Operational Procedures “Tw Lagu rwucruns : 1 “Tat Am Orezaton's Catricare (AGC) ——— ‘Ti Ovinatt RsronstY OFT ORATOR 3 octane avo Masta = (CHAPTER - FLIGHT OPERATIONS PERSONNEL AND TRAINING werner GaounoPansone. : “Tne fcr Denar Origen “Tae Chew Mester - ‘Tht Connostiow or Fic Cai Furi Exonsina ~ Fuss Navonron —— Manan Fi Cae fo ox Ni Oran ~ “Muh. Pt Operation aici Geran ‘Opomarens Conversion COURSE ecunamyr Tranove an CnicK ‘Te nuse CHece The Lin Check SEP Tran aN CuicxN, ew Resource Manacton, (Grown avo Rerason Inann plan or Flight Simao Trang ecm Route AND Atnobaoet Conreince QUALICTION - Rovtecowertnet Category 8 ferdromes eter C Aerodrome. ‘vauay Pio. Exes Cue Tea ‘Traine nEcoRDs (CHAPTER 3 AR OFS.. ISSUE, VARIATION AND CONTINUED VALIDITY OF aN AOC Nommesnion ce 4 Chast oF AOC Femme - ‘Orrin ConrRoL AND SuPHRWIION. Powen ro nsrner ‘Quan cove ae Maintenance Nswats, Los scons hw MATER —— The Fig Moms The Aintenonc Coa aa PART A General Boe PART deroplne Operating ators Type Related. PART Training Ielovaney Lag Operational Procedures Toawe‘THe TecHent 00 "Document which tb cared nigh - -ncommarion RETAINED ON TH GROLND Lose Tax Stonact or Dctsaes 2 ‘Aimcnarr avo Grew L=a300. ‘ui Oren ‘sublshmen of Pacers. a - oo Checker SHORTY “rains Programmes - 2 Cariog of Paeners Weapons Stony ofthe Fight Crew Comporimet “Aeroplane Search Prcade Ceci. 2 Ieporng Aes of Unt Ierorace ‘tue Resonances or eC : . ‘ise during tea oer offi Cra Sc Bet Canoo Hann. - ‘Stage of Bogage and Cage : pliaeinCag. Pasvnge Seog Arca. People th Raed eb Patsnger Seat, Sf Belt ond Harness. ‘Resid Aecey other dra ‘Stering ofthe Passenger Cain and Gali Cavioge of nadntsite Passengers Deportes or Persons in Casta Stig orate Eicon Bees. Passenger Bring Defretatafe Afrtoteof ‘fre oni. ‘oroning ‘efi or Deng wih Passengers baring On Bard or Disembarking CHAPTER 4 MINIMUM AIRCRAFT EQUIPMENT oneness Tweet ~ ‘Aci Daa Recoaoens DR EDR? FoR’: ‘Coexn Voce cones "OR Doone cra 2 ova? Evenaency MEDIGALKIT. ‘Crash aasoncxowes Pontans PROTECTIVE BREATAING EQUIPMENT SEATUAND HARNESSES Nomces AxD Sens. oo Brats Pons Sou Euracmcy avo Sumvae Eqs ‘Seapone. onl ~ 1a ond Emagen) Exar Transmiirs (ELT) SURVIVAL BUM FOR FUCHS OVERLAND. Content c oh 2 2 oa oe 2 be 4 3s 25 2 sao ‘Operational ProceduresSurname OxyoEy Rages. Unprasarscd Arena —— Pretrial Arf Pasta Onvom tequKseNts - ‘Canainecarons, Navigation EQUA AD SNS ‘Conmanizaion Equipment ‘Nargton Equipment ‘Novgaton Equpmen: iss FR inarment Via igh is (7) ~ ~ Insument Pgh Res OFA) Anon Eau “Single it Operation deri : “Alta forage ‘Arbarae Weather Rade ‘ozone Pena Wass Seer (GPW). ‘eamars AWARENESS anon Stete (AWS) Amnon Cotisow Avompasce SveTeu (ACAS). igh Open libaine Fase. Winds ipa os os Intrpon St Pate athon Stn, ‘ui Slee Pave. Doors ond Cartan. Megaphones ~ (CHAPTER S~ PRE FLIGHT PLANNING we ernapucrio : Useor An asic Sic ~ Fut aus = ~ utr Route TES Operating in ~ YER Operating Snin. Crores or Lave. = ‘ aor or Route ‘ ‘heft of Wind. 5 ATC Requrenens, 3 _ALrensntt atnoononts Sous 3 ° Tate Of strate rodiont ~ ~ Aeroplanes ith bo angie. “Aeroplanes with res or mor engine nnn ‘Entoute lernte feroarones. - ° Destion eros, io Astonmou Oreurne Mina 10 Te Out Cone tno u ison dle High Minion Descent Ade o cgi 2 Instant departar and approach procs. 1 _Asnopmoute Papen Mii FoR FR ucts ‘Destaion Aros, 13 Destination and EnRoute drodomas ib ut ab On Regu. “ Tay el 14 Sectoral te Contngeny ji 15 Phot Reamer 15 ‘Operational Procedures ieoues Contents 3‘Bova Fue 5 ol ting Pal he Dein Point Proce 16 ‘Example ofthe Decision Pt Proce 7 ‘Pre-Deerined Pon Provo. ng ‘Genera Rapuremens ” Note Coie ~ a) ‘Mali Bgined Arca esos af Og AU. 20 Tateof. 30 Enowte Peromance 20 ‘One powers opera 30 To ponents nope 20 Landing Psormance, 20 AIRAET ConTENTS, EUIRAENT& PAPERWORK. : Tate Off Wath 2 Destination a Disertion Wether ews a Are taki ‘Simulated abnormal stations inflight “eli fe management - Conic Rein Ground Prax Deaton ‘igh cde. mn Techie Does. — Air Tai ees, ‘ia Hart ond So “nile Emergencies wit Dangrout Good om Bard. Unto erence “eure of Crowd ad Navigational Facies nd laardos Condon ‘ecko Repoing ‘Emergney Moat of acl Region” Prods CCHAPTER7 APPROACH AND LANDING wna ‘The Deco To CONTI 1 ‘Single Pr Operation 2 Meio Lighting Po ight Operation 3 Low visit Oreeaions 2 “Approach Caspar — a ‘eropione Congo. 3 Lega. 4 Denon 4 Low Vist Geka OrenatNo ROLES. SuneNnnn's 3 3 3 ‘Monringn LanoneMinina ~ Category I Aprooces in Penronnae Impex on LANDING ene tL (CLASS A AIRCRAFT . 2 ‘onaing WAT Li. 2 Contents 4 TeaueS ® fa)oO “Landing Ped Longih iis. a Contaminated an Wet Rave Landings - Me Gus ARCRArT SV Is The Lending “ 1s nes CAmeRAr ELL mote CHAPTER # -ETOPS AND LONG RANGE FLIGHTS nur emooucrin, 1 Oranarons Reson a a ‘THe REGULATIONS 2 Ne ond Gro 3 Loe Rao Pm Gre ot ETOPS 3 ae Rana TWIN Ore WINETOPS, 4 “Adequate dra &Sulable erodes 2 3 JAR BU ROUTE PeRFOMANCELMTATONS 5 6 Chass A Atnonare 6 out ~ One Engine Inport os ‘rR Aaroplnes ith Tor More Engines Two Engines noperae. 7 cass Amery ae 3 ‘taut Ste Engine doopinae ” ° BreRoue— Mat Eninedderplanes. io coamsC amen La ‘Beant al Enger Operating 7 ‘ni mone dts One Engi apart un [Bante =Aerplner ith Tr or More Engine. To Engine inoperative 2 CHAPTER 9 POLAR AND OCEANIC PROCEDURES wenn sanapucron - 1 ‘Compass and DI. 2 Gyro Compass a — mh Prre Gyro Nogaton 5 Inert Navigon. 2 SipletNS — * TainiN. 2 Trplens. io US Sorel ews 0 NPS Anne — oo aM “pina Separation 2 Vera Speration. 2 VSM Minimum Eine a Latral Separation a ‘New Epon: Raurcnans For Unrxted kiNPS Opens ta ‘Revie able by Ara With Te LAN Stns he ‘Avert dpprved for MNPS. 4 ‘nig Onennned Pac Sst (O79) te “Eatound NAT OFS rack esse, “ 16 Meson NAT OTS nak mess: 7 Decoding a NAT Track Sessge = - 7 ‘Prafere Rowe Mesage (PRA0. is (18 Changnner Period 18 ‘Rondon ring rng the operating mer tie Ma Ogaiad Track Sem. Random ruins esi the operating tins of te NAT OTS 2B ‘pis che ATC ric PL " 20 Rando Rowing 20 MNES Consent — or ‘Osea Clearance 2 HE Comms 22 ‘Operational Procedures ——=~=SCssuusSS*~*~*~*S*S*«SPasion Rare 3 ‘HE Cons Pathe who On of i Rae. 2 [HE Comme Fate Before fr Entering th Wi Ragin oe ‘SR Proedie a vFusci concen ~ ey ‘Paral or compl ose navigton FS copy. : 2 (Ona Sten Fale before Te Of = os ‘One Sten Faber he OCA By ead. 26 (Ove Sta Falls flr the OC4 Bown Case. be ‘he Remaining Stem Fats afer Bering MNPS Apacs - fe Diserson deo the Flow of Taf : 26 (CHAPTER 10 - TURBULENCE AND WINDSHEAR... Windies indoor ner Pando - dias oiverston and Tc Boe Lar Stoning waves eeronunsre — Dereeriv@ AND RESPONDING To Wis. ‘Wake Tonnes, vom a (CHAPTER 11 = ICING HAZARDS vee “hye Fa 2 Type ll lad = Ohh Fd Mhetbey Deng = Informaton Give te Fig Crow Je AiteeaF ANTICO EQUANT : : ston Euan Alar AnsAoNG AND DENG EQN? (CHAPTER 12 ~ CONTAMINATED RUNWAY OPERATIONS orem “Tne EFFEC ON AMRCRAF PERFORYANE THe TaRe Om ‘aman cepa Mow Rovang Tre sous Hydrptoning ~ Revert Rubber droping Lanang ‘THEMOTNESNOWAM Coo (CHAPTER 13 - CABIN DECOMPRESSION AND OXYGEN SYSTEMS. CanoiDeconrasson ‘Smpioms. ‘noes squire ~ JAROxva=H REGURENENTS, (CHAPTER 14 FIRE AND SMOKE coe mnnn AREAS SYST - ‘Soe Dsotoe Fie Dacron “it eine Zot Pipes mht snes. ‘oy Pover Ui. Sou Contents 6 eaves ‘Operational ProstTon Detection Stem, o Optical Sate ~ 4 Inmet Aso $ Cote Suoke Prorecios & “Bligh Crew = — Cabin ren 6 smu Devecron Sara 4 Taste Fire Datacton & CCpactonce Five Daeton. > ‘Setror Dona Fire Doetion Stn 5 ‘io Tharmacope Son, 10 PX Fite ExTINauises wih SS 2 ‘Spt 2 ‘Sui n ‘er Pression a ‘ror ie Waring te Delayed Fire Waring —— i” (cinco Bay ies Prorachions ~ ~ 15 FENone Fae ExT OFATION hs “Pipe Fire 7 Piston Exc CanBunirOn Fis = 8 Bean ees eo = oe CCassincariowr Fits. ~ 13 Hiv Hato Fe Exscvins i Frown Cocker av Caan IS 20 ‘Cain Saft arnshig rs. 0 (Cin Har Parish eg ~ 2 Cekp Fires 0 Tae Fire. 30 (CHAPTER 15 FUEL JETTISON AND EMERGENCY LANDINGS nennrnrennn ur.semson. [anaeney sso baseaunonant Lavon 1 2 ‘Preto Landings 2 Energeny Longs. 3 ‘ergy lighing (CHAPTER 16- DANGEROUS GOODS... IMROBUETON aosearion = 1 Guassicaron : : 2 TAR OPS cena — 3 “JAR OPS SUBPART TRANSPORT OF DANGEROUS GOODS BY alk 3 TAR-OP8 1.1150 Tominaog., 3 LaR-oPS 1135 Approel Fanart Bangrous Goods. $ Tak 578 1160 Scope 5 "AR-0PS 1165 Litton on he Ponpart of Dangers Goad a] “ak-0Ps 11170 Closfeaton 3 TAR-OPS 1.1175 Posting. 3 "aR-0PS 1180 Labelling and aking 2 aR-0PS 1.1185 Dangorows Goods Tanipor Dosa , aR-0PS 1.195 deceptanes of Dangerous Geos ‘ “aR-0P5 11200 trpeston for Damage, Laake or Contamination & AR-OPS 1.1203 Removal of Conant ° ‘Operational Procedures Tes00 5 Contents 7SAR-OPS 1.1210 Loading Res. nn “k-07S 11215 Prson of formation AR-OPS 1.120 Trang programe (aed “iak-0PS 1.125 Dangeoue Goode nce and cdo Raps Taaue 5 a inscheduled & non scheduled public transport ‘The legal ‘autnoity 6 with ‘Authority his section describes the regulations under which air ‘transport aircraft are operated. We shall examine the legal structure of the regulatory authorities, the rules under whieh an air transport company operates and the requirements placed on the ‘crew. Later on the subject broadens to include normal and abnormal operating procedures and hazards such as turbulence, jeing and wind shear ‘The Legal Structure ‘The International Civil Aviation Organisation (ICAO) sets out standards, practices and recommendations for air transport ‘operation in the 1944 Chicago Convention and its Annexes, ‘The regulations dealing with scheduled and non-scheduled {international commercial air transport are set out in ICAO Annes 6. Individual states or groups of states align their regulations with ICAO practices but are able to deviste from them by fing {2 variation with ICAO. The ICAO procedures should be seen as fa background set of rules over which national regulations have primacy. In the forty Buropean states which form the Joint Aviation Authority the National Authorities are committed to harmonising their regulations with the Joint Air Regulations WARS). ‘The legal suthority “remaine with the National ‘Authority, its the regulations which are harmonised JAR-OPS Part 1 containg the rules and regulations for ‘commercial air transportation operations. ‘These regulations fare applicable to the operation of any civil aeroplane for the purpose of commercial air transportation by any operator Whose principal place of business is in a JAR Member State 74JARs specify how an air transport operator can be approved for commercial operations either inside or outside national boundaries by issue of an Air Operators Certificate (AOC). The operator must produce and publish a set af operating practices, fand then work to those standards, The operating procedures are based on JAR Operations regulations (JAR Ops), which are in turn based on Annex 6 10 the Chicago Convention with variations and additions. JAR (Ops allow variations from the standard in certain crucial areas bby negotiation with and with the approval of the National Authorities, Im the end, then, it becomes a matter of conformity in the main fand negotiation of the detail, The operator sets out how it intends to operate aircraft basing its procedures on JAR Ops. Where JAR Ops allows for variations the operator will submit procedures that it considers commercially viable and safe Where the Authority agrees approval will be given, where it {does not it wll impose more stringent standards, ‘The Air Operator's Certificate (AOC) The AOC is a certificate issued by the State in which the ‘operator is registered which suithorises it to carry out specific ‘commercial air transport operations. It specifies the type of operation that the operator is licensed to perform and sets out. the conditions under which the ‘uthorised operations will be performed. ‘The AOC identifies certain key members of the operator's senior management, known as AOC Postholders and contains the following minimum basic information: ‘The operator's identification and location ‘The date of issue of the AOC and period of validity. ‘The description of the types of operation authorised. ‘The types of aircraft authorised and registration markings ‘The authorised area of operation or route structure Special limitations authorisations /approvals (CAT IIL including minima, MNPS, ETOPS, RNAV, RVSM, Dangerous goods) 12 ‘Operational Prost‘The operator ‘conversant with procedures whore they operate ‘Tho operator responsible for fight satoty ‘The Oporations Marat may be spilt inte pars ‘The Overall Responsibility of the Operator ICAO Annex 6 states that the operator is responsible to the State forthe control of the operation and that the responsibility may be delegated to a designated representative, In tum, JAR OPS Part 1 parallels ICAO, stating clearly that it is the Operator who is responsible for the control of operations lunder the terms of his AOC and in accordance with JAR OPS part 1 It places a general responsibilty on the operator to ensure that ite pilots and flight erew are familiar with the laws, regulations land procedures that relate to the performance of their duties with regard to the areas in which they operate, the aerodromes, tnd the air navigation facilities to be used. ‘The operator must also ensure that is pilots in command have available on board the aeroplane all the essential information ‘concerning the Search and Rescue services in those areas over ‘which the aeroplane will be flown, ‘The operator must establish and maintain an accident prevention and flight safety programme, which may be Integrated with the Quality System, including: + Arist awareness programme + An occurrence reporting acheme + A system of evaluation of incidents, promulgation of ‘elated information, but not attribution of blame + Anaccountable manager for the programme ‘The overall responsibility of the operator is ¢o broad that we will assume that the operator is always responsible unless bthenwiee state. Documents and Manuals ‘The primary document produced by the operator to qualify for an AOC is the Aireraf Operations Manual (AQM), usually referred to a8 the Operations Manual. The Operations Manual ‘contains detailed instructions on Organisational structure Nominated post holders, individual responsibilities, Operational control and supervision Accident prevention and fight safety programme Quality system Crew composition and qualification requirements Fatigue, health and flight time limitations ‘Operational Procedures SSC~Operating procedures Route guides and charts ‘Minimum flight altitudes Aerodrome operating minima Dangerous goods Security Haneling of accidents and occurrences Rules ofthe air Aeroplane operating matters (type related) Route and aerodrome instructions and information ‘Training syllabi and checking VAR OPS actually specifies precisely how an Operations Manual should be structured, this will be looked at in detail Iter In addition to the Operations Manual the operator will produce ‘2 Flight Manual for each aircraft type. This is usually based on. the manufacturer's fight manual and contains all the essential Information for normal and abnormal operations of the aireraft tse. Indeed, applicable parts of the aircraft fight manual ean form sections of the operations manual: the two documents are closely related ‘The Maintenance Control Manual contains all the information and procedures for aireraft maintenance. va ‘Operational Procedures ‘The Aeroplane Fight Manual contains normalChapter 2 - Flight Operations Personnel and Training the flight and cabin erew on the aeroplane and the fight be Flight Operations department is made up of both ‘operations personnel on the ground, Ground Personnel ‘Those that work on the ground are usually grouped together under the collective name of ‘operations’. The principle units + Flight Operations Management - Pilot Management and. Ground Stall Management. Flight Operations or Flight Dispatch Officers Operations Controllers (Crew Rostering and Scheduling Controllers ‘Aeroplane Performance Engineers and Performance Ofticers. + Route Planning and Navigation Services Staff Operations Manual Preparation and Editorial Staff. All personnel assigned to, oF directly involved in, ground and flight operations ‘must be properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of their duties to the operation as a whole. ‘The Flight Dispatch Officer ‘The ‘Operations’ or ‘Flight Dispatch’ Officer is responsible for providing supporting paperwork and information to the fight ‘crew and for monitoring the progress of the flight from the ‘ground. Specifically, @ fight dispatcher, when employed to provide fight planning, route and weather information, trafic Oper sae 2Aload and other relevant operational detail required in accordance with the AOG, must + Assist the plot-in-command in flight preparation and provide the relevant information required ‘+ Assist the pilot-in-command in preparing the operational and ATS fight plans. Sign, when applicable, fad file the ATS flight plan with the appropriate ATS ‘+ Fumish the pilot in-command while in Hight, by appropriate means, with information, which may be necessary forthe safe conduct of the Tght. ‘© And, in the event of an emergeney, initiate such procedures as may be outlined In the operations manual ‘The flight dispatch officer must also be careful not to take any ‘ection that would confict with the procedures established by fir traffic control, the meteorological service or the ‘communications service. ‘The Crew Members. ‘The Composition of Flight Crew Flight crew are pilots, systems operators and, where carried, navigators. The composition of the fight crew and the number fof fight crew members at designated crew stations must ‘comply with the Aeroplane Flight’ Manual (AFM) and Operations Manual. When a particular operation needs extra crew members they must be carried. ‘All Might crew members must hold an applicable and valid licence acceptable to the Authority and be suitably qualified nd competent to conduct the duties assigned to them, An operator must ensure that flight crew members who are selfemployed and/or working on a freelance or part-time basis, comply with the regulations. In particular the operator must rake sure the crew member is not operating too many public transport types. One pilot amongst the flight crew, qualified as a. pilot command in accordance with JAR-FCL, is designated as the commander sho may delegate the conduct of the Might another suitably qualified pilot. In multi-erew operations the commander must complete the prescribed command course and hold an ATPL. A-CPL holder can operate as commander of an aeroplane certificated for single pilot operations provided: 22 swe Operational Procedures Flight Dispatcher onfct with ATC,only need a CPL. te bo qualified to ight Engineers fre cartiod when the Flight Manual {or that type requires ‘© When operating under VER outside a radius of Sonm from an aerodrome of departure the pilot has a ‘minimum of S00hrs Might time or holds a valid IR + When operating on a multi-engine type under IPR, the pilot hes a minimum of 70Ohre fight time inchuding 400hrs as PIC of which 100hrs have been under IFR Other Pilots ‘The Captain may allow the assigned first officer to operate one. (or more sectors of the Right under his supervision. Ifthere are ‘more than two pilots required then the third pilot, a second, officer, may fly the aeroplane above F200. In these situations. the first officer must hold a valid ATPL and the third pilot, also referred to as a relief pilot or second officer must hold at least a valid CPL. There is sla a scenario where a suitably qualified First Offcer could relieve the Commander during the fight; this would only occur above FL200, and the First Officer requires an ATPL. There are also. other competency Fequirements; these would be detailed in the Operations Manuel, ‘Apart from the differing cence requirements all three pilots ‘must be trained and type rated on the aeroplane category and {ype This includes an instrument rating, recurrency training, and competence checks. ‘The exception is that anly the captain land first officer need be qualified in take-offs and landings. All type rated pilots can taxy the aircraft, as indeed can any ‘other personnel provided they have been fully trained and briefed on aerodrome layout, signs, markings and ATC Flight Engineers When a dedicated System Panel Operator is required by the AFM, the fight crew must include one crew member who holds fa Flight Engineer's (FE) licence or is otherwise a suitably qualified fight crew member and acceptable to the Authority ‘This allows second wfficers or Ps to occupy the FE's seat, a Flight Engineer is required he can only be relieved in fight by another qualified flight engineer. If a third pilot, second officer or systems panel operator is carried in place of a Specialised Might engineer then this crew member can be relieved by either someone similarly qualified or by a flight engineer, “Operational Procedures sus 2Flight Navigator ‘The flight crew must include at least one member who holds a Aight navigator licence in all operations where, as determined by the State of the operator, navigation necessary for the sale conduct of the light cannot be adequately accomplished by the pilots from the pilot station. This is rarely the case Minimum Flight Crew for IFR or Night Operations ‘MultiPilot Operation For operations under IFR or at night an operator shall ensure ‘that al jet sircraft and turboprops with more than 9 passenger seats have a minimum flight erew of two pilots. ‘Single Pilot Operation Piston engined sireraft and small turbo-props (in other words, aeroplanes other than those described in the paragraph above) can be operated by a single pilot provided that the following requirements are satisie: ‘The Operations Manual must include a pilot's conversion and recurrent training programme which includes any additional Fequirements for a single pilot operation. In particular the ‘cockpit procedures must include: 2a ‘Operational Procedures‘+ Engine management and emergeney handling: ‘+ The use of normal, abnormal and emergency checklists; ‘+ ATC communications procedures ‘+ Departure and approach procedures; ‘+ Autopilot management procedures ‘©The use of simplified in-hight documentation; Recurrent checks for single pilot operation are specified in the Operations Manual (AOM) approved by the Authority and will specity Ground and refresher training ‘Simulator training by a Type Rating Instructor ‘Emergency and Safety training (Crew Resource Management (CRM) training all to be conducted by suitably qualified and trained stafl ‘There are also minimum hours and recency requirements, specifically: +a minimum of 50 hours Might time on the specifie type ‘or class of aeroplane under IFR of which 10 hours is as pilot in command. atleast 5 IFR fights, including 3 instrument Approaches, carried out during the preceding 90 days on the type or class of aeroplane in the single-pilot role. ‘This requirement may be replaced by an IFR instruraent approach check on the type or class of aeroplane. Whenever a fight crew member first joins an operator or ‘changes aircraft type or role in the cockpit they complete an ‘operator's conversion course. If converting to a new aircraft type or class a Type Rating course is completed to JAR standards as part of the conversion, if a flight crew member is recruited with a Type Rating this can be omitted from the training, The minimum standards of qualifeation and experience roquired of Might crew members belore undertaking conversion ‘waining are specified in the Operations Manual. The amount of training required by the operator's conversion course takes account of any previous taining as recorded in his training records. All training must be conducted by suitably qualified personnel acceptable to the authority, ‘Operational Procedures us SSCSOperators Conversion Course ‘An operator's conversion course must include, in order + Ground taining and checking including aeroplane ‘yatems, normal, abnormal and emergency procedures + Bmergency and safety equipment training and checking which must be completed before aeroplane training + Crew Resource Management training + Aeroplane or Nght imulator training and checking, + Line fying under supervision and line check. IF it is the first conversion course the flight erew member ia taking for the operator they also need general first aid training, ‘and, if applicable, ditching procedures training using the ‘equipment in water, t +: t Figure 102.2 Each flight crew member undergoes a base check or, t0 use the proper term an Operator Proficiency check, and. Emergency and Safety Bquipment Training and Checking before starting Tine training. On jet aircraft 9 first officer undertaking a first conversion course must do a minimum of 100 hours or 40 sectors of line training, A first officer upgrading to captain requires a 2 ‘Operational Proctcheck (or raining) starts ‘minimum of 20 sectors for a new aeroplane type ar 10 sectors i already type rated on the aeroplane. After completing line flying under supervision a final line check is flown, ‘Under JARs a crew member is considered to be inexperienced until either 100 hours or 10 sectors have been flown within 120 consecutive days or 150 hours or 20 sectors over an unlimited time period. Inexperienced fight erew members must not be crewed together ‘Once an operator's conversion course has been started a flight crew member must not tndertake fying duties on another type fr class until the course is either completed or terminated Recurrent Training and Checking ach fight crew member must undergo recurrent training and checking relevant to the type or variant of aeroplane on which the fight crew member operates, Details of recurrent training and checking requirements are outlined in JAR OPS Pel; from these requirements an Operator would create a far’ more detailed programme of training and checking, approved by the ‘Authority, and detailed inthe Training’ section of the Operations Manual ‘The validity period of checks and training requirements varies, but always starts from the beginning of the month after the check, Provided a check is completed within the last three ‘months of validity of a previous check the validity is taken to run from the expity of the previous check, Thus a base check, ‘which is valid for six months, may be completed in December ‘Operational Procedures a7‘and be valid until the end of June the following year. A second, base cheek completed in April is now valid until December. Recurrent training in the seroplane or flight simulator must be conducted by a Type Rating Instructor (TRI) or, in the ease of the fight simulator content, a Synthetic Flight Instructor [SFI Iemust inelide: Aeroplane Systems Operational Procedures including ground de/anti icing) it incapacitation, ‘Accident Incident Occurrence Review. ‘A base check (operator proficiency check) must be conducted, bby a Type Rating Examiner (TRE) or, if the check is carried out in an approved flight simulator, a Synthetic Flight Examiner (SFE) Line proficiency checks (LPCs) can be carried out by Line ‘raining Captains (suitably qualified commanders) nominated by the operator and acceptable to the Authority ‘The Base Check Otherwise known as the Operator Proficiency Check (OPC). An. ‘operator must ensure that: ‘+ Each flight crewmember undergoes operator proficiency cheeks to demonstrate his or her competence in carrying out’ normal, abnormal and emergency procedures +The check Is conducted without external visual reference when the flight crewmember will be required t0 operate under IFR. + The base check is carried out as part of a normal fight crew complement, ‘The period of validity is 6 calendar months in addition to the remainder of the month of issue, If issued within the Sinal 3 months of validity of a previous check, the period of validity shall extend until © calendar monthe fom the expiry date of the previous check. ‘The Line Check. A line check is conducted annually in the sircraft to demonstrate a crew member's competence in normal line operations. A line check is valid for 12 months ze ‘Operational Procedures sesually called the fe your (valid sic smenthe) once a yearSEP Training and Checking. Figure 10.24 Bach flight crew member requires annual trsining and checking on the location and use of all the emergency and safety equipment carried on the aircraft. The SEP check is valid for 12 months, Crew Resource Management. (CRM training is part of recurrent training. JAR OPS is quite specific on the topics to be covered, and at least the following must be covered on a 3 year rolling basis: + Human error, prevention and detection, + Company safety culture, SOPs o Stress, fat {gue and vigilance + Information processing, workload management Decision making ‘Communication Leadership and team behaviour ‘Automation (philosophy of use) if relevant 9 type Specific type related differences + Other areas identified by the Might safety programme) Ground and Refresher Training. Each flight crew member must complete ground and refresher training at least every 12 calendar months, Relresher training is often combined with CRM and SEP as an annual event.‘Aeroplane or Flight Simulator Training. Aeroplane oF ight simulator training takes place at least every 12 months. The simulator (raining is usually combined in the same sim detail asthe IR, another annual event. ‘An operator shall ensure that: Recency i 3 A pilot is not assigned to operate an aeroplane as part of the tandings as pilot ‘minimum certificated crew, either a8 pilot fying or pilot non- —Aying in the last fying, unless he has carried out three talee-offs and three 90daye landings in the previous 90 days ae pilot flying in an aeroplane, or in @ fight simulator, of the same type/class A pilot who does not hold a valid instrument rating is not fassigned to operate an aeroplane at night as commander Unless he has carried out at Ieast one landing at night in the preceding 90 days as pilat fying in an aeroplane, or in a fight Simulator, of the same type/class. ‘The 90-day period above may be extended up to a maximum of 120 days by line fying under the supervision of a TRI or TRE. For periods beyond 120 days, the recency requirement is, satisfied by a training fight or use of an approved fight simulator. a0 oe ‘Operational ProceduresComplex routes require in Might Route and Aerodrome Competence Qualification Before acting as operating pilot pilot must acquire adequate ‘knowledge of the route £0 be flown and of the aerodromes, including alternates, facilities and procedures to be used. Route competence Route competence training should include knowledge of: + Terrain and minimum safe altitudes; + Seasonal meteorological conditions; Meteorological, communication and air traffic facilites, services and procedures; + Search And Rescue (SAR) procedures; and + Navigational facilities associated with the route along Which the flight isto take place For the less complex routes, familiarisation by sel-briefing with route documentation, or by means. of programmed Instruction is an adequate way of satisfying these requirements. For the more complex routes the pilot should receive in-flight familiarisation a8 a commander, co-pilot oF observer under supervision. A simulator may be used, ‘Aerodrome Competence ‘The Operations Manual should specify a method of categorisation of aerodromes and specify the requirements necessary for each of these categories. The least demanding ‘aerodromes are classed as Category A. Category B and C would be applied to progressively more demanding aerodromes. ‘The Operations Manual should specify the parameters that qualify an acrodrome to be considered Category A and then provide a list of those aerodromes categorised as B or C. Category A Aerodromes Cat A aerodromes should have the following: + An approved instrument approach procedure; + at least one runway with no performance limited procedure for talee-off and/or landing; + Published circling minima not higher than 1000 feet above aerodrome level; and + Night operations capabilityCategory B Aerodromes Category B aerodromes are considered more dificult to operate from, An serodrome that does not satisfy the Category A requirements or which has extra problems like non-standard approach aids or approach patterns, unusual local weather conditions, unusual characteristics oF performance limitations or obstructions would be classed aa Category 8 efore operating to a Category B aerodrome the commander should be briefed or selebriet by means of programmed instruction on the aerodrome concerned. He mist certify that he has carried out the briefing Category € Aerodromes ‘An aerodrome which is considered 10 be more difficult to ‘operate from than # Category B seradrome would be classified 8 Category C. Before operating to a Category C aerodrome the commander should be briefed and visit the serodrome as an observer ‘and/or undertake instruction in a flight simulator approved by the Authority for that purpose. The operator should certify this instruction Baz tional ProceduresValidity Period “The period of validity of the route and aerodrome competence qualifcation is 12. calendar months in addition to the Femainder of the month of qualification or the month of the latest operation on the route or to the aerodrome. Route and aerodrome competence qualifcation is revalidared by operating on the route or to the eerodrome within the period of validity If revalidated within the final 9 calendar months of validity of previous route and aerodrome competence qualification, the period of validity extends from the date of revalidation until 12 calendar months from the expiry date of that previous route and aerodrome competence qualification, Cabin Crew Training ‘The operator must also set down procedures forthe training of cabin crew which must inchide taining on + Thearming and disarming of slides +The operation of cabin lights, including emergency lighting +The prevention and detection of cabin, oven and toilet, fires ‘© Action to be taken when turbulence is encountered ‘Actions to be taken in the event of an emergency and/or Training of Additional Crew Members. ‘crewmembers are often positioned in company alreraft in luniform and on duty but not as part of the operating crew. ‘They are listed on the manifest as additional crewmembers. ‘The operator must ensure that crewmembers who are not required fight or cabin crew members, have also been trained in, and are proficient to perform, their assigned duties ‘Training records An operator must maintain records of all training, checking, fand qualification undertaken by a fight crewmember. The fperator should certify this instruction, It-must also make the records of all conversion courses and recurrent training and checking available, on request, to the fight crewmember concerned. ‘Operational Procedures us BasIntentionally Blanke TsoueS Operational Procedures aapproval ‘certicate Chapter 3- JAR OPS his chapter looks in more detail at the AOC and at the ‘general obligations concerning the operation of public transport aireraft placed on the operator by JAR Ops. ‘The regulations below are produced in full The AoC ‘The AOC is the certificate that permits an operator to run a commercial air’ transport operation. We have already considered it in outline, now we need to look at itn detail JAR Ops states: (a) An operator must not operate an aeroplane for the purpose of commercial air transportation otherwise than funder, and in accordance with, the terms and conditions of an Air Operator Certificate (AOC), (b) An applicant for an AOC, or variation of an AOC, must allow the Authority to examine all safety aspects of the ‘proposed operation. (6) An applicant for an AOC must: fi] Not hold an AOC issued by another Authority unless specifically approved by the Authorities ‘concerned (i), Have his principal place of business and, if any, his registered office located in the State responsible for issuing the AOC (ii) Have registered the aeroplanes which are to be ‘operated under the AOC in the State responsible for issuing the AOC and (iv) Satisfy the Authority that he is able to conduct safe operations. (2) Notwithstanding sub-paragraph oi] above, an operator may operate, with the mutual sgreement of the Authority issuing the AOC and another Authority, aeroplanes registered on the national register of the Second-named Authority ‘Operational Prost ures 3Aoy a o 4, i o 32 An operator must grant the Authority access to his organisation and aeroplanes and shall ensure that, with Fespect. to maintenance, access is granted to any. associated JAR-145 maintenance organisation; to determine continued compliance with JAR-OPS. An AOC will be varied, suspended or revoked if the ‘Authority is no longer satisfied that the operator can maintain safe operations. ‘The operator must satisfy the authority that: (i) Its organisation and management are properly ‘matched to the scale and scope of the operation; and (3) Procedures for the supervision of operations have been defined ‘The operator must have nominated an accountable ‘anager, acceptable othe Authority, who has corporate authority fer’ ensuring that all operations and ‘maintenance activities can be financed and carried out to the standard required by the Authority. ‘The operator must have nominated post holders, acceptable tothe Authority, who are responsible for (Flight operations; (2) The maintenance system; (i) Crew training; and (iv) Ground operations. A person may hold more than one of the nominated posts if acceptable to the Authority but, for operators ‘who employ 21 or more fall time staff, @ minimum of two persons are required to cover the four areas of responsibility. For operators who employ 20 or less full time staff, one for more of the nominated posts may be filled by the ‘accountable manager If acceptable to the Authority. ‘The operator must ensure that every Hight is conducted jn accordance with the provisions of the Operations. Manual. ‘The operator must arrange appropriate ground handling facilities to ensure the safe handling of ts fights, ‘The operator mmust ensure that its aeroplanes are equipped and its crews are qualified, as required for the ‘area and type of operation.o ‘The operator must comply with the maintenance requirements, in accordance with Subpart M, for all ‘aeroplanes operated under the terms of its AOC. ‘The operator must provide the Authority with a copy of the Operations Manual, as specified in Subpart P and all amendments or revisions toi ‘The operator must maintain operational support facilities at the main operating base, appropriate for the area and type of operation, Issue, variation and continued validity of an AOC ‘An operator will not be granted an AOC, or a variation to an, ‘AOC, and that AOC will not remain valid unless: (a) tb @ Aeroplanes operated have a standard Certificate of Airworthiness issued in accordance with ICAO Annex 8 by a JAA Member State. Standard Certificates of Airworthiness issued by a JAA Member State other than the State responsible for issuing the AOC, will be fsccepted without further showing when issued in accordance with JAR rules; ‘The maintenance system has been approved by the ‘Authority in accordance with JAR-OPS maintenance requirements; and ‘The Authority is satisfied that the operator has the ability to: (i) Establish and maintain an adequate organisation (i) Establish and maintain a quality system in accordance with JAR-OPS. (ii) Comply with required training programmes; ) Comply with maintenance requirements, consistent with the nature and extent of the ‘operations specified, including the relevant items Prescribed in the requirements to hold and AOC (9) Comply with the conditions of the AOC. Notification of a Change of AOC Postholder [Notwithstanding the provisions of JAR-OPS, the operator must notify the Authority &s soon as practicable of any changes to the information submitted in the original AOC application, and ‘Operational Procedures sues SSCSregarding a change of AOC postholder, the Authority must be given at least 10 days prior notice ofa proposed change If the Authority ia not satisfied that these requirements above hhave been mei, the Authority may require the conduct of one for more demonstration lights operated as if they were ‘commercial air transport fights, Operational Control and Supervision ‘An operator must eatablish and maintain a method of ‘exercising operational control approved by the Authority. The ‘operator exercises operational control rer any fight under the terms of his AOC Power to inspect [An operator must ensure that any person authorised by the ‘Authority is permitted at any time to board and fly In any ‘aeroplane operated in accordance with an AOC issued by that Authority, Such a person (or persons) must be permitted to fenter and remain on the fight deck provided that the commander may refuse access to the Might deck if, in his ‘pinion, the safety of the aeroplane would thereby be ‘endangered, Quality Control An operator must establish one Quality System and designate fone Quality Manager to monitor compliance with andthe adequacy of procedures required to ensure safe operational practice and airworthy aeroplanes. Compliance monitoring ‘ust inchude a feedback system to the Accountable Manager to ensure corrective action as necessary. The person nominated for the post of Accountable Manager must be one who is, acceptable to the Authority. He or she must have corporate ‘authority for ensuring that all Operations and Maintenance Activities can be financed and carried out to the required Standards of the Authority The Quality System must include a Quality Assurance Programme that contains procedures designed to verify that all operations are being conducted in accordance with all applicable requirements, standards and procedures. The (Quality Syecem and the Quality Manager must be acceptable to the Authority. The Quality System must be described in relevant documentation, The Authority may accept. the nomination of two Quality Managers, one for Operations and fone for Maintenance, provided that the operator has designated one Quality Management Unit to ensure that the system Is applied uniformly throughout the entire “The operator ‘control over any fight under theMaintenance Operators. must either be approved to maintain their own aircraft in accordance with JAR-145 or contract an approved ‘nganisation to do their maintenance for them. The operator's [AOC depends on following JAR maintenance requirements, Figure 10-34 ‘There must be a Nominated AOC Postholder for Maintenance. Hf the operator is using a contractor for maintenance the Postholder should not, unless approved by the Authority, be an ‘employee of the contractor. “The Operator's quality system must at least do the following, + Monitor that the activities of JAR-OPS 1.890 are being performed in accordance with the accepted procedures: + Monitor that all contracted maintenance is carried out in accordance with the contract; and + Monitor the continued compliance with the requirements of JAR OPS. ‘An operator_must_ provide an operator's Maintenance Management exposition which must. be approved by the Authority. It contains details of the organisation structure including the nominated postholder responsible for the ‘maintenance system and the procedures that must be followed. to satisfy the maintenance responsibilty and the quality functions of JAR-OPS, OperaticIF the operator is JAR-145 approved the quality system and ‘exposition will be in the JAR-145 documentation and need not be repeated, ‘An operator must ensure that the seroplane is maintained in ‘accordance with the operator's aeroplane maintenance programme. The programme must contain details, including frequency, of all maintenance required to be carried out. The programme may be required to include a reliability prograsnme. of the maintenance system: If an operator wishes to vary procedures from the JAR standard requirements it must establish a need and present a case proving an equivalent level of safety. This must be approved by the Authority and supported by JAA’ Member ‘Authorities, Manuals, Logs, Records and Maintenance ICAO Annex 6 and JAR OPS specify several manuals that the ‘operator must create in support ofits AOC application. In most ‘cases these manuals will have been prepared by the operator ‘and will contain information compiled from manuals provided by the state of the operator, or the aircraft and engine manulacturer, ‘The Flight Manual ‘The Flight Manual is usually based on manuals issued by the sireraft manufacturer and contains the information needed for ‘normal and abnormal operation of the aircraft ‘The Maintenance Control Manual ‘The Maintenance Control Manual will include the Maintenance Exposition and the Maintenance Programme. It contains the information required to properly maintain and service the aeroplane in accordance with ICAO, the State, and the aireraft land engine manufacturers’ regulations and will inchude: +A description of the administrative arrangements between the operator and the approved maintenance ‘organisation sf the maintenance is not being done by the operator itself + A description of the maintenance procedures and the procedures for completing, and signing a maintenance Felease where the maintenance is being done by the ‘operator. 36 ~~S~*C Sp rational Procedures+Other regulatory information including the names and Gutles of specific persons, maintenance programmes, completion and retention of maintenance records, ‘monitoring, assessing and reporting of maintenance and ‘operational experiences and a description of the procedures for assessing airworthiness information and ‘implementing any required actions. ‘The Operations Manual By far the most important manual the Operator produces is the Operations Manual, The operations manual must be amended or revised as is necessary to ensure that itis kept up fodate. All such amendments or revisions must be issted 0 all personnel that are required to use this manual ‘The State ofthe Operator must establish a requirement for the ‘operator to provide a copy of the operations manual together with all amendments and/or revisions, for review. and acceptance and, where required, approval. The operator must Incorporate in the operations manual such mandatory material, fa the State of the operator may require JAR OPS is quite specific on how the Operations Manual “should be structured: PART A General / Basic ‘Administration and control Orgenisation and Responsibilities Operational control (including Flight Safety Programme) Quality System Crew composition Qualification requirements Crew Health Flight time limitations Operating Procedures Dangerous goods and weapons Security Handling of Accidents and occurrences, Riles ofthe Air PART B Acroplane Operating Matters - Type Related General information Limitations Normal Procedures ‘Abnormal and Emergency Procedures Performance ‘Operational Procedures a7Flight Planning Mass and Balance Loading Configuration Deviation List Minimum Equipment List Survival and Emergency Equipment Emergency Bvacuation Procedures Aeroplane Systems PART C Route and Aerodrome Instructions. PART D Training ‘+ Training Programmes - General ‘+ Training Syllabi and Checking © Procedures Documentation and Storage ‘The Operations Manual contains under these headings a The MEL is Minimum Equipment List (MEL) that specties which aircraft reduced by the equipment is required for the flight and = Configuration operator and Deviation List which lists the performance or operating based on limitations caused by changes fom the standard aircraft Master MEL configuration, perhaps because of tnserviceabilty. Part B of (MEL) produced the Operations Manual can be supplemented with or by the substituted by parts of the Aircraft Flight Manual. Also in Part manufacturer C, operator produced material can be substituted with route guide material produced by. specialized companies (eg Jeppesen) ‘The Journey Log ‘The aeroplane journey or voyage log, which is sometimes The Journey op is stored in the front of the aeroplane technical log, but is usualy single ploce of 8 single page form completed by the Commander at the end of paper completed each Might should contain the following items: bythe ‘The aeroplane nationality and registration the ond of exch ‘The date ight ‘The names of crewmembers ‘The duty assignment of crewmembers, Place of departure, Place of activa ‘Time of departure ‘Time of arrival Hours of fight. Nature of fight [private aerial work, scheduled or non- schedisled Incidents, observations, if any. ‘+ Signature of person in charge. ‘Operational Procedures‘The captain signs the Tech tog ‘The Technical Log Bach aeroplane has its own Technical Log which is used to ‘rack maintenance carried out on the aircraft Pilots enter technical problems in the Technical Log after Flight. The maintenance section either rectfies the problem or lista it as an Acceptable Deferred Defect (ADD) for a certain number of fights and records an entry in the Tech log ‘cancelling the previous entry by the plot. The Tech log entry by the engincer after rectification is called a Maintenance Release or Release To Service. It must include + asic detalls of the maintenance carried out; + date such maintenance was complete: * when applicable, the identity of the approved maintenance organisation; and + the identity ofthe person or persons signing the release. In order to accept an aeroplane for service the captain checks the Maintenance Release is complete and has been signed by the engineer and the signs the Technical Log Book in turn. Documents which must be carried in flight ‘Those parts of the operations manual which are required for the conduct of the flight must be carried on board. The following are carried as part ofthe aireraft documentation: Certificate of Registration Certificate of Airworthiness Noise Certificate (if applicable) Air Operator Certificate Aircraft Radio Licence Certification of Maintenance Release Aeroplane Technical Log Book ‘Third party liability insurance certifieates In addition the crew should have in their possession: Valid flight crew licenses with appropriate ratings ‘The Operational Flight Plan Details ofthe Filed ATS Flight Ptan ‘The Journey Log Appropriate NOTAM/AIS and Meteorological Information Mass and Balance Documentation Notification of Special Categories of Passenger such as security personnel, ifnot considered as crew, ‘Operational Procedures us 38‘handicapped persons, inadmissible passengers, deportees and persons in custody. ‘+ Notification of Special Loads/Dangerous Goods in writing ‘+Other documentation that may be required by the States concerned auch aa Crew Manifest, Passenger Manifest, ‘Cargo Manifest etc ‘+ Forms to comply with the reporting requirements of the Authority and the Operator. ‘The captain must also ensure that current maps and charts fand associated documentation are available to cover the intended operation of the aeroplane, including any diversion ‘which may reasonably be expected, Information Retained on the Ground Certain key flight documents must be kept behind after the fight departs retained on file for a specified minimum period of sume. ‘An operator must ensure therefore that, at least for the uration of each Might or series of Dights information relevant to the Might and appropriate for the type of operation is preserved on the ground. The same information is carried in a fireproof container in the aeroplane. ‘The following need to be kept + Accopy of the operational Night plan where appropriate; + Copies ofthe relevant part(s) ofthe technical log; + Route specific NOTAM documentation if specifically edited by the operator; + Mass and balance documentation, + Special loads notification. ‘The information i retained until it has been duplicated at the place at which it will be stored, 30 cLong Term Storage of Documents JAR OPS requires the following data to be stored for these ‘specifi times, even aller ceasing to operate the airerat Fight Proparation does are kept for Smonthe | norman oe or te preparation and exciton of the ght rotor oan ez ercpneteetealog anette eet Ing Songer sos ice Figure 10:34 | sou tea Monte Bryon een Sues ees, Figure 10:32 ‘Operational ProstFig Crm Facer ee ‘somata ‘Szowersaton Taiing a Shes i Com aor RO ae SoRatEyeron Rama ra Ce Perea oe Figure 10:39 Roe cay wan “eH aE ea eae | Garmeraarcaty eg Snersee ca Figure 10:38 3az = Operational Procedures‘Records or Other Operational Personne Telia queso recor of ther ‘Brogan eauted aR O#S Figure 10:35 ter Records ‘Uni 2 months asthe crew Recatscncoamc ana sala | U2 mont ae the cen Fite Stas ‘emma ha ete ey ‘ley syiemrecorte |S Yours FOR 6O days after Fgh data rcorings 0 Days ter an accitent ‘an aceident Figure 103.8 ‘Operational Procedures Tsun s aaaAircraft and Crew Leasing Aireraft and crews are frequently leased between operators. ‘The operator that provides the aireraf is called the lessor and the one that receives the aireratis called the lessee. Aireraft may be provided and operated under the AOC of the lessor, this is called a wet lease, and would include crew. Ifthe aeroplane is operated under the AOC of the lessee it would be referred to as a dry lease, this would not normally include crew. A third, colloquial term that you may come across is a ‘damp lease’ where an aircraft and flight crew are provided but aot @ cabin crew. I an aircraft is wet leased out it remains under the lessor's AOC, under any other circumstances it is operated as a variation on the lessee's AOC provided that both operators are JAR operators and provided that the lessee's Authority has approved the variation. Dry leasing aircraft out to non-JAR operators is more complex. Itcan be done, provided that the foreign authority accepts, in writing, responsibilty for overseeing the maintenance and operation of the aircraft, the alrcraft Is removed from the Iessor's AOC and it is still maintained under an approved maintenance schedule Dry leasing aircraft in from non-JAR operators is relatively simple provided approval is obtained. Wet leasing in from non JAR operators must also be approved and the lessee must ensure that: +The safety standards of the essor are equivalent to JARS +The lessor holde an AOC from an ICAO contracting state + The aircraft has a C of A isstied in accordance with ICAO Annex 8 ‘+ Any JAA requirement imposed by the lessee's Authority is complied with Flight Operations Establishment of Procedures ‘An operator is required 10 establish procedures and instructions for each aeroplane type. There must be available to and must cover ground stall and crew members’ duties for all types of operation on the ground and in fight.Checklists ‘An operator must establish a check-list system to be used by ferew members for all phases of operation of the aeroplane tunder normal, abnormal and emergency conditions as applicable, to ensure that the operating procedures in the Operations Mantel are followed. Usually these are based on the manufacturers checklists with local modifications ‘approved by the National Authority ‘The normal procedures and duties assigned to the crew, the appropriate checklists, the system for use of the check lists and a statement covering the necessary coordination procedures between fight ind cabin crew. The following. ‘ormal procedures and duties must be included: Pre-ight; Pre-departure; Altimeter setting and checking; Taxy, Take-Off and Climb; Noise abatement; Crise and descent Approach, Landing preparation and briefing VER Approach; Instrument approach; Visual Approach and cireling; Missed Approach; ‘Normal Landing; Post Landing; and ‘Operation on wet and contaminated runways. There will be a similar requirement for abnormal and, emergency procedures. Again, duties assigned to the crew, cheetcliste, use of checkclista’ and co-ordination procedures, will all be detailed, ‘The checle-list should also. inchide instructions to cabin erew for: + Briefing of cabin crew by senior cabin crew member + Check of safety equipment and security checks ‘+ Supervision of passenger embarkation and disembarkation ‘+ Security of passenger cabin, galleys and equipment stowage ares Salety briefings ‘Cabin secure’ report to commander Cabin crew at stations for take-off and landing ‘Surveillance of passenger cabin Reporting of any deficiencies, unserviceabilities of ‘equipment and/or any incident. ‘Operational Procedures z 3a8‘Security ICAO Annex 6 sets out the requirements for aireralt security ‘we need to be familiar with the regulations about flight deck security and the actions to be taken in the event of unlawful Interference with a Night. ‘Training Programmes An operator must establish and maintain a training programme that enables crewmembers to act in the most ppropriate manner to minimise the consequences af acts of Unlawful interference An operator must slso establish and maintain a training programme to acquaint appropriate employees with, preventative measures and techniques in relation 10 passengers, baggage, cargo, mail, equipment, stores and Supplies intended for carriage on an aeroplane. This is designed to enable them to contribute to the prevention of acts of sabotage or other forms of unlawful interference. Carriage of Passenger's Weapons Although not mandatory it is recommended that, where an operator accepts the carriage of weapons removed trom passengers, they should be stowed where they cannot be Accessed in Might. ‘Security of the Flight Crew Compartment In all aeroplanes that are equipped with a flight crew compertment door, this door must be capable of being locked. From 1 November 2003, all passenger-carrying aeroplanes of = ‘maximum certificated take-off mass in excess of 45 500 kg oF with a Maximum Approved Passenger Seating Configuration greater than 60, shall be equipped with an approved fight crew compartment door that is capable of being locked and unlocked from each pilot's station and designed to meet the requirements of JAR 26.260, This door shall be closed prior to engine start for take-off and will be locked when required by security procedure or the ‘Commander until engine shut down after landing, except when, deemed necessary for authorised persons to access or egress in ‘compliance with National Aviation Security Programme. Means shall be provided for monitoring from cither pilot's station the area outside the Might crew compartment to the ‘extent necessary to identify persons requesting entry to the Passengers in tignt Fight deck doorsInterference must bbe reported ‘without delay Aight crew compartment and to detect suspicious behaviour or potential threat. ‘Aeroplane Search Procedure Checklist An operator must ensure that there is, on board, a checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage. Guidance on the course of action to be taken’ and information on the leastrisk" bomb location specific to the aeroplane must support this checklist. In the event that a bomb or suspicious object is found, this Information should be readily available to the crew Reporting Acts of Unlawful Interference Following an act of unlawful interference the pllotin command, or in his absence the Operator, must submit a Feport as soon as practicable to the local Authority and the Authority in the State ofthe Operator. The Responsibilities of The Crew ‘A crew member is responsible for the proper execution of his duties that are related to the safety of the aeroplane and its ‘occupants and are specifed in the instructions and procedures, laid down in the Operations Manual ‘A crew member must report to the commander any incident that has endangered, or may have endangered, safety and ‘make use of the operator's incident reporting schemes in ‘accordance with JAR requirements. If the operator's incident Feporting scheme is used a copy of the report must be given 10 the commander concerned. AA crew member must not perform duties on an aeroplane: + While under the influence of any drug that may affect his or her faculties in a manner contrary to safety: ‘+ Until @ reasonable period has elapsed after deep water diving + Following blood donation except when a reasonable time period ha elapsed + fhe or she is in any doubt of being able to accomplish his or her assigned duties: ‘+ Ifhe or she knows or suspects that he or she is suffering from fatigue, of feels unfit to the extent that the fight may be endangered. ‘A crewmember must not ‘Operational Procedures BarConsume alcohol less than 8 hours prior tothe specified reporting time for fight duty or the commencement of standby: ‘+ Commence a fight duty period with a blood alcohol level in excess of 0.2 promilie; ‘+ Consume alcohol during the fight duty period or whilst on standby, ‘An operator must take all reasonable measures to ensure that all persons carried in the aeroplane obey all lawful commands ven by the commander for the purpose of securing the safety bf the aeroplane and of persons or property carried therein Duties during critical stages of fight An operator must not require a crewmember to perform any activities during critical phases of the Might other than those required forthe safe operation ofthe aeroplane. ‘The critical phases of fight are the take-off run, the take-off flight path, the final approach, the landing including the landing roll, and any other phase of fight at the discretion of the commander, During take-off and landing each flight crew member required to be on Might deck duty must be at his or her station. During all other phases of flight each flight crew member required to be on flight deck duty must remain at his or her station unless absence is necessary for the performance of Guties in connection with the operation, or for physiological needs. Such absences can only be permitted provided at least fone suitably qualified pilot remains at the controls of the aeroplane at all times. (On all the decks of the aeroplane that are occupied by passengers, required cabin crew members must be seated at their assigned. stations during take-of” and. landing, and whenever deemed necessary by the commander in the interest of safety When determining cabin crew seating positions, the operator should ensure that they are (in order of priority Close toa floor level ext ‘+ Provided with a good view of the area(s) ofthe passenger ‘cabin for which the cabin crew member is responsible; + Bvenly distributed throughout the cabin, ‘Operational Prost JAR OPS imposes must stay af their ations unless “answering @ eal stations for take- (of and tendingCrew Seat Belts Crew members are required to wear seat belts and hamesses during take-off and landing and whenever the commander requires it in the interest of safety During other phases of the fight each fight crew member on the flight deck must keep his safety belt fastened while at his Duties of the Aircraft Commander ‘The commander shall: Be responsible for the safe operation of the aeroplane and safety ofits occupants during flight time which is considered to begin when the aeroplane first starts t0 ‘move away from the boarding area and ends when the engines are shut down atthe end ofthe Might Have the authority to give all commands he or she deems necessary to secure the safety of the aeroplane land of the persons or property it caries, Have authority to disembark any person, or any part of the argo, which, in his or her opinion, may represent 4 potential hazard to the safety of the aeroplane or its eecupants; Not allow a person to be carried in the aeroplane who appears to be under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its ‘ecupants i likely to he endangered, Have the right to refuse traneportation of inadmissible passengers, deportees or persons in custody if their ‘carriage poses any risk tothe safety ofthe aeroplane or its occupants; Ensure that all passengers are briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment; Ensure that all operational procedures and check lists fare complied with in accordance with the AOM. [Not permit any crew member to perform any activity during. take-off, initial climb, final approach and landing except those duties ‘required for the safe operation of the aeroplane; jaro 39 ‘Operational Prost+ Not permit a flight data recorder to be disabled, switched off or erased during fight aor permit recorded data to be erased after fight in the event of an accident or an incident subject to mandatory reporting: + Not permit a cockpit voice recorder to be disabled or switched off during light unless he or she believes that the recorded data, which otherwise would be erased automatically, should be preserved for incident or Accident investigation. He or she must not permit recorded data to be manually erased during of after flight in the event of an accident or an incident subject to mandatary reporting, + Decide whether or not to accept an aeroplane with uunserviceabilities allowed by the CDL or MBL; and ‘+ Ensure that the pre-flight inspection has been carried ‘The commander or another pilot acting under his supervision must take any action considered necessary in an emergency situation. In such cases the pilot may deviate from ru ‘operational procedures and methods in the interest of safety. It local regulations or procedures are violated the pilot ‘command must notify the appropriate local authority without delay and the Authority in the state of registration within ten days, ‘The commander shall be responsible for: + Notifying the operator of any accident or serious Incident involving the aeroplane, resulting in serious injury or death of any person or substantial damage to the aeroplane or property ‘The operator shall ensure the Authority of the State fof the operator, the nearest appropriate authority ‘and any other organisction required, are notified by the quickest means available of any accident or serious incident. © Reporting all known or suspected defects in. the ‘acroplane to the operator at the termination of the fight (complete the technical log). + Completion of the Journey Log or the general eclaration containing the information regarding! + Aeroplane nationality and registration Date of fight + Names ofeach crewmember and position 330 Issues Operational “The captains responsible for Feporting tochChapter 16 Places of departure and arrival Scheduled time of departure Scheduled en-route block and arrival time Nature of light Signature of pilot-in-command, + The commander will also complete any additional reports regarding incidents that occurred during the Aight lair trae, TCAS, bird strikes and co on) Cargo Handling ‘Stowage of Baggage and Cargo ‘The only baggage allowed in the cabin is hand baggage chat can be adequately and securely stowed. All baggage and cargo fon board which might cause injury or damage, or obstruct aisles and exits if displaced, must be placed in stowage designed to prevent movernent. Dangerous Air Cargo Dangerous goods or Dangerous Air Cargo (DAC) are articles or substances which are capable of causing a significant risk to health safety or property. ICAO publish TECHNICAL. INSTRUCTIONS which detail the requirements for packing labeling, carriage and documentation of dangerous goods. An ‘operator may not carry DAC unless the Authority specifically Erpermits it in the AOC or if a temporary approval is given, Certain items of DAC may only be carried on carge aircraft Passengers must be informed which dangerous goods are not allowed to be carried in their baggage, this usually takes the form of notices at check-in and instructions on the tickets Certain articles which would otherwise be prohibited as DAC an be carried provided they are required to be aboard for operating reasons, carried as catering or cabin service supplies, or are carried by passengers or crew members. Procedures for handling and documenting DAC must be laid out in the Operations Manual and operators must Tan DAC ‘raining courses to familiarise their staf with the procedures, ‘The shipper is responsible for ensuring that na forbidden items, are offered for air transport and that all DAC is properly packed, labeled and documented, the documentation that ‘ccompanies the DAC is called a shipping dacuument. ‘The operator is also responsible for ensuring that DAC is carried, packed and loaded in accordance with ICAO, TECHNICAL INSTRUCTIONS. The DAC must be handled according to a checklist detalled in the Operations Manual called an ‘acceptance checklist” and the captain must be {informed in writing of the DAC that he or she is carrying. ‘The final requirement is that states are required to set up Incident reporting procedures for international lights. Passenger Handling Passenger Seating Areas An operator must establish procedures to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder fevacuation from the aeroplane. People with Reduced Mobility When carrying people with reduced mobility (PRMs} every effort must be made to make sure they are not seated so as to obstruct an emergency eait. A facility must be provided for the ‘rapid evacuation of such passengers in case of emergency aa Operational Procedurestay and necessary by the Captain Passenger Seats, Safety Belts and Harnesses. Before take-off and landing, and during taxiing, and whenever deemed necessary in the interest of safety, the commander ‘must ensure that each passenger on board occupies a seat or berth with his safety belt, or harness where provided, properly secured. An operator must make provision for, and the commander ‘must ensure that multiple occupancy of aeroplane seats may only be allowed on specified seats and does not occur other ‘than by one adull and one infant who is properly secured by & supplementary loop belt or other restraint device. Restricted Access to other Areas. No person is allowed in any part of an aeroplane in light that fs not a designed to accommodate people unless temporary access has been granted by the commander: © For the safety of the aeroplane or of any person, animal fo goods carried in it. Examples would be an engineer traveling as a passenger, a medical doctor or vet, or a passenger with particular sails ‘+ Toa section where cargo or stores are carried which is esigned for access in fight, ‘Securing of the Passenger Cabin and Galley Before taxiing, take-off and landing all exits and escape paths must be unobstructed, ‘The Captain must make sure that before take-off and landing, land whenever required in the interest of safety all galley equipment is properly secured. Carriage of inadmissible Passengers, Deportees or Persons in Custody {An operator holding an AOC for passenger operations may find itself from time to time requested or directed by the State to carry unusual passengers. ‘An operator must establish procedures for the transportation of inadmissible passengers, deportees or persons in custody t0 fensure the safety of the aeroplane and its occupants. The ‘commander must be notified when such people are to be ‘carried on boar ‘Operational Procedures =o Err)‘Smoking Many Sights are now non-smoking throughout, Where smoking fs allowed the commander must ensure that no. person on board is allowed to smoke: + Whenever deemed necessary in the interest of safety; ‘+ While the aeroplane is on the ground unless specifically permitted in the Operations Manual © Outside designated smoking areas, in the aisles and in the toilets; ‘+ In cargo compartments and/or other areas where cargo fs carried which is not stored in flame resistant Containers or covered by flame resistant canvas ‘+ In those areas of the cabin where oxygen is being supplied Portable Electronic Devices No person is allowed to use any portable electronic device on. board an aeroplane that can adversely affect the performance of the aeroplane’s systems and equipment. Passenger Briefing ‘An operator must ensure that passengers are given a verbal briefing about safety matters. Parts or all of the briefing may bbe provided by an audio-visual presentation Passengers must be provided with a safety-briefing card on which “picture type instructions indicate the operation of emergency equipment and exits likely to be used. by passengers. Bofore take-off: Passengers must be briefed on the following items if applicable: + The smoking regulations; ‘+ That the back of the seat be in the upright position and the tray table stowed: +The location of emergency exits; ‘©The location and use of floor proximity escape path markings; +The correct stowage of hand baggage; ‘©The restrictions on the use of portable electronic devices; and ‘+The location and the contents ofthe safety briefing card, 328 Tans perational ProceduresFigure 10:38 Passengers must receive a demonstration ofthe following + The use of safety belts and/or safety hamesses, including how to fasten and unfasten the safety belts and/or safety harnesses; + The location and use of oxygen equipment. including setions to extinguish all smoking materials when ‘oxygen is being used; and. + The location and use of life jackets if required. After take-off Passengers must be reminded ofthe following + Smoking regulations; and © Use of safety belts and/or safety harnesses Before landing Passengers must be reminded of: = Smoking regulations: + Use of safety belts and/or safety harnesses; ‘That the back ofthe seat is to be in the upright position and the tray table stowed + There-stowage of hand baggage: and ‘© Restrictions on the use of portable electronic devices.After landing Passengers must be reminded of + Smoking regulations; and Use of eafety belts and/or safety harnesses, Ian emergency occurs during the flight passengers must be instructed in such emergency action as may be appropriate fo the circumstances, Refueling or Defueling with Passengers Embarking, On Board or Disembarking YAR OPS allows refueling with passengers on board under certain circumstances. An operator must ensure that no aeroplane is refucled/defueled with Avgas or wide cut type fuel jeg. Jeb or equivalent) or when a mixture of these types of fuel might fceur, when passengers are embarking, on board or disembarking. Figure 103.9, In all other cases the following necessary precautions must be taken + One qualified person must remain at a specified location. This person must be capable of handling ‘emergency procedures concerning fire protection and 336 ‘Operational Procedurese ‘re fighting, handling communications and initiating and directing an evacuation. + Crow, staif and passengers must be warned that ‘efaelling will take place +The fasten seat belt’ signs must be off + (NO SMOKING igns and interior lighting must be on. + Passengers must be instructed to unfasten their seat belts and refrain from smoking + Sufficient qualified personnel must be on beard and be prepared for an immediate emergency evacuation, +f the presence of fuel vapour is detected nse the © teropaoe fling mat be oped nmedley. + The ground beneath the exits intended for emergency evacuation and slide deployment areas must be kept lear and provision must be made for a safe and rapid ‘+ two-way communication shall be established and shall remain available by the acroplane’s inter- ‘communication system or other suitable means ‘between the ground crew supervising the refuelling and. the qualified personnel on board the aeroplane ‘Operational Procedures isusSSSOSC~*~SIntentionally blank TesueS Operational Procedures ®Chapter 4- Minimum Aircraft Equipment n aircraft has to have the correct level of equipment £0 ‘enable it to be used for commercial operations in different situations such as IPR and. VFR Might. ‘Although this might seem obvious the minimum ‘equipment levels are specified to stop tunscrupulots operators: ‘eroding into safety. standards. Once again the background, ‘authority is ICAO Annex 6 refined by JAR OPS. The MEL Prt of the operations manual is the Minimum Equipment List (MEL) which echoes the requirements here and enables the taptain to make sure of the legality ofthe Might if equipment is missing or inoperative. All tems related to the airworthiness of| the aircraft and not inchided in the list are automatically required to be serviceable ‘The MEL lists aircraft components and systems alphabetically Next to each entry is @ statement which clarifies if the equipment is needed or not for the Might. Because many systems and components are duplicated failure of one system does not always mean the Might cannot go. The MEL also Considers possible multiple failures, system A may be inoperative, for instance, provided systems B and C are Functioning. ‘The MEL is not meant to allow continuous operation with deferred defects and should be used to allow short term continued operation until maintenance can be carried out, Some items in the MEL will specify that they can be “unserviceable only for a certain number of fights ‘The MEL is produced by the Operator and approved by the National Authority; it is based on the Master Minimum ‘Operational Procedures on aaEquipment List (MMEL} which is produced by the aircraft manufacturer and approved in tur by either the Air Transport Association of America (ATA) or the JAA. The MEL will aways ‘be more restrictive than the MMEL, and it is used on the ‘ground prior to take-of ‘To make sure that related systems information is accessible the operator must provide operations staff and fight crew with ‘an Aireraft Operations Manual, for each aircraft type operated, containing the normal, abnorinal and emergency procedures, Felating to the operation of the alreraft.. The manual must include details of the aircraft systems and of the checklists to be used, Flight Data Recorders: Flight Data Recorders record, usually digitally, certain ‘operating parameters ao that, in the event of an accident or incident, the fying attitude and condition of the aeroplane and its engines in the seconds before the incident can be identified Figure 10-44 ‘An operator must ensure, as far as possible, that, in the event of the aeroplane becoming involved in an accident or incident, all related fight recorder data, and, if necessary, the associated Might recorders, are preserved and retained in safe custody. ‘The recorder is ta be installed so that the probability of damage to the recorder is minimised. To meet this requirement it should be located as far to the rear of the sircralt as aa ‘Operational Procedures“The FOR must not Aighe ‘tar to record practicable. In the case of pressurised aeroplanes it should be located in the viinity of the rear pressure bulkhead, ‘The FDR must be painted « distinctive orange or yellow colour, cary reflective material to facilitate its location and have securely attached to it an automatically activated underwater locating device It should receive its electrical power from a power bus supply. ‘that provides the maximum reliability for operation of the FDR without jeopardising any services to essential or emergency flectrical loads, There must also be an aural or vstisl means {or checking that the recorder is operating properly during the course of the pre-flight check. ‘The FDR can often be switched on or off in the cockpit ar the switch may have a ‘normal selection activating the FDR when, ower is applied to the aircraft. The FOR must start to record ata prior to the aeroplane moving under ite own power, and continue until the aircraft is incapable of moving under its own power, it must not be switched off during the flight. To reserve flight recorder data, Might recorders must be de- ‘Activated following an accident or incident. VAR Ops requirements for installation of Flight Data Recorders, (FDRs) depends on three variables, these are = Date of iret issue of © of A Max certificated take-off ms ‘+ Max approved pax ecating. Exactly which parameters need to be recorded depends on these variables, but in essence, the more modern and larger the aeroplane is, the more detailed the information required, All FDRs must record. information with reference 10 a timescale, and all must be equipped with a device to assist location in water, JAR Ops lists situations where FDRs are required: FDR4 ‘An operator shall not operate any aeroplane first issued with (Cof Aon or after 1 April 1998 which: + Is multiengine turbine powered and has a max pax seating of more than 9 OR has a max certificated take-off mass over S700Kg8 ‘unless it is equipped with @ FDR. a‘The FDR must record at least 2Shrs (JOhre if take-off mass 5700kgs oF less) ‘There are extra recording parameter requirements for aeroplanes over 270005 FDR2 ‘An operator shall not operate any aeroplane first issued with a CofA on or after 1 June 1990 up to and including 31 March, 1998 which: + has a max certificated take-off mass over S700kgs unless itis equipped with a FDR. ‘The FDR must record at least 2Shrs. Once again there are extra recording parameter requirements for aeroplanes over, 270K FDR3 ‘An operator shall not operate any turbine engined aeroplane fret iooued with a C of A before 1 June 1990 which: + has @ max certificated take-off mass over S70Okgs unless itis equipped with a FDR. ‘The FDR must record at least 25hrs, and there are extra recording ‘parameter requirements for aeroplanes over 27000kg8. Cockpit Voice Recorders ‘JAR Ops requitements for Cockpit Voice Recorders (CVRS) are The CVR records very similar to those of FDRs. The rules depend on the same the aural variables, and once again they are listed in 3 sections, ‘environment of ‘the cockpit for at cvni Teaet the last 2 Ihre 0F 30 minutos ‘An aeroplane which: + has 8 CofA issued on or after 1 April 1998 + isa multi-engine eurbine with more than 9 seats OR + has a max take-off mass aver S700kgs must have a CVR which records at least the last 2hrs of the ‘cockpit aural environment (30 minutes if 5700kas or les) wa ‘Operational Procedures4100-199 seats 2 more than 300 evr ‘A multi-engine turbine aeroplane whieh’ + has a of A issued on or after 1 January 1990 up to and including 31 March 1998 ‘+ has a max take-off mass. 5700kgs or leas AND ‘+ has more than 9 passenger seats rust have a CVR which records at least the Inst 30 minutes of| the cockpit aural environment cura An aeroplane which * has aC of A issued before 1April 1998 + Max take-off mass over S700kes ‘must have a CVR which records at least the I the cockpit aural environment £30 minutes of ‘The CVRs must record whilst the aeroplane is moving under its fown power, and must have a device to assist location under water. First-Aid Kits ‘An aeroplane must be equipped with accessible and adequate Fret-aid supplies appropriate to the number of passengers the ‘aeroplane is authorised to camry. For O to 99 passengers this is, ‘one first-aid kit, for 100 to 199 two, for 200\to 299 three and. for more than 300, four kits Emergency Medical Kit ‘An operator shall not operate an seroplane with a maximum fpproved passenger seating of more than 30” seats unless [is quipped with an Emergency Medical kt if any point on the planned route is more tan €0 minutes fying time (at normal Eruising speed) from an aerodrome where qualified medical Sesistance could be expected, Amongst the contents wil be Some fairy powerful pain kilers (controlled drugs) these Should only be administered by’ suitably qualified medial pereanel Operational Procedures a5Fire Extinguishers An aeroplane must cary portable fire extinguishers of a type ‘which, ‘when discharged, will not cause dangerous Contamination ofthe air within the aereplane. Co © @ ae At least one hand fire extinguisher, containing Halon 1211 _(bromochlorodiNuoro-methane, CBrCIF2), or equivalent as the extinguishing agent, must be ‘conveniently located on the fight decle for use by the flight exew; [At least one hand fire extinguisher must be located in, or readily accessible for use in, each galley not located fon the main passenger deck; At least one readily accessible hand fire extinguisher must be available for use in each Clase A or Class B ceargo or baggage compartment and in each Class E cargo compartment that is accessible to crew members: in Might; and Atleast the following number of hand fire extinguishers must be conveniently located in the passenger compartment(s} 71090 at1060 Sto 00 20110300 {write 400 [sero s0 Figure 10-42 When two or more extinguishers are required, they must be evenly distributed in the passenger compartment. ‘Operational Procedures fire extinguisher fonthe might deck ‘one BCF on the fight deckAt least one of the required fire extinguishers located in the passenger compartment of an aeroplane with a maximum approved passenger eating configuration of at least 31, and not more than 60, and at least two of the fre extinguishers located in the passenger compartment of an aeroplane with a ‘maximum approved passenger seating configuration of 61 or ‘more must contain Halon 1211 (bremochlorodi-luoromethane, CBrCIF,, or equivalent as the extinguishing agent. crash axe with an insulated handle or crowbar is required on the flight deck of aireraft with more than 9 seats or a MTOM greater than S700kg, If more than 200 seats are fited there ‘ust be a second, not visible to passengers, in or near the ‘most rearward galley area, The main purpose of the fire axe is to give access to fires in areas that are hidden behind panela or fixed equipment, Portable Protective Breathing Equipment Crew portable Protective Breathing Equipment (PBE) is required in all. pressurized aeroplanes and unpressurised aeroplanes with a maximum certificated take-off mass ‘exceeding 5700kg or having a maximum approved seating ‘configuration of more than 19 seats, a‘The equipment should protect the eyes, nose and mouth, and should be available for one fight crew member [when the Might ‘erew is more than one and no cabin crew is carried) and each required cabin crew member. The equipment should be located by crew duty stations, ready for immediate use and provide at least 15 minutes supply ‘Additional portable PBE should be located adjacent to the hand held fre extinguishers required in each galley hot located on the main passenger eck and by those required in each Class A, Clase B or accessible Class E cargo or baggage compartment. Seats and Harnesses ‘A seat and seat belt must be provided for each person over an ‘age to be determined by the State of the operator, normally to years of age Each crew seat needs a safety harness. The safety harness fo the pilots” seats must have an inertia reel device automatically restrain the occupan ‘rapid deceleration oreo in the event of aCrew members are required to wear seat belts and harnesses: during take-off and landing and whenever the commander requires itn the interest of safety. During other phages of the flight each fight crew member on the Might deck must keep his ‘safety belt fastened while at his station, Passengers are required to wear seat belts and harnesses before take-off and landing and during taxying, and whenever the commander requires itn the interest of saety Notices and Signs ‘The alreraft must have ‘fasten seat belts’ and ‘no smoking! signe. There must be notices informing the passengers, * When and how oxygen equipment is to be used if the carriage of oxygen is required + On the location and use of life jackets or equivalent individual fostation devices where their catriage 1s required! + Ofthe location and method of opening emergency exits Break-In Points If areas of the fuselage on an aeroplane are suitable for outside break-in by the Airport Rescue Services, these areas should be marked in either red oF yellow rrarsi4 ings ot frortan i Ho Prema i ll of ' If necessary the markings should be outlined in white as a contrasting background. If the corner markings are more than 2 metres apart, intermediate lines Sem by Sem must be ‘Operational ProceduresInserted so that there are no more than 2 metres between, adjacent markings. Emergency and Survival Equipment When flying over water life jackets and minimal survival equipment must be carried, Life jackets may be replaced by ‘individual fotation devices’ and must have an electric light, usually powered by a battery activated by seawater, [or location unless separate floating lights are also provided. Neenna ae Sua Passer ec Figure 10-47 ‘The life jacket oF flotation device must be stowed in a position ‘easly accessible from the seat ar berth of the person for whose use itis provided, ‘Seaplanes All fights on seaplanes must carry + one life jacket, or equivalent individual floatation ‘device, for each person on board. + equipment for making the sound signals prescribed in the International Regulations for Preventing Collisions at Sea, where applicable; and © one sea anchor or drogue. ‘Operational ProceduresLandplanes One ifejacket for _Landplanes must carry one lie jacket or equivalent individual floatation device for each person on board when fying more than SOnm or 93tem from the shore The State of the operator may also consider that life jackets are required when taking-off and landing over water. Life Rafts and Emergency Locator Transmitters (ELT) Sutcient erate Lie Rats to carry all on board, aze required in the following fecary at clreumstances: porn on ard Seroming te + For aircraft capable of continuing fight to an vot te org terotrome with accel engie porate wien apatite either 120 minutes at eraising speed) oF 400nt, inate ‘whichever is leeer, from land ‘+ Forallother aeroplanes, when either 30 minutes at cruising speed or 100nm, whichever is lesser from land. Liferaft capacity must be able to cope with the life raft of largest capacity falling to inflate or there must be @ spare lieraft ofthe largest eapacity ‘The life-rafts shall be equipped with: + Assurvivor locator light ‘+ Life saving equipment including means of sustaining Life as appropriate to the flight to be undertaken + Atotal of at least two survival Emergency Locator ‘Transmitters (ELT) capable of transmitting on the ‘Slides are needed listress frequencies prescribed in ICAO Annex 10, fori heights overt If an exit door-sil ie more than 1.83m from ground level when the gear is extended or collapsed it must have an escape slide or slide raft, which must inflate in 10 seconds and into a 25kt ‘wind. Slides and Slide Rafts are located at doors and wing exits When the doors are armed (from before take off to alter landing) opening them from the inside will automatically initiate the deployment ofthe slides. The slides are inflated by COs, Occasionally the slide deploys but automatic inflation fails. In this cage the slide may be inflated by attempting to manually discharge the CO; bottle.Most narrow body aircraft used in continental fights use slides, most wide body aircraft use slide rafts. Slide rafts act, 48 “feboats” when detached from the aircraft but carry les equipment than purpose built life rats. Dn evacuation sige wich cubis os arat If life rafts are used rather than slide rafts they must be stowed to be easily used in emergency and be provided with appropriate life-saving equipment and supplies ‘Survival Equipment for Flights Over Land When aireraft are operated across land areas which have been designated by the State concerned as areas in which search land rescue would be especially dificult, they must be equipped with at least one ELTIs), pyrotechnic signaling devices and Additional survival equipment overtaking into. account. the number of persons on board, except that the additional Survival equipment need no be carried when the aeroplane either (1) Remains within a distance from an area where search and rescue is not especially difficult corresponding to: (120 minutes at the one engine inoperative cruising speed for aeroplanes capable of continuing the fight tovan aerodrome with the critical power units) becoming inoperative or a Operational Procedures(i, 30 minutes at cruising speed for al other aeroplanes, (2) Por acroplanes certificated to JAR-25 or equivalent, no greater distance than that corresponding %0 90 minutes at Cruising speed from an area suitable for making an emergency landing ‘Supplemental Oxygen Requirements ICAO describe the oxygen requirements by reference to the cabin pressure in hPa and the equivalent altitude in metres fand feet. For simplicity we will st the rules referring only to the cabin altitude in feet. Questions may use any of the units, the equivalent values are: Pressure Metres Feet 700hPa 3,000 10,000 620hPa 4,000, 13,000 S76hPa 7,600 25,000 Unpressurised Aircraft A flight to be operated above 10,000 feet must carry sufficient stored breathing oxygen to Supply + All flight crew for entire time above 10,0008. ‘Operational