterns; or - Unusual local weather conditions; or - Unusual characteristics or performance limitations; or - Any other relevant considerations including obstructions, physical layout, lighting etc.
•
Category C airport requires additional considerations to Category B airport.
The list of airports categorised as B or C, as well as the associated particularities and required crew competencies are given in the Operations Manual Part C (Route and Airport instructions and information).
Reference: UG1200280
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Operations to airport category B
AMC OPS 1.975-4.1: Airport category B competence
Prior to operating to a Category B airport, the commander should be briefed, or self briefed by means of programmed instruction, on the Category B airport(s) concerned and should certify that he has carried out these instructions. 8.1.2.3.2.2.
Operations to airport category C
AMC OPS 1.975-5.1: Airport category B competence
Prior to operating to a Category C airport, the commander should be briefed and visit the airport as an observer and/or undertake instruction in a flight simulator approved by the Authority for that purpose. This instruction should be certified by the operator. A list of category C airport, i.e. requiring the commander to undertake a special instruction, must be published in the Route Manual (Operations Manual Part C). The instruction program must be detailed in the Training Manual (Operations Manual Part D).
Reference: UG1200280
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8.1.2.3.3. Route Categories Operators should classify its routes in function of their complexity. The complexity of the route should be assessed by the operator. The risk assessment methodology as defined in the chapter 3 “Safety Management System” can also be used to classify the route. Routes can be classified in 3 categories Standard routes Complex routes More complex routes For further information, operator has to refer to the operator’s manuals: Operations Manual part A Chapter 8.3.1: VFR/IFR policy Operations Manual part A Chapter 8.3.2: Navigation procedures Operations Manual part C: Route and Airport Instructions and Information Operator has to define the required flight crew route competence and route familiarization in function of the complexity of the route. 8.1.2.3.3.1. Operated Routes EU-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: 1. Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation; 2. The performance of the aeroplane intended to be used is adequate to comply with minimum flight altitude requirements; 3. The equipment of the aeroplane intended to be used meets the minimum requirements for the planned operation; 4. Appropriate maps and charts are available (EU-OPS 1.135 (a)(9)); 5. If two-engined aeroplanes are used, adequate aerodromes are available within the time/distance limitations of OPS 1.245; 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. 8.1.2.3.3.2.
Route competence
AMC OPS 1.975-1.1 Route competence training
1.1. Route competence training should include knowledge of: a. Terrain and minimum safe altitudes; b. Seasonal meteorological conditions; c. Meteorological, communication and air traffic facilities, services and procedures; d. Search and rescue procedures; and e. Navigational facilities associated with the route along which the flight is to take place.
Reference: UG1200280
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Route familiarization
AMC OPS 1.975-1.2: Route competence/familiarization
1.2. Depending on the complexity of the route, as assessed by the operator, the following methods of familiarisation should be used: a. For the less complex routes, familiarisation by self-briefing with route documentation, or by means of programmed instruction; and b. For the more complex routes, in addition to sub-paragraph 1.2.a above, inflight familiarisation as a commander, co-pilot or observers under supervision, or familiarisation in a Synthetic Training Device using a database appropriate to the route concerned.
Reference: UG1200280
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8.1.2.4. AIRCRAFT PERFORMANCE Notes: • Eu-Ops1 subpart G is dedicated to Performance Class A. • All Airbus aircraft are performance Class A (Refer to EU-OPS 1.470: Class A = multi-engined turbojet powered aircraft or multi-engined turbopropeller with a maximum passenger configuration of more than 9 and a maximum takeoff weight exceeding 5700 kg). • For this reason this chapter refers only to Performance Class A. EU-OPS 1.475: General
(a) An operator shall ensure that the mass of the aeroplane: 1. at the start of the take-off; or, in the event of in-flight re-planning; 2. at the point from which the revised operational flight plan applies, is not greater than the mass at which the requirements of the appropriate Subpart (Subpart G) 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 (Subpart G), 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 (Subpart G), 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 (Subpart G). EU-OPS 1.485: Performance Class A
(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: 1. Accounting for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and 2. Consideration of engine failure in all flight phases. (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. Reference: UG1200280
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8.1.2.4.1. Takeoff 8.1.2.4.1.1.
Takeoff performance
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: 1. the accelerate-stop distance must not exceed the accelerate-stop distance available; 2. the take-off distance must not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available; 3. the take-off run must not exceed the take-off run available; 4. compliance with this paragraph must be shown using a single value of V1 for the rejected and continued take-off; and 5. on a wet or contaminated runway, the take-off mass must not exceed that permitted for a take-off on a dry runway under the same conditions. (c) When showing compliance with subparagraph (b) above, an operator must take account of the following: 1. the pressure altitude at the aerodrome; 2. the ambient temperature at the aerodrome; 3. the runway surface condition and the type of runway surface; 4. the runway slope in the direction of take-off; 5. not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component; and 6. the loss, if any, of runway length due to alignment of the aeroplane prior to takeoff. 7. The takeoff obstacle clearance requirements 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: 1. the Aeroplane Flight Manual must contain approved data for the required increase of operating speed and data to allow the construction of the flight path considering the increased bank angles and speeds; 2. visual guidance must be available for navigation accuracy; 3. weather minima and wind limitations must be specified for each runway and approved by the Authority; 4. training in accordance with OPS 1.975.
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
8.1.2.4.1.2.
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 16
Takeoff obstacle clearance
EU-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 x 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 x D may be used. (b) When showing compliance with subparagraph (a) above, an operator must take account of the following: 1. the mass of the aeroplane at the commencement of the take-off run; 2. the pressure altitude at the aerodrome; 3. the ambient temperature at the aerodrome; and 4. not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component. 5. Runway surface conditions (dry, wet, contaminated…) 6. Aircraft performance (c) When showing compliance with subparagraph (a) above: 1. track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the take-off run available. 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; 2. any part of the net take-off flight path in which the aeroplane is banked by more than 15° must clear all obstacles within the horizontal distances specified in subparagraphs (a), (d) and (e) of this paragraph by a vertical distance of at least 50 ft; and 3. an operator must use special procedures, subject to the approval of the Authority, to apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft (See Appendix 1 to OPS 1.495 (c)3). 4. 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. (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: 1. 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or 2. 600 m, for flights under all other conditions.
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 17
(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: 1. 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or 2. 900 m for flights under all other conditions. (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 PS 1.500, or land at either the aerodrome of departure or at a take-off alternate aerodrome. It is the responsibility of the operator to establish such contingency procedures.
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 18
8.1.2.4.2. En-route performance 8.1.2.4.2.1. Abnormal operations It may be necessary to establish diversion procedures for critical cases taking into account the topography along the route and the requirements mentioned below (engine(s) failure, depressurisation). In this case the procedure must specify the location of Non-return Point(s) and/or Continuing Point(s). When obstacle limited, the pilot should be reminded for correct drift down procedure as specified in the appropriate chapter of the FCOM (one/two engine(s) inoperative). Any diversion procedure or drift down established for a particular route should be described in the Operations Manual Part C (Route Manual). 8.1.2.4.2.1.1. Engine failure For engine failure, the net flight path as defined in the aircraft Flight Manual must be considered. The net flight path is established considering a drift down procedure taking into account a given drift down speed associated with the expected aircraft weight, the remaining engine(s) being set at MCT (Maximum Continuous Thrust), and considering the effect of: Air conditioning Icing protection system if its use is expected Wind and temperature (weather forecast).
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 19
• En-route - One engine inoperative 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 1500 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 1000 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 2000 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: 1. the engine is assumed to fail at the most critical point along the route; 2. account is taken of the effects of winds on the flight path; 3. fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used; and 4. the aerodrome where the aeroplane is assumed to land after engine failure must meet the following criteria: (i) the performance requirements at the expected landing mass are met; and (ii) weather reports or forecasts, or any combination thereof, and field condition reports indicate that a safe landing can be accomplished at the estimated time of landing. (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.
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 20
AMC OPS 1.500: En-Route – One Engine Inoperative (See JAR-OPS 1.500)
1.
The high terrain or obstacle analysis required for showing compliance with JAROPS 1.500 may be carried out in one of two ways, as explained in the following three paragraphs. 2. A detailed analysis of the route should be made using contour maps of the high terrain and plotting the highest points within the prescribed corridor’s width along the route. The next step is to determine whether it is possible to maintain level flight with one engine inoperative 1000 ft above the highest point of the crossing. If this is not possible, or if the associated weight penalties are unacceptable, a driftdown procedure should be worked out, based on engine failure at the most critical point and clearing critical obstacles during the driftdown by at least 2000 ft. The minimum cruise altitude is determined by the intersection of the two driftdown paths, taking into account allowances for decision making (see Figure 1). This method is time consuming and requires the availability of detailed terrain maps. 3. Alternatively, the published minimum flight altitudes (Minimum En route Altitude, MEA, or Minimum Off Route Altitude, MORA) may be used for determining whether one engine inoperative level flight is feasible at the minimum flight altitude or if it is necessary to use the published minimum flight altitudes as the basis for the driftdown construction (see Figure 1). This procedure avoids a detailed high terrain contour analysis but may be more penalising than taking the actual terrain profile into account as in paragraph 2. 4. In order to comply with JAR-OPS 1.500(c), one means of compliance is the use of MORA and, with JAR-OPS 1.500(d), MEA provided that the aeroplane meets the navigational equipment standard assumed in the definition of MEA. FIGURE 1
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 21
• En-route - Aircraft with three or more engines, two engines inoperative 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.
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 22
8.1.2.4.3. Landing 8.1.2.4.3.1.
Landing - Destination and Alternate airport
EU-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. 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 (*) (*) The required missed approach gradient may not be achieved when operating at or near maximum certificated landing mass and in engine-out conditions. Mass, altitude and temperature limitations and wind for the missed approach should be considered. As an alternative method, an increase in the decision altitude/height or minimum descent altitude/height and/or a contingency procedure providing a safe route and avoiding obstacles, can be approved. 8.1.2.4.3.2.
Overweight landing
In exceptional conditions (in-flight turn-back or diversion), an immediate landing at a weight above the Maximum Landing Weight is permitted provided pilots follow the abnormal overweight procedure. Airbus aircrafts’ structural resistance is protected for a landing at the Maximum structural Takeoff Weight (MTOW), with a rate of descent of –360 feet per minute.
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
8.1.2.4.3.3.
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 23
Landing - Dry runways
OPS 1.515: Landing — Dry runways
(a)
An operator shall ensure that the landing mass of the turbo-jet 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 within 60% of the landing distance available.
(b)
When showing compliance with sub-paragraph (a) above, an operator must take account of the following: (1) The altitude at the airport; (2) Not more than 50% of the head-wind component or not less than 150% of the tailwind component. (This is automatically taken into account by Airbus performance programme when entering the actual wind condition to compute take-off performance); (3) The runway slope in the direction of landing if greater than +/-2%. (All airbus aircraft are certified for operations on runways less than or equal to +/-2%. Certain models are certified with higher runway slopes. Refer to FCOM)
(c)
When showing compliance with sub-paragraph (a) above, it must be assumed that: (1) The aircraft will land on the most favourable runway, in still air; and (2) The aircraft will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.
(d)
If it is not possible to comply with sub-paragraph (c)(1) above for a destination airport having a single runway where a landing depends upon a specified wind component, an aircraft may be dispatched if 2 alternate airport are designated which permit full compliance with sub-paragraphs (a), (b) and (c). Before commencing an approach to land at the destination airport the Commander must satisfy himself that a landing can be made in full compliance with paragraph "Landing - Destination and alternate airport" above 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).
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
8.1.2.4.3.4.
OPERATING PROCEDURES FLIGHT PREPARATION Usability of airport and route
8.1.2 Page 24
Landing - Wet and contaminated runways
OPS 1.520: Landing — Wet and contaminated runways
(a)
When the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet (refer to 0.1.3 Definitions), the landing distance available shall be at least 115% of the required landing distance on dry runway as determined above.
(b)
When the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated (refer to 0.1.3 - Definitions), the landing distance available shall be at least the landing distance determined in accordance with sub-paragraph (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. (Refer to Airbus FCOM)
(c)
A landing distance on a wet runway shorter than that required by sub-paragraph (a) above, but not less than that required for landing on dry runway, may be used if the Aircraft Flight Manual includes specific additional information about landing distances on wet runways. (Refer to Airbus FCOM)
(d)
A landing distance on a specially prepared contaminated runway shorter than that required by sub-paragraph (b) above, but not less than that required for landing on dry runway, may be used if the Aircraft Flight Manual includes specific additional information about landing distances on contaminated runways. (Refer to Airbus FCOM)
(e)
When showing compliance with sub-paragraphs (b), (c) and (d) above, the criteria for landing on dry runway shall be applied accordingly except that the 60% margin shall not be applied to sub-paragraph (b) above.
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Aerodrome operating minima
8.1.3 Page 1
Table of Contents 8.1.3. METHODS FOR THE DETERMINATION OF AERODROME OPERATING MINIMA ...............................................................................................................2 8.1.3.1. Aircraft categories – All Weather Operations .........................................2 8.1.3.1.1. Classification of aircrafts .......................................................................2 8.1.3.1.2. Permanent change of category (maximum landing mass) ....................2 8.1.3.2. Concept of minima ....................................................................................3 8.1.3.3. Aerodrome operating minima ..................................................................4 8.1.3.4. Takeoff operating minima ........................................................................7 8.1.3.4.1. General .................................................................................................7 8.1.3.4.2. Visual reference ....................................................................................7 8.1.3.4.3. Required Visibility/RVR .........................................................................8 8.1.3.5. Approach Cat I, APV and Non-Precision Approaches .........................10 8.1.3.5.1. Decision Height (DH) ..........................................................................10 8.1.3.5.2. Minimum Descent Height (MDH) ........................................................10 8.1.3.5.3. Visual reference ..................................................................................11 8.1.3.5.4. RVR/CMV/Visibility Minima .................................................................13 8.1.3.6. Approach Cat II standard and other than standard..............................17 8.1.3.6.1. General ...............................................................................................17 8.1.3.6.2. Decision Height...................................................................................18 8.1.3.6.3. Visual reference ..................................................................................18 8.1.3.6.4. Required RVR.....................................................................................18 8.1.3.7. Approach Cat III.......................................................................................20 8.1.3.7.1. Decision Height...................................................................................20 8.1.3.7.2. No Decision Height operations ...........................................................20 8.1.3.7.3. Visual reference ..................................................................................21 8.1.3.7.4. Required RVR.....................................................................................21 8.1.3.8. Enhanced vision system (EVS) ..............................................................22 8.1.3.9. Circling .....................................................................................................24 8.1.3.10. Visual approach. .....................................................................................24 8.1.3.11. Conversion of reported meteorological visibility to RVR/CMV ...........25 8.1.3.12. Failed or downgraded equipment - effect on landing minima: ...........26
Reference: UG1200280
TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES FLIGHT PREPARATION Aerodrome operating minima
8.1.3 Page 2
8.1.3. METHODS FOR THE DETERMINATION OF AERODROME OPERATING MINIMA 8.1.3.1. AIRCRAFT CATEGORIES – ALL WEATHER OPERATIONS Refer to chapter 8.4 “All Weather Operations” 8.1.3.1.1. Classification of aircrafts For approach, aircraft are classified in categories: A, B, C, D, and E. Appendix 2(a) to EU-OPS 1.430(c): Aeroplane categories
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(1) multiplied by 1,23 in the landing configuration at the maximum certificated landing mass. Note: (1) VS1g: corresponds to the maximum lift coefficient (i.e. just before the lift starts decreasing). At that moment, the load factor is still equal to one, contrarily to VSO that corresponds to the conventional stall (i.e. when the lift suddenly collapses) for which the load factor is always less than one. VAT = 1,3 VSO or VAT = 1,23 VS1G (Fly-By-Wire Airbus aircraft). If both VSO and VS1G are available, the higher resulting VAT must be used. The aircraft categories corresponding to VAT values are in the table 2 below: Aeroplane category (multi-engine) Aeroplane Category
VAT
A
VAT < 91 kt
B
91 kt ≤ VAT 3 kt. dndndn: Extreme direction of wind V: Indicator of variability dxdxdx: Other extreme direction of wind (measured clockwise) Prevailing visibility in meters or 9999 (≥10 km) For METAR AUTO if not direction variation can be indicated When min visibility < 1500 m and max visibility < 5000 m VXVXVXVX: Minimum horizontal visibility in meters or 9999 ((≥10 km) DV: Direction of Min visibility (eight points of compass) Indicated if different from prevailing visibility. TR 7a
AIRBUS OPS MANUAL Part A - Guidelines
AERODROME ACTUAL WEATHER Runway Visual Range
RDRDR
V RV RV RV RI
VRVRVRVRVVRVRVRVRi
Present weather
w'w'
NSNSNShShShS Clouds
VVhShShS
Ceiling And Visibility OK
8.1.6
OPERATING PROCEDURES FLIGHT PREPARATION Meteorological information
CAVOK
SKy Clear
Reference: UG1200280
SKC
Page 4
METAR SPECI
R: Indicator of RVR DRDR: Runway designator. For parallel runways may have LL, L, C, R or RR appended (L: left, C: centre, R: right) VRVRVRVR: Runway visual range in meters (10 minutes mean). P1500 = more than 1500 m. M0050 = less than 50 m i: RVR tendency over past 10 minutes. U = upward. D = downward. N = No distinct change. Omitted if impossible to determine. When there are significant variations in RVR VRVRVRVR: Runway visual range in meters (one minute mean minimum over last ten minutes) V: indicator of significant variation VRVRVRVR: Runway visual range in meters (one minute mean maximum over last ten minutes) i: RVR tendency Present weather (See table "Significant present, forecast and recent weather") FEW - Few (1-2 oktas) NSNSNS: Cloud Amount SCT - Scattered (3-4 okta.) BKN - Broken (5-7 oktas) OVC - Overcast (8 oktas) hShShS: Height of base of clouds in units of 100 ft Cloud type: Only CU (Cumulonimbus) or TCU (Towering cumulus) indicated When sky is obscured and information of vertical visibility is available: VV: Indicator of vertical visibility hShShS: Vertical visibility in units of 100 ft. ///= vertical visibility unavailable Replaces visibility RVR, present weather and clouds if: 1) Visibility is 10 km or more 2) No cumulonimbus and no cloud below 5000 ft or below the highest minimum sector altitude whichever is greater 3) No significant weather (See table "Significant present, forecast and recent weather"). Used if there are no clouds and if CAVOK is not applicable
TR 7a
AIRBUS
OPERATING PROCEDURES FLIGHT PREPARATION Meteorological information
OPS MANUAL Part A - Guidelines
8.1.6 Page 5
METAR SPECI TT: Temperature in whole degrees Celsius (If below 0 degree Celsius, preceded by M) TdTd: Dew-point temperature in whole degrees Celsius (If below 0 degree Celsius, preceded by M) Q: Indicator of QNH in hectopascals. If Q = A then QNH is in inches. PHPHPHPH: QNH in whole hectopascals rounded down to nearest hectopascal or inches, tenths and hundredths of an inch depending on indicator. RE: Indicator of recent event. w'w': recent weather since previous report (See table "Significant present, forecast and recent weather"). Wind shear indicator RWY: Runway DRDR: Runway designator. For parallel runways may have LL, L, C, R or RR appended (L: left, C: centre, R: right). RRRR: Runway designator 27 = Runway 27 or 27L 77 = Runway 27R (50 added for ‘right’) 88 = All runways ER: Runway deposits 0 = Clear & dry 1 = Damp 2 = Wet 3 = Rime or frost covered 4 = Dry snow 5 = Wet snow 6 = Slush 7 = Ice 8 = Compacted or rolled snow 9 = Frozen ruts or ridges / = Not reported due to runway clearance in progress CR: Extent of contamination 1 = 10% or less 2 = 11% to 25% 5 = 26% to 50% 9 = 51% to 100% / = Not reported due to runway clearance in progress
AERODROME ACTUAL WEATHER
Temperature
TT/TdTd
Pressure
QPHPHPHPH
Recent weather event
REw'w'
Wind shear
State of the runway
WS RWYDRDR Or WS ALL RWY
RRRRERCReReRBRBR
Reference: UG1200280
TR 7a
AIRBUS
OPERATING PROCEDURES FLIGHT PREPARATION Meteorological information
OPS MANUAL Part A - Guidelines State of the runway (continue)
(RRRRERCR) eReRBRBR
RRRRCLRD SNOCLO
Reference: UG1200280
8.1.6 Page 6
eReR: Depth of deposit 00 = 10000 ft an increase of the quantity of supplemental oxygen has to be considered.
The computerized flight plan can indicate the earliest and latest time of possible use of the ETOPS En-route alternate airports.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines 8.5.4.3.3.
OPERATING PROCEDURES ETOPS
8.5 Page 28
ETOPS Dispatch Minima
Planning minima for an ETOPS en-route alternate aerodrome Weather minima Approach facility Alternate airfield ceiling (Visibility/RVR) Authorised DH/DA plus an Authorised visibility plus an Precision Approach (*) increment of 200 ft increment of 800 metres Non-Precision Approach Authorised MDH/MDA plus Authorised visibility plus an an increment of 400 ft increment of 1 500 metres or Circling approach (*) The above criteria for Precision Approach are only to be applied to Category I approaches. See hereafter EASA AMC 20-6-An5.3 for approaches Categories II/III When determining the usability of an Instrument Approach (IAP), forecast wind plus any gusts should be within operating limits, and within the operators maximum crosswind limitations taking into account the runway condition (dry, wet or contaminated) plus any reduced visibility limits. Conditional forecast elements need not be considered, except that a PROB 40 or TEMPO condition below the lowest applicable operating minima should be taken into account. When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach minima should be considered in determining ETOPS alternate minima. •
Precision Approach Cat II and Cat III
EASA AMC 20-6-An5.3: EN-ROUTE ALTERNATE AIRPORT PLANNING MINIMA - ADVANCED LANDING SYSTEMS
The increments required by the table above are normally not applicable to Category II or III minima unless specifically approved by the Authority. Approval will be based on the following criteria: - Aircraft is capable of engine-inoperative Cat II/III landing; and - Operator is approved for normal Cat II/III operations. The competent authority may require additional data (such as safety assessment or inservice records) to support such an application. For example, it should be shown that the specific aeroplane type can maintain the capability to safely conduct and complete the Category II/III approach and landing, in accordance with EASA CS-AWO, having encountered failure conditions in the airframe and/or propulsion systems associated with an inoperative engine that would result in the need for a diversion to the route alternate aerodrome. Systems to support one-engine inoperative Category II or III capability should be serviceable if required to take advantage of Category II or III landing minima at the planning stage.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL
8.5
OPERATING PROCEDURES ETOPS
Part A - Guidelines
Page 29
Example: Planning minima table for ETOPS en-route alternate airports MINIMA – Aircraft Cat C Airport
RWY
APPROACH
Standard Dispatch
ETOPS Dispatch
Ceiling (ft)
Visibility (m)
Ceiling (ft)
Visibility (m)
IATA
ICAO
Precision Approach
-
-
+ 200
+ 800
IATA
ICAO
Non-Precision Approach
-
-
+ 400
+ 1500
PER
YPPH
03
PER
YPPH
PER
YPPH
PER
YPPH
PER
YPPH
PER
ILS Cat1 DME
320
1500
520
2300
03
LOC DME
520
2600
920
4100
03
VOR DME
520
2600
920
4100
21
ILS Cat1
250
800
450
1600
21
LOC DME
550
2000
950
3500
YPPH
21
VOR DME
550
2900
950
4400
MRU
FIMP
14
ILS Cat1 DME
470
600
670
1400
MRU
FIMP
14
LOC DME
750
1900
1150
3400
MRU
FIMP
32
NDB
550
1700
950
3200
MRU
FIMP
32
VOR DME
630
2000
1030
3500
8.5.4.3.4.
Delayed Dispatch
AMC 20-6 Appendix 4-7: Delayed dispatch
If the dispatch of a flight is delayed by more than one hour, pilots and/or operations personnel should monitor weather forecasts and airport status at the nominated enroute alternates to ensure that they stay within the specified planning minima requirements until dispatch.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines 8.5.4.4.
OPERATING PROCEDURES ETOPS
8.5 Page 30
ETOPS fuel requirement
EASA AMC 20-6 Appendix 4-4: FUEL SUPPLY
(a) General For releasing an aeroplane on an ETOPS flight, the operators should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with the ETOPS requirements. To perform an ETOPS flight the aircraft must carry a sufficient quantity of fuel and oil: To comply with the standard fuel policy, and To perform a diversion from any point along the ETOPS segment of the planned route (between the ETOPS Entry Point and the ETOPS Exit Point) to a nominated ETOPS en-route alternate airport taking account of the ETOPS fuel requirements. The ETOPS fuel requirements are defined hereafter in paragraph 8.5.4.4.3: “(c) Critical Fuel Scenario”. 8.5.4.4.1.
Critical Point (CP)
The critical point (CP) is the point along the ETOPS segment for which the difference between the standard fuel quantity expected to be on board (fuel to continue) and the fuel quantity required to perform an ETOPS diversion (ETOPS fuel scenario) is minimum or negative. If this difference of quantities of fuel is negative, the ETOPS fuel policy requires the carriage of additional ETOPS fuel reserves. The Critical Point is usually, but not necessarily, the last ETP within the ETOPS segment.
Reference: UG1300984
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OPERATING PROCEDURES ETOPS
8.5 Page 31
Critical Fuel reserve
EASA AMC 20-6 Appendix 4-4.: FUEL SUPPLY
(b) Critical Fuel Reserve In establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point (at normal cruise speed and altitude, taking into account the anticipated meteorological conditions for the flight) and execute a diversion to an ETOPS en-route alternate under the conditions outlined hereafter in paragraph 8.5.4.4.3: “(c) Fuel Scenario”. These critical fuel reserves should be compared to the normal applicable operational requirements for the flight. If it is determined by this comparison that the fuel to complete the critical fuel scenario exceeds the fuel that would be on board at the most critical point, as determined by applicable operational requirements, additional fuel should be included to the extent necessary to safely complete the Critical Fuel Scenario. When considering the potential diversion distance flown account should be taken of the anticipated routing and approach procedures, in particular any constraints caused by airspace restrictions or terrain. 8.5.4.4.3.
Critical Fuel Scenario
EASA AMC 20-6 Appendix 4-4.: FUEL SUPPLY
(c) Critical Fuel Scenario. The following describes a scenario for a diversion at the most critical point. The applicant should confirm compliance with this scenario when calculating the critical fuel reserve necessary. Note 1: If an APU is one of the required power sources, then its fuel consumption should be accounted for during the appropriate phases of flight. Note 2: Additional fuel consumptions due to any MEL or CDL items should be accounted for during the appropriate phases of flight, when applicable. The aeroplane is required to carry sufficient fuel taking into account the forecast wind and weather to fly to an ETOPS route alternate assuming: •
The greater of these 3 scenarios: (1) A rapid decompression at the most critical point followed by descent to a 10,000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (2) Flight at the approved one-engine-inoperative cruise speed assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a 10,000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (3) Flight at the approved one-engine-inoperative cruise speed assuming an engine failure at the most critical point followed by descent to the one-engineinoperative cruise altitude.
Reference: UG1300984
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OPERATING PROCEDURES ETOPS
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•
Final reserve Upon reaching the alternate hold at 1500 ft above field elevation for 15 minutes and then conduct an instrument approach and landing.
•
Wind forecast Add a 5% wind speed factor (i.e., an increment to headwind or a decrement to tailwind) on the actual forecast wind used to calculate fuel in the greater of (1), (2) or (3) above to account for any potential errors in wind forecasting. If an operator is not using the actual forecast wind based on wind model acceptable to the competent authority, allow 5% of the fuel required for (1), (2) or (3) above, as reserve fuel to allow for errors in wind data. A wind aloft forecasting distributed worldwide by the World Area Forecast System (WAFS) is an example of a wind model acceptable to the competent authority.
•
Icing conditions EASA AMC 20-6 Appendix 4-4.: FUEL SUPPLY
(d) Icing conditions Correct the amount of fuel obtained in paragraph above taking into account the greater of: (1) the effect of airframe icing during 10% of the time during which icing is forecast (including ice accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice during this period). (2) fuel for engine anti-ice, and if appropriate wing anti-ice for the entire time during which icing is forecast. Note: Unless a reliable icing forecast is available, icing may be presumed to occur: when the total air temperature (TAT) at the approved one-engineinoperative cruise speed is less than +10ºC, or If the outside air temperature is between 0ºC and -20ºC with a relative humidity (RH) of 55% or greater. •
Fuel burn performance factor The operator should have a programme established to monitor aeroplane inservice deterioration in cruise fuel burn performance and including in the fuel supply calculations sufficient fuel to compensate for any such deterioration. If there is no data available for such a programme the fuel supply should be increased by 5% to account for deterioration in cruise fuel burn performance.
Reference: UG1300984
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OPERATING PROCEDURES ETOPS
8.5 Page 33
The ETOPS fuel policy applied at the flight preparation stage to determine the minimum quantity of fuel required to plan a diversion to an ETOPS en-route alternate airport must consider: •
•
The 3 following scenarios: - Scenario 1: A rapid decompression followed by descent to 10,000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. -
Scenario 2: Fly at the approved one-engine-inoperative cruise speed assuming a rapid decompression and a simultaneous engine failure followed by descent to 10,000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements.
-
Scenario 3: Fly at the approved one-engine-inoperative cruise speed assuming an engine failure, followed by a descent to the one-engine-inoperative cruise altitude.
The diversion cruise speed The ETOPS one-engine-inoperative cruise speed is defined in chapter 8.5.3.2: Operator one-engine-inoperative cruise speed. Example:
MCT/ 330 kt IAS
Note: As applicable for each route and in addition to the ETOPS requirements, the compliance with the following requirements must be ensured: - En-route obstacle clearance, - Oxygen supply •
The final reserve: The final reserve is the quantity of fuel needed upon reaching the nominated ETOPS en-route alternate, To hold at 1500 ft above field elevation for 15 minutes, and then Conduct an instrument approach and landing.
•
The wind forecast: To take account of possible gap between actual wind and forecasted wind, the following correction is applied to the forecasted wind used to determine the air distance in the fuel computation: - Add a 5% wind speed factor (i.e., an increment to headwind or a decrement to tailwind) on the actual forecast wind used to calculate fuel in the greater of the scenarios (1), (2) or (3) above to take into account of any potential errors in wind forecasting. A forecast of wind aloft distributed worldwide by the World Area Forecast System (WAFS) is an example of a wind model acceptable to the competent authority.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
-
•
OPERATING PROCEDURES ETOPS
8.5 Page 34
If an operator does not use a wind forecast that is based on wind model acceptable to the competent authority, 5% of the fuel required for the scenario (1), (2) or (3) must be added to the fuel reserve to take into account the errors in wind data.
The icing conditions: In icing conditions, the amount of fuel that is obtained above is corrected by taking into account the greatest of (A) and (B): (A) Fuel quantity consumes for ice accumulation and Total Anti-Ice (engine and wing) during 10 % of the time during which icing is forecast (B) Fuel quantity consumes for Total Anti-Ice (engine and wing) during the entire time during which icing is forecast Example: A330 Planned diversion time 160 minutes and icing forecast 80 minutes A330: Increase in % of fuel due to use of total anti-ice: Cruise 1 OEI MCT/330 kt: + 2% (Refer FCOM) Cruise 2 Engines LRC: + 6% (Refer to FCOM) For A330 the case (B) requests more fuel than the case (A) – Refer FCOM The increase of fuel consumption in icing conditions =
Scenario with 1 OEI: Icing: Diversion fuel increased by: 2% x 80/160 = 1% Scenario with all engines: Icing: Diversion fuel increased by: 6% x80/160 = 3%
Note: Unless a reliable icing forecast is available, icing may be presumed to occur: When the total air temperature (TAT) at the approved one-engineinoperative cruise speed is less than +10ºC, or If the outside air temperature is between 0ºC and -20ºC with a relative humidity (RH) of 55% or greater.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
•
OPERATING PROCEDURES ETOPS
8.5 Page 35
Fuel burn performance factor: The operator should have established a programme to monitor the deterioration of the aircraft fuel consumption and to determine the needed fuel supply to compensate for any such deterioration. If there is no data available for such a programme, the fuel supply should be increased by 5% to account for deterioration of in-cruise fuel burn performance. Notes: o If an APU is one of the required power sources, its fuel consumption should be accounted for during the appropriate phases of flight. o Additional fuel consumptions due to any MEL or CDL items should be accounted for during the appropriate phases of flight, when applicable.
This fuel policy is applicable to any point along the ETOPS segment. But the fuel required for ETOPS diversion is computed only at each Equal-Time Point (ETP) to determine the critical point. The fuel required at the critical point is used to determine the minimum quantity of fuel that must be carried.
Reference: UG1300984
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OPERATING PROCEDURES ETOPS
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Scenario (1): Depressurisation
Scenario (2): Depressurisation + 1 engine inoperative
Reference: UG1300984
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OPERATING PROCEDURES ETOPS
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Scenario (3): 1 engine inoperative
Reference: UG1300984
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OPERATING PROCEDURES ETOPS
8.5 Page 38
Aircraft Performance data
EASA AMC 20-6-10.: AEROPLANE PERFORMANCE DATA
The operator should ensure that the Operations Manual contains sufficient data to support the critical fuel reserve and area of operations calculation. The following data should be based on the information provided by the (S)TC holder. The requirements for one-engine-inoperative performance en-route can be found in the applicable operational requirements. Detailed one-engine-inoperative performance data including fuel flow for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: drift down (includes net performance); cruise altitude coverage including 10,000 feet; holding; altitude capability (includes net performance); missed approach. Detailed all-engine-operating performance data, including nominal fuel flow data, for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: Cruise (altitude coverage including 10,000 feet); and Holding. It should also contain details of any other conditions relevant to extended range operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aeroplane, Ram Air Turbine (RAT) deployment, thrust reverser deployment, etc. The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS area of operations for each airframe/engine combination should be used in showing the corresponding terrain and obstruction clearances in accordance with the applicable operational requirements. Performance data of Airbus aircraft for Extended Range Operations is available in: • FCOM: Maximum diversion distance ETOPS fuel from critical point to landing. To take into account fuel consumption deterioration, a fuel performance factor is applied in fuel consumption calculation. The fuel performance factor adjusts the standard fuel consumption. The fuel performance factor of the considered aircraft can be determined with the “Aircraft Performance Monitoring” (APM) software of the Airbus Performance Engineers Programs tool. If a fuel performance factor is not established, a value of 5% must be added.
Reference: UG1300984
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OPERATING PROCEDURES ETOPS
8.5 Page 39
ETOPS Computerized Flight Plan (CFP) ETOPS Flight Plan Software The software, such as computerized flight plan (CFP), used to compute ETOPS Flight Plan must be especially set up for the computation of ETOPS flights. 8.5.4.6.
8.5.4.6.1.
The computerized flight plan must comply with the applicable regulations and with the provision of their operator’s policy and approbations such as diversion time and oneengine diversion speed schedule. The Computerized Flight Plan should provide the following data: - The additional ETOPS fuel reserve - The location of the ETOPS segment (EEP, EXP)* and ETP's (CP) And if capable: - The earliest and latest time of arrival on ETOPS en-route alternate airports (*): If the CFP cannot determine the EEP and EXP, they must be determined graphically on the plotting chart used for the ETOPS flight. 8.5.4.6.2. Icing conditions forecast Some Computerized Flight Plans can determine automatically the icing conditions forecast and take them into account in their computation based on a built-in criteria that defines icing conditions whenever the OAT is lower than -9°C (i.e. TAT lower than + 10°C at FL100 and 330kt IAS) at the Critical Point (CP) and at the considered diversion en route alternate airports. 8.5.4.6.3. Determination of the required fuel on board On a practical point of view, the single-engine diversion “without pressurization failure” is never fuel limiting. The minimum required block fuel for dispatching an ETOPS flight is, therefore, defined as the greater of the following fuel quantities: - Standard fuel planning - ETOPS fuel planning considering “an engine failure and a pressurization failure” occurring at the critical point - ETOPS fuel planning considering “a pressurization failure only” occurring at the critical point. The operator Computerized Flight Plan (CFP) automatically compares at each ETP: - The fuel expected to be on-board, considering a standard fuel planning - The fuel required to divert, considering the two scenario with pressurization failure defined above. To perform this analysis the CFP should consider that the standard contingency fuel is partly burned as a function of the flight part already covered when overflying an ETP. As applicable, additional ETOPS fuel reserves are determined and added to the standard fuel requirements. Several ETOPS formats of flight plan exist. Hereafter is an example of such format. In this example, the main ETOPS results are mentioned in bold blue. Reference: UG1300984
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OPERATING PROCEDURES ETOPS
Part A - Guidelines
8.5.4.6.3.1. CFP - ETOPS 120 minutes PLAN 7893 COMPUTED 15:28Z FLIGHT F-AIBT A333 M82 KGS LFPG TO CYQX FLT/DAY AIB322/01
DEP/ARR CDG/YQX
E.FUEL DEST CYQX 029781 RESV 0.05 001489 ALT CYJT 003420 HOLD 002409 ETOPS 001736 XTR 000000 TOF 038835 TAXI 000300 BLOCK 039135
A.FUEL ... .. ... .. ... .. ... .. ... .. ... .. ... .. ... .. ... ..
8.5 Page 40
STAT. AVG JUL ETD 17:20Z 01/02/13
F.TIME 05:27
NAM 2463
ROUTE CDGYQX
AVG WIND/AVG TEMP M032 / M49
E.TME 05:27 00:16 00:34 00:30 00:19 00:00 07:06
NM 2289
NAM 2463
FL 360
0159
0171
260
07:06
BLOCK FUEL. . . . . . . .
CAPT.SIGN . . . . . . . .
FUEL BURN ADJUSTMENT FOR 1000KGS INCREASE/DECREASE IN TOW : 0129KGS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E.MASS CORR. LIMIT OPS STRUC. REASONS FOR OP.LIMIT BASIC WT 123500 ... .. EPLD 035000 ... .. EZFW 158500 ... .. ZFW ... .. 172000 /. . . . . . . . . . TOF 038835 ... .. ETOW 197335 ... .. OTOW ... .. 218000 /. . . . . . . . . . EB/O 029781 ... .. ELAW 167554 ... .. LAW ... .. 182000 /. . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - LFPG LGL2B LGL UN502 JSY UN160 LIZAD UL739 MABUG UN12 LULOX DCT XETBO DCT LIMRI DCT 5220N DCT 5230N DCT 5140N DCT 4950N DCT LOGSU DCT VIXUN DCT CYQX FL 360/LIZAD 380/5140N 400 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - BLOCK IN . . . . . LDG . . . . . FU1 . . . . FU3 . . . . BLOCK OFF . . . . . T.OFF . . . . . FU2 . . . . FU4 . . . . BLOCK TIME . . . . . F.TIME . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - NOMINATED ETOPS ALTERNATES N52421 W008555 1816/2316 (...../.....) EINN SHANNON BIKF KEFLAVIK N63591 W022363 2217/2353 (...../.....) CYQX GANDER INTL N48562 W054341 2252/2351 (...../.....) ETOPS SUMMARY DATA SCENARIO DIST 1EO MCT/VMO TOT EINN/BIKF 0774/0757 N51597 W030046 BIKF/CYQX 0833/0775 N51383 W034441 ALL ENG LRC A/I EINN/BIKF 0774/0757 N51597 W030046 BIKF/CYQX 0833/0775 N51383 W034441
Reference: UG1300984
W/C CFR FOB P018/P007 14757 016777
CFS
P009/M022 16300 014700 01736 P018/P007 13010 016777 P009/M022 14442 014700
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8.5
OPERATING PROCEDURES ETOPS ITT IMT OTT OMT
DST NAM RDST RNAM 000 000 2289 2463
E.T. C.T. 00:00 00:00
E.TA A.TA ..... .....
Page 41 ECBO ACBO 000.3 .....
EFOB AFOB 038.8 .....
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - LGL 261 262 083 00:14 ..... 004.5 034.7 LGL2B 260 264 2206 00:14 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ARGED 286 289 032 00:05 ..... 005.0 034.1 UN502 285 288 2174 00:19 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - SENLO 285 288 038 00:06 ..... 005.4 033.8 UN502 284 288 2136 00:25 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOC 284 288 020 00:03 ..... 005.5 033.7 UN502 284 286 2116 00:28 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - JSY 360 270/029 477 283 285 015 016 00:02 ..... 005.7 033.5 UN502 030 M50 0 449 283 286 2101 2261 00:30 ..... ..... ..... - - - - … // … - - - - LIMRI 380 .. 011
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 280/028 474 271 278 037 039 00:05 ..... 012.2 026.9 M52 0 446 270 278 1576 1706 01:40 ..... ..... .....
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5220N 380 280/030 474 272 280 185 197 00:25 ..... 014.5 024.7 .. 011 M52 1 445 268 278 1391 1509 02:05 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5230N 380 280/034 474 274 284 369 397 00:50 ..... 019.0 020.2 .. 011 M52 1 440 266 280 1022 1112 02:55 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ..... 019.1 020.0 ETP_1 380 / 1018 02:56 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ETP_2 380 / ..... 021.2 017.9 0844 03:20 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5140N 400 270/039 473 265 279 378 412 00:53 ..... 023.6 015.6 .. 011 M53 2 435 257 275 0644 0700 03:48 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4950N 400 260/045 472 256 274 404 446 00:57 ..... 028.3 010.8 .. 011 M54 2 428 249 269 0240 0254 04:45 ..... ..... .....
Reference: UG1300984
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- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - LOGSU 400 260/047 472 251 271 042 047 00:06 ..... 028.8 010.3 .. 011 M54 2 425 251 272 0198 0207 04:51 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOD 400 260/047 472 250 271 049 054 00:07 ..... 029.4 009.7 .. 021 M54 2 425 249 269 0149 0153 04:58 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VIXUN 250 270 062 00:12 ..... 029.6 009.5 .. 249 270 0087 05:10 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - CYQX ELEV 00496FT 322 343 086 00:17 ..... 030.1 009.1 .. 321 343 0001 0000 05:27 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ROUTES TO ALTERNATES ALTERNATE : YJT CYJT - STEPHENVILLE ROUTE : Direct FL : 260 CYQX DCT CYJT
WP
NAME
CO-ORDINATES
.. .. .. .. .. .. .. .. .. .. .. ..
LFPG ARGED T-O-C LIZAD IDOKI LULOX LIMRI 5230N ETP_2 4950N T-O-D CYQX
N49 N48 N49 N49 N49 N50 N52 N52 N51 N49 N48 N48
00.6 55.8 09.8 35.4 51.6 22.0 00.0 00.0 38.3 00.0 29.7 56.2
E002 W000 W001 W004 W006 W008 W015 W030 W034 W050 W052 W054
32.9 15.0 40.4 19.8 11.7 00.0 00.0 00.0 44.1 00.0 10.0 34.1
WP
NAME
CO-ORDINATES
.. .. .. .. .. .. .. .. .. .. ..
LGL SENLO JSY MABUG TESDO XETBO 5220N ETP_1 5140N LOGSU VIXUN
N48 N49 N49 N49 N50 N52 N52 N51 N51 N48 N48
47.4 05.0 13.3 47.1 07.4 00.0 00.0 59.7 00.0 46.6 08.3
E000 W001 W002 W005 W007 W014 W020 W030 W040 W051 W053
31.8 10.7 02.8 56.2 07.0 00.0 00.0 04.6 00.0 00.0 36.8
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - FIRS LFFF/0015 EGTT/0042 EISN/0102 EISN/0114 EGGX/0140 FIRS CZQX/0255 CZQX/0445 CZQX/0451 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Reference: UG1300984
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8.5
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Page 43
ETOPS DETAIL DATA 1EO MCT/VMO TOTAL A/I ON DIVERT SUMMARY ... THRHLD DIST 432 NM RULE DIST 850 NM LAT/LONG N51597 W030046 ETP TIME 02:56 ETP DIST 1271 NM ETP FL 380 ETP FOB 016777 ETP FUEL REQ 014757 ETP WT 176751 G/C DIST CRUISE DIST ETP W/C ENROUTE TEMP MSA FL TIME TO ALTERNATE DUMP FUEL TOTAL LAT/LONG N51383 W034441 ETP TIME 03:20 ETP DIST 1445 NM ETP FL 380 ETP FOB 014700 ETP FUEL REQ 016300 ETP WT 174674 G/C DIST CRUISE DIST ETP W/C ENROUTE TEMP MSA FL TIME TO ALTERNATE DUMP FUEL TOTAL
Reference: UG1300984
EINN
BIKF
0774 0738 P018 P006 048 02:00 000000 014757
0757 0743 P007 P004 071 02:01 000000 014746
BIKF
CYQX
0833 0814 P009 P004 071 02:13 000000 016283
0775 0823 M022 P007 028 02:12 000000 016300
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ALL ENG LRC A/I ON DIVERT SUMMARY ... THRHLD DIST 432 NM RULE DIST 850 NM LAT/LONG N51597 W030046 ETP TIME 02:56 ETP DIST 1271 NM ETP FL 380 ETP FOB 016777 ETP FUEL REQ 013010 ETP WT 176751 G/C DIST CRUISE DIST ETP W/C ENROUTE TEMP MSA FL TIME TO ALTERNATE DUMP FUEL TOTAL LAT/LONG N51383 W034441 ETP TIME 03:20 ETP DIST 1445 NM ETP FL 380 ETP FOB 014700 ETP FUEL REQ 014442 ETP WT 174674 G/C DIST CRUISE DIST ETP W/C ENROUTE TEMP MSA FL TIME TO ALTERNATE DUMP FUEL TOTAL
EINN
BIKF
0774 0731 P018 P006 048 02:24 000000 013004
0757 0741 P007 P004 071 02:25 000000 013010
BIKF
CYQX
0833 0809 P009 P004 071 02:42 000000 014442
0775 0833 M022 P007 028 02:40 000000 014433
END OF FLIGHT PLAN REQUEST NO. 7893
Reference: UG1300984
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8.5
OPERATING PROCEDURES ETOPS
Part A - Guidelines
Page 45
8.5.4.6.3.2. CFP- ETOPS beyond 180 minutes PLAN 7559 COMPUTED 11:40Z ETOPS FLIGHT > 180 MIN PROGS 170600Z F-AIBZ A332 M82 KGS FIMP TO YPPH ETD 13:39Z 17/01/13 FLT/DAY AIB243/17
DEP/ARR MRU/PER
E.FUEL DEST YPPH 037454 RESV 0.05 001873 ALT YPLM 008419 HOLD 002276 ETOPS 007231 XTR 000000 TOF 057253 TAXI 000300 BLOCK 057553
A.FUEL ... .. ... .. ... .. ... .. ... .. ... .. ... .. ... .. ... ..
F.TIME 06:31
NAM 2944
ROUTE MRUPER2
AVG WIND/AVG TEMP P038 / M46
E.TME 06:31 00:20 01:33 00:30 01:15 00:00 10:09
NM 3192
NAM 2944
FL 350
0591
0600
400
10:09
BLOCK FUEL. . . . . . . .
CAPT.SIGN . . . . . . . .
FUEL BURN ADJUSTMENT FOR 1000KGS INCREASE/DECREASE IN TOW : 0193KGS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E.MASS CORR. LIMIT OPS STRUC. REASONS FOR OP.LIMIT BASIC WT 123000 ... .. EPLD 035000 ... .. EZFW 158000 ... .. ZFW ... .. 168000 /. . . . . . . . . . TOF 057253 ... .. ETOW 215253 ... .. OTOW ... .. 230000 /. . . . . . . . . . EB/O 037454 ... .. ELAW 177799 ... .. LAW ... .. 180000 /. . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - FIMP ATLO1B ATLOP UG595F MABAD DCT 2880S DCT 3090S DCT 31S00 DCT TREES DCT WAVES WAVE6B YPPH FL 370/3090S 390 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - BLOCK IN . . . . . LDG . . . . . FU1 . . . . FU3 . . . . BLOCK OFF . . . . . T.OFF . . . . . FU2 . . . . FU4 . . . . BLOCK TIME . . . . . F.TIME . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - NOMINATED ETOPS ALTERNATES FIMP SIR S RAMGOOLAM MAUR S20258 E057410 YPPH PERTH S31564 E115580
1339/2137
(...../.....) (...../.....)
ETOPS SUMMARY DATA SCENARIO DIST W/C CFR FOB 1EO MCT/VMO TOT FIMP/YPPH 1450/1749 P005/M001 32748 025517 S29124 E085317 ALL ENG LRC A/I FIMP/YPPH 1450/1749 P005/M001 29357 025517 S29124 E085317
CFS 7231
DIVERSION DISTANCE < 1700 NM
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines WPT AWY
FLT WIND MSA OAT
FIMP ELEV
S
8.5
OPERATING PROCEDURES ETOPS TAS GS
00183FT
ITT IMT OTT OMT
DST NAM RDST RNAM
E.T. C.T.
E.TA A.TA
000 000 3192 2944
00:00 ..... 00:00 .....
Page 46 ECBO ACBO
EFOB. AFOB.
000.3 057.3 ..... .....
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ATLOP 115 134 159 00:24 ..... 005.3 052.2 ATLO1B 114 135 3033 00:24 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOC 114 135 002 00:01 ..... 005.3 052.2 UG595F 133 152 3031 00:25 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - AVDOV CLM 310/036 114 134 295 00:35 ..... 009.0 048.6 UG595F011 M45 112 135 2736 01:00 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - MABAD 370 300/040 475 112 135 579 534 01:09 ..... 015.7 041.9 UG595F011 M51 3 514 108 132 2157 1990 02:09 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2880S 370 270/037 475 106 130 276 257 00:32 ..... 018.8 038.8 .. 011 M51 3 511 104 126 1881 1733 02:41 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ETP_1 370 / ..... 022.9 034.6 1749 03:18 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3090S 390 260/036 472 105 127 538 503 01:05 ..... 025.0 032.6 .. 011 M54 0 504 100 118 1343 1230 03:46 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 31S00 390 280/040 473 099 117 520 480 01:01 ..... 030.5 027.0 .. 011 M53 3 512 094 105 0823 0750 04:47 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TREES 390 270/056 473 099 110 515 461 00:59 ..... 035.7 021.8 .. 011 M53 2 528 094 099 0308 0289 05:46 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOD 390 270/074 474 090 095 143 124 00:16 ..... 037.1 020.5 .. 011 M52 1 547 088 091 0165 0165 06:02 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - WAVES 089 092 139 00:24 ..... 037.6 019.9 .. 087 089 0026 06:26 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - YPPH ELEV 00067FT 100 102 026 00:05 ..... 037.8 019.8 WAVE6B 100 102 0000 0000 06:31 ..... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines WP NAME CO-ORDINATES .. FIMP S20 25.8 E057 .. T-O-C S21 29.6 E060 .. MABAD S26 48.4 E075 .. ETP_1 S29 12.4 E085 .. 31S00 S31 00.0 E100 .. T-O-D S31 57.6 E112 .. YPPH S31 56.4 E115 - - - - - - - - - - - - ETOPS DETAIL DATA THRHLD DIST 431 NM RULE DIST 1700 NM
8.5
OPERATING PROCEDURES ETOPS WP NAME 41.0 .. ATLOP 07.1 .. AVDOV 00.0 .. 2880S 31.7 .. 3090S 00.0 .. TREES 48.1 .. WAVES 58.0 - - - - - - - - -
1EO MCT/VMO TOTAL A/I ON DIVERT SUMMARY: LAT/LONG S29124 E085317 FIMP ETP TIME 03:18 ETP DIST 1450 NM ETP FL 370 ETP FOB 025517 ETP FUEL REQ 032748 ETP WT 185306 G/C DIST 1601 CRUISE DIST 1581 ETP W/C P005 ENROUTE TEMP P013 MSA FL 040 TIME TO ALTERNATE 04:07 DUMP FUEL 000000 TOTAL 032748
Page 47
CO-ORDINATES S21 28.2 E060 S23 26.2 E065 S28 00.0 E080 S30 00.0 E090 S32 00.0 E110 S31 52.3 E115
05.5 00.0 00.0 00.0 00.0 31.7
- - - - - - - - - - - -
YPPH
1577 1581 M001 P013 032 04:07 000000 032748
ALL ENG LRC A/I ON DIVERT SUMMARY: LAT/LONG S29124 E085317 FIMP YPPH ETP TIME 03:18 ETP DIST 1450 NM ETP FL 370 ETP FOB 025517 ETP FUEL REQ 029357 ETP WT 185306 G/C DIST 1601 1577 CRUISE DIST 1578 1581 ETP W/C P005 M001 ENROUTE TEMP P013 P013 MSA FL 040 032 TIME TO ALTERNATE 04:44 04:44 DUMP FUEL 000000 000000 TOTAL 029357 029357 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - END OF FLIGHT PLAN REQUEST 7559
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 48
8.5.4.6.4. Diversion beyond 180 minutes, diversion times check If the computerized flight plan doesn’t automatically perform the following checks, the dispatcher must, in case of ETOPS diversion beyond 180 minutes, compute and check the following:
•
Cargo fire suppression system: Time capability of the A330-243 cargo fire suppression system = 260 minutes Diversion time without failure from ETP = 230 minutes 230+15 = 245 < 260 minutes
•
Other ETOPS significant systems: Time capability of the A330-243 the ETOPS significant systems = 300 minutes Diversion time 1 engine out from ETP = 245 minutes 245+15 = 260 minutes < 300 minutes
Cross-check of CFP results Errors such as wrong input in the CFP or wrong route determination are possible in the computation of an ETOPS flight plan. For this reason it is a good practice to check at the flight dispatch stage that the CFP results are realistic: - The ETOPS fuel predictions can be checked by using the published FCOM standard fuel planning and ETOPS dispatch fuel planning and performance data - The ETOPS route within the ETOPS area - The location of the various ETPs is checked to be consistent with the location of the charted mid-point lines and wind correction scales. 8.5.4.6.6. Re-routed flight with a shorter diversion time Due to the aircraft technical status the flight dispatcher may need to re-route the flight with a diversion time shorter than the approved diversion time (for example: rerouting with a diversion time less than 120 minutes), or to a non-ETOPS route. The flight preparation must be adapted accordingly, and the flight dispatch documents must be re-established in line with the new routing and operating rules. 8.5.4.6.7. Preparation of the plotting chart The plotting chart completes the CFP. The plotting charts should indicate the following information: - ETOPS area, - Planned route/track - ETOPS segment and significant points: EEP, ETP(s), CP, EXP. 8.5.4.6.5.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 49
Flight crew documentation - Flight Crew Briefing Folder The Flight crew briefing folder that the dispatcher compiles for an ETOPS flight includes the following documents (as applicable): 8.5.4.7.
- Any documents provided for a standard flight - NOTAMs of the nominated ETOPS en-route alternate airports and of any other adequate alternate airport. - Weather forecasts and reports (TAF, METAR messages, SPECI, SIGMET and SNOWTAM messages, as applicable) of the nominated ETOPS en-route alternate airports and of any other adequate alternate airport that could be used in case of diversion - Forecasted wind and temperature charts on planned and diversion routes for: o FL 100 o Typical single-engine cruise altitudes o Standard cruise flight levels - Significant Weather Chart(s) (e.g. turbulence and icing conditions) for the planned and diversion routes, and for any en-route alternate airports. As applicable, Satellite weather pictures can complete this charts. - ATC flight plan - CFP log including the significant ETOPS points EEP, ETP’S, CP and EXP and the ETOPS fuel requirements - Plotting chart or orientation chart with the ETOPS area of operation - Navigation and Airport charts to perform diversion to any alternate airports on the route - Dispatch information (only required where or when no personal dispatch briefing is provided) - MEL/CDL (impact on ETOPS capability). Remark: Information on “flight dispatch” from out stations should be indicated in this chapter only if procedures and documents are different from those used for “flight dispatch” from the main base.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 50
8.5.5. RELEASE OF THE AIRCRAFT FOR AN ETOPS SECTOR ETOPS approved engineer/mechanics An ETOPS approved engineer/mechanic is a qualified engineer/mechanic, who has successfully performed an initial and recurrent ETOPS training as well as a period of line training (in accordance with the company training policy). Refer to chapter 8.5.7.4: Training for maintenance personnel. 8.5.5.1.
ETOPS Pre-departure Service Check An ETOPS pre-departure service check must be carried out at each station where the aircraft is to operate ETOPS. The ETOPS pre-departure service check is part of: - Pre-flight/transit check - Daily check - Weekly check 8.5.5.2.
AMC 20-6 Appendix 8 Chapter 3.1.1: PRE-DEPARTURE SERVICE CHECK
An ETOPS service check should be developed to verify the status of the aeroplane and the ETOPS significant systems. This check should be accomplished by an authorised and trained person prior to an ETOPS flight. Such a person may be a member of the flight crew. The ETOPS pre-departure service check is a set of maintenance actions to be performed prior to dispatch an aircraft for an ETOPS flight. The scope of the ETOPS Service Check is defined in the operator's ETOPS Maintenance Manual. It details the conditions and terms of performance of this check. An ETOPS approved engineer/mechanics must perform the ETOPS pre-departure service check. But the Authorities of the operator may grant the operator that the flight crew performs some tasks of the ETOPS Pre-departure Service check. The operator's ETOPS Maintenance Manual must specify the maintenance tasks that the flight crew can performed. These tasks should be limited to the ECAM check during the ETOPS pre-flight/transit check. In this case the flight crew must be especially trained and approved to perform these maintenance checks. MMEL/MEL The Airbus MMEL contains all the dispatch requirements applicable to ETOPS operations. The ETOPS restrictions for dispatch are identified as follows in the MMEL: 1) “May be inoperative provided that ETOPS is not conducted” Aircraft is authorized only for “Non ETOPS flight” 2) “May be inoperative provided that ETOPS beyond 120/180 min is not conducted” Aircraft is not authorized for ETOPS flights above 120/180 minutes 8.5.5.3.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 51
The operator must develop its Minimum Equipment List (MEL) based on the Master Minimum Equipment List (MMEL). The MEL must take account of the operator's operational policies, and of the national operational requirements. The MEL should also reflect the specificities of the area of operation: Maximum and average diversion time Redundancy and equipment of the en-route alternate airports Navigation and communication means Prevailing meteorological conditions Other criteria, as applicable The specific MEL requirements for ETOPS flights must be clearly identified. For example, MEL item can reduce the ETOPS capability of the aircraft and to limit the maximum diversion to 120 minutes, 90 minutes or to NON-ETOPS route. Maintenance release for ETOPS An aircraft can be dispatched for an ETOPS flight only if a formal Maintenance Release for ETOPS has been entered in the aircraft logbook. 8.5.5.4.
This Maintenance Release for ETOPS provides the flight crew with the assurance that: • The aircraft configuration is checked and confirmed to comply with the applicable configuration standards set forth in the CMP document • The aircraft condition is checked and confirmed to comply with the applicable ETOPS dispatch requirements set forth in the company MEL • The ETOPS items of the applicable line check are accomplished. The company ETOPS Maintenance Procedures Manual (or equivalent) defines the content of the ETOPS Service Check and the procedures associated with the ETOPS Maintenance Release. Maintenance control is responsible to alert Flight Dispatch (or OCC) in case of dispatch under ETOPS MEL item. Flight Dispatch must notify the Flight Crew of any ETOPS MEL item or CMP configuration restriction and confirm that the flight preparation takes this item into account. When defects affect the "ETOPS capability" of the aircraft, they must be rectified before the next ETOPS flight, or the aircraft must be degraded to NON-ETOPS. Successful rectification may be confirmed and verified by: a) Specified ground checks i.e. system checks with the aircraft on the ground b) A NON-ETOPS flight c) An ETOPS flight subject to verification in flight of applicable parameters as specified by the maintenance manual before reaching the EEP d) A technical flight. •
Any defects, which occur only during flight or which are intermittent in nature may require verification as per (b), (c) or (d) above.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 52
•
Any verifications as per (b), (c) or (d) above may be also required: Following an engine change After an engine or oil system breakdown or major component change.
•
If a verification action is to be carried out as prescribed in (c) above, the rectification must be certified in the Technical Log and the following statement added: "Aircraft certified for ETOPS subject to verification of (system/component, etc.) in next flight before reaching EEP".
Re-grading to "NON-ETOPS" status If the aircraft technical status does not comply with MEL for ETOPS, or if the aircraft configuration does not comply with the CMP document, it must be placarded as "NONETOPS" in the Technical Log or equivalent. 8.5.5.5.
The defect should be entered as a deferred defect and the "NON-ETOPS" status will be carried over the log. This must be carried out by the approved ETOPS engineer responsible for the aircraft. A re-grading of the aircraft to "NON-ETOPS" should be advised to Flight Operations and entered in the Noticeable Items Document ("Aircraft Briefing Card"). Flight Operations may either re-schedule the flight using a NON-ETOPS route or request an aircraft replacement to the Fleet Scheduling.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 53
8.5.6. ETOPS IN FLIGHT The Chief Pilot is in charge to manage the list of the Captains and First Officers that are approved for ETOPS. Receiving/Accepting the aircraft When flight crew accepts the aircraft, the pilots must ensure that the ETOPS Maintenance release and the ETOPS pre-departure service check are endorsed correctly. 8.5.6.1.
Some MEL item(s) have impacts on the aircraft ETOPS capability. For this reason, the flight crew must verify that the aircraft has not been degraded to NON-ETOPS and that the ETOPS capability such as the diversion time is not reduced. co*ckpit preparation During the co*ckpit preparation, the flight crew performs: The actions defined in the SOP (Standard Operating Procedures) The specific ETOPS system checks prior each flight, if applicable The FMS set-up in accordance with the SOP and in accordance with the recommendations published in the FCOM for long-range navigation. The EEP, ETPs (the CP) and the EXP are not stringed to the FMS FPLN but are entered as STORED WAYPOINTS and Wind entries are performed on all the relevant FMS WIND pages. 8.5.6.2.
After engine start check list After engine start, the ECAM STATUS page is checked for any (not previously known) failure condition. In case of failure, the flight crew must reassess the aircraft ETOPS capabilities in accordance with the company policy (at this point, the MEL ETOPS dispatch requirements are applied). 8.5.6.3.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines 8.5.6.4.
OPERATING PROCEDURES ETOPS
8.5 Page 54
In flight weather monitoring
EASA AMC 20-6 Appendix 4-6.: IN-FLIGHT RE-PLANNING AND POST-DISPATCH WEATHER MINIMA
Post-dispatch, weather conditions at the ETOPS en-route alternates should be equal to or better than the normal landing minima for the available instrument approach. EASA AMC 20-6 Appendix 4-9.: IN FLIGHT MONITORING
During the flight, the flight crew should remain informed of any significant changes in conditions at designated ETOPS en-route alternate aerodromes. Prior to the ETOPS Entry Point, the forecast weather, established aeroplane status, fuel remaining, and where possible field conditions and aerodrome services and facilities at designated ETOPS en-route alternates are to be evaluated. If any conditions are identified which could preclude safe approach and landing on a designated en-route alternate aerodrome, then the flight crew should take appropriate action, such as re-routing as necessary, to remain within the operator’s approved diversion time of an en-route alternate aerodrome with forecast weather to be at or above landing minima. In the event this is not possible, the next nearest en-route alternate aerodrome should be selected provided the diversion time does not exceed the maximum approved diversion time. This does not override the pilot in command’s authority to select the safest course of action. The ETOPS increments on minima applied at the planning stage are not applied after dispatch (aircraft moving by itself). The applicable minima at each ETOPS en-route alternate airport (ceiling and visibility) for en-route decisions are the normal published minima or company minima, taking into account serviceable landing navaids and crew qualification. A good practice is, in function of the flight progress that the Operations Control Centre (OCC) or the Flight Watch: - Monitors weather and NOTAMs that involve the ETOPS flight - Provides the crew with any relevant information - Contacts ATC for any rerouting The means of communication VHF/HF/ACARS/SATCOM between the flight crew and OCC/Flight Watch are function of operator/aircraft equipment and of the area of operations.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 55
Decision making before reaching EEP Before reaching the ETOPS Entry Point (EEP), the flight crew must obtain from Flight Watch/OCC, or by their own means, up-dated weather information (METAR, TAF, SIGMET, SPECI messages) for the ETOPS en-route alternate airports. 8.5.6.5.
In addition, Flight Watch/OCC should transmit to the flight crew any new or updated NOTAM or SNOWTAM, relevant to the ETOPS en-route alternate airports. Weather minima at the estimated time of arrival at respective ETOPS en-route alternate airport are checked to be at or above the company and crew minima. The area of ETOPS operation is reassessed when: - The forecast minima at one or more of the declared en route alternate airport(s) is lower than the company or crew minima, or - One or more of the declared ETOPS en-route alternate airport(s) is no more available, In these cases a re-routing or turn-back may have to be considered before reaching the ETOPS Entry Point (EEP) in function of the new area of ETOPS operation. The aircraft systems status is checked with reference to the ECAM MEMO, STATUS and SYS pages. Based on the overall assessment of the aircraft and weather situation, the pilot in command: - Confirms the decision to continue, re-route or turn-back, and - Proceeds accordingly. The flight crew is not required at the EEP to provide an AIREP position and fuel status report to the Flight Watch, even in case of re-routing, unless the flight crew expects or requests a special assistance. Navigation monitoring Navigation monitoring during ETOPS flights is conducted in accordance with the standard navigation procedure. 8.5.6.6.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 56
Fuel monitoring During an ETOPS flight, the flight crew performs the same fuel monitoring procedures as for a non-ETOPS flight. There is no specific fuel monitoring requirement for ETOPS flight. 8.5.6.7.
In flight, the additional ETOPS fuel that has been determined during the flight preparation, is part of the contingency fuel. The flight crew doesn’t manage the additional ETOPS fuel independently of the standard contingency fuel. At the Critical Point (CP), it is not required that the actual fuel on board is equal to the quantity of fuel computed during the flight preparation. To perform quality studies, the operator may request the flight crew to record the following fuel quantities when overflying the ETOPS Critical Point (CP): - Indicated fuel on board (FOB) - Minimum required diversion fuel, based on the CFP log. The fuel quantity records are processed through statistical analysis (mainly for the flights that require additional ETOPS fuel). The results of this analysis allow to reassess and to modify the fuel computation for ETOPS diversion. ETOPS Diversion decision making 8.5.6.8.1. Diversion criteria 8.5.6.8.
EASA AMC 20-6 Appendix 4-7.: DIVERSION DECISION MAKING
Operators shall establish procedures for flight crew, outlining the criteria that indicate when a diversion or change of routing is recommended whilst conducting an ETOPS flight. For an ETOPS flight, in the event of the shutdown of an engine, these procedures should include the shutdown of an engine, fly to and land at the nearest aerodrome appropriate for landing. Factors to be considered when deciding upon the appropriate course of action and suitability of an aerodrome for diversion may include but are not limited to: a. Aircraft configuration/weight/systems status; b. Wind and weather conditions en route at the diversion altitude; c. Minimum altitudes en route to the diversion aerodrome; d. Fuel required for the diversion; e. Aerodrome condition, terrain, weather and wind; f. Runways available and runway surface condition; g. Approach aids and lighting; h. Rescue and Fire Fighting Service (RFFS) capability at the diversion aerodrome; i. Facilities for aircraft occupants - disembarkation & shelter; j. Medical facilities; k. Pilot’s familiarity with the aerodrome; l. Information about the aerodrome available to the flight crew.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 57
Contingency procedures should not be interpreted in any way that prejudices the final authority and responsibility of the pilot-in-command for the safe operation of the aeroplane. Note: for an ETOPS en-route alternate aerodrome, a published RFFS category equivalent to ICAO category 4, available at 30 minutes notice, is acceptable. For ETOPS flights, FCOM provides the following criteria that the flight crew must consider a reroute or diversion: - Before reaching the ETOPS Entry Point (EEP), weather minima at diversion airport(s) going below the company/crew en-route minima, or diversion airport(s) becoming unsuitable for any reason. - Failure cases that require a diversion to the nearest airport (cases leading to a LAND ASAP message on the ECAM and/or in the QRH). - Failure cases that increase fuel consumption, exceeding the available fuel reserves. - Electrical generation - Loss of navigation performance capability, before entering an area with requirements on vertical and/or horizontal navigation (as applicable). For example, the MNPS area. In case of a diversion, the flight crew must adhere to the procedures defined in the FCOM. In order to reduce diversion time and distance, the flight crew must also consider the possibility to perform the diversion to other available adequate airports. Depending on the cause of the diversion (e.g. fire, structural damage, etc.), and in function of his safety assessment of the overall situation, the flight crew can adapt the diversion strategy in terms of speed and altitude. Aircraft diversion performance data • One Engine Inoperative (OEI) performance data In flight ONE ENGINE INOPERATIVE performance data is published in the FCOM.
8.5.6.8.2.
The FCOM provides the flight crew with the following single engine performance data: - Gross and net ceilings, for the drift down (green dot) and LRC speeds, with applicable correction factors, - Summary of diversion speed strategies, - For each speed strategy: o Descent and cruise performance data o Diversion in-cruise (fuel and time to landing) o Emergency descent o Holding.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 58
• Diversion speed In the case of a diversion to an ETOPS en-route alternate airport and after completion of a safety assessment of the situation, the Commander has the authority to deviate from the planned one-engine out operating speed, even if the resulting diversion time exceeds the ETOPS diversion time granted by the Authority. The most important consideration is to safely conduct the flight to the alternate airport. When the flight crew deviates from the planned diversion speed, they must especially focus their attention on the fuel monitoring, any time limited system limitations and on obstacles vertical margin. 8.5.6.8.3. Reporting of operational events and aircraft defects The flight crew must reports in the logbook all defects of system that would prevent the aircraft to be dispatched on an ETOPS flight in compliance with the MEL for maintenance assessment and corrective action, as required.
The following aircraft systems are significant for ETOPS operations: - Air conditioning and pressurization systems, - Communication systems, - Electrical power supply, including batteries, - Emergency equipment, - Fire detection and extinguishing systems, - Flight controls, - Fuel system, - Hydraulic systems, - Ice protection systems, - Flight instruments, - Pneumatic systems, - Navigation systems, - APU, - Propulsion systems (starting and ignition, parameter indications, oil consumption trend), - Any other system, required per company policy, national regulation or in accordance with the area of operation. The flight crew must report the following events significant for ETOPS operations for further analysis: • IFSD, IFTB, uncommanded thrust changes, loss or lack of throttle control, failure to reach the commanded thrust, malfunction and/or abnormal behavior of an ETOPS significant system listed above. Flight crews must record relevant flight parameters, engine/system parameters and event circ*mstances.
Reference: UG1300984
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 59
Rectification of aircraft defects and verification: The crew must report in the Technical Log any observed defects or malfunctions on aircraft of the ETOPS fleet during ETOPS and NON-ETOPS flights, and that are significant to ETOPS flights. 8.5.6.9.
The Maintenance must fully investigate, rectify such defect or malfunction before the next ETOPS flight. 8.5.6.10. Flight crew responsibilities
For ETOPS flights, the flight crew is responsible to: - Ensure that the weather forecast and reports for the proposed operating area and flight duration indicate that the flight may be conducted in accordance with ETOPS planning operating minima - Ensure that sufficient fuel is carried to meet the requirements of the ETOPS sector, considering the standard flight to destination and the diversion to ETOPS en-route alternates - Confirm that all necessary en-route charts and approach charts for destination and ETOPS en-route Alternate airports are carried on board the aircraft - Ensure that any re-routing requested by ATC or the commander does not involve deviation from the authorized area of operations - Ensure that ETOPS maintenance dispatch is correctly carried out.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES ETOPS
8.5 Page 60
8.5.7. ETOPS TRAINING ETOPS Training for Flight crews ETOPS Check Airmen (Check-Captains and Supervisor-Captains) The ETOPS check-airmen are responsible for the application of the ETOPS flight standards, practices and procedures and for the conduct and supervision of the line training and recurrent training programs. 8.5.7.1.
8.5.7.1.1.
The Chief Pilot manages the list of the ETOPS approved Check - Captains and Supervisor Captains. 8.5.7.1.2. Flight Crew ETOPS Training Programme EASA AMC 20-6 Appendix 6 - ETOPS Training Programme The operator’s ETOPS training programme should provide initial and recurrent training for flight crew as follows: • Introduction to ETOPS regulations • Normal operations • Abnormal and contingency procedures • ETOPS Line Flying Under Supervision (LFUS) 8.5.7.1.2.1.
Introduction to ETOPS regulation
EASA AMC 20-6 Appendix 6.1 - ETOPS Training Programme
a. b. c. d. e. f. g. h. i. j. k. l. m. n. o. p.
Brief overview of the history of ETOPS; ETOPS regulations; Definitions; Approved One-Engine-Inoperative Cruise Speed; ETOPS Type Design Approval – a brief synopsis; Maximum approved diversion times and time-limited systems capability; Operator’s Approved Diversion Time; Routes and aerodromes intended to be used in the ETOPS area of operations; ETOPS Operations Approval; ETOPS Area and Routes; ETPS en-route alternates aerodromes including all available let-down aids; Navigation systems accuracy, limitations and operating procedures; Meteorological facilities and availability of information; In-flight monitoring procedures; Computerised Flight Plan; Orientation charts, including low level planning charts and flight progress charts usage (including position plotting); q. Equal Time Point; r. Critical fuel.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines 8.5.7.1.2.2.
OPERATING PROCEDURES ETOPS
8.5 Page 61
Normal ETOPS operations
EASA AMC 20-6 Appendix 6.2 - ETOPS Training Programme
a. Flight planning and Dispatch (1) ETOPS Fuel requirements (2) Route Alternate selection - weather minima (3) Minimum Equipment List – ETOPS specific (4) ETOPS service check and Tech log (5) Pre-flight FMS Set up b. Flight performance progress monitoring (1) Flight management, navigation and communication systems (2) Aeroplane system monitoring (3) Weather monitoring (4) In-flight fuel management – to include independent cross checking of fuel quantity 8.5.7.1.2.3.
Abnormal and contingency procedures
EASA AMC 20-6 Appendix 6.3 - ETOPS Training Programme
a. Diversion Procedures and Diversion ‘decision making’. Initial and recurrent training to prepare flight crews to evaluate potential significant system failures. The goal of this training should be to establish crew competency in dealing with the most probable contingencies. The discussion should include the factors that may require medical, passenger related or non-technical diversions. b. Navigation and communication systems, including appropriate flight management devices in degraded modes. c. Fuel Management with degraded systems. d. Initial and recurrent training which emphasises abnormal and emergency procedures to be followed in the event of foreseeable failures for each area of operation, including: (1) Procedures for single and multiple failures in flight affecting ETOPS sector entry and diversion decisions. If standby sources of electrical power significantly degrade the co*ckpit instrumentation to the pilots, then training for approaches with the standby generator as the sole power source should be conducted during initial and recurrent training. (2) Operational restrictions associated with these system failures including any applicable MEL considerations.
Reference: UG1300984
TR7b
AIRBUS OPS MANUAL Part A - Guidelines 8.5.7.1.2.4.
OPERATING PROCEDURES ETOPS
8.5 Page 62
ETOPS Line Flying Under Supervision (LFUS)
EASA AMC 20-6 Appendix 6.4 - ETOPS Training Programme
During the introduction into service of a new ETOPS type, or conversion of pilots not previously ETOPS qualified where ETOPS approval is sought, a minimum of two ETOPS sectors should be completed including an ETOPS line check. ETOPS subjects should also be included in annual refresher training as part of the normal process. 8.5.7.2.
ETOPS Training for Flight operations personnel other than flight crew
Appendix 2 to EU-OPS 1.175: The management and organisation of an AOC holder
Operations department must be staffed by trained personnel who have a thorough understanding of their responsibilities within the organisation EASA AMC 20-6 Appendix 6.5 - ETOPS Training Programme
The operator’s ETOPS training programme should provide initial and recurrent training for Flight Operations Personnel other than Flight Crew. The operator’s training programme in respect to ETOPS should provide training where applicable for operations personnel other than flight crew (e.g. dispatchers), in addition to refresher training in the following areas: a. ETOPS Regulations/Operations Approval b. Aeroplane performance/Diversion procedures c. Area of Operation d. Fuel Requirements e. Dispatch Considerations MEL, CDL, weather minima, and alternate airports f. Documentation 8.5.7.2.1. Dispatchers ETOPS training In addition to the training for flight operations personnel other than Flight Crew, a dedicated training should be performed on the ETOPS functions of the Computerized Flight Plan (CFP).
The ETOPS dispatchers are provided with the following documents for reference and/or continuous training: - The Operations Manual with ETOPS Operations Manual (or chapter) - The Dispatcher Reading File (for quick access to any new or revised information being relevant to dispatch activities). - For each “ETOPS” aircraft, access to: o The CFP Manual – ETOPS Functions and Flight Plan Computation o A CBT station and courseware o The FCOM o The MEL o The AFM Reference: UG1300984
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Maintenance ETOPS training
ETOPS Training for Maintenance personnel The personnel involved in the continuing airworthiness management of the aircraft must have knowledge of the ETOPS procedures of the operator. 8.5.7.4.
EASA AMC 20-6 Appendix 8-5.: COMPETENCE OF CONTINUING AIRWORTHINESS AND MAINTENANCE PERSONNEL
The operator’s ETOPS training programme should provide initial and recurrent training for as follows: 1. INTRODUCTION TO ETOPS REGULATIONS a) Contents of AMC 20-6 b) ETOPS Type Design Approval – a brief synopsis 2. ETOPS OPERATIONS APPROVAL a) Maximum approved diversion times and time-limited systems capability b) Operator’s Approved Diversion Time c) ETOPS Area and Routes d) ETOPS MEL 3. ETOPS CONTINUING AIRWORTHINESS CONSIDERATIONS a) ETOPS significant systems b) CMP and ETOPS aircraft maintenance programme c) ETOPS pre-departure service check d) ETOPS reliability programme procedures (1) Engine/ APU oil consumption monitoring (2) Engine/APU Oil analysis (3) Engine conditioning monitoring (4) APU in-flight start programme (5) Verification programme after maintenance (6) Failures, malfunctions and defect reporting (7) Propulsion System Monitoring/Reporting (8) ETOPS significant systems reliability e) Parts and configuration control programme f) CAMO additional procedures for ETOPS g) Interface procedures between Part-145 organisation and CAMO
Maintenance personnel involved in ETOPS maintenance tasks must: a) Have completed an ETOPS training programme, which reflects the relevant ETOPS procedures of the operator, and b) Have satisfactorily performed ETOPS tasks under supervision, within the framework of the Part M and Part-145 approved procedures for Personnel Authorisation.
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8.5.8. ETOPS OPERATIONS MONITORING General This section defines the policies, procedures and documents that the operator should established to monitor non-ETOPS and ETOPS operations performed by the ETOPS fleet. 8.5.8.1.
The analysis process and monitoring process should be described in the quality manual. ETOPS operational reliability monitoring This paragraph should list the feedback information to be provided to flight operations 8.5.8.2.
Analysis of operational events All significant operational events (ETOPS or non-ETOPS related) subject to a flight crew report are analysed by the following heads of departments: - Chief Pilot - Safety Manager - Flight Operations Manager - Maintenance engineering 8.5.8.3.
ETOPS dispatch reliability and mission success analysis The ETOPS dispatch and operational reliability is analysed by the following heads of departments: - Maintenance engineering - Chief pilot - Flight Operation Manager 8.5.8.4.
Quality Assurance - Audits Quality assurance audits should be periodically organised by Quality Manager to ensure that the ETOPS policies, procedures and documents defined in this Operations Manual are complied with. 8.5.8.5.
Flight Safety Manager - Operational Prevention and Flight Safety The Safety Manager together with the Safety Actions Group analyses events and identifies weaknesses or vulnerabilities that may contribute to incident on ETOPS operations. Depending on the criticality of the situation, the Safety Review Board may decide to stop ETOPS operations waiting that mitigations are implemented to decrease the level of risk to an acceptable level. 8.5.8.6.
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AIRBUS OPS MANUAL Part A - Guidelines
OPERATING PROCEDURES MEL & CDL
8.6 Page 1
8.6. USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL) As its name implies, the Minimum Equipment List (MEL) lists all the safety-related items for which revenue flights are permitted, even if the items are inoperative at departure. The MEL specifies the dispatch conditions: the conditions to be fulfilled and the procedures to be performed, in order to permit the revenue flights to be flown with the inoperative item for a limited period of time. Furthermore, the MEL must take into account the area of operation including whether the aircraft is being dispatched from base or an outstation. Similarly to the above the Configuration Deviation List (CDL) lists the aircraft secondary airframes that may be missing for a particular operation and pictorially indicates areas of damage to the aircraft skin/structure that is considered acceptable for flight. Any part not included in the list must be considered as necessary. It is important to repair the airplane at the first airport where repairs or replacements may reasonably be made, since additional malfunctions may require the aircraft to be taken out of service. No more than one part or one combination of parts of one system may be missing, except otherwise specified. Parts of different systems may be simultaneously missing, unless otherwise specified in this list. Missing part may introduce performance penalties that are cumulative. The Minimum Equipment List (MEL) is a document established by the operator and approved by National Authorities of the operator. Operator's MEL is developed on the base of Airbus Master MEL (MMEL) and customised by the operator as a function of its own operational policies and national operational requirements. The MEL shall never be less restrictive than the MMEL. (EU-OPS 1.030) The Configuration Deviation List (CDL) is a document approved by the Airworthiness Authority having certified the aircraft. The CDL is included in the Aeroplane Flight Manual. The commander shall not commence a flight unless he is satisfied that: The aeroplane is not operated contrary to the provisions of the Configuration Deviation List (CDL); The instruments and equipment are in operable condition except as provided in the MEL.
The commander shall decide whether or not to accept an aeroplane with unserviceabilities allowed by the CDL or MEL. (EU-OPS 1.290 / 1.085)
In the MEL, any item is deemed “inoperative”, when it does not satisfactorily fulfil its intended function, regardless of the reason.
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An item is deemed to be inoperative when: • • • • •
It does not work at all, or It does not ensure all functions for which it was designed, or It does not consistently work within its designed operating limits or tolerances, or It is requested to be considered inoperative by the dispatch conditions, or It is not available due to a primary failure.
Whilst operating within the limits of the MEL / CDL, the aircraft is deemed to be airworthy and capable of operating within the specified environment. The MEL is not intended to provide for continued operation of an aircraft for an unlimited period of time. Repairs should be made as soon as possible within the time limit imposed by Rectification Intervals. Rectification Intervals (A, B, C, and D) have been introduced in accordance with definitions of JAR-MMEL/MEL. Dispatch of the aircraft is not allowed after expiry of the Rectification Interval specified in the MEL unless the Rectification Interval is extended in accordance with the following: A one time extension of the applicable Rectification Interval B, C, or D, may be permitted for the same duration as that specified in the MEL provided: - A description of specific duties and responsibilities for controlling extensions is established by the operator and accepted by the Authority, and - The Authority is notified within a timescale acceptable to the Authority of any extension authorised. Although the concept of Rectification Interval does not exist for the CDL, all CDL items are not allowed to be left unrectified for an unlimited period of time as stated in the Flight Manual. However, a specific time limit is required in the dispatch condition itself for some items. Decision for repair is under the operator responsibility. It is company policy that every effort be made to maintain 100 % serviceability with rectification being initiated at the first practical opportunity. An aircraft must not be dispatched with multiple MEL / CDL items inoperative without the Commander having first determined that any interface or interrelationship between inoperative systems or components will not result in a degradation in the level of safety and/or undue increase in crew workload. The exposure to additional failures during continued operation with inoperative systems or components must also be considered in determining that an acceptable level of safety is maintained.
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In case of defect, engineering personnel will certify in the Technical Log adjacent to the appropriate defect the MEL / CDL subject title, system and item number together with any operational limitations. At the completion of any engineering tasks associated with the particular MEL item, engineering personnel will placard the inoperative instrument, switch, light, etc. When applicable, operational flight plan, take off and landing performance and fuel requirement penalties must be taken into account due to inoperative equipment or component. When a MEL / CDL item is rectified, engineering personnel should make an entry in the Technical Log identifying the item and details of the rectification, including a statement that the MEL / CDL item has been removed. Appropriate MEL placards must then be removed from the co*ckpit.
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OPERATING PROCEDURES NON REVENUE FLIGHTS
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Table of Contents
8.7.
NON REVENUE FLIGHTS ..................................................................................2
8.7.1.
Definitions .......................................................................................................2
8.7.2.
Training flights................................................................................................2
8.7.3. Technical flights .............................................................................................3 8.7.3.1. Technical flight purpose ............................................................................3 8.7.3.2. Technical flight training ..............................................................................3 8.7.3.3. Technical flight program ............................................................................4 8.7.4.
Delivery flightS ...............................................................................................4
8.7.5. Ferry flights .....................................................................................................5 8.7.5.1. Standard Ferry Flight .................................................................................5 8.7.5.2. Three engine ferry flight ............................................................................5 8.7.5.2.1. Authorisation ........................................................................................5 8.7.5.2.2. Crew training ........................................................................................5 8.7.5.2.3. Pre-flight planning ................................................................................6 8.7.5.2.4. Fuel planning and mass considerations ...............................................6 8.7.5.2.5. Performance considerations .................................................................6 8.7.5.2.6. Weather considerations ........................................................................6 8.7.5.2.7. Before starting engines.........................................................................6 8.7.6.
Demonstration flights ....................................................................................6
8.7.7.
Positioning flights ..........................................................................................7
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8.7. NON REVENUE FLIGHTS By definition the revenue flights being not usual flights of an Airline, the operator must ensure that: - Its Authorities don’t require special authorizations to perform such flights - Its insurance covers such flights 8.7.1. DEFINITIONS (Appendix 1 to EU-OPS 1.1045)
The following flights are considered as non revenue flights: • • • • • •
Training flights, Test flights, Delivery flights, Ferry flights, Demonstration flights, Positioning flights with or without passengers.
8.7.2. TRAINING FLIGHTS Training flights are conducted under the responsibility of the Training Manager with the purpose of: Commander / pilot qualification / requalification Training the abilities of pilots under normal and abnormal conditions In flight proficiency check. However, the final decision to carry out the actual training flight and the responsibility for adherence to Company instructions described in the Operation Manual in general and the Part D in particular, remains with the designated Commander.
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8.7.3. TECHNICAL FLIGHTS 8.7.3.1. Technical flight purpose Technical flight (or maintenance flight) can be required or recommended after special maintenance/repair/painting work. Check flight must not be confused with test flights (acceptance flight or experimental flight), which require a specific license or qualification (License or Qualification are function of the countries). Technical flight is most of the time required to verify that the aircraft’s operational characteristics have not been adversely affected during maintenance actions when it cannot be properly ground tested. 8.7.3.2. Technical flight training Technical flights go beyond the knowledge, skill and attitudes (KSA) expected from a ‘standard’ airline pilot and for which they have been trained. For this reason: • Technical flight cannot be considered as a standard flight. • The crew should have performed a training adapted to the Technical flight. • The procedures and checklists have to be reviewed and adapted to the technical flight. Operations Manual Part D should include a section for Technical Flight Training. The aim of technical flight training is to provide Adequate familiarisation of technical flight techniques Safety precautions. Techniques used to minimise the risk associated with some checks. ¾
Airbus has developed a technical flight familiarization course to provide the pilots having to perform technical flight with: Heighten awareness to technical flights specifics Knowledge, skill and attitudes required for technical flight The qualified instructors for this specific course are Flight Test Pilots and Flight Test Engineers from the Airbus Flight Test department.
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8.7.3.3. Technical flight program A technical flight must be performed according to a program issued by the technical department in agreement with the flight operations department. Airbus operator may contact Airbus to get further information on technical flight program to be performed in function of the planned checks. The technical department must brief the flight crew on: The reason for the technical flight. The technical flight program. How the preceding work may influence the flight characteristics of the aircraft. Technical flight shall be performed by the minimum flight crew according to the Operations Manual and Flight Manual. Engineers, mechanics or inspectors may need to be on board in addition to the minimum crew, to perform needed checks or observations that cannot be performed by the flight crew. The people in addition to the minimum crew must be Limited to the minimum Recorded in the journey log as additional crew members. The Flight Operations Manager or the chief pilot should assign the crew and validate the presence of the other people on board. ATC must be informed of the purpose of the flight and of its profile (at least speed/altitude/time). Accordingly ATC may provide a specific control or allocate a specific area to perform the technical flight. 8.7.4. DELIVERY FLIGHTS Delivery flights are flights where an aircraft is flown from the seller’s facility to the airline.. Provided all standard requirements are fulfilled, non-revenue passengers may be carried if this is not excluded on the certificate of airworthiness and certificate of registration. Full insurance coverage must be assured. For some delivery flights, the Authority might only issue a “ferry permit” or “Flight permit” in lieu of the certificate of airworthiness and the certificate of registration. This ferry/flight permit may exclude the carriage of persons other than flight crew and engineers. Flights with passengers aboard require full and normal crew complement. If revenue passenger are on board it is a commercial flight and it should comply with commercial flight requirements.
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8.7.5. FERRY FLIGHTS 8.7.5.1. Standard Ferry Flight Ferry flights are flights to position aircraft for maintenance. They may be conducted with minimum crew and reduced airworthiness as permitted by Operations Manual or the Authority. The Flight Operations Manager shall give his consent to the Commander prior to commencing ferry flight after the approval of the authority. 8.7.5.2. Three engine ferry flight A one-engine-inoperative ferry flight should never be seen as a "normal operation" since the margins for control and performance, especially in the approach and climb phase, can be significantly different from those associated with normal operations and, in particular, landing distance requirements. The use of one-engine-inoperative ferry flights should be considered only when no reasonable alternative course of action is available. The company will always consider and favour bringing spare or replacement parts and a rectification team to the aeroplane rather than authorising a one-engine-inoperative ferry flight. Specific authorisation should be given by Flight Operations Manager before each flight. 8.7.5.2.1. Authorisation Contrary to A340, the A380 being not yet certified for ferry flight with three engines, the operator must firstly obtain from Airbus a Flight Condition Document (FCD) for A380 three engines ferry flight. Overflight clearance must be obtained from Authorities in whose airspace the aeroplane is expected to fly, and permission to undertake the operation may need to be obtained from the State in which the aircraft is registered. Authorisation to carry out one-engine-inoperative ferry flights should contain a two sectors limitation. Authorisation to operate such flights should be limited to Captains and to flight engineers (if needed), who have received appropriate training. 8.7.5.2.2. Crew training A flight crew training programme is specified in Part D of the Operations Manual (OM). This identifies the minimum training required before a captain or flight engineer can be considered competent to undertake one-engine-inoperative flights. This training includes pre-flight planning together with satisfactory completion of oneengine-inoperative take-off and two-engine-inoperative go-around procedures in a flight simulator approved for such training. Ideally the exercise should have been practised on two separate occasions. Such training should have been completed not more 15 months prior to the one-engineinoperative flight (equivalent to the maximum period allowed between alternate Reference: UG1100187
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operator proficiency checks). Persons who may be tasked to operate in the first officer’s seat on one-engine-inoperative ferry flights should be given instruction in the relevant planning and operational procedures, and it is desirable that they should receive training similar to that provided to the Commander. 8.7.5.2.3. Pre-flight planning It is essential that, when first addressing the task, the aeroplane Commander provides a comprehensive brief to all crew members on all aspects of the pre-flight preparation, route planning and take-off procedures. 8.7.5.2.4. Fuel planning and mass considerations When planning the amount of fuel required, particular attention should be paid to consumption rates. The take-off mass of the aeroplane should be as low as possible, yet having regard to trim and the need to carry adequate reserves of fuel. During the en-route phase, the aeroplane should be capable of clearing all obstacles if a second engine should fail, and at all times it should not be further from a suitable alternate than the distance flown in 90 minutes at the two-engine- inoperative cruise speed. 8.7.5.2.5. Performance considerations It is important that flight crews appreciate the handling and performance requirements on which the limitations for one-engine-inoperative ferry take-offs are based, as these are significantly different from normal operations. The major consideration is that the scheduled take-off distance and the handling characteristics on which operating speeds are based take no account of the possible failure of a further engine prior to the aeroplane becoming airborne. It is accepted, therefore, with such operations that a period of risk may exist during which, in the event of a further engine failure, the aeroplane might not continue the take-off. 8.7.5.2.6. Weather considerations The requirements for actual and forecast weather conditions should be at least a minimum cloud base of 1,000ft AGL and 2 km visibility 8.7.5.2.7. Before starting engines The aircraft Commander should occupy the captain’s seat for take-off and landing, and the person occupying the first officer’s seat should be qualified to undertake normal duties in that position. In the aircraft, the flight crew should review the handling techniques to be used during take-off and the procedures to be followed in the event of a further engine or other system failure. For any further information, refer to A340 FCOM - Special operations - Three engine ferry flight. 8.7.6. DEMONSTRATION FLIGHTS A demonstration flight may be for a sale / advertising purpose or to demonstrate flight characteristics. It may also be a flight with journalists and customers. Reference: UG1100187
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All flights shall follow the standard procedures described in the Operation Manual. In any case, all flights with passengers aboard, if not prohibited per relevant regulation on demonstration flights, require full and normal crew complement. 8.7.7. POSITIONING FLIGHTS A positioning flight is a flight to position an aircraft to an aerodrome for commercial operations. Positioning flights must be performed with at least the minimum flight crew and must follow the standard procedures described on the Operations Manual. Only crewmembers of the company may be transported on the way to or from flight duty (Dead Head crews). In this case, the Commander nominates one crewmember to be responsible for cabin safety checks. In accordance with the Commander the demonstration of safety belts, oxygen masks, life vests and emergency evacuation may be avoided, if all person on board are familiar with the demonstration of their use.
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Table of Contents 8.8.
OXYGEN REQUIREMENTS ............................................................................1
8.8.1.
Condition under which oxygen must be provided and used ......................1
8.8.2. Requirement for crew and passengers ........................................................2 8.8.2.1. First aid oxygen .........................................................................................2 8.8.2.2. Supplemental oxygen for sustenance .......................................................3 8.8.2.3. Crew protective breathing equipment ........................................................4
8.8. OXYGEN REQUIREMENTS 8.8.1. CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED (EU-OPS 1. 385)
Adequate breathing oxygen must be provided to the crew and passengers for sustenance in case of depressurisation, smoke or toxic gas emission. The Commander shall ensure that flight crewmembers engaged in performing duties essential to safe operation in flight use supplemental oxygen continuously whenever cabin altitude exceeds 10000ft for a period in excess of 30 minutes and whenever cabin altitude exceeds 13000ft. Additional "First Aid Oxygen" is required for passengers when the flight is planned to fly above 25000 ft. This First Aid Oxygen must still be available after a depressurisation. Description and use of Oxygen system and equipment are indicated in the FCOM “System Description” volume and in CCOM of concerned aircraft.
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8.8.2. REQUIREMENT FOR CREW AND PASSENGERS 8.8.2.1. First aid oxygen (EU-OPS 1.760) A pressurised aircraft, intended to be operated above 25 000 ft, when a cabin crew member is required to be carried, shall be 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. 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. The first-aid oxygen equipment shall be capable of generating a mass flow to each user of a least 4 litres per minute (STPD). Means may be provided to decrease the flow to not less than 2 litres per minute (STPD) at any altitude. (IEM OPS 1.760)
First aid oxygen is intended for those passengers who, having been provided with the supplemental oxygen during emergency descent initiated due to a depressurization, still need to breathe undiluted oxygen when the amount of supplemental oxygen has been exhausted. This quantity of oxygen, required as first aid oxygen, is independent to and must be added to the required “supplemental oxygen” quantity for the case of emergency descent. The amount of first-aid oxygen should be calculated for the part of the flight after cabin depressurization during which the cabin altitude is between 8 000 ft and 15 000 ft, when supplemental oxygen may no longer be available. Moreover, following cabin depressurization an emergency descent should be carried out to the lowest altitude compatible with the safety of the flight. In addition, in these circ*mstances, the aeroplane should land at the first available aerodrome at the earliest opportunity. The conditions above should reduce the period of time during which the first-aid oxygen may be required and consequently should limit the amount of first-aid oxygen to be carried on board. Reference: UG1100187
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8.8.2.2. Supplemental oxygen for sustenance (EU-OPS 1.770 / Appendix 1 to EU-OPS 1.770)
To operate a pressurised aircraft above 10000 ft, the quantity of supplemental oxygen on board for sustenance must be established for the most critical point of the flight from the standpoint of oxygen need in case of depressurisation. The cabin pressure altitude being considered the same as the aircraft altitude following a cabin depressurisation, the quantity of supplemental oxygen must be determined as required by the following table: Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes SUPPLY FOR: All occupants of flight deck seats on flight deck duty
DURATION AND CABIN PRESSURE ALTITUDE 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: (i) 30 minutes for aeroplanes certificated to fly at altitudes not exceeding 25 000 ft (Note 2) (ii) 2 hours for aeroplanes certificated to fly at altitudes more than 25 000 ft (Note 3).
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.
100% of passengers (Note 5) 30% of passengers (Note 5) 10% of passengers (Note 5) Note 1: Note 2:
Note 3:
Note 4:
Note 5:
Entire flight time when the cabin pressure altitude exceeds 15 000 ft but in no case less than 10 minutes.(Note 4) Entire flight time when the cabin pressure altitude exceeds 14 000 ft but does not exceed 15 000 ft. 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. The supply provided must take account of the cabin pressure altitude and descent profile for the routes concerned. 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. 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 JAR–OPS 1.780(a)(1) may be included in determining the supply required. 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. For the purpose of this table "passengers" means passengers actually carried and includes infants.
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Aircrafts intended to be operated at pressure altitudes above 25 000 ft shall be provided an oxygen dispensing unit connected to oxygen supply terminals immediately available to each occupant, wherever seated. The total number of dispensing units and outlets shall exceed the number of seats by at least 10%. The extra units are to be evenly distributed throughout the cabin. 8.8.2.3. Crew protective breathing equipment (EU-OPS 1.780)
An easily accessible quick donning type of breathing equipment for immediate use is required for each co*ckpit crewmember. A portable protective breathing equipment is required at each cabin crew station, in galleys and cargo compartments. This equipment must protect the eyes, nose and mouth of each crewmember while on duty and provide oxygen for a period of not less than 15 minutes. The oxygen required for breathing protection can be included in the supplemental oxygen. An additional, easily accessible portable PBE must be provided and located at or adjacent to the hand fire extinguishers required by EU-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.
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9.
DANGEROUS GOODS AND WEAPONS ....................................................2
9.1. Transport of dangerous goods. .................................................................2 9.1.1. Terminology...............................................................................................2 9.1.2. Policy for the transport of dangerous goods ..............................................3 9.1.3. Dangerous Goods Forbidden for Transport by Air.....................................6 9.1.4. Dangerous Goods Not Requesting Air Transport Approval. ......................6 9.1.5. Classification of Dangerous Goods .........................................................11 9.1.6. Labels and Packaging .............................................................................13 9.1.7. Guidance for acceptance, handling and stowage ....................................14 9.1.8. Provision of information ...........................................................................16 9.1.9. Responding To and Handling Emergency Situations ..............................20 9.1.10. Dangerous goods incident and accident reports .....................................22 9.2. 9.2.1. 9.2.2.
Transport of Weapon and Munitions .......................................................26 Weapons and Munitions of War ..............................................................26 Sporting Weapons and Ammunition ........................................................26
Reference: UG1100187
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DANGEROUS GOODS AND WEAPONS TRANSPORT OF DANGEROUS GOODS.
9.1.1. Terminology (EU-OPS 1.1150)
Terms used in this chapter have the following meanings: Acceptance Check List. A document used to assist in carrying out a check on the external appearance of packages of dangerous goods and their associated documents to determine that all appropriate requirements have been met. Approval. An authorisation referred to in the Technical Instructions and issued by an authority, for the transport of dangerous goods which are normally forbidden for transport or for other reasons, as specified in the Technical Instructions. Cargo Aircraft. Any aircraft which is carrying goods or property but not passengers. In this context the following are not considered to be passengers: - A crew member; - An operator’s employee permitted by, and carried in accordance with, the instructions contained in the Operations Manual; - An authorised representative of an Authority; or - A person with duties in respect of a particular shipment on board. Dangerous Goods. Articles or substances which are capable of posing a risk to health, safety, property or the environment and which are shown in the list of dangerous goods in the Technical Instructions or which are classified according to those Instructions. Dangerous Goods Accident. An occurrence associated with and related to the transport of dangerous goods which results in fatal or serious injury to a person or major property damage. Dangerous Goods Incident. An occurrence, other than a dangerous goods accident, associated with and related to the transport of dangerous goods, not necessarily occurring on board an aircraft, which results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging has not been maintained. Any occurrence relating to the transport of dangerous goods which seriously jeopardises the aircraft or its occupants is also deemed to constitute a dangerous goods incident. Dangerous Goods Transport Document. A document which is specified by the Technical Instructions. It is completed by the person who offers dangerous goods for air transport and contains information about those dangerous goods Exemption. For the purposes only of compliance with this EU-OPS 1 Subpart R, an authorization referred to in the Technical Instructions and issued by all the authorities concerned, providing relief from the requirements of the Technical Instructions. Freight Container. A freight container is an article of transport equipment for radioactive materials, designed to facilitate the transport of such materials, either packaged or unpackaged, by one or more modes of transport. (Note: see Unit Load Device where the dangerous goods are not radioactive materials.) Handling Agent. An agency which performs on behalf of the operator some or all of the latter’s functions including receiving, loading, unloading, transferring or other processing of passengers or cargo. Overpack. An enclosure used by a single shipper to contain one or more packages and to form one handling unit for convenience of handling and stowage. (Note: a unit load device is not included in this definition.)
Reference: UG1100187
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Package. The complete product of the packing operation consisting of the packaging and its contents prepared for transport. Packaging. Receptacles and any other components or materials necessary for the receptacle to perform its containment function and to ensure compliance with the packing requirements. Serious injury. An injury which is sustained by a person in an accident and which: - Requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or - Results in a fracture of any bone (except simple fractures of fingers, toes or nose); or - Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or - Involves injury to any internal organ; or - Involves second or third degree burns, or any burns affecting more than 5% of the body surface; or - Involves verified exposure to infectious substances or injurious radiation. Technical Instructions. The latest effective edition of the Technical Instructions for the Safe Transport of Dangerous Goods by Air, including the Supplement and any Addendum, approved and published by decision of the Council of the International Civil Aviation Organisation. (ICAO Doc 9284 – AN/905) UN Number. The four-digit number assigned by the United Nations Committee of Experts on the Transport of Dangerous Goods to identify a substance or a particular group of substances. Unit Load Device. Any type of aircraft container, aircraft pallet with a net, or aircraft pallet with a net over an igloo. (Note: an overpack is not included in this definition; for a container containing radioactive materials see the definition for freight container.)
9.1.2. Policy for the transport of dangerous goods Certain articles or materials are defined as dangerous goods that are articles or substances capable of posing a significant risk to health, safety or property when transported by air. The carriage of such articles is regulated. It is the case for cargo but also for many everyday items and substances transported by passengers or crew, which may leak or break during a flight due to the variations in temperature and pressure generating toxic fumes or possibly starting a fire. Rules concerning the safe transport of dangerous goods are defined by the ICAO in annex 18 of the Chicago convention and in the “Technical Instructions for the safe transport of dangerous goods by air” DOC 9284 AN/905 (Here after referred to as ICAO Technical Instructions). In addition IATA has established the “Dangerous Goods Regulations” manual in respect with the ICAO rules and has also defined procedures and instructions for the transport of dangerous goods. It shall be noted that furthermore national regulations of the country of departure, destination and of the carrier may apply. The IATA “Dangerous Goods Regulations” specifies: • What may be carried. • Responsibility of the shipper and the carrier. • Under which conditions shipment shall be conducted.
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9.1.2.1. Approval to Transport Dangerous Goods EU-OPS 1.1155 (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 JAROPS 1.1165(b) (1) or (2) is in addition to the above and the conditions in (b) may not necessarily apply. 9.1.2.2.
Training Programmes
•
An operator shall establish and maintain staff training programmes, as required by the ICAO Technical Instructions, which shall be approved by the Authority.
•
An operator must ensure that staffs receive training in the requirements commensurate with their responsibilities.
•
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.
•
An operator shall ensure that all staff, who receive training undertake a test to verify understanding of their responsibilities.
•
An operator shall ensure that all staff who require dangerous goods training receive recurrent training at intervals of not longer than 2 years.
•
An operator shall ensure that records of dangerous goods training are maintained for all staff as required by the ICAO Technical Instructions.
•
An operator shall ensure that his handling agent’s staff are trained as required by the ICAO Technical Instructions.
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Responsibility of the shipper, carrier
(EU-OPS 1.1155)
Based on legal aspects the responsibility of the preparation, i.e. the packaging, labelling, marking and documenting of dangerous goods lies with the shipper. The carrier (air operator) is responsible for the acceptance, loading and the actual transport of the dangerous goods. To be allowed to transport dangerous goods by air, the carrier shall: • Obtain a transport of dangerous goods approval from the national airworthiness authorities. •
Ensure that all relevant documents (e.g. for ground handling, aeroplane handling, training) contain information and instructions on dangerous goods.
•
Ensure that handling personnel involved is thoroughly familiar with dangerous goods handling and have been trained in accordance with a programme approved by the Authorities.
•
Ensure that handling personnel perform an external visual inspection to ensure that the contents of the dangerous goods package(s) is (are) acceptable for the transport by air.
•
Ensure that the physical handling requirements, as e.g. marking, of the dangerous goods - as required by the contents - are complied with.
•
Ensure that all loading requirements and restrictions are complied with and communicated to the personnel responsible for the operation of the aircraft.
•
Ensure that the presence of the dangerous goods is communicated properly to the flight crew as per the requirements via the NOTOC.
The carrier and shipper shall pay extra attention to hidden dangerous goods which may not be obvious to people and which may be inadvertently packed as normal baggage or proposed as usual freight. Typical examples are: Camping gear, this may contain flammable gas. Diving equipment, this may contain high intensity lamps that can generate extreme high heat when inadvertently switched on. Expeditionary/hiking equipment, this may be explosives as “flares” or flammable liquids. Frozen fruits, this may be packed in solid carbon dioxide (“dry ice”) for cooling. Normal household goods, this may contain special paints that are regarded as dangerous goods. Pharmaceuticals, several pharmaceuticals contain chemicals that are dangerous goods. Repair kits; these most often contain peroxides, solvents, adhesives, etc.) Vaccines, these may be packed in solid carbon dioxide (“dry ice”) for cooling. See 9.1.4.2. Dangerous good carried by passengers or crew Reference: UG1100187
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9.1.3. Dangerous Goods Forbidden for Transport by Air Any substance which, as presented for transport, is liable to explode, dangerously react, produce a flame or dangerous evolution of heat or dangerous emission of toxic, corrosive or flammable gases or vapors under conditions normally encountered in transport must not be carried on aircraft under any circ*mstance. Note.- Certain dangerous goods known to meet the description above have been included in the Dangerous Goods List (ICAO doc 9284 Table 3-1) with the word "Forbidden" shown in columns 2 and 3. It must be noted, however, that it would be impossible to list all dangerous goods, which are forbidden for transport by air under any circ*mstance. Therefore, it is essential that appropriate care be exercised to ensure that no goods meeting the above description are offered for transport. 9.1.4. Dangerous Goods Not Requesting Air Transport Approval. (EU-OPS 1.1160)
Some articles and substances which would otherwise be classed as dangerous goods but which are not subject to the ICAO Technical Instructions (in accordance with Part 1 and 8 of those Instructions) do not require an approval: a)
Articles and substance placed on board to provide medical aid to a patient providing they are: -
carried for use in flight; or are part of the permanent equipment of the aeroplane when it has been adapted for specialized use for medical evacuation; (or carried on a flight made by the same aeroplane to collect a patient or after that patient has been delivered when it is impracticable to load or unload the goods at the time of the flight on which the patient is carried but with the intention that they be off-loaded as soon as practicable; and)
-
restricted to the following and they must be kept in the position in which they are used or stowed securely when not in use and they are secured properly during take off and landing and at all other times when deemed necessary by the commander in the interests of safety: (i) Gas cylinders which must have been manufactured specifically for the purpose of containing and transporting that particular gas; (ii) Medications and other medical matter which must be under the control of trained personnel during the time when they are in use in the aeroplane; (iii) Equipment containing wet cell batteries which must be kept and, when necessary secured, in an upright position to prevent spillage of the electrolyte
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b)
Articles and substance required to be aboard the aeroplane and in accordance with the relevant regulation or for operating reasons (§9.4.1), although articles and substances intended as replacements or which have been removed for replacement must be transported on an aeroplane as specified in the ICAO Technical Instructions.
c)
Articles and substance carried in baggage: -
by passengers or crew members in accordance with the ICAO Technical Instructions (§9.4.2); or
-
Which has been separated from their owner during transit (e.g: lost baggage or improperly routed baggage) but which is carried by the e operator.
9.1.4.1.
Dangerous goods required to be on board an aeroplane
(ACJ OPS 1.1160(b))
Dangerous goods required to be on board an aeroplane in accordance with the relevant regulation or for operating reasons are those which are for: The airworthiness of the aeroplane; The safe operation of the aeroplane; or The health of passengers or crew. Such dangerous goods include but are not limited to: Batteries; Fire extinguishers; First-aid kits; Insecticides/Air fresheners; Life saving appliances; and Portable oxygen supplies.
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Dangerous goods carried by passengers or crew
• The ICAO Technical Instructions exclude some dangerous goods from the requirements normally applicable to them when they are carried by passengers or crew members, subject to certain conditions. • The dangerous goods which each passenger or crew member can carry are: a)
Alcoholic beverages containing more than 24% but not exceeding 70% alcohol by volume, when in retail packagings not exceeding 5 litres and with a total not exceeding 5 litres per person;
b)
Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes, medicines containing alcohol); and, in checked baggage only, aerosols which are non-flammable, non-toxic and without subsidiary risk, when for sporting or home use. Release valves on aerosols must be protected by a cap or other suitable means to prevent inadvertent release. The net quantity of each single article should not exceed 0·5 litre or 0·5 kg and the total net quantity of all articles should not exceed 2 litres or 2 kg;
c)
Safety matches or a lighter for the person’s own use and when carried on the person. ‘Strike anywhere’ matches, lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and lighter refills are not permitted;
d)
A hydrocarbon gas-powered hair curler, providing the safety cover is securely fitted over the heating element. Gas refills are not permitted;
e)
Small cylinders of a gas of division 2.2 worn for the operation of mechanical limbs and spare cylinders of a similar size if required to ensure an adequate supply for the duration of the journey;
f)
Radioisotopic cardiac pacemakers or other devices (including those powered by lithium batteries) implanted in a person, or radiopharmaceuticals contained within the body of a person as a result of medical treatment;
g)
A small medical or clinical thermometer containing mercury, for the person’s own use, when in its protective case;
h)
Dry ice, when used to preserve perishable items, providing the quantity of dry ice does not exceed 2 kg and the package permits the release of the gas. Carriage may be in carry-on (cabin) or checked baggage, but when in checked baggage the operator’s agreement is required;
i)
When carriage is allowed by the operator, small gaseous oxygen or air cylinders for medical use;
j)
When carriage is allowed by the operator, not more than two small cylinders of carbon dioxide or another suitable gas of division 2.2 fitted into a self-inflating life-jacket and not more than two spare cylinders;
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k)
When carriage is allowed by the operator, wheelchairs or other batterypowered mobility aids with non-spillable batteries, providing the equipment is carried as checked baggage. The battery should be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits;
l)
When carriage is allowed by the operator, wheelchairs or other batterypowered mobility aids with spillable batteries, providing the equipment is carried as checked baggage. When the equipment can be loaded, stowed, secured and unloaded always in an upright position, the battery should be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits. When the equipment cannot be kept upright, the battery should be removed and carried in a strong, rigid packaging, which should be leak-tight and impervious to battery fluid. The battery in the packaging should be protected against accidental short circuits, be held upright and be surrounded by absorbent material in sufficient quantity to absorb the total liquid contents. The package containing the battery should have on it ‘Battery wet, with wheelchair’ or ‘Battery wet, with mobility aid’, bear a ‘Corrosives’ label and be marked to indicate its correct orientation. The package should be protected from upset by securement in the cargo compartment of the aeroplane. The commander should be informed of the location of a wheelchair or mobility aid with an installed battery or of a packed battery;
m) When carriage is allowed by the operator, cartridges for weapons, (UN0012 and UN0014 only) in division 1.4S, providing they are for that person’s own use, they are securely boxed and in quantities not exceeding 5 kg gross mass and they are in checked baggage. Cartridges with explosive or incendiary projectiles are not permitted. Allowances for more than one person must not be combined into one or more packages; NOTE: Division 1.4S is a classification assigned to an explosive. It refers to cartridges which are packed or designed so that any dangerous effects from the accidental functioning of one or more cartridges in a package are confined within the package unless it has been degraded by fire, when the dangerous effects are limited to the extent that they do not hinder fire fighting or other emergency response efforts in the immediate vicinity of the package. Cartridges for sporting use are likely to be within Division 1.4S. n)
When carriage is allowed by the operator, a mercurial barometer or mercurial thermometer in carry-on (cabin) baggage when in the possession of a representative of a government weather bureau or similar official agency. The barometer or thermometer should be packed in a strong packaging having inside a sealed inner liner or bag of strong leakproof and puncture resistant material impervious to mercury closed in such a way as to prevent the escape of mercury from the package irrespective of its position. The commander should be informed when such a barometer or thermometer is to be carried;
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o)
When carriage is allowed by the operator, heat producing articles (i.e. battery operated equipment, such as under-water torches and soldering equipment, which if accidentally activated will generate extreme heat which can cause a fire), providing the articles are in carry-on (cabin) baggage. The heat producing component or energy source should be removed to prevent accidental functioning;
p)
With the approval of the operator(s), one avalanche rescue backpack per person equipped with a pyrotechnic trigger mechanism containing not more than 200 mg net of division 1.4S and not more than 250 mg of compressed gas in division 2.2. The backpack must be packed in such a manner that it cannot be accidentally activated. The airbags within the backpack must be fitted with pressure relief valves;
q)
Consumer electronic devices (watches, calculating machines, cameras, cell phones, lap top computers, camcorders, etc.) containing lithium or lithium ion cells or batteries when carried by passengers or crew for personal use. Spare batteries must be individually protected so as to prevent short circuits and carried in carry on baggage only. In addition, each spare battery must not exceed the following quantities: •
For lithium metal or lithium alloy batteries, lithium content of not more than 2 grams; or for lithium ion batteries, an aggregate equivalent lithium content of not more than 8 grams.
•
Lithium ion batteries with an aggregate equivalent lithium content of more than 8 grams but not more than 25 grams may be carried in carry on baggage if they are individually protected so as to prevent short circuits and are limited to two spare batteries per person.
The list in technical Instructions of items permitted for carriage by passengers or crew may be revised periodically and may not reflect the current list. Consequently the latest version of the Technical Instructions and of National Regulations should also be consulted.
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9.1.5. Classification of Dangerous Goods Dangerous goods are classified by type of hazard as follows: (ICAO “Technical Instructions for the Safe Transport of Dangerous Goods by Air”) •
Class 1: Explosives
Division 1.1 - Articles and substances that have a mass explosion hazard. Division 1.2 - Articles and substances having a projection hazard but not a mass explosion hazard. Division 1.3 - Articles and substances that have a fire hazard and in addition either a minor blast hazard or a minor projection hazard or both, but no mass explosion hazard. These articles can give rise to considerable radiant heat. Division1.4 - Articles and substances that present no significant hazard, i.e. they present only a minor hazard in the event of ignition and the effects are largely confined to the package. Division 1.5 - Very insensitive substances, that are so insensitive that there is very little probability of initiation. Division 1.6 - Extremely insensitive articles that do not have a mass explosion hazard. Articles concerned demonstrate a negligible probability of accidental initiation. In addition compatibility groups have been defined and are indicted with a letter as A, B, C, etc. See for specifics and further details the IATA and ICAO documentation. •
Class 2: Gases
This class comprises articles charges with compressed gases as for example “Aerosols”, liquefied gases, gases in solution, mixture of gases, etc. Division 2.1 - Flammable gases. Division 2.2 - Non-flammable, non-toxic gases. Division 2.3 - Toxic gases (i.e. gases that are known to be so toxic that they pose a health hazard) Mixture of gases classification: For the class and division classification the following principal is used: Division 2.3 takes precedence over all other gas divisions. Division 2.1 takes precedence over division 2.2. •
Class 3: Flammable liquids
This class has no subdivision. It comprises liquids or mixtures of liquids that give off a flammable vapour at temperatures of not more than 60.5 degrees Celsius.
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Class 4: Flammable other than liquids
Division 4.1 - Flammable solids, these are solids that are readily combustible or may cause fire through friction. Division 4.2 - Substances liable to spontaneous combustion, these include substances that may ignite within 5 minutes after coming in contact with air. Division 4.3 – Substances, which, in contact with water emit flammable gases and are liable to become spontaneously flammable. •
Call 5: Oxidising substances and organic peroxides
Division 5.1 - Oxidising substances, these are articles that may cause combustion of other material by yielding oxygen. Division 5.2 - Organic peroxides, these are substances that are thermally unstable and may undergo self-accelerating decomposition. They have one or more of the following properties; - Burn rapidly. - React dangerously with other substances. - Cause damage to eyes. - Be liable to explosive decomposition. - Be sensitive to impact or friction. •
Class 6: Poisonous (toxic) and infectious substances
Division 6.1 - Toxic substances; substances that are liable to cause death or injury or harm human health if swallowed / inhaled / contacted. Division 6.2 - Infectious substances; substances known to contain micro- organisms (bacteria, viruses, parasites, etc.) that are known to cause infectious diseases in human or animals. •
Class 7: Radioactive materials
No subdivision exists. •
Class 8: Corrosive materials
Corrosive materials are substances that can cause sever damage by chemical reaction when in contact with living tissue (as skin) or can materially damage other freight or the means of transport (be it pallet or aircraft). No further subdivision exists. •
Class 9: Miscellaneous dangerous goods
No subdivision exists. The articles of class 9 are substances that may present a danger during air transport but are not covered by any of the other previous classes. Among these are the magnetised materials. Reference: UG1100187
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9.1.6. Labels and Packaging The labelling, marking and packaging rules/instructions for dangerous goods transportation in passenger or cargo aircraft specified in ICAO “Technical instructions for the safe transport of dangerous goods by air” shall be applied. Irrespective of whether the flight is wholly or partly within or wholly outside the territory of a state, the English language must be used, in addition to any other language requirements, for: package marking and labelling; and the dangerous goods transport document. (EU-OPS 1.1145 / EU-OPS 1.1195)
Although under the responsibility of the “shipper”, the labels and the packages shall always be checked by a competent person of the carrier/operator. In case of incorrect or defective label and/or packaging the dangerous goods shall not be loaded aboard an aircraft. Packages for dangerous goods have been divided among three packing groups, this according to the degree of the danger the transported goods present: • • •
Packing group I - Great danger Packing group II - Medium danger Packing group III - Minor danger
Packaging shall be as such that they are adapted to the extreme temperature differences and the pressure differences that may occur during flight / handling of the aircraft. The temperatures, which may be encountered, are in the order of -40 degrees Celsius and 60 degrees Celsius. Since packages may be filled at low temperatures and then exposed in tropical areas during loading or vice-versa the difference in temperature may tend to cause discharge of contents / leaks / etc. Similar for the pressure, due to difference in altitude and cabin pressure, difference in pressure of up to 800 hPa may occur in extreme cases (depressurisation).
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9.1.7. Guidance for acceptance, handling and stowage In practice a person having passed all the relevant required training shall carry out the procedures for processing dangerous goods for air transport. 9.1.7.1.
Acceptance of goods
(EU-OPS 1.1195)
Dangerous goods shall not be accepted for air transport unless: • the package, overpack or freight container has been inspected in accordance with the acceptance procedures in the ICAO Technical Instructions; • except when otherwise specified in the ICAO Technical Instructions, they are accompanied by two copies of a dangerous goods transport document. • the English language is used for: package marking and labelling; and the dangerous goods transport document in addition to any other language requirements. The operator’s person performing the check 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. 9.1.7.2. 1)
Inspection for Damage, Leakage or Contamination
Packages, overpacks and freight containers shall be inspected for evidence of leakage or damage immediately prior to loading on an aeroplane or into a unit load device, as specified in the ICAO Technical Instructions.
2) A unit load device is not loaded on an aeroplane unless it has been inspected as required by the ICAO Technical Instructions and found free from any evidence of leakage from, or damage to, the dangerous goods contained therein; 3)
Leaking or damaged packages, overpacks or freight containers shall not be loaded on an aeroplane. (EU-OPS 1.1200)
4)
Any package of dangerous goods found on an aeroplane and which appears to be damaged or leaking is removed or arrangements made for its removal by an appropriate authority or organisation. In this case the remainder of the consignment shall be inspected to ensure it is in a proper condition for transport and that no damage or contamination has occurred to the aeroplane or its load; and
5) Packages, overpacks and freight containers are inspected for signs of damage or leakage upon unloading from an aeroplane or from a unit load device and, if there is evidence of damage or leakage, the area where the dangerous goods were stowed is inspected for damage or contamination. Reference: UG1100187
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9.1.7.3. Removal of Contamination Operator shall ensure that:
1)
Any contamination resulting from the leakage from or damage to articles or packages containing dangerous goods is removed without delay and steps are taken to nullify any hazard as specified in the ICAO Technical Instructions; and 2) An aeroplane which has been contaminated by radioactive materials is immediately taken out of service and not returned until the radiation level at any accessible surface and the non-fixed contamination are not more than the values specified in the ICAO Technical Instructions. In the event of a non-compliance with any limit in the ICAO Technical Instructions applicable to radiation level or contamination, 1) the operator must: (i) ensure the shipper is informed if the non-compliance is identified during (ii) transport; (iii) take immediate steps to mitigate the consequences of the noncompliance; (iv) communicate the noncompliance to the shipper and relevant competent authority(ies), respectively, as soon as practicable and immediately whenever an emergency situation has developed or is developing; 2) the operator must also, within the scope of his responsibilities: (i) investigate the non-compliance and its causes, circ*mstances and consequences; (ii) take appropriate action, to remedy the causes and circ*mstances that led to the non-compliance and to prevent a recurrence of similar circ*mstances that led to the non-compliance; (iii) communicate to the relevant competent authority(ies) on the causes of the non-compliance and on corrective or preventative actions taken or to be taken.]
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9.1.7.4. Loading Restrictions EU-OPS 1.1210
•
Passenger Cabin and Flight Deck. An operator shall ensure that dangerous goods are not carried in an airplane cabin occupied by passengers or on the flight deck, except as specified in the ICAO Technical Instructions.
•
Cargo Compartments. An operator shall ensure that dangerous goods are loaded, segregated, stowed and secured on an aeroplane as specified in the ICAO Technical Instructions.
•
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 ICAO Technical Instructions.
9.1.8. Provision of information (EU-OPS 1.1215)
9.1.8.1.
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 ICAO 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. 9.1.8.2.
Information to Passengers and Other Persons.
An operator shall ensure that • information is promulgated as required by the ICAO Technical Instructions so that passengers are warned as to the types of goods which they are forbidden from transporting aboard an aeroplane; and •
notices are provided at acceptance points for cargo giving information about the transport of dangerous goods.
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Information to the Commander.
An operator shall ensure that • written information is provided to the commander about the dangerous goods to be carried on an aeroplane, as specified in the ICAO Technical Instructions; •
information for use in responding to inflight emergencies is provided, as specified in the ICAO Technical Instructions;
•
a legible copy of the written information to the commander is retained on the ground at a readily accessible location until after the flight to which the written information refers. This copy, or the information contained in it, must be readily accessible to the aerodromes of last departure and next scheduled arrival point, until after the flight to which the information refers;
•
where dangerous goods are carried on a flight which takes place wholly or partially outside the territory of a State, the English language is used for the written information to the commander in addition to any other language requirements. (See Table 1 of Appendix 1 to EU-OPS 1.1065 for the document storage period).
9.1.8.4.
Information in the Event of an Aeroplane Incident or Accident.
•
The operator of an aeroplane, which is involved in an aeroplane incident shall, on request, provide any information as required by the ICAO Technical Instructions.
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The operator of an aeroplane, which is involved in an aeroplane accident or serious incident shall without delay, provide any information as required by the ICAO Technical Instructions.
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The operator of an aeroplane shall include procedures in appropriate manuals and accident contingency plans to enable this information to be provided.
9.1.8.5.
Information in the Event of an In-flight Emergency
If an in-flight emergency occurs the commander shall, as soon as the situation permits, inform the appropriate air traffic services unit of any dangerous goods carried as cargo on board the aeroplane as specified in the ICAO Technical Instructions.
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The Commander of the aircraft on which dangerous goods are to be carried shall be informed of those dangerous goods (NOTOC). This information must be in a dedicated form, which ensures that the pilot is aware of the dangerous goods that he is carrying, where they are located on the aircraft and the emergency response actions to be taken in the event of an emergency. This information includes: (a) The proper shipping name and the UN number as listed in the IATA “Dangerous Goods Regulations” and ICAO “Technical Instructions for the safe transport of dangerous goods by air”. (b) The class, division and subsidiary risk and in addition, in case of class 1 substances (i.e. explosives) the computability group. (c) The packing group. (d) For non-radioactive articles, the number of packages, the gross weight per package and their loading position. (e) For radioactive articles, the number of packages, the gross weight, their “transport index” (indicating activity level) and their loading position. (f) When applicable, the indication that the package/article shall be transported in “cargo aircraft only”. (g) The airport where the package(s) is to be unloaded, i.e. it’s destination airport. (h) If applicable, an indication that the dangerous goods are being transported under a state exemption. (i) Confirmation that the to be transported dangerous goods packaging are showing no evidence of damage or leakage. Note: Similar information is also included in the “Loadsheet”. ACJ OPS1.1215 (c)(1) If the volume of information provided to the commander is such that it would be impracticable to transmit it in the event of an in-flight emergency, a summary of the information should be provided to the commander by the operator, containing at least the quantities and class or division of the dangerous goods in each cargo compartment.
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Notification to Captain (NOTOC) (Example)
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9.1.9. Responding To and Handling Emergency Situations 9.1.9.1.
Information to be provided by the Commander
(EU-OPS 1.1215)
If an in-flight emergency occurs and the situation permits, the Commander must inform the appropriate air traffic services of any dangerous goods on board of the aircraft. (§9.8.5) Wherever possible, this information should include the proper shipping name and/or the UN number, the class/division any subsidiary risk(s), the quantity and location on board the aircraft. When not possible to include the entire here above information, the most relevant information should be given. (UN number or shipping name, class, division, position and quantity) For those dangerous goods for which a dangerous goods transport document is required, the Commander of an aircraft carrying such goods shall be provided with information which can be used on board to assist in planning the response to an emergency arising in-flight involving the dangerous goods (e.g. leakage). See the “handling procedures” here after. In addition the operator shall ensure that for dangerous goods transported on aircraft, appropriate information is immediately available at all times (24 hours per day) for use in emergency response to accidents/incidents involving those dangerous goods at a well distributed contact at the operator internally. 9.1.9.2. Discovery of Dangerous Goods in the Cabin The first alert to a dangerous goods spillage or leak may be from a passenger who notices an unusual odor or fumes, or who simply identifies an item that is leaking from cabin baggage. When a dangerous good is discovered in the cabin, the cabin crew must notify the flight crew immediately. The cabin crew should ask the passenger concerned to identify the item. The passenger may be able to provide the cabin crew with some guidance on the hazard involved. The cabin crew should try to collect as much information as possible, e.g. check for: A dangerous goods label Numbers on the packaging Written information on the packaging Odors Fumes Smoke An effect on passengers. In the case of a spill of known or suspected dangerous goods in powder form: Leave everything undisturbed Do not use a fire extinguisher or water Cover the area with polyethylene, plastic bags and blankets Isolate the area until after landing. Reference: UG1100187
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9.1.9.3. Protection The cabin crew should put on gloves before they touch leaking, suspicious packages or items in order to protect their hands. If rubber gloves are not provided, fire-resistant gloves or oven gloves covered by polyethylene bags are a suitable alternative. The cabin crew should also use Portable Breathing Equipment (PBE) to protect themselves from fumes or smoke. If there are fumes or smoke, the cabin crew should take prompt action and move passengers away from the affected area, provide wet towels or cloths to passengers, and instruct passengers to breathe through them. If the item or substance is emitting fumes or smoke, or if there is a fire, the cabin crew must apply the procedures for smoke and fire incidents. Note: Water should not be used on a spillage or when fumes are present as it may spread the spillage or increase the fumes. Consideration should also be given to the possible presence of electrical components when using water extinguishers. 9.1.9.4. Dangerous goods emergency response kit (optional item) The dangerous goods emergency response kit is an optional item and is not supplied as basic equipment. As such an aircraft may not be equipped with this part. Alternative parts that can be put to good use in case of incidents are listed herewith. Operators may have opted to provide their aircraft with a “Dangerous goods emergency response kit”. This kit normally consists, as a minimum, of: • Large, good quality polyethylene bags • Bag ties or binding strips • Long rubber gloves In addition the kit may contains also absorbent pads. In the case there is no dangerous goods emergency response kit aboard the aircraft the following goods can be put to good use: • Polyethylene bags such as used for duty-free sales on board aircraft or, if not available, airsickness bags • Oven gloves or fire resistant gloves • A supply of paper towels or newspapers or other absorbent paper/fabric
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9.1.10. Dangerous goods incident and accident reports 9.1.10.1. Report (EU-OPS 1.1225)
Any dangerous goods incidents and accidents shall be reported to the operator’s Authority and the appropriate Authority in the State where the accident or incident occurred. The first report shall be dispatched within 72 hours of the event unless exceptional circ*mstances prevent this and include the details that are known at that time. If necessary, a subsequent report must be made as soon as possible giving whatever additional information has been established. An operator shall also report to its 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. The first report must be dispatched within 72 hours of the discovery unless exceptional circ*mstances prevent this and include the details that are known at that time. If necessary, a subsequent report must be made as soon as possible giving whatever additional information has been established. (Appendix to EU-OPS 1.1225)
The operator, irrespective of whether the dangerous goods are contained in cargo, mail or baggage shall report any type of dangerous goods accident or incident as soon as possible. The first report may be sent by any means, including email, telephone or fax. If the report has been made verbally, a written confirmation shall be sent as soon as possible. The report shall contain all data known at the time the report is made and when not known. 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.
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The first and any subsequent report shall be as precise as possible and contain such of the following data that are relevant:
• • • • • • • • • • • •
•
Date of the incident or accident or the finding of undeclared or misdeclared dangerous goods; Location, the flight number and flight date; Description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc; Proper shipping name (including the technical name, if appropriate) and UN/ID number, when known; Class or division and any subsidiary risk; Type of packaging, and the packaging specification marking on it; Quantity; Name and address of the shipper, passenger, etc; Any other relevant details; Suspected cause of the incident or accident; Action taken; Any other reporting action taken; and Name, title, address and telephone number of the person making the report.
Copies of relevant documents and any photographs taken should be attached to a report. 9.1.10.2. Form for Occurrence Report Use of a standard form for the reporting of dangerous goods incidents and accidents would assist the Authorities and enable them to establish quickly the essential details of an occurrence. The following form has been developed for such use and its correct and full completion means that all the details required by (Appendix to EU-OPS 1.1225) would have been covered.
See hereafter example of form
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NOTES 1. Any type of dangerous goods occurrence must be reported, irrespective of whether the dangerous goods are contained in cargo, mail or baggage. 2. A dangerous goods accident is an occurrence associated with and related to the transport of dangerous goods which results in fatal or serious injury to a person or major property damage. For this purpose serious injury is an injury which is sustained by a person in an accident and which: (a) requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received; or (b) results in a fracture of any bones (except simple fractures of fingers, toes or nose); or (c) involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or (d) involves injury to any internal organ; or (e) involves second or third degree burns, or any burns affecting more than 5% of the body surface; or (f) involves verified exposure to infectious substances or injurious radiation. A dangerous goods accident may also be an aircraft accident; in which case the normal procedure for reporting of air accidents must be followed. 3. A dangerous goods incident is an occurrence, other than a dangerous goods accident, associated with and related to the transport of dangerous goods, not necessarily occurring on board an aircraft, which results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging has not been maintained. Any occurrence relating to the transport of dangerous goods which seriously jeopardises the aircraft or its occupants is also deemed to constitute a dangerous goods incident. 4. This form should also be used to report any occasion when undeclared or misdeclared dangerous goods are discovered in cargo, mail or unaccompanied baggage or when accompanied baggage contains dangerous goods which passengers or crew are not permitted to take on aircraft. 5. An initial report, which may be made by any means, must be despatched within 72 hours of the occurrence, to the Authority of the State (a) of the operator; and (b) in which the incident occurred, unless exceptional circ*mstances prevent this. This occurrence report form, duly completed, must be sent as soon as possible, even if all the information is not available. 6. Copies of all relevant documents and any photographs should be attached to this report. 7. Any further information, or any information not included in the initial report, must be sent as soon as possible to authorities identified in 5. 8. Providing it is safe to do so, all dangerous goods, packagings, documents, etc, relating to the occurrence must be retained until after the initial report has been sent to the Authorities identified in 5 and they have indicated whether or not these should continue to be retained.]
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TRANSPORT OF WEAPON AND MUNITIONS
9.2.1. Weapons and Munitions of War (EU-OPS 1.065)
It is forbidden to carry weapons or munitions of war, except with the express exemption from the national authority of all States concerned. In the case that they are exempted, they shall be carried in the aircraft in a place that is inaccessible to passengers during flight and, in the case of firearms, are unloaded. In all cases the Commander must be notified before a flight begins of the details and location on board the aircraft of any weapons of war or munitions of war to be carried. 9.2.2. Sporting Weapons and Ammunition (EU-OPS 1.070)
An operator shall take all reasonable measures to ensure that any sporting weapons intended to be carried by air are reported to him. Sporting weapons and ammunition for such weapons must be properly packed and stowed in a place on the aircraft, which is inaccessible to any passenger during flight and are unloaded.
Ammunition for sporting weapons may be carried in passengers’ checked baggage, subject to certain limitations, in accordance with the ICAO Technical Instructions (see EU-OPS 1.1160(b)(5)) as defined in EU-OPS 1.1150(a)(1[5]). (Refer 9.4.1(m))
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Table of Contents
10.
SECURITY ...........................................................................................................2
10.1. Security instructions and guidance ..............................................................2 10.1.1. Identification cards ....................................................................................2 10.1.2. Crew baggage security ..............................................................................2 10.1.3. Disorderly passengers ...............................................................................3 10.1.4. Bomb or sabotage threats .........................................................................4 10.1.5. Hijacking/unlawful seizure of an aircraft .....
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