ATPL
Operational
Procedures
© Atlantic Flight Training
All rights reserved. No part of this manual may be reproduced or transmitted in any
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ATPL Operational Procedures
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PART 1.
ICAO ANNEX 6
CHAPTER 1
Definitions
Introduction ........................................................................................................................................1-1
Terms.................................................................................................................................................1-1
CHAPTER 2
Operator’s Responsibilities
Introduction ........................................................................................................................................2-1
Employees Abroad.............................................................................................................................2-1
Operating Pilots .................................................................................................................................2-1
Operational Control ............................................................................................................................2-1
Emergency Situations ........................................................................................................................2-2
Search and Rescue Operations .........................................................................................................2-2
Accident Prevention Programmes......................................................................................................2-2
CHAPTER 3
Flight Operations
Operating facilities..............................................................................................................................3-1
Operational certification and supervision ...........................................................................................3-1
The air operator certificate (AOC) ......................................................................................................3-1
Operations manual.............................................................................................................................3-2
Operating instructions – general ........................................................................................................3-2
In-flight simulation of emergency situations .......................................................................................3-3
Checklists...........................................................................................................................................3-3
Minimum flight altitudes......................................................................................................................3-4
Aerodrome operating minima.............................................................................................................3-4
Threshold crossing height for precision approaches ..........................................................................3-5
Crew flight time, flight duty periods and rest periods..........................................................................3-5
Passengers ........................................................................................................................................3-6
Flight preparation ...............................................................................................................................3-6
Operational flight planning .................................................................................................................3-7
Alternate aerodromes.........................................................................................................................3-7
Weather conditions ............................................................................................................................3-8
Fuel and oil supply .............................................................................................................................3-8
Refuelling with passengers on board ...............................................................................................3-10
Oxygen supply .................................................................................................................................3-11
Use of oxygen ..................................................................................................................................3-12
Safeguarding of cabin attendants and passengers in pressurized aeroplanes in the event of loss of
pressurization...................................................................................................................................3-12
In-flight procedures ..........................................................................................................................3-12
Aerodrome operating minima...........................................................................................................3-12
Hazardous flight conditions ..............................................................................................................3-12
Flight crew members at duty stations...............................................................................................3-13
Seat belts .........................................................................................................................................3-13
Safety harness .................................................................................................................................3-13
In-flight operational instructions .......................................................................................................3-13
Instrument flight procedures.............................................................................................................3-13
Duties of pilot-in-command ..............................................................................................................3-14
Duties of flight operations officer/flight dispatcher ............................................................................3-14
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Additional requirements for extended range operations by aeroplanes with two turbine power-units
(ETOPS) ..........................................................................................................................................3-14
Carry-on baggage ............................................................................................................................3-15
CHAPTER 4
Aeroplane Performance Operating Limitations
General ..............................................................................................................................................4-1
Application .........................................................................................................................................4-1
Mass limitations .................................................................................................................................4-2
Take-off..............................................................................................................................................4-3
En route - one power-unit inoperative ................................................................................................4-3
En route - two power-units inoperative...............................................................................................4-3
Landing ..............................................................................................................................................4-3
CHAPTER 5
Aeroplane Instruments, Equipment and Flight Documents
General ..............................................................................................................................................5-1
All aeroplanes on all flights ................................................................................................................5-1
Marking of break-in points..................................................................................................................5-3
Flight recorders ..................................................................................................................................5-3
Flight data recorders – types..............................................................................................................5-4
Flight data recorders – duration .........................................................................................................5-4
Flight data recorder requirements ......................................................................................................5-5
Cockpit voice recorder (CVR) ............................................................................................................5-5
Cockpit voice recorder requirements..................................................................................................5-6
Cockpit voice recorders – duration.....................................................................................................5-6
Flight recorders – construction and installation ..................................................................................5-6
Flight recorders – operation ...............................................................................................................5-6
Flight recorders – continued serviceability .........................................................................................5-7
FDR and CVR – General requirements..............................................................................................5-7
Parameters for FDR recording ...........................................................................................................5-8
All aeroplanes operated as VFR flights ..............................................................................................5-9
All aeroplanes on flights over water ...................................................................................................5-9
All aeroplanes on long range over-water flights ...............................................................................5-10
All aeroplanes on flights over designated land areas .......................................................................5-10
All aeroplanes on high altitude flights...............................................................................................5-10
All aeroplanes in icing conditions .....................................................................................................5-11
All aeroplanes operated in accordance with instrument flight rules..................................................5-11
All aeroplanes over 5700 kg – Emergency power supply for electrically operated attitude indicating
instruments ......................................................................................................................................5-12
All aeroplanes when operated at night .............................................................................................5-12
Pressurized aeroplanes when carrying passengers – weather radar...............................................5-12
All aeroplanes operated above 15 000 m (49 000 ft) – radiation indicator .......................................5-13
All aeroplanes complying with the noise certification Standards in Annex 16, Volume I ..................5-13
Mach number indicator.....................................................................................................................5-13
Aeroplanes required to be equipped with ground proximity warning systems (GPWS) ...................5-13
Aeroplanes carrying passengers – cabin attendants’ seats .............................................................5-14
Emergency locator transmitter (ELT) ...............................................................................................5-14
Aeroplanes required to be equipped with an airborne collision avoidance system (ACAS II) ..........5-15
Aeroplanes required to be equipped with a pressure-altitude reporting transponder .......................5-15
Microphones ....................................................................................................................................5-15
Turbo-jet aeroplanes - forward-looking wind shear warning system ................................................5-15
Master Minimum Equipment List (MMEL) ........................................................................................5-15
Minimum Equipment List (MEL) .......................................................................................................5-16
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CHAPTER 6
Aeroplane Communication and Navigation Equipment
Communication equipment ................................................................................................................6-1
Navigation equipment ........................................................................................................................6-1
Redundancy.......................................................................................................................................6-2
Installation..........................................................................................................................................6-2
CHAPTER 7
Aeroplane Maintenance
Definition ............................................................................................................................................7-1
Operator’s maintenance responsibilities ............................................................................................7-1
Operator’s maintenance control manual ............................................................................................7-1
Maintenance programme ...................................................................................................................7-2
Maintenance records..........................................................................................................................7-2
Continuing airworthiness information .................................................................................................7-2
Modifications and repairs ...................................................................................................................7-3
Approved maintenance organization..................................................................................................7-3
Issue of approval................................................................................................................................7-3
Maintenance organization’s procedures manual ................................................................................7-3
Maintenance procedures and quality assurance system....................................................................7-3
Facilities .............................................................................................................................................7-4
Personnel...........................................................................................................................................7-4
Records..............................................................................................................................................7-4
Maintenance release..........................................................................................................................7-4
CHAPTER 8
Aeroplane Flight Crew
Composition of the flight crew ............................................................................................................8-1
Radio operator ...................................................................................................................................8-1
Flight engineer ...................................................................................................................................8-1
Flight navigator ..................................................................................................................................8-1
Flight crew member emergency duties ..............................................................................................8-1
Flight crew member training programmes..........................................................................................8-2
Qualifications .....................................................................................................................................8-2
Recent experience - pilot-in-command...............................................................................................8-2
Recent experience - co-pilot ..............................................................................................................8-2
Pilot-in-command - route and airport qualification..............................................................................8-3
Nomination as Commander ...............................................................................................................8-4
Pilot proficiency checks......................................................................................................................8-4
Flight crew equipment ........................................................................................................................8-4
Flight time, flight duty periods and rest periods..................................................................................8-4
CHAPTER 9
Manuals, Logs and Records
Flight manual .....................................................................................................................................9-1
Journey log book................................................................................................................................9-1
Operations Manual.............................................................................................................................9-1
Records of emergency and survival equipment carried .....................................................................9-5
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CHAPTER 10
Security
Security of the flight crew compartment ...........................................................................................10-1
Aeroplane search procedure checklist .............................................................................................10-1
Training programmes .......................................................................................................................10-1
Reporting acts of unlawful interference ............................................................................................10-1
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PART 2.
JAR-OPS 1
CHAPTER 11
General Requirements
Introduction ......................................................................................................................................11-1
JAR-OPS 1.035 - Quality System ....................................................................................................11-1
JAR-OPS 1.037 - Accident Prevention and Flight Safety Programme .............................................11-1
JAR-OPS 1.040 - Additional Crew Members ...................................................................................11-1
JAR-OPS 1.075 - Method of Carriage of Persons............................................................................11-1
JAR-OPS 1.085 - Crew Responsibilities ..........................................................................................11-2
JAR-OPS 1.100 - Admission to Flight Deck .....................................................................................11-3
JAR-OPS 1.110 - Portable Electronic Devices.................................................................................11-4
JAR-OPS 1.115 - Alcohol and Drugs ...............................................................................................11-4
JAR-OPS 1.120 - Endangering Safety .............................................................................................11-4
JAR-OPS 1.125 - Documents to be Carried.....................................................................................11-4
Appendix 1 to JAR-OPS 1.125.........................................................................................................11-4
JAR-OPS 1.130 - Manuals to be Carried .........................................................................................11-5
JAR-OPS 1.135 - Additional Information and Forms to be Carried ..................................................11-5
JAR-OPS 1.140 - Information Retained on the Ground ...................................................................11-6
JAR-OPS 1.145 - Power to Inspect..................................................................................................11-6
JAR-OPS 1.150 - Production of Documentation and Records .........................................................11-6
JAR-OPS 1.155 - Preservation of Documentation ...........................................................................11-7
JAR-OPS 1.160 - Preservation, Production and use of Flight Recorder Recordings .......................11-7
JAR-OPS 1.165 - Leasing................................................................................................................11-8
Retention of Records .....................................................................................................................11-10
CHAPTER 12
Operator Certification and Supervision Requirements
JAR-OPS 1.175 - General Rules for Air Operator Certification ........................................................12-1
Contents of the AOC ........................................................................................................................12-2
JAR-OPS 1.180 - Issue, Variation and Continued Validity of an AOC .............................................12-3
JAR-OPS 1.195 - Operational Control and Supervision...................................................................12-3
JAR-OPS 1.200 - Operations Manual ..............................................................................................12-3
JAR-OPS 1.205 - Competence of Operations Personnel.................................................................12-3
JAR-OPS 1.210 - Establishment of Procedures...............................................................................12-4
JAR-OPS 1.215 - Use of Air Traffic Services ...................................................................................12-4
JAR-OPS 1.230 - Instrument Departure and Approach Procedures ................................................12-4
JAR-OPS 1.260 - Persons With Reduced Mobility (PRMs)..............................................................12-5
JAR-OPS 1.265 - Carriage of Inadmissible Passengers, Deportees or Persons in Custody ...........12-5
JAR-OPS 1.270 - Stowage of Baggage and Cargo .........................................................................12-5
JAR-OPS 1.280 - Passenger Seating ..............................................................................................12-5
JAR-OPS 1.280 - Passenger Briefing ..............................................................................................12-5
JAR-OPS 1.320 - Seats, Safety Belts and Harnesses .....................................................................12-7
IEM-OPS 1.280 - Passenger Seating...............................................................................................12-7
JAR-OPS 1.325 - Securing of Passenger Cabin and Galley(s)........................................................12-8
JAR-OPS 1.335 - Smoking on Board ...............................................................................................12-8
CHAPTER 13
All Weather Operations Requirements – Low Visibility Operations
JAR-OPS 1.430 - Aerodrome Operating Minima – General.............................................................13-1
Appendix 1 to JAR-OPS 1.430 - Aerodrome Operating Minima.......................................................13-2
Appendix 2 to JAR-OPS 1.430(c) - Aeroplane Categories - All Weather Operations.....................13-14
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JAR-OPS 1.435 - Terminology.......................................................................................................13-14
JAR-OPS 1.440 - Low Visibility Operations - General Operating Rules.........................................13-15
Appendix 1 to JAR-OPS 1.440 - Low Visibility Operations - General Operating Rules ..................13-16
JAR-OPS 1.445 - Low Visibility Operations - Aerodrome Considerations......................................13-17
JAR-OPS 1.450 - Low Visibility Operations - Training and Qualifications ......................................13-18
JAR-OPS 1.455 - Low Visibility Operations - Operating Procedures .............................................13-18
JAR-OPS 1.460 - Low Visibility Operations - Minimum Equipment................................................13-18
Appendix 1 to JAR-OPS 1.465 - Minimum Visibilities for VFR Operations.....................................13-19
JAR-OPS 1.340 - Meteorological Conditions .................................................................................13-19
JAR-OPS 1.405 - Commencement and Continuation of Approach................................................13-20
Appendix 1 to JAR-OPS 1.375 - In-flight Fuel Management ..........................................................13-21
JAR-OPS 1.510 – Landing - Destination and Alternate Aerodromes .............................................13-22
CHAPTER 14
Instrument and Equipment Requirements
JAR-OPS 1.635 - Circuit Protection Devices ...................................................................................14-1
JAR-OPS 1.640 - Aeroplane Operating Lights.................................................................................14-1
JAR-OPS 1.645 - Windshield Wipers...............................................................................................14-1
JAR-OPS 1.650 - Day VFR Operations - Flight and Navigational Instruments and Associated
Equipment........................................................................................................................................14-2
JAR-OPS 1.652 - IFR or Night Operations - Flight and Navigation Instruments and Associated
Equipment........................................................................................................................................14-3
Summary of Flight and Navigational Equipment ..............................................................................14-5
JAR-OPS 1.660 - Altitude Alerting System ......................................................................................14-6
JAR-OPS 1.665 - Ground Proximity Warning System......................................................................14-6
JAR-OPS 1.668 - Airborne Collision Avoidance System..................................................................14-7
JAR-OPS 1.670 - Airborne Weather Radar Equipment....................................................................14-8
JAR-OPS 1.690 - Crew Member Interphone System .......................................................................14-8
JAR-OPS 1.735 - Internal Doors and Curtains.................................................................................14-9
JAR-OPS 1.760 - First Aid Oxygen ..................................................................................................14-9
IEM-OPS 1.760 - First Aid Oxygen ................................................................................................14-10
JAR-OPS 1.855 - Audio Selector Panel .........................................................................................14-10
JAR-OPS 1.860 - Radio Equipment for Operations Under VFR Over Routes Navigated by Reference
to Visual Landmarks.......................................................................................................................14-10
JAR-OPS 1.865 - Communication and Navigation Equipment for Operations Under IFR, or Under
VFR Over Routes Not Navigated by Reference to Visual Landmarks ...........................................14-11
JAR-OPS 1.866 - Transponder Equipment ....................................................................................14-12
JAR-OPS 1.870 - Additional Navigation Equipment for Operations in MNPS Airspace .................14-12
JAR-OPS 1.870 - Equipment for Operation in Defined Airspace with RVSM.................................14-12
CHAPTER 15
Aeroplane Maintenance
JAR-OPS 1.880 - Terminology.........................................................................................................15-1
JAR-OPS 1.885 - Application for and Approval of the Operator's Maintenance System..................15-1
JAR-OPS 1.895 - Maintenance Management ..................................................................................15-1
JAR-OPS 1.900 - Quality System ....................................................................................................15-2
JAR-OPS 1.905 - Operator's Maintenance Management Exposition ...............................................15-2
JAR-OPS 1.910 - Operator's Aeroplane Maintenance Programme .................................................15-2
JAR-OPS 1.930 - Continued Validity of the Air Operator Certificate in Respect of the Maintenance
System .............................................................................................................................................15-2
JAR-OPS 1.935 - Equivalent Safety Case .......................................................................................15-3
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CHAPTER 16
Navigation for Long Range Flights
JAR-OPS 1.240 - Routes and Areas of Operation ...........................................................................16-1
JAR-OPS 1.290 - Flight Preparation ................................................................................................16-1
JAR-OPS 1.220 - Authorisation of Aerodromes by Operators .........................................................16-2
IEM OPS 1.220 - Authorisation of Aerodromes................................................................................16-2
JAR-OPS 1.241 - Operation in Defined Airspace with Reduced Vertical Separation Minima (RVSM)
.........................................................................................................................................................16-2
JAR-OPS 1.243 - Operation in Areas with Specific Navigation Performance Requirements ...........16-3
JAR-OPS 1.245 - Maximum Distance from an Adequate Aerodrome for Two-Engined Aeroplanes
without an ETOPS Approval ............................................................................................................16-3
JAR-OPS 1.060 - Ditching ...............................................................................................................16-5
Performance Class A .......................................................................................................................16-5
JAR-OPS 1.500 - En-route - One Engine Inoperative ......................................................................16-5
AMC OPS 1.500 - En-route - One Engine Inoperative .....................................................................16-6
JAR-OPS 1.505 - En-route - Aeroplanes with Three or More Engines, Two Engines Inoperative ...16-6
Performance Class B .......................................................................................................................16-7
JAR-OPS 1.540 - En-Route - Multi-engined aeroplanes ..................................................................16-7
JAR-OPS 1.542 - En-route - Single-Engine Aeroplanes ..................................................................16-8
Performance Class C .......................................................................................................................16-8
JAR-OPS 1.575 - En-Route - All Engines Operating .......................................................................16-8
JAR-OPS 1.580 - En-Route - One Engine Inoperative ....................................................................16-8
JAR-OPS 1.585 - En-Route - Aeroplanes with Three or More Engines, Two Engines Inoperative..16-9
AMC OPS 1.580 - En-Route - One Engine Inoperative....................................................................16-9
JAR-OPS 1.295 - Selection of Aerodromes .....................................................................................16-9
AMC-OPS 1.295 - Location of an En-Route Alternate Aerodrome.................................................16-10
JAR-OPS 1.297 - Planning Minima for IFR Flights ........................................................................16-11
JAR-OPS 1.225 - Aerodrome Operating Minima ...........................................................................16-12
JAR-OPS 1.515, 1.550, 1.595 - Landing - Dry Runways (Performance Class A, B and C) ...........16-13
Landing - Wet and Contaminated Runways...................................................................................16-14
Steep Approach Procedures ..........................................................................................................16-14
Short Landing Operations ..............................................................................................................16-14
Minimum Time Routes ...................................................................................................................16-15
Establishment of Minimum En-Route Altitude (MEA) .....................................................................16-15
Fuel Policy .....................................................................................................................................16-15
Isolated Aerodrome Procedures ....................................................................................................16-18
CHAPTER 17
Special Operational Procedures and Hazards (General Aspects)
JAR-OPS 1.030 - Minimum Equipment Lists - Operator's Responsibilities ......................................17-1
JAR 25.1581 General.......................................................................................................................17-1
JAR-OPS 1.345 - Ice and other Contaminants ................................................................................17-1
JAR-OPS 1.675 - Equipment for Operations in Icing Conditions .....................................................17-2
JAR-OPS 1.235 - Noise Abatement Procedures..............................................................................17-3
Fire and Smoke................................................................................................................................17-6
AMC OPS 1.790 - Hand Fire Extinguishers .....................................................................................17-7
JAR 25.857 Cargo compartment classification ................................................................................17-7
JAR-OPS 1.790 - Hand Fire Extinguishers ......................................................................................17-9
Class of Fires .................................................................................................................................17-10
Fire Detection.................................................................................................................................17-10
Brake Overheat..............................................................................................................................17-10
Crash Axes and Crowbars .............................................................................................................17-11
JAR-OPS 1.770 - Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes17-11
Supplemental Oxygen for Non-Pressurised Aircraft.......................................................................17-12
JAR-OPS 1.820 - Emergency Locator Transmitter ........................................................................17-12
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JAR-OPS 1.825 - Life Jackets .......................................................................................................17-13
JAR-OPS 1.830 - Life Rafts and Survival ELTs for Extended Overwater Flights ...........................17-13
JAR-OPS 1.835 - Survival Equipment............................................................................................17-13
JAR-OPS 1.1235 - Security Requirements ....................................................................................17-14
JAR-OPS 1.1240 - Training Programmes ......................................................................................17-14
JAR-OPS 1.1245 - Reporting Acts of Unlawful Interference ..........................................................17-14
JAR-OPS 1.1250 - Aeroplane Search Procedure Checklist...........................................................17-14
JAR-OPS 1.1255 - Flight Crew Compartment Security..................................................................17-14
JAR 25.1001 Fuel jettisoning system .............................................................................................17-14
Transport of Dangerous Goods by Air............................................................................................17-16
JAR-OPS 1.1150 - Terminology.....................................................................................................17-16
Dangerous Goods Categories........................................................................................................17-18
JAR-OPS 1.1160 - Scope ..............................................................................................................17-18
JAR-OPS 1.1170 - Classification ...................................................................................................17-19
IEM OPS 1.1160(b)(1) - Dangerous Goods on an Aeroplane in Accordance with the Relevant
Regulations or for Operating Reasons ...........................................................................................17-19
JAR-OPS 1.1165 - Limitations on the Transport of Dangerous Goods ..........................................17-19
JAR-OPS 1.1175 - Packing............................................................................................................17-20
JAR-OPS 1.1185 - Dangerous Goods Transport Document..........................................................17-20
JAR-OPS 1.1200 - Inspection for Damage, Leakage or Contamination ........................................17-20
JAR-OPS 1.1210 - Loading Restrictions ........................................................................................17-20
JAR-OPS 1.1215 - Provision of Information...................................................................................17-21
JAR-OPS 1.1220 - Training Programmes ......................................................................................17-22
Contaminated runway ....................................................................................................................17-22
JAR-OPS 1.480 - Terminology.......................................................................................................17-22
ACJ 25.1583(k) - Maximum Depth of Runway Contaminants for Take-off Operations (Acceptable
Means of Compliance) ...................................................................................................................17-24
Aquaplaning ...................................................................................................................................17-24
Bird Hazard Reduction ...................................................................................................................17-24
Security ..........................................................................................................................................17-25
Annex 2..........................................................................................................................................17-25
Procedures If the Aircraft Is Unable To Notify An ATS Unit ...........................................................17-25
Annex 6..........................................................................................................................................17-26
Aeroplane Search Procedure Checklist .........................................................................................17-26
Training Programme ......................................................................................................................17-26
Annex 14 - Isolated Aircraft Parking Position .................................................................................17-27
Document 4444 - Control of Taxiing Aircraft ..................................................................................17-27
Reports ..........................................................................................................................................17-27
Measures Related To Passengers And Their Cabin Baggage.......................................................17-27
General Objectives of the Measures ..............................................................................................17-28
JAR-OPS 1.420 - Occurrence Reporting .......................................................................................17-28
Definitions ......................................................................................................................................17-28
Incident Reporting ..........................................................................................................................17-29
Accident and Serious Incident Reporting .......................................................................................17-29
ACAS Resolution Advisory.............................................................................................................17-30
Bird Hazards and Strikes ...............................................................................................................17-30
In-flight Emergencies with Dangerous Goods on Board.................................................................17-30
Unlawful Interference .....................................................................................................................17-30
Encountering Potential Hazardous Conditions...............................................................................17-30
JAR-OPS 1.1250 - Aeroplane Search Procedure Checklist...........................................................17-31
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PART 3.
NORTH ATLANTIC (NAT) MINIMUM NAVIGATION PERFORMANCE
SPECIFICATION (MNPS) AIRSPACE
CHAPTER 18
Operational Approval and Aircraft System Requirements for Flight in the NAT MNPS Airspace
Introduction ......................................................................................................................................18-1
Minimum Navigation Performance Specification Airspace ...............................................................18-1
Abbreviations ...................................................................................................................................18-3
General ............................................................................................................................................18-5
Approval...........................................................................................................................................18-5
Navigation Requirements for Unrestricted MNPS Airspace Operations...........................................18-5
Longitudinal Navigation....................................................................................................................18-5
Lateral Navigation ............................................................................................................................18-6
Routes for Use by Aircraft Not Equipped With Two LRNSs .............................................................18-6
Routes for Aircraft with Only One LRNS ..........................................................................................18-6
Routes for Aircraft with Short-Range Navigation Equipment Only ...................................................18-7
Special Arrangements For The Penetration Of MNPS Airspace By Non-MNPS Approved Aircraft .18-7
Equipment Required For Operations At RVSM Levels.....................................................................18-7
Special Arrangements For Non-RVSM Approved Aircraft................................................................18-8
CHAPTER 19
The Organised Track System (OTS)
General ............................................................................................................................................19-1
Construction of the Organised Track System (OTS)........................................................................19-1
The NAT Track Message .................................................................................................................19-2
OTS Changeover Periods ................................................................................................................19-3
Example of Day-time Westbound Organised Track System ............................................................19-4
Example of Night-time Eastbound Organised Track System ...........................................................19-7
CHAPTER 20
The Polar Track Structure (PTS)
General ............................................................................................................................................20-1
Abbreviated Clearances...................................................................................................................20-1
Abbreviated Position Reports...........................................................................................................20-1
Additional Information on the PTS ...................................................................................................20-2
Polar Track Structure (PTS).............................................................................................................20-2
CHAPTER 21
Other Routes and Route Structures Within or Adjacent to NAT MNPS Airspace
General ............................................................................................................................................21-1
Other Routes Within NAT MNPS Airspace ......................................................................................21-1
Route Structures Adjacent to NAT MNPS Airspace .........................................................................21-1
Irish/UK Domestic Route Structures.................................................................................................21-1
North American Routes (NARs) .......................................................................................................21-2
Routes between North America and the Caribbean Area ................................................................21-3
Shannon Oceanic Transition Area (SOTA) ......................................................................................21-3
Brest Oceanic Transition Area (BOTA) ............................................................................................21-3
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CHAPTER 22
Flight Planning
Preferred Route Messages (PRMS).................................................................................................22-1
Flight Plan Requirements.................................................................................................................22-1
General ............................................................................................................................................22-1
Routings...........................................................................................................................................22-1
Flight Levels.....................................................................................................................................22-2
Appropriate Direction Levels ............................................................................................................22-2
ATC Flight Plans ..............................................................................................................................22-3
Flight Planning Requirements on Specific Routes ...........................................................................22-3
Flights Planning on the Organised Track System ............................................................................22-3
Flights Planning on Random Route Segments at/or South of 70°N .................................................22-4
Flights Planning on a Generally Eastbound or Westbound Direction on Random Route Segments
o
North of 70 N ...................................................................................................................................22-4
Flights Planning on Random Routes in a Generally Northbound or Southbound Direction..............22-4
Flights Planning on the Polar Track Structure (PTS) .......................................................................22-4
Flights Planning to Operate Without HF Communications ...............................................................22-5
CHAPTER 23
Oceanic ATC Clearances
General ............................................................................................................................................23-1
Contents of Clearances....................................................................................................................23-2
Oceanic Clearances For Flights Intending To Operate Within The NAT Region And Subsequently
Enter The EUR Or NAM Regions.....................................................................................................23-3
Oceanic Clearances For Random Flights Intending To Operate Within The NAT Region And
Subsequently Enter Regions Other Than NAM Or EUR ..................................................................23-3
Oceanic Flights Originating From the CAR or SAM Regions And Entering NAT MNPS Airspace Via
The New York OCA..........................................................................................................................23-3
Errors Associated With Oceanic Clearances ...................................................................................23-4
Waypoint Insertion Errors.................................................................................................................23-4
CHAPTER 24
Communications and Position Reporting Procedures
HF Communications.........................................................................................................................24-1
VHF Communications ......................................................................................................................24-1
Time and Place of Position Reports .................................................................................................24-1
Contents of Position Reports ...........................................................................................................24-1
Standard Message Types ................................................................................................................24-2
Addressing Of Position Reports .......................................................................................................24-2
“When Able Higher” (WAH) Reports ................................................................................................24-3
Meteorological Reports ....................................................................................................................24-3
SELCAL ...........................................................................................................................................24-4
General Purpose VHF Communications (GP/VHF) .........................................................................24-4
Data Link Communications ..............................................................................................................24-4
HF Communications Failure.............................................................................................................24-4
General ............................................................................................................................................24-4
Communications Failure Prior to Entering NAT Region ...................................................................24-5
Communications Failure After Entering NAT Region .......................................................................24-5
Operation of Transponders ..............................................................................................................24-6
Airborne Collision Avoidance Systems (ACAS) ...............................................................................24-6
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CHAPTER 25
Application of Mach Number Technique
Description of Terms ........................................................................................................................25-1
Objective ..........................................................................................................................................25-1
Procedures in NAT Oceanic Airspace..............................................................................................25-1
Procedure After Leaving Oceanic Airspace .....................................................................................25-1
CHAPTER 26
MNPS Flight Operation & Navigation Procedures
General Procedures .........................................................................................................................26-1
Importance of Accurate Time ...........................................................................................................26-1
The Use of a Master Document .......................................................................................................26-1
GPS Operational Control Restrictions..............................................................................................26-2
Effects of Satellite Availability ..........................................................................................................26-2
Flight Plan Check .............................................................................................................................26-2
In Flight Procedures .........................................................................................................................26-3
Initial flight ........................................................................................................................................26-3
ATC Oceanic Clearance ..................................................................................................................26-3
Entering the MNPS Airspace and Reaching an Oceanic Waypoint .................................................26-3
Approaching Landfall .......................................................................................................................26-3
Special In Flight Procedures ............................................................................................................26-4
Avoiding Confusion between Magnetic and True Track Reference .................................................26-4
Navigation in the Area of Compass Unreliability ..............................................................................26-4
CHAPTER 27
Procedures for Flight at RVSM Levels in MNPS Airspace
General ............................................................................................................................................27-1
Pre-Flight .........................................................................................................................................27-1
In-Flight - Before Operating at RVSM Levels ...................................................................................27-1
In-Flight - Entering, Flying at and leaving RVSM Levels ..................................................................27-1
Equipment Failures ..........................................................................................................................27-2
Vertical Navigation Performance Monitoring ....................................................................................27-2
CHAPTER 28
Procedures in the Event of Navigation System Degradation or Failure
General ............................................................................................................................................28-1
Detection of Failures ........................................................................................................................28-1
Methods of Determining which System is Faulty..............................................................................28-1
Guidance on What Constitutes a Failed System..............................................................................28-2
GPS Satellite Fault Detection Outage ..............................................................................................28-2
Partial or Complete Loss Of Navigation/FMS Capability By Aircraft Having State Approval For
Unrestricted Operations In MNPS Airspace .....................................................................................28-2
One System Fails Before Take-Off ..................................................................................................28-2
One System Fails Before the OCA Boundary is Reached ...............................................................28-3
One System Fails After the OCA Boundary is Crossed ...................................................................28-3
The Remaining System Fails After Entering MNPS Airspace ..........................................................28-4
Complete Failure of Navigation Systems Computer ........................................................................28-4
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CHAPTER 29
Special Procedures for In-Flight Contingencies
Introduction ......................................................................................................................................29-1
General Procedures .........................................................................................................................29-1
Special Procedures ..........................................................................................................................29-1
Initial Action......................................................................................................................................29-2
Subsequent Action ...........................................................................................................................29-2
Wake Turbulence .............................................................................................................................29-2
TCAS Alerts and Warnings ..............................................................................................................29-2
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PART 4.
MISCELLANEOUS
CHAPTER 30
Regional Supplementary Procedures – Doc 7030/4: North Atlantic (NAT) and European (EUR)
SUPPS
NAT..................................................................................................................................................30-1
Introduction ......................................................................................................................................30-1
MNPS Specifications........................................................................................................................30-1
Flight Planning .................................................................................................................................30-1
Separation of Aircraft .......................................................................................................................30-1
Lateral Separation............................................................................................................................30-1
Longitudinal Separation ...................................................................................................................30-2
Subsonic Transport Operations .......................................................................................................30-2
Western Atlantic Route System (WATRS) .......................................................................................30-3
Operations Not Meeting the MNPS Airspace Except the WATRS ...................................................30-4
EUR .................................................................................................................................................30-4
Submission of Flight Plans...............................................................................................................30-4
Indication of 8.33 KHz Spacing ........................................................................................................30-4
Separation of Aircraft .......................................................................................................................30-4
Longitudinal Separation ...................................................................................................................30-4
Transfer of Radar Control ................................................................................................................30-5
Mach Number Control ......................................................................................................................30-5
CHAPTER 31
Wake Turbulence
Aircraft Wake Vortex Characteristics................................................................................................31-1
Wake Vortex Avoidance - Advice to Pilots .......................................................................................31-2
Wake Turbulence Spacing ...............................................................................................................31-2
Wake Turbulence Spacing Minima - Departures..............................................................................31-3
Wake Turbulence Spacing Minima - Displaced Landing Threshold .................................................31-3
Wake Turbulence Spacing Minima - Opposite Direction ..................................................................31-3
Wake Turbulence Spacing Minima - Crossing and Parallel Runways..............................................31-3
Wake Turbulence Spacing Minima - Intermediate Approach ...........................................................31-4
CHAPTER 32
Windshear
Definitions and the Meteorological Background ...............................................................................32-1
Low Altitude Windshear ...................................................................................................................32-1
Meteorological Features...................................................................................................................32-1
Thunderstorms.................................................................................................................................32-2
Frontal Passage...............................................................................................................................32-2
Inversions.........................................................................................................................................32-3
Turbulent Boundary Layer................................................................................................................32-3
Topographical windshears ...............................................................................................................32-3
The Effects of Windshear on an Aircraft in Flight .............................................................................32-3
Summary..........................................................................................................................................32-5
Techniques to Counter the Effects of Windshear.............................................................................32-5
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PART 1.
ICAO ANNEX 6
Chapter 1.
Definitions
Introduction
When the following terms are used in the Standards and Recommended Practices for
operation of aircraft in international commercial air transport, they have the meanings
specified below.
Terms
Aerial work
An aircraft operation in which an aircraft is used for specialised services
such as agriculture, construction, photography, surveying, observation and patrol, search and
rescue, aerial advertisement, etc.
Aerodrome
A defined area on land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and surface
movement of aircraft.
Aerodrome operating minima The limits of usability of an aerodrome for:
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take-off, expressed in terms of runway visual range and/or visibility and, if
necessary, cloud conditions;
landing in precision approach and landing operations, expressed in terms of
visibility and/or runway visual range and decision altitude/height (DA/H) as
appropriate to the category of the operation; and
landing in non-precision approach and landing operations, expressed in terms of
visibility and/or runway visual range, minimum descent altitude/height (MDA/H)
and, if necessary, cloud conditions.
Aeroplane
A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from
aerodynamic reactions on surfaces which remain fixed under given conditions of flight.
Aircraft
Any machine that can derive support in the atmosphere from the reactions of
the air other than the reactions of the air against the earth’s surface
Aircraft operating manual
A manual acceptable to the State of the Operator, containing
normal, abnormal and emergency procedures, checklists, limitations, performance
information, details of the aircraft systems and other material relevant to the operation of the
aircraft. The aircraft operating manual is part of the operations manual.
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Air operator certificate (AOC) A certificate authorizing an operator to carry out specified
commercial air transport operations.
Alternate aerodrome An aerodrome to which an aircraft may proceed when it becomes
either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing.
Alternate aerodromes include the following:
Take-off alternate
An alternate aerodrome at which an aircraft can land should
this become necessary shortly after take-off and it is not possible to use the
aerodrome of departure.
En-route alternate
An aerodrome at which an aircraft would be able to land after
experiencing an abnormal or emergency condition while en route.
ETOPS en-route alternate
A suitable and appropriate alternate aerodrome at
which an aeroplane would be able to land after experiencing an engine shut-down or
other abnormal or emergency condition while en route in an ETOPS operation.
Destination alternate An alternate aerodrome to which an aircraft may proceed
should it become either impossible or inadvisable to land at the aerodrome of
intended landing.
The aerodrome from which a flight departs may also be an en-route or a destination alternate
aerodrome for that flight.
Cabin attendant
A crew member who performs, in the interest of safety of
passengers, duties assigned by the operator or the pilot-in-command of the aircraft, but who
shall not act as a flight crew member.
Commercial air transport operation
An aircraft operation involving the transport of
passengers, cargo or mail for remuneration or hire.
Configuration deviation list (CDL)
A list established by the organization responsible for
the type design with the approval of the State of Design which identities any external parts of
an aircraft type which may be missing at the commencement of a flight , and which contains,
where necessary, any information on associated operating limitations and performance
correction.
Crew member
time.
A person assigned by an operator to duty on all aircraft during flight
Cruising level
A level maintained during a significant portion of a flight.
Dangerous goods
Articles or substances which are capable of posing significant risk to
health, safety or property when transported by air.
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Decision altitude (DA) or decision height (DH)
A specified altitude or height in the
precision approach at which a missed approach must be initiated if the required visual
reference to continue the approach has not been established.
Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced
to the threshold elevation
The required visual reference means that section of the visual aids or of the approach area
which should have been in view for sufficient time for the pilot to have made an assessment
of the aircraft position and rate of change of position, in relation to the desired flight path. In
Category III operations with a decision height the required visual reference is that specified for
the particular procedure and operation.
For convenience where both expressions are used they may be written in the form “decision
altitude/height” and abbreviated DA/H.
Emergency locator transmitter (ELT) A generic term describing equipment which
broadcast distinctive signals on designated frequencies and, depending on application, may
either sense a crash and operate automatically or be manually activated. An ELT may be any
of the following:
Automatic fixed ELT (ELT(AF))
aircraft.
An ELT which is permanently attached to an
Automatic portable ELT (ELT(AP))
An ELT which is rigidly attached to an
aircraft but readily removable from the aircraft after a crash.
Automatically deployable ELT (ELT(AD))
An ELT which is rigidly attached to
an aircraft and deployed automatically in response to a crash. Manual deployment is
also provided.
Survival ELT (ELT(S)) An ELT which is removable from an aircraft and stowed so
as to facilitate its ready use in an emergency and activated by survivors. Automatic
activation may apply.
Flight crew member A licensed crew member charged with duties essential to the
operation of an aircraft during flight time.
Flight duty period
The total time from the moment a flight crew member commences
duty, immediately subsequent to a rest period and prior to making a flight or a series of flights,
to the moment the flight crew member is relieved of all duties having completed such flight or
series of flights.
Flight manual A manual, associated with the certificate of airworthiness, containing
limitations within which the aircraft is to be considered airworthy, and instructions and
information necessary to the flight crewmembers for the safe operation of the aircraft.
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Flight plan
Specified information provided to air traffic services units, relative to an
intended flight or portion of a flight of an aircraft.
Flight recorder
Any type of recorder installed in the aircraft for the purpose of
complementing accident/incident investigation.
Flight time
The total time from the moment an aircraft first moves under its own power
for the purpose of taking off until the moment it comes to rest at the end of the flight.
Flight time as here defined is synonymous with the term “block to block” time or “chock to
chock” time in general usage which is measured from the time an aircraft moves from the
loading point until it stops at the unloading point.
General aviation operation
An aircraft operation other than a commercial air transport
operation or an aerial work operation.
Human Factors principles
Principles which apply to aeronautical design, certification,
training, operations and maintenance and which seek safe interface between the human and
other system components by proper consideration to human performance.
Human performance Human capabilities and limitations which have an impact on the
safety and efficiency of aeronautical operations.
Instrument approach and landing operations Instrument approach and landing operations
using instrument approach procedures are classified as follows:
Non-precision approach and landing operations. An instrument approach and
landing which does not utilize electronic glide path guidance.
Precision approach and landing operations. An instrument approach and landing
using precision azimuth and glide path guidance with minima as determined by the
category of operation.
Categories of precision approach and landing operations:
Category I (CAT I) operation A precision instrument approach and landing with a
decision height not lower than 60 m (200 ft) and with either a visibility not less than
800 m or a runway visual range not less than 550 m.
Category II (CAT II) operation. A precision instrument approach and landing with a
decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft), and a
runway visual range not less than 350 m.
Category IIIA (CAT IIIA) operation. A precision instrument approach and landing
with:
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a decision height lower than 30 m (100 ft) or no decision height, and
a runway visual range not less than 200 m.
Category IIIB (CAT IIIB) operation. A precision instrument approach and landing
with:
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¾
a decision height lower than 15 m (50 ft) or no decision height, and
a runway visual range less than 200 m but not less than 50 m.
Category IIIC (CAT IIIC) operation. A precision instrument approach and landing
with no decision height and no runway visual range limitations.
Where decision height (DH) and runway visual range (RVR) fall into different categories of
operation, the instrument approach and landing operation would be conducted in accordance
with the requirements of the most demanding category (e.g. an operation with a DH in the
range of CAT lIlA but with an RVR in the range of CAT IIIB would be considered a CAT IIIB
operation or an operation with a DH in the range of CAT II but with an RVR in the range of
CAT I would be considered a CAT II operation.
Instrument meteorological conditions (IMC) Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual
meteorological conditions.
Large aeroplane
kg.
An aeroplane of a maximum certificated take-off mass of over 5700
Maintenance Tasks required to ensure the continued airworthiness of an aircraft including
any one or combination of overhaul, repair, inspection, replacement, modification or defect
rectification,
Master minimum equipment list (MMEL)
A list established for a particular aircraft type
by the organization responsible for the type design with the approval of the State of Design
containing items, one or more of which is permitted to be unserviceable at the
commencement of a flight. The MMEL may be associated with special operating conditions,
limitations or procedures.
Maximum mass
Maximum certificated take-off mass.
Minimum descent altitude (MDA) or minimum descent height (MDH) A specified altitude
or height in a non-precision approach or circling approach below which descent must not be
made without the required visual reference.
Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent
height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is
more than 2 m (7ft) below the aerodrome elevation. A minimum descent height for a circling
approach is referenced to the aerodrome elevation.
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The required visual reference means that section of the visual aids or of the approach area
which should have been in view for sufficient time for the pilot to have made an assessment
of the aircraft position and rate of change of position, in relation to the desired flight path. In
the case of a circling approach the required visual reference is the runway environment.
For convenience when both expressions are used they may be written in the form “minimum
descent altitude/height” and abbreviated “MDA/H”.
Minimum equipment list (MEL)
A list which provides for the operation of aircraft,
subject to specified conditions, with particular equipment inoperative, prepared by an operator
in conformity with, or more restrictive than, the MMEL established for the aircraft type.
Night The hours between the end of evening civil twilight and the beginning of morning civil
twilight or such other period between sunset and sunrise, as may be prescribed by the
appropriate authority.
Civil twilight ends in the evening when the centre of the sun’s disc is 6 degrees below the
horizon and begins in the morning when the centre of the sun’s disc is 6 degrees below the
horizon.
Obstacle clearance altitude (OCA) or obstacle clearance height (OCH)
The lowest
altitude, or the lowest height above the elevation of the relevant runway threshold or the
aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle
clearance criteria.
Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is
referenced to the threshold elevation or in the case of non-precision approaches to the
aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the
aerodrome elevation. An obstacle clearance height for a circling approach is referenced to the
aerodrome elevation.
For convenience when both expressions are used they may be written in the form “obstacle
clearance altitude/height” and abbreviated ‘OCA/H
Operational control
The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of the safety of the aircraft and the regularity and
efficiency of the flight.
Operational flight plan
The operator’s plan for the safe conduct of the flight based
on considerations of aeroplane performance, other operating limitations and relevant
expected conditions on the route to be followed and at the aerodromes concerned.
Operations manual
A manual containing procedures, instructions and guidance for use
by operational personnel in the execution of their duties.
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Operator
A person, organization or enterprise engaged in or offering to engage in an
aircraft operation.
Pilot-in-command
during flight time.
The pilot responsible for the operation and safety of the aircraft
Pressure-altitude
An atmospheric pressure expressed in terms of altitude which
corresponds to that pressure in the Standard Atmosphere.
Psychoactive substances
Alcohol, opioids, cannabinoids, sedatives and hypnotics,
cocaine, other psychostimulants, hallucinogens. and volatile solvents, whereas coffee and
tobacco are excluded.
Required navigation performance (RNP)
A statement of the navigation performance
necessary for operation within a defined airspace.
Navigation performance and requirements are defined for a particular RNP type and/or
application.
Rest period
Any period of time on the ground during which a flight crewmember is
relieved of all duties by the operator.
RNP type
A containment value expressed as a distance in nautical miles from the
intended position within which flights would be for at least 95 per cent of the total flying time.
RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per cent
containment basis.
Runway visual range (RVR) The range over which the pilot of an aircraft on the centre
line of a runway can see the runway surface markings or the lights delineating the runway or
identifying its centre line,
Small aeroplane
less.
An aeroplane of a maximum certificated take-off mass of 5700 kg or
State of Registry
The State on whose register the aircraft is entered.
State of the Operator
The State in which the operators principal place of business
is located or, if there is no such place of business, the operator’s permanent residence.
Synthetic flight trainer
Any one of the following three types of apparatus in which
flight conditions are simulated on the ground:
A flight simulator, which provides an accurate representation of the flight deck of a
particular aircraft type to the extent that the mechanical, electrical, electronic, etc.,
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aircraft systems control functions, the normal environment of flight crew members,
and the performance and flight characteristics of that type of aircraft are realistically
simulated;
A flight procedures trainer, which provides a realistic flight deck environment, and
which simulates instrument responses, simple control functions of mechanical,
electrical, electronic, etc., aircraft systems, and the performance and flight
characteristics of aircraft of a particular class;
A basic instrument flight trainer, which is equipped with appropriate instruments,
and which simulates the flight deck environment of an aircraft in flight in instrument
flight conditions,
Visual meteorological conditions (VMC)
Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima.
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Chapter 2.
Operator’s Responsibilities
Introduction
Annex 6 is split into three distinct parts:
Part I
International Commercial Air Transport (Aeroplanes)
Part II
International General Aviation (Aeroplanes)
Part III
International Operations (Helicopters)
For the JAR FCL Examination we are only interested in Part I.
Employees Abroad
The operator has to ensure that all employees when abroad know that they must comply with:
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The laws
The regulations, and
Procedures
of the State they are in.
Operating Pilots
An operator has to ensure that all pilots are familiar with the laws, regulations and
procedures, pertinent to the performance of their duties, relating to:
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The countries and areas of operation
The aerodromes to be used, and
The air navigation facilities available.
Other members of the flight crew must be familiar with the laws, regulations and procedures
which are pertinent to the performance of their respective duties in the operation of the
aeroplane.
Operational Control
An operator or a designated representative has responsibility for operational control.
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Emergency Situations
Where an emergency situation that endangers the safety of the aeroplane or persons
necessitates action that violates local regulations or procedures, the pilot-in-command shall
notify the appropriate local authority without delay. If required by that State, the pilot-incommand has to submit a report on any violation to the appropriate authority. The pilot-incommand has to submit a copy of the report to the State of the Operator. These reports are
submitted as soon as possible, which is normally within ten days.
Search and Rescue Operations
Pilots-in-command must have available on board the aeroplane all the essential information
concerning the Search and Rescue services in the area over which the aeroplane will be
flown.
This information may be made available to the pilot in the operations manual or by other
appropriate means.
Accident Prevention Programmes
An operator has to establish and maintain an accident prevention and flight safety
programme.
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Chapter 3.
Flight Operations
Operating facilities
An operator has to ensure that a flight will not be commenced unless the facilities available for
the safe operation of the aeroplane and passengers are adequate for the type of operation
under which the flight is to be conducted.
An operator has to ensure that any inadequacy in facilities observed during the course of
operations is reported to the authority responsible for them.
Subject to the published conditions of use, aerodromes and their facilities are to be kept
continuously available for flight operations during their published hours of operations. Adverse
weather conditions will not close an aerodrome.
Operational certification and supervision
The air operator certificate (AOC)
An operator cannot engage in commercial air transport operations unless a valid air operator
certificate or equivalent document has been issued by the State of the Operator.
The air operator certificate authorizes the operator to conduct commercial air transport
operations in accordance with any conditions and limitations that may be specified.
The issue of an air operator certificate by the State of the Operator is dependent upon the
operator demonstrating:
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An adequate organization, method of control and supervision of flight operations
A training programme and maintenance arrangements consistent with the nature
and extent of the operations specified.
The continued validity of an air operator certificate depends upon the operator maintaining the
requirements of the standard above. This is carried out under the supervision of the State of
the Operator
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The air operator certificate contains the following:
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Operators identification (name, location);
¾
Description of the types of operations authorized;
¾
Date of issue and period of validity;
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The type of aircraft authorized for use; and
Authorized areas of operation or routes.
The State of the Operator establishes a system that ensures that the required standards of
operation for both the certification and the continued surveillance of the operator are
maintained.
Operations manual
An operator provides, for the use and guidance of operations personnel, an operations
manual. The operations manual is amended or revised as necessary to ensure that the
information contained is kept up to date. All amendments or revisions are issued to all
personnel that are required to use the manual.
The State of the Operator has a requirement for the operator to provide a copy of the
operations manual together with all amendments and/or revisions, for:
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¾
Review and acceptance and,
Where required, approval.
The operator incorporates in the operations manual all mandatory material that the State of
the Operator may require. The contents of the Operations Manual are discussed in Chapter
10.
Operating instructions – general
An operator shall ensure that all operations personnel are properly instructed in their
particular duties and responsibilities and the relationship of such duties to the operation as a
whole.
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An aeroplane cannot be taxied on the movement area of an aerodrome unless the person at
the controls:
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Has been duly authorized by the operator or a designated agent,
¾
Is qualified to use the radio, and
¾
Is fully competent to taxi the aeroplane,
Has received instruction from a competent person concerning:
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Aerodrome layout
Routes
Signs
Markings
Lights
Air traffic control (ATC) signals and instructions, phraseology and
procedures, and
Is able to conform to the operational standards required for safe
aeroplane movement at the aerodrome.
The operator issues operating instructions and provides information on aeroplane climb
performance with all engines operating to enable the pilot-in-command to determine the climb
gradient that can be achieved during the departure phase for the existing take-off conditions
and intended take-off technique. This information is included in the operations manual.
In-flight simulation of emergency situations
No emergency or abnormal situations can be simulated when passengers or cargo are being
carried.
Checklists
Checklists are provided for use by flight crews:
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Prior to flight
During flight
After all phases of operations, and
In emergency
This ensures compliance with the operating procedures contained in:
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The aircraft operating manual
¾
Documents associated with the certificate of airworthiness
¾
The flight manual
The operations manual.
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The design and utilization of checklists will observe Human Factors principles.
Minimum flight altitudes
An operator is permitted to establish minimum flight altitudes for routes flown for which
minimum flight altitudes have been established by a State, provided that they are not less
than those designated.
An operator must specify the method by which minimum flight altitudes for operations
conducted over routes for which minimum flight altitudes have not been established by a
State. The method of calculation is to be placed in the operations manual. The minimum flight
altitudes determined in accordance with this method are not to be lower than those specified
in Annex 2 (The Rules of the Air).
The method for establishing minimum flight altitudes is approved by the State of the Operator.
The State of the Operator will approve the method after consideration of:
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The accuracy and reliability with which the position of the aeroplane can be
determined
The inaccuracies in the indications of the altimeters used
The characteristics of the terrain (e.g. sudden changes in the elevation)
The probability of encountering unfavourable meteorological conditions (eg
severe turbulence and descending air currents);
Possible inaccuracies in aeronautical charts, and
Airspace restrictions.
Aerodrome operating minima
The State of the Operator requires that the operator establish aerodrome operating minima
for each aerodrome to be used. The method of calculation is approved by the State of the
Operator. The minima cannot be lower than any that are established for an aerodrome by the
State. Exemptions are specifically approved by that State.
The Standard above does not require a State to establish aerodrome operating minima for
any aerodrome.
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The State of the Operator requires that when establishing the aerodrome operating minima
account is taken of:
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The type, performance and handling characteristics of the aeroplane
The composition of the flight crew, their competence and experience
The dimensions and characteristics of the runways which may be selected for
use
The adequacy and performance of the available visual and non-visual ground
aids
The equipment available on the aeroplane for the purpose of navigation
and/or control of the flight path during the approach to landing and the
missed approach
The obstacles in the approach and missed approach areas and the obstacle
clearance altitude/height for the instrument approach procedures
The means used to determine and report meteorological conditions, and
The obstacles in the climb-out areas and necessary clearance margins
Aerodrome operating minima below 800 m visibility are not authorized unless RVR
information is provided.
Threshold crossing height for precision approaches
The operator establishes operational procedures designed to ensure that an aeroplane flying
precision approaches crosses the threshold at a safe margin, with the aeroplane in the
landing configuration and attitude.
Crew flight time, flight duty periods and rest periods
An operator establishes rules to:
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¾
Limit flight time and flight duty periods, and
Provide for the provision of adequate rest periods for all its crewmembers.
These rules are in accordance with the regulations established by the State and are included
in the operations manual.
An operator maintains current records of the flight time, flight duty periods and rest periods of
all its crewmembers.
For each flight of an aeroplane above 15 000 m (49 000 ft), the operator shall maintain
records so that the total cosmic radiation dose received by each crew member over a period
of 12 consecutive months can be determined.
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Passengers
The operator ensures that passengers are made familiar with the location and use of:
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Seat belts
¾
Life jackets, if the carriage of life jackets is prescribed
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¾
Emergency exits
Oxygen dispensing equipment, if the provision of oxygen for the use of
passengers is prescribed, and
Other emergency equipment provided for individual use, including passenger
emergency briefing cards.
The operator also has to ensure that passengers are informed of the location and general
manner of use of the principal emergency equipment carried.
In an emergency during flight, passengers have to be instructed in the emergency action that
may be appropriate to the circumstances.
The operator is to ensure that all passengers on board an aeroplane are secured in their
seats by means of the seat belts or harnesses provided:
¾
¾
¾
During take-off and landing
By reason of turbulence or any emergency occurring during flight
Where the precaution is considered necessary
Flight preparation
Before a flight is commenced and before flight preparation forms are been completed the
pilot-in-command must be satisfied that:
¾
¾
¾
¾
¾
¾
¾
The aeroplane is airworthy
The instruments and equipment for the particular type of operation are
installed and are sufficient for the flight
A maintenance release has been issued in respect of the aeroplane
The mass of the aeroplane and centre of gravity are such that the flight can
be conducted safely, taking into account the flight conditions expected
Any load carried is properly distributed and safely secured
A check has been completed indicating that the operating limitations can be
complied with for the flight to be undertaken, and
The Standards relating to operational flight planning have been complied
with.
An operator keeps completed flight preparation forms for a period of three months.
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Operational flight planning
An operational flight plan is completed for every intended flight. The operational flight plan is
approved and signed by the PIC and, where applicable, signed by the flight operations
officer/flight dispatcher:
¾
¾
¾
A copy is kept with the operator or a designated agent, or,
If these procedures are not possible, it is left with the aerodrome authority, or
On record in a suitable place at the point of departure.
The operations manual must describe the content and use of the operational flight plan.
Alternate aerodromes
Take-off alternate aerodrome A take-off alternate aerodrome is selected and
specified in the operational flight plan if the weather conditions at the aerodrome of
departure are:
¾
¾
At or below the applicable aerodrome operating minima, or
It would not be possible to return to the aerodrome of departure for other
reasons
The take-off alternate aerodrome has to be located within the following distance from
the aerodrome of departure:
Aeroplanes having two engines
Not more than one hours flying
distance at the single-engine cruise speed, and
Aeroplanes having three or more engines
Not more than two hours
flying distance at the one-engine inoperative cruise speed.
For an aerodrome to be selected as a take-off alternate the available information
must show that, at the estimated time of use, the conditions will be at or above the
aerodrome operating minima for that operation.
En-route alternate aerodromes
En-route alternate aerodromes, required for
extended range operations by aeroplanes with two turbine power-units, are selected
and specified in the operational and air traffic services (ATS) flight plans.
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Destination alternate aerodromes
For an IFR flight at least one destination
alternate aerodrome has to be selected and specified in the operational and ATS
flight plans, unless:
a.
The duration of the flight and the meteorological conditions are such
that at the estimated time of arrival at the aerodrome of intended landing, and for
a reasonable period before and after such time, the approach and landing may be
made under visual meteorological conditions, or
b.
The aerodrome of intended landing is isolated and there is no
suitable destination alternate aerodrome.
Weather conditions
A VFR flight cannot be commenced unless current meteorological reports or a combination of
current reports and forecasts indicate that the meteorological conditions along the route or
part of the route are good enough to comply with VFR.
An IFR flight cannot be commenced unless information is available which indicates that
conditions at the aerodrome of intended landing or, where a destination alternate is required,
at least one destination alternate aerodrome will, at the estimated time of arrival, be at or
above the aerodrome operating minima.
In some States, for flight planning purposes, higher minima are given for an aerodrome when
nominated as a destination alternate than for the same aerodrome when planned as that of
intended landing.
A flight is not to be operated in:
¾
¾
Known or expected icing conditions unless the aeroplane is certificated and
equipped to cope with icing conditions.
Suspected or known ground icing conditions and is not to take off unless the
aeroplane has been inspected for icing and, if necessary, has been de-iced or
given anti-icing treatment. Accumulation of ice or other contaminants are to be
removed so that the aeroplane is kept in an airworthy condition prior to take-off.
Fuel and oil supply
Fuel and oil records
The operator retains fuel and oil records for a period of 3 months.
All aeroplanes
A flight is not commenced unless, taking into account both the
meteorological conditions and any delays expected, the aeroplane carries sufficient fuel and
oil to ensure that it can safely complete the flight. In addition a reserve is carried to provide for
contingencies.
Propeller-driven aeroplanes The fuel and oil carried to comply with the above shall, in the
case of propeller-driven aeroplanes, be at least sufficient to allow the aeroplane:
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When a destination alternate aerodrome is required, either:
1. To fly to the aerodrome to which the flight is planned then to the most critical (in terms
of fuel consumption) alternate aerodrome specified in the operational and ATS flight
plans plus a period of 45 minutes, or
2. To fly to the alternate aerodrome via any predetermined point and then for 45
minutes, provided that this is not less than the amount required to fly to the
aerodrome to which the flight is planned plus:
a. 45 minutes plus 15% of the flight time planned to be spent at the cruising
level(s), or
b. two hours
whichever is less.
When a destination alternate aerodrome is not required:
1. In terms of destination alternate aerodromes paragraph (a) above, to fly to the
aerodrome to which the flight is planned plus a period of 45 minutes
or
2. In terms of destination alternate aerodromes paragraph (b) above, to fly to the
aerodrome to which the flight is planned plus:
a. 45 minutes plus 15% of the flight time planned to be spent at the cruising
level(s), or
b. two hours
whichever is less.
Aeroplanes equipped with turbo-jet engines
aeroplanes, is sufficient to allow the aeroplane:
The
fuel
and
oil
carried
in
turbo-jet
When a destination alternate aerodrome is required, either:
1. To fly to and execute an approach, and a missed approach, at the aerodrome to
which the flight is planned, and then:
a. To fly to the alternate aerodrome specified in the operational and ATS flight
plans, and then
b. Fly for 30 minutes at holding speed at 450 m (1500 ft) above the alternate
aerodrome under standard temperature conditions, and approach and land,
and
c.
To have an additional amount of fuel to provide for any increased
consumption due to any potential contingencies specified by the operator to
the satisfaction of the State of the Operator
or
2. To fly to the alternate aerodrome via any predetermined point plus 30 minutes at 450
m (1500 ft) above the alternate aerodrome, provision having been made for additional
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fuel sufficient to provide for any increased consumption on the occurrence of any of
the potential. The fuel carried cannot be less than the amount of fuel required to fly to
the aerodrome to which the flight is planned plus two hours at normal cruise
consumption.
When a destination alternate aerodrome is not required:
1. In terms of destination alternate aerodromes paragraph (a) above, to fly to the
destination aerodrome to which the flight is planned and additionally:
a. To fly 30 minutes at holding speed at 450 m (1500 ft) above the planned
aerodrome under standard temperature conditions; and
b. Have an additional amount of fuel, sufficient to provide for the
increased
consumption on the occurrence of any of the potential contingencies
specified by the operator; and
2. In terms of destination alternate aerodromes paragraph (b) above, to fly to the
planned aerodrome to which the flight is planned plus two hours at normal cruise
consumption.
In computing the fuel and oil required the following have to be considered:
¾
¾
¾
¾
¾
Forecast meteorological conditions
Expected air traffic control routings and traffic delays
For IFR flight, one instrument approach at the destination aerodrome,
including a missed approach
The procedures prescribed in the operations manual for loss of
pressurization, where applicable, or failure of one engine while en route, and
Any other conditions that may delay the landing of the aeroplane or increase
fuel and/or oil consumption.
Nothing precludes amendment of a flight plan in flight in order to replan the flight to another
aerodrome, provided that the requirements of the above standards can be complied with from
the point where the flight has been replanned.
Refuelling with passengers on board
An aeroplane shall not be refuelled when passengers are:
¾
¾
¾
Embarking
On board, or
Disembarking
unless it is properly attended by qualified personnel ready to initiate and direct an evacuation
of the aeroplane by the most practical and expeditious means available.
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When refuelling with passengers embarking, on board or disembarking, two-way
communication has to be maintained by the aeroplane’s inter-communication system or other
suitable means between the ground crew supervising the refuelling and the qualified
personnel on board the aeroplane.
These provisions do not require the deployment of integral aeroplane stairs or the opening of
emergency exits as a prerequisite to refuelling.
Provisions concerning aircraft refuelling are contained in Annex 14, Volume I, and guidance
on safe refuelling practices is contained in the Airport Services Manual, (Doc 9137), Parts 1
and 8
Additional precautions are required when refuelling with fuels other than aviation kerosene or
when refuelling results in a mixture of aviation kerosene with other aviation turbine fuels, or
when an open line is used. The operator is to ensure that no aeroplane is refuelled/defuelled
with AVGAS, wide cut fuel or a mixture of these fuels when passengers are embarking, on
board or disembarking.
Oxygen supply
Approximate altitudes in the Standard Atmosphere corresponding to the values of absolute
pressure used are as follows.
Absolute Pressure
Metres
Feet
700 hPa
3000
10 000
620 hPa
4000
13 000
376 hPa
7600
25 000
Where the cabin altitude is less than 700 hPa flight cannot be commenced unless sufficient
oxygen is carried to supply:
¾
¾
All crew members and 10% of the passengers for any period in excess of 30
minutes that the cabin pressure will be between 700 hPa and 620 hPa, and
The crew and passengers for any period that the atmospheric will be less than
620 hPa.
A flight by a pressurized aeroplane cannot be commenced unless sufficient oxygen is carried
to supply all the crewmembers and passengers in the event of loss of pressurization, for any
period that the atmospheric pressure in any compartment is less than 700 hPa. When an
aeroplane is operated at flight altitudes where the atmospheric pressure is less than 376 hPa,
or where if the atmospheric pressure is more than 376 hPa and the aeroplane cannot
descend safely within four minutes to where the atmospheric pressure is equal to 620 hPa, a
10-minute supply for the occupants of the passenger compartment is to be carried.
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Use of oxygen
All flight crewmembers must use breathing oxygen continuously whenever the circumstances
above prevail.
All flight crewmembers of pressurized aeroplanes operating above an altitude where the
atmospheric pressure is less than 376 hPa must have available at the flight duty station a
quick-donning oxygen mask which will readily supply oxygen upon demand.
Safeguarding of cabin attendants and passengers in pressurized aeroplanes in the
event of loss of pressurization
Cabin attendants should have a reasonable probability of retaining consciousness during any
emergency. In addition, they should have a means of protection that will enable them to
administer first aid to passengers during stabilized flight following the emergency. Passengers
should be safeguarded by devices or operational procedures that ensure a reasonable
probability of them surviving the effects of hypoxia in the event of loss of pressurization.
It is not envisaged that cabin attendants will always be able to provide assistance to
passengers during emergency descent procedures which may be required in the event of loss
of pressurization.
In-flight procedures
Aerodrome operating minima
A flight cannot be continued towards the aerodrome of intended landing, unless the latest
available information indicates that at the expected time of arrival, a landing can be made at
that aerodrome or at least one destination alternate aerodrome, in compliance with the
operating minima.
Except in an emergency, an aeroplane shall not continue its approach-to-land at any
aerodrome beyond a point where the limits of the operating minima specified for the
aerodrome would be infringed.
Hazardous flight conditions
Any hazardous flight conditions encountered, other than meteorological conditions, must be
reported to the appropriate aeronautical station as soon as possible. The reports must give
those details that may be pertinent to the safety of other aircraft.
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Flight crew members at duty stations
Take-off and landing All flight crew members required to be on flight deck duty
shall be at their stations.
En Route
All flight crew members required to be on flight deck duty shall
remain at their stations except when their absence is necessary for the performance
of duties in connection with the operation of the aeroplane or for physiological needs.
Seat belts
All flight crewmembers must keep their seat belts fastened when at their stations.
Safety harness
Any flight crew member occupying a pilots seat must keep the safety harness fastened during
the take-off and landing phases. All other flight crew members shall keep their safety
harnesses fastened during the take-off and landing phases unless the shoulder straps
interfere with the performance of their duties, in this case the shoulder straps can be
unfastened but the seat belt must remain fastened.
A safety harness includes shoulder straps and a seat belt which may be used independently.
In-flight operational instructions
Operational instructions that involve a change in the ATS flight plan are, when practicable, coordinated with the appropriate ATS unit before transmission to the aeroplane.
When the above co-ordination has not been possible, operational instructions do not relieve a
pilot of the responsibility for obtaining an appropriate clearance from an ATS unit, if
applicable, before making a change in flight plan.
Instrument flight procedures
An instrument approach procedure has to be approved and promulgated by the State in which
the aerodrome is located to serve each instrument runway or aerodrome utilized for
instrument flight operations.
All aeroplanes operated in accordance with instrument flight rules shall comply with the
instrument flight procedures approved by the State in which the aerodrome is located.
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Duties of pilot-in-command
The pilot-in-command is responsible for:
¾
¾
The operation and safety of the aeroplane, and
For the safety of all persons on board, during flight time.
The pilot-in-command is:
¾
¾
¾
¾
To ensure that checklists are complied with in detail
Responsible for notifying the appropriate authority by the quickest available
means of any accident involving the aeroplane, resulting in serious injury or death
of any person or substantial damage to the aeroplane or property.
Responsible for reporting all known or suspected defects in the aeroplane, to the
operator, at the termination of the flight.
Responsible for the journey log book or the general declaration containing the
information required.
Duties of flight operations officer/flight dispatcher
A flight operations officer/flight dispatcher when on flight supervision duties will:
¾
¾
¾
¾
Assist the pilot-in-command in flight preparation and provide the relevant
information required
Assist the pilot-in-command in preparing the operational and ATS flight plans,
sign when applicable and file the ATS flight plan with the appropriate ATS
unit
Give the pilot-in-command information which may be necessary for the safe
conduct of the flight; and
In the event of an emergency, initiate the procedures outlined in the
operations manual.
A flight operations officer/flight dispatcher must avoid taking any action that conflicts with the
procedures established by:
¾
¾
¾
Air traffic control
The meteorological service, or
The communications service.
Additional requirements for extended range operations by aeroplanes with two turbine
power-units (ETOPS)
Unless the operation has been specifically approved by the State of the Operator, an
aeroplane with two turbine engines cannot be operated on a route where the flight time at
ATPL Operational Procedures
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single engine cruise speed to an adequate en-route alternate aerodrome exceeds a threshold
time established for ETOPS operations by that State.
In approving the operation, the State of the Operator ensures that:
¾
¾
¾
The airworthiness certification of the aeroplane type
The reliability of the propulsion system, and
The operators maintenance procedures, operating practices, flight dispatch
procedures and crew training programmes
provide the over-all level of safety intended by the provisions of Annexes 6 and 8.
In making the above assessment, account is taken of:
¾
¾
¾
The route to be flown
The anticipated operating conditions, and
The location of adequate en-route alternate aerodromes.
A flight to be conducted under ETOPS is not commenced unless, during the possible period
of arrival, the required en-route alternate aerodrome(s) are available and the available
information indicates that conditions at those aerodromes will be at or above the aerodrome
operating minima approved for the operation.
Carry-on baggage
The operator shall ensure that all baggage carried onto an aeroplane and taken into the
passenger cabin is adequately and securely stowed.
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Chapter 4.
Aeroplane Performance Operating Limitations
General
Aeroplanes are operated in accordance with comprehensive and detailed codes of
performance established by the State of Registry in compliance with the applicable Standards
of this chapter.
Single-engined aeroplanes are only operated in conditions of weather and light, and over
such routes and to diversions, that permit a safe forced landing to be executed in the event of
an engine failure.
Application
The Standards contained in this chapter are applicable to the aeroplanes to which Part III of
Annex 8 is applicable.
The following Standards do not include any quantitative specifications comparable to those
found in national airworthiness codes. The Standards are to be supplemented by national
requirements prepared by Contracting States.
The level of performance defined by the national code referred to above has to be at least
equivalent to the Standards of this chapter.
An aeroplane is to be operated in compliance with the terms of its certificate of airworthiness
and within the approved operating limitations contained in its flight manual.
The State of Registry has to take precautions to ensure that the general level of safety is
maintained under all expected operating conditions.
A flight cannot be commenced unless the performance information provided in the flight
manual indicates that the Standards can be complied with for the flight.
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In applying the Standards of this chapter, account has to be taken of all factors that
significantly affect the performance of the aeroplane such as:
¾
¾
Mass
¾
The pressure-altitude appropriate to the elevation of the aerodrome
¾
¾
¾
Operating procedures
Temperature
Wind
Runway gradient and condition of runway
¾
Presence of slush, water and/or ice
These factors are taken into account directly as operational parameters or indirectly by means
of allowances or margins, which may be provided in the performance data under which the
aeroplane is being operated.
Mass limitations
The mass of the aeroplane at the start-up or take-off shall not exceed the mass at which takeoff is complied with, or the mass at which:
¾
¾
The length of runway available
¾
En-route – two power units inoperative, and
En-route – one engine inoperative
¾
landing
are complied with, allowing for expected reductions in mass as the flight proceeds,
and for fuel jettisoning as is necessary.
In no case is:
¾
¾
¾
The mass at the start of take-off to exceed the maximum take-off mass specified
in the flight manual for the pressure-altitude appropriate to the elevation of the
aerodrome, and, if used as a parameter to determine the maximum take-off
mass, any other local atmospheric condition.
The estimated mass for the expected time of landing at the aerodrome of
intended landing and at any destination alternate aerodrome, exceed the
maximum landing mass specified in the flight manual.
The mass at the start of take-off, or at the expected time of landing at the
aerodrome of intended landing and at any destination alternate aerodrome,
cannot exceed the relevant maximum masses applicable for noise certification
Standards in Annex 16, Volume I, unless otherwise authorized in exceptional
circumstances for an aerodrome or a runway where there is no noise disturbance
problem.
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Take-off
The aeroplane shall be able, in the event of a critical power-unit failing at any point in the
take-off:
¾
¾
To discontinue the take-off and stop within the accelerate-stop distance
available, or
To continue the take-off and clear all obstacles along the flight path by an
adequate margin until the aeroplane is in a position to comply with the enroute criteria.
In determining the length of the runway available, account is taken of the loss of runway
length due to alignment of the aeroplane prior to take-off.
En route - one power-unit inoperative
The aeroplane must be able, in the event of the failure of the critical engine at any point along
the route, to continue the flight to an aerodrome at which the landing Standard can be met,
without flying below the minimum flight altitude at any point.
En route - two power-units inoperative
In the case of aeroplanes having three or more engines, where the probability of a second
power-unit becoming inoperative must be allowed for by the Standards in this chapter, the
aeroplane must be able, in the event of failure of any two engines, to continue the flight to an
en-route alternate aerodrome and land.
Landing
The aeroplane, at the aerodrome of intended landing and at any alternate aerodrome, after
clearing all obstacles in the approach path by a safe margin, must be able to land within the
landing distance available. Allowance is made for expected variations in the approach and
landing techniques, if no allowance has been made in the scheduling of performance data.
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Chapter 5.
Aeroplane Instruments, Equipment and Flight Documents
General
In addition to the minimum equipment necessary for the issue of a certificate of airworthiness,
the instruments, equipment and flight documents detailed below have to be installed or
carried as appropriate.
The operator includes in the operations manual a minimum equipment list (MEL), approved
by the State of the Operator which enables the pilot-in-command to determine whether a flight
may be commenced or continued from any intermediate stop should any instrument,
equipment or systems become inoperative.
The operator provides operations staff and flight crew with an aircraft operating manual, for
each aircraft type operated, containing the normal, abnormal and emergency procedures
relating to the operation of the aircraft. The manual includes details of the aircraft systems
and of the checklists to be used. The design of the manual observes Human Factors
principles.
All aeroplanes on all flights
An aeroplane has to be equipped with instruments to allow the flight crew to:
¾
¾
¾
Control the flight path of the aeroplane
Carry out any required procedural manoeuvres, and
Observe the operating limitations of the aeroplane in the expected operating
conditions.
An aeroplane is equipped with:
¾
Accessible and adequate medical supplies appropriate to the number of
passengers the aeroplane is authorized to carry.
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Passengers
First Aid Kits
0 – 99
1
101 – 199
2
200 – 299
3
300 or more
4
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Medical supplies should comprise of:
¾
¾
¾
One or more first-aid kits, and
An emergency medical kit, for the use of doctors or other qualified
persons in treating in-flight medical emergencies in aeroplanes
authorized to carry more than 30 passengers if the flight is 60 minutes or
more from qualified medical assistance.
Portable fire extinguishers of a type which, when discharged, will not cause
dangerous contamination of the air within the aeroplane. At least one is to be
located in:
¾
¾
The pilot’s compartment; and
Each passenger compartment that is separate from the pilot’s
compartment and that is not readily accessible to the flight crew,
Any portable fire extinguisher fitted in accordance with the certificate of airworthiness
of the aeroplane may count as one of the above.
¾
Seats and seat belts must be provided for:
¾
¾
¾
Each person over an age to be determined by the State of the Operator
Each seat and restraining belts for each berth, and
A safety harness for each flight crew seat. The safety harness for each
pilot seat shall incorporate a device which will automatically restrain the
occupant’s torso in the event of rapid deceleration
The safety harness for each pilot seat should incorporate a device to prevent a
suddenly incapacitated pilot from interfering with the flight controls. A safety harness
includes shoulder straps and a seat belt which may be used independently.
¾
The following information has to be conveyed to passengers:
¾
¾
¾
¾
¾
¾
When seat belts are to be fastened,
When and how oxygen equipment is to be used if the carriage of oxygen
is required,
Restrictions on smoking,
Location and use of life jackets or equivalent individual floatation devices
where their carriage is required, and
Location and method of opening emergency exits, and
Spare electrical fuses of appropriate ratings for replacement of those
accessible in flight.
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An aeroplane shall carry:
¾
¾
¾
¾
The operations manual, or those parts of it that are applicable to flight
operations,
The flight manual for the aeroplane, or other documents containing
performance data required for the application of Aeroplane Performance
Operating Limitations and any other information necessary for the operation
of the aeroplane within the terms of its certificate of airworthiness, unless this
data is available in the operations manual, and
Current and suitable charts to cover the route of the proposed flight and any
route along which it is reasonable to expect that the flight may be diverted,
Marking of break-in points
If areas of the fuselage suitable for break-in by rescue crews in emergency are marked on an
aeroplane these areas are marked by red or yellow lines, and if necessary they are outlined in
white to contrast with the background.
If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm shall be
inserted so that there is no more than 2 m between adjacent markings.
Flight recorders
Flight recorders comprise of two systems:
¾
¾
A flight data recorder (FDR), and
A cockpit voice recorder (CVR)
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Combination recorders (FDR/CVR) can only be used to meet the flight recorder equipage
requirements as specifically indicated in this Annex.
Flight data recorders – types
A Type I flight data recorder records the following:
¾
¾
Flight path
¾
¾
Attitude
¾
¾
Configuration, and
Speed
Engine power
Operation
Types II and IIA flight data recorders record the following:
¾
¾
Flight path
¾
Attitude
¾
¾
Speed
Engine power, and
Configuration of lift and drag devices.
All aeroplanes equipped to utilize digital communications and required to carry a cockpit voice
recorder shall record on the cockpit voice recorder or the flight data recorder the digital
communications with ATS.
Flight data recorders – duration
All flight data recorders have to be capable of retaining the information recorded during at
least the last 25 hours of their operation, except for the Type II A flight data recorder which
has to be capable of retaining the information recorded during at least the last 30 minutes of
its operation.
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Flight data recorder requirements
The following is a summary of the requirements for FDRs.
Aeroplane
Type
C of A issue
MTOM
On or after 1
January 1989
All
On or after 1
January 1990
Multi-engine
turbine powered
5700 kg or less
On or after 1
January 1987 but
before 1 January
1989
Turbine engined
aeroplanes
Over 5700 kg or
27 000 kg or less
Before 1 January
1987
Turbine engined
aeroplanes
FDR Type
> 27 000 kg
I
Over 5700 kg or
27 000 kg or less
II
IIA
The FDR must record:
¾ Time, altitude, airspeed,
normal acceleration and
heading, plus
¾ Parameters to determine pitch
attitude, roll attitude, Radio
transmission keying and
power on each engine
Over 5700 kg
The FDR must record:
¾ Time, altitude, airspeed,
normal acceleration and
heading, plus the extra
parameters to determine
¾ The attitude of the aeroplane
in achieving its flight path
¾ The base forces and the
origin of those forces acting
upon the aeroplane resulting
in the achieved flight path
Cockpit voice recorder (CVR)
A CVR is designed to record:
¾
¾
Voice communication transmitted into or out of the cockpit
¾
Voice communications of flight crew members using the intercom
¾
Voice communications of flight crew members using the PA system
¾
The aural environment on the flight deck
¾
The identification of navigation or approach aids in the headset or on the speaker
Digital communications with ATC unless the FDR does the recording
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Cockpit voice recorder requirements
The requirements for CVRs are as follows:
C of A Issue
Weight Requirement
On or after 1 January 1987
All aeroplanes > 5700 kg
On or after 1 January 1990
All multi-engined turbine-powered aeroplanes
of a maximum certificated take-off mass of
5700 kg or less
Before 1 January 1987
All turbine-engined aeroplanes of a maximum
certificated take-off mass of over 27 000 kg
that are of types of which the prototype was
certificated by the appropriate national
authority after 30 September 1969
After 30 September 1969
All turbine-engined aeroplanes of a maximum
certificated take-off mass of over 5700 kg up
to and including 27 000 kg
The CVR records the aural environment on the flight deck during flight time.
Cockpit voice recorders – duration
A cockpit voice recorder has to be capable of retaining the information recorded during at
least the last 30 minutes of its operation.
Flight recorders – construction and installation
Flight recorders have to be constructed, located and installed so as to provide maximum
practical protection for the recordings in order that the recorded information can be preserved,
recovered and transcribed. Flight recorders must meet the prescribed crashworthiness and
fire protection specifications.
Flight recorders – operation
Flight recorders are not to be switched off during flight time.
To preserve flight recorder records, flight recorders are de-activated following an accident or
incident. The flight recorder is not re-activated until it has been de-coded.
The need for removal of the flight recorder records from the aircraft are determined by the
investigating authority in the State conducting the investigation with due regard to the
seriousness of an occurrence and the circumstances, including the impact on operation
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Flight recorders – continued serviceability
Operational checks and evaluations of recordings from the flight data and cockpit voice
recorder systems are conducted to ensure the continued serviceability of the recorders.
FDR and CVR – General requirements
Container
Installation
FDR
CVR
Colour – Orange or yellow
Colour – Orange or yellow
It must:
It must:
Carry reflective material to
help in its location
Carry reflective material to
help in its location
Have an underwater
location system
Have an underwater
location system
The system must be installed
so that:
The probability of damage
is minimized (Normally as
far aft as possible in the
vicinity of the rear
bulkhead)
Electrical power is
received from a bus that
provides maximum
reliability for recording
There is a method for preflight checking of
serviceability
To aid in voice recording,
microphones are located in
the best positions for the
communications of both
pilots.
The system must be installed
so that:
The probability of damage
is minimized (Normally as
far aft as possible in the
vicinity of the rear
bulkhead)
Electrical power is
received from a bus that
provides maximum
reliability for recording
There is a method for preflight checking of
serviceability
If there is an erasure
device the system should
not self erase on impact or
crash
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Parameters for FDR recording
The Type I FDR records:
1. Time
2. Pressure altitude
3. Indicated airspeed
4. Heading
5. Normal acceleration
6. Pitch attitude
7. Roll attitude
8. Radio transmission keying
9. Power on each engine
10. Trailing edge flap or cockpit control selection
11. Leading edge flap or cockpit control selection
12. Thrust reverser position
13. Ground spoiler/speedbrake selection
14. Outside air temperature
15. Autopilot, autothrottle, AFCS mode and engagement status
The Type II FDR has all of the above plus:
1. Longitudinal acceleration
2. Lateral acceleration
3. Pilot input and/or control surface position – primary controls (pitch, roll and yaw)
4. Pitch trim position
5. Radio altitude
6. Glide path deviation
7. Localizer deviation
8. Marker beacon passage
9. Master warning
10. NAV 1 and 2 frequency selection
11. DME 1 and 2 distance
12. Landing gear squat switch status
13. GPWS
14. Angle of attack
15. Hydraulics
16. Navigation data (latitude/longitude, groundspeed and drift angle)
17. Landing gear or gear selector position
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All aeroplanes operated as VFR flights
All aeroplanes when operated as VFR flights shall be equipped with:
¾
¾
A magnetic compass
¾
An accurate timepiece indicating the time in hours, minutes and seconds
¾
An airspeed indicator, and
¾
A sensitive pressure altimeter
Such additional instruments or equipment as may be prescribed by the
appropriate authority.
VFR flights that are operated as controlled flights have to be equipped in accordance with
IFR.
All aeroplanes on flights over water
Seaplanes
¾
¾
¾
Landplanes
¾
¾
¾
All seaplanes are equipped with:
One life jacket, or equivalent individual floatation device, for each person on
board, stowed in a position easily accessible from the seat or berth of the
person for whose use it is provided
Equipment for making the sound signals prescribed in the International
Regulations for Preventing Collisions at Sea, where applicable; and
One sea anchor (drogue)
Landplanes carry the equipment listed below when:
Flying over water and at a distance of more than 93 km (50 nm) away from
the shore, in the case of landplanes operated in accordance with the Enroute – one power unit inoperative and En-route – two power units
inoperative requirements
Flying en route over water beyond gliding distance from the shore, in the
case of all other landplanes, and
Taking off or landing at an aerodrome where, in the opinion of the State of
the Operator, the take-off or approach path is so disposed over water that in
the event of a mishap there would be a likelihood of a ditching.
The equipment required is one life jacket or equivalent individual floatation device for each
person on board, stowed in a position easily accessible from the seat or berth of the person
for whose use it is provided.
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All aeroplanes on long range over-water flights
In addition to the equipment above, the following is installed in all aeroplanes that may be
over water and at more than a distance corresponding to:
¾
¾
120 minutes at cruising speed, or
740 km (400 NM), whichever is the lesser
away from land suitable for making an emergency landing in the case of aircraft operated in
accordance with En-route – one power unit inoperative and En-route – two power units
inoperative requirements, and 30 minutes or 185 km (100 NM), whichever is the lesser, for all
other aeroplanes:
¾
¾
Sufficient Life-rafts to carry all persons on board, stowed ready for use in
emergency, provided with life-saving equipment including means of
sustaining life; and
Equipment for making the pyrotechnic distress signals described in Annex 2.
Each life jacket and equivalent individual floatation device, when carried shall be
equipped with a location light.
All aeroplanes on flights over designated land areas
Aeroplanes, when operated across land areas where search and rescue would be difficult,
are equipped with the signalling and life-saving equipment (including means of sustaining life)
as may be appropriate to the area to be overflown.
All aeroplanes on high altitude flights
Approximate altitude in the Standard Atmosphere corresponding to the value of absolute
pressure used in this text is as follows.
Absolute
Pressure
Metres
Feet
700 hPa
3000
10 000
620 hPa
4000
13 000
376 hPa
7600
25 000
An aeroplane intended to be operated at flight altitudes where the atmospheric pressure is
less than 700 hPa in the cabin is equipped with oxygen storage and dispensing apparatus
capable of storing and dispensing the oxygen supplies required.
An aeroplane intended to be operated at flight altitudes where the atmospheric pressure is
less than 700 hPa where the cabin is pressurized above 700 hPa in personnel compartments
ATPL Operational Procedures
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is provided with oxygen storage and dispensing apparatus capable of storing and dispensing
the oxygen supplies required.
Pressurized aeroplanes introduced into service on or after 1 July 1962 and intended to be
operated at flight altitudes where the atmospheric pressure is less than 376 hPa are equipped
with a device to provide positive warning to the pilot of any dangerous loss of pressurization.
An aeroplane intended to be operated at flight altitudes at which the atmospheric pressure is
less than 376 hPa, or which, if operated at flight altitudes at which the atmospheric pressure
is more than 376 hPa, cannot descend safely within four minutes to a flight altitude at which
the atmospheric pressure is equal to 620 hPa and for which the individual certificate of
airworthiness is first issued on or after 9 November 1998 is provided with automatically
deployable oxygen equipment to satisfy the requirements.
The total number of oxygen dispensing units has to exceed the number of passenger and
cabin attendant seats by at least 10 per cent.
All aeroplanes in icing conditions
All aeroplanes have to be equipped with suitable anti-icing and/or de-icing devices if it is to be
operated where icing conditions are reported to exist or are expected to be encountered.
All aeroplanes operated in accordance with instrument flight rules
All aeroplanes operated in accordance with instrument flight rules, or when the aeroplane
cannot be maintained in a desired attitude without reference to one or more flight instruments,
have to be equipped with:
¾
¾
¾
¾
¾
¾
¾
A magnetic compass
An accurate timepiece indicating the time in hours, minutes and seconds
Two sensitive pressure altimeters with counter drum-pointer or equivalent
presentation. Neither three-pointer nor drum-pointer altimeters satisfy the
requirement.
An airspeed indicating system with means of preventing malfunctioning due
to either condensation or icing
A turn and slip indicator
An attitude indicator (artificial horizon)
A heading indicator (directional gyroscope)
¾
ATPL Operational Procedures
The requirements of the turn and slip, attitude indicator and heading
indicator may be met by combinations of instruments or by integrated
flight director systems provided that the safeguards against total
failure, inherent in the three separate instruments, are retained,
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¾
¾
¾
¾
A means of indicating whether the power supply to the gyroscopic instrument
is adequate
A means of indicating in the flight crew compartment the outside air
temperature
A rate-of-climb and descent indicator, and
Such additional instruments or equipment as may be prescribed by the
appropriate authority.
All aeroplanes over 5700 kg – Emergency power supply for electrically operated
attitude indicating instruments
All aeroplanes of a maximum certificated take-off mass of over 5700 kg newly introduced into
service after 1 January 1975 are fitted with an emergency power supply, independent of the
main electrical generating system, for the purpose of operating and illuminating, for a
minimum period of 30 minutes, an attitude indicating instrument (artificial horizon), clearly
visible to the pilot-in-command.
The emergency power supply automatically operates after the total failure of the main
electrical generating system and a clear indication is given on the instrument panel that the
attitude indicator(s) is being operated by emergency power.
Those instruments that are used by any one pilot have to be arranged to permit the pilot to
see their indications readily, with the minimum practicable deviation from the position and line
of vision normally assumed when looking forward along the flight path.
All aeroplanes when operated at night
All aeroplanes, when operated at night have to be equipped with:
¾
¾
¾
¾
¾
¾
All equipment specified for IFR
The lights required by Annex 2 for aircraft in flight or operating on the
movement area of an aerodrome
Two landing lights
Illumination for all instruments and equipment that are essential for the safe
operation of the aeroplane that are used by the flight crew
Lights in all passenger compartments, and
An electric torch for each crewmember station.
Pressurized aeroplanes when carrying passengers – weather radar
Pressurized aeroplanes when carrying passengers should be equipped with operative
weather radar whenever they are being operated in areas where thunderstorms or other
potentially hazardous weather conditions, detectable with airborne weather radar, may be
expected to exist.
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All aeroplanes operated above 15 000 m (49 000 ft) – radiation indicator
All aeroplanes intended to be operated above 15 000 m (49 000 ft) carry equipment to
measure and indicate continuously the dose rate of total cosmic radiation being received and
the cumulative dose on each flight. The display unit of the equipment shall be readily visible to
a flight crewmember. Individual records are kept for crewmembers who are liable to high
exposure.
The PIC or the pilot to whom the flight has been delegated will initiate a descent as soon as
practicable when the limit values of cosmic radiation specified have been exceeded.
All aeroplanes complying with the noise certification Standards in Annex 16, Volume I
An aeroplane has to carry a document attesting noise certification. The attestation may be
contained in any document, carried on board, approved by the State of Registry.
Mach number indicator
All aeroplanes with speed limitations expressed in terms of Mach number are equipped with a
Mach number indicator. This does not stop the use of the airspeed indicator to derive Mach
number for ATS purposes.
Aeroplanes required to be equipped with ground proximity warning systems (GPWS)
A ground proximity warning system is fitted to:
¾
¾
All turbine-engined aeroplanes of a maximum certificated take-off mass in excess
of 15 000kg or authorized to carry more than 30 passengers, for which the
individual certificate of airworthiness is first issued on or after 1 July 1979
All turbine-engined aeroplanes of a maximum certificated take-off mass in excess
of 5700 kg or authorized to carry more than nine passengers shall be equipped
with a ground proximity warning system from 1 January 1999.
A ground proximity warning system provides automatic and timely warning to the flight crew
when the aeroplane is in potentially hazardous proximity to the earth’s surface.
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From 1 January 1999, a ground proximity warning system shall provide, as a minimum,
warnings of the following circumstances:
¾
¾
Excessive descent rate
¾
Excessive altitude loss after take-off or go-around
¾
¾
Excessive terrain closure rate
Unsafe terrain clearance while not in landing configuration
¾
¾
Gear not locked down
Flaps not in a landing position, and
Excessive descent below the instrument glide path.
All piston-engined aeroplanes of a maximum certificated take-off mass in excess of 5700 kg
or authorized to carry more than nine passengers should be equipped with a ground proximity
warning system.
Aeroplanes carrying passengers – cabin attendants’ seats
Aeroplanes for which the individual certificate of airworthiness is first issued on or
after 1 January 1981 All aeroplanes are equipped with a forward or rearward facing (within
15° of the longitudinal axis of the aeroplane) seat, fitted with a safety harness for the use of
each cabin attendant required to satisfy the standard regarding emergency evacuation.
Aeroplanes for which the individual certificate of airworthiness was first issued before
1 January 1981
All aeroplanes should be equipped with a forward or rearward facing
(within 15° of the longitudinal axis of the aeroplane) seat, fitted with a safety harness for the
use of each cabin attendant required to satisfy the standard regarding emergency evacuation.
Cabin attendants’ seats provided in accordance with the above are located near floor level
and other emergency exits as required by the State of Registry for emergency evacuation.
Emergency locator transmitter (ELT)
All aeroplanes operated on long range over water flights are equipped with at least two
ELT(S).
Aeroplanes on flights over designated land areas shall be equipped with at least one ELT(S).
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28 October 2003
Aeroplanes required to be equipped with an airborne collision avoidance system
(ACAS II)
An airborne collision avoidance system (ACAS II) is to be fitted:
¾
¾
From 1 January 2003, to all turbine-engined aeroplanes of a maximum
certificated take-off mass in excess of 15 000 kg or authorized to carry more than
30 passengers
From 1 January 2005, all turbine-engined aeroplanes of a maximum certificated
take-off mass in excess of 5 700 kg or authorized to carry more than 19
passengers shall be equipped with an airborne collision avoidance system (ACAS
II).
Aeroplanes required to be equipped with a pressure-altitude reporting transponder
All aeroplanes are to be equipped with a pressure-altitude reporting transponder which
operates in accordance with the relevant provisions of Annex 10, Volume IV. This provision is
intended to improve the effectiveness of air traffic services as well as airborne collision
avoidance systems.
Microphones
All flight crewmembers required to be on flight deck duty communicate through boom or throat
microphones below the transition level/altitude.
Turbo-jet aeroplanes - forward-looking wind shear warning system
All turbo-jet aeroplanes of a maximum certificated take-off mass in excess of 5700 kg or
authorized to carry more than nine passengers should be equipped with a forward-looking
wind shear warning system.
A forward-looking wind shear warning system should be capable of providing the pilot with a
timely aural and visual warning of wind shear ahead of the aircraft, and the information
required to permit the pilot to safely commence and continue a missed approach or go-around
or to execute an escape manoeuvre if necessary. The system should also provide an
indication to the pilot when the limits specified for the certification of automatic landing
equipment are being approached, when such equipment is in use.
Master Minimum Equipment List (MMEL)
The MMEL is formulated by the designer and approved by the State of Design. The
information provided allows operators to produce the MEL. The MMEL should not be used as
the MEL.
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Minimum Equipment List (MEL)
If deviations from the requirements of States in the certification of aircraft were not permitted
an aircraft could not be flown unless all systems and equipment were operable. Experience
has proved that some unserviceability can be accepted in the short term when the remaining
operative systems and equipment provide for continued safe operations.
The State should indicate through approval of a minimum equipment list those systems and
items of equipment that may be inoperative for certain flight conditions with the intent that no
flight can be conducted with inoperative systems and equipment other than those specified.
A minimum equipment list, approved by the State of the Operator, is therefore necessary for
each aircraft, based on the master minimum equipment list established for the aircraft type by
the organization responsible for the type design in conjunction with the State of Design.
The State of the Operator should require the operator to prepare a minimum equipment list
designed to allow the operation of an aircraft with certain systems or equipment inoperative
provided an acceptable level of safety is maintained.
The minimum equipment list is not intended to provide for operation of the aircraft for an
indefinite period with inoperative systems or equipment. The basic purpose of the minimum
equipment list is to permit the safe operation of an aircraft with inoperative systems or
equipment within the framework of a controlled and sound programme of repairs and parts
replacement.
Operators are to ensure that no flight is commenced with multiple minimum equipment list
items inoperative without determining that any interrelationship between inoperative systems
or components will not result in an unacceptable degradation in the level of safety and/or
undue increase in the flight crew workload.
The exposure to additional failures during continued operation with inoperative systems or
equipment must also be considered in determining that an acceptable level of safety is being
maintained. The minimum equipment list may not deviate from requirements of the flight
manual limitations section, emergency procedures or other airworthiness requirements of the
State of Registry or of the State of the Operator unless the appropriate airworthiness authority
or the flight manual provides otherwise.
Systems or equipment accepted as inoperative for a flight should be placarded where
appropriate and all such items should be noted in the aircraft technical log to inform the flight
crew and maintenance personnel of the inoperative system or equipment.
For a particular system or item of equipment to be accepted as inoperative, it may be
necessary to establish a maintenance procedure, for completion prior to flight, to deactivate or
isolate the system or equipment. It may similarly be necessary to prepare an appropriate flight
crew operating procedure.
The responsibilities of the pilot-in-command in accepting an aeroplane for operation with
deficiencies in accordance with a minimum equipment list are specified earlier.
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Chapter 6.
Aeroplane Communication and Navigation Equipment
Communication equipment
An aeroplane has to be fitted with radio communication equipment capable of:
¾
¾
¾
Conducting two-way communication for aerodrome control purposes
Receiving meteorological information at any time during flight, and
Conducting two-way communication at any time during flight with at least one
aeronautical station and with such other aeronautical stations and on such
frequencies as may be prescribed by the appropriate authority.
The equipment must be able to transmit/receive on the aeronautical emergency frequency
121.5 MHz.
Navigation equipment
An aeroplane is fitted with navigation equipment which will enable it to proceed:
¾
¾
¾
In accordance with its operational flight plan
In accordance with prescribed RNP types, and
In accordance with the requirements of air traffic services
except when navigation for flights under visual flight rules are flown by visual reference to
landmarks.
For flights where, based on Regional Air Navigation Agreement, minimum navigation
performance specifications (MNPS) are flown, an aeroplane is fitted with navigation
equipment which:
¾
¾
Continuously provides indications of adherence to or departure from track to
the required degree of accuracy at any point along that track, and
Has been authorized by the State of the Operator for MNPS operations
concerned.
The prescribed minimum navigation performance specifications and the procedures
governing their application are published in Regional Supplementary Procedures (Doc 7030).
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For flights where, based on Regional Air Navigation Agreement, a vertical separation
minimum (VSM) of 300 m (1000 ft) is applied above FL 290. an aeroplane:
¾
Is provided with equipment which is capable of:
¾
¾
¾
¾
¾
Indicating to the flight crew the flight level being flown
Automatically maintaining a selected flight level
Providing an alert to the flight crew when a deviation occurs from the
selected flight level. The threshold for the alert shall not exceed ± 90
m (300 if), and
Automatically reporting pressure-altitude
Is authorized by the State of the operator for operation in the airspace
concerned.
Redundancy
The aeroplane is provided with navigation equipment to ensure that, in the event of the failure
of one item of equipment at any stage of the flight, the remaining equipment will enable the
aeroplane to navigate in accordance with the above rules.
Guidance material relating to aircraft equipment necessary for flight in airspace where a 300m
(1000 if) VSM is applied above FL 290 is contained in the Manual on Implementation of a
(1000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive (Doc 9574)
On flights where it is intended to land in instrument meteorological conditions an aeroplane is
provided with radio equipment capable of receiving signals providing guidance to a point from
which a visual landing can be made. This equipment is capable of providing guidance at
every aerodrome at which it is intended to land in instrument meteorological conditions and at
any designated alternate aerodromes.
Installation
The equipment installation is such that the failure of any single unit required for either
communications or navigation purposes or both does not result in the failure of another unit
required for communications or navigation purposes.
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Chapter 7.
Aeroplane Maintenance
Definition
When the term “aeroplane” is used it includes; powerplants, propellers, components,
accessories, instruments, equipment and apparatus including emergency equipment.
Operator’s maintenance responsibilities
Operators ensure that, in accordance with procedures acceptable to the State of Registry:
¾
¾
¾
Each aeroplane they operate is maintained in an airworthy condition
The operational and emergency equipment necessary for an intended flight is
serviceable
The Certificate of Airworthiness of each aeroplane they operate remains
valid.
An operator cannot operate an aeroplane unless it is maintained and released to service by
an approved organization acceptable to the State of Registry. The person signing the
maintenance release has to be licensed in accordance with Annex 1.
An operator employs personnel to ensure that all maintenance is carried out in accordance
with the maintenance control manual. The maintenance of aeroplanes has to be carried out in
accordance with the maintenance programme.
Operator’s maintenance control manual
The operator provides, for maintenance and operational personnel concerned, a maintenance
control manual, acceptable to the State of Registry. The operator ensures that the
maintenance control manual is amended as necessary to keep the information contained up
to date.
Copies of all amendments to the operator’s maintenance control manual are given to
everyone who has been issued with a manual.
The operator provides the State of the Operator and the State of Registry with a copy of the
operators maintenance control manual, together with all amendments and/or revisions to it.
The manual incorporates any mandatory material required by the State of the Operator or the
State of Registry.
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Maintenance programme
The operator provides, for maintenance and operational personnel concerned, a maintenance
programme, approved by the State of Registry. The design and application of the operator’s
maintenance programme has to observe Human Factors principles.
Copies of all amendments to the maintenance programme are given to everyone who has
been given a maintenance programme.
Maintenance records
An operator ensures that the following records are kept for the periods mentioned below
¾
¾
¾
¾
¾
The total time in service (hours, calendar time and cycles, as appropriate) of
the aeroplane and all life limited components
The current status of compliance with all mandatory continuing airworthiness
information
Appropriate details of modifications and repairs to the aeroplane and its
major components
The time in service (hours, calendar time and cycles, as appropriate) since
last overhaul of the aeroplane or its components subject to a mandatory
overhaul life
The current aeroplane status of compliance with the maintenance
programme, and
The above records are kept for at least 90 days after the unit is permanently withdrawn from
service
¾
The detailed maintenance records to show that all requirements for signing of
a maintenance release have been met.
The record is kept for a minimum of one year after the maintenance release is signed
Where there is a temporary change of operator, the records are made available to the new
operator. In the event of any permanent change of operator, the records are transferred to the
new operator.
Continuing airworthiness information
The operator of an aeroplane over 5700 kg maximum certificated take-off mass monitors and
assesses maintenance and operational experience with respect to continuing airworthiness
and provide the information as prescribed by the State of Registry and reports through the
system specified in Annex 8, Part II, 4.2.5 and 4.2.8.
The operator of an aeroplane over 5700 kg maximum certificated take-off mass obtains and
assesses continuing airworthiness information and recommendations available from the
ATPL Operational Procedures
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organization responsible for the type design and shall implement resulting actions considered
necessary in accordance with a procedure acceptable to the State of Registry.
Modifications and repairs
All modifications and repairs must comply with airworthiness requirements acceptable to the
State of Registry. Procedures are established to ensure that the data supporting compliance
with the airworthiness requirements are retained.
Approved maintenance organization
Issue of approval
The issue of a maintenance organization approval by a State is dependent upon the applicant
demonstrating compliance with the requirements for such an organization.
The approval document contains:
¾
¾
¾
Organization’s name and location;
Date of issue and period of validity;
Terms of approval.
The validity of the approval depends on the organization remaining in compliance with the
requirements for an approved maintenance organization.
Maintenance organization’s procedures manual
The maintenance organization provides a procedures manual for maintenance personnel.
This manual must be kept up to date. Copies of all amendments to the procedures manual
are given to the relevant personnel.
Maintenance procedures and quality assurance system
The maintenance organization establishes procedures that ensure good maintenance
practices and compliance with all the relevant requirements. This is done by:
¾
¾
Establishing an independent quality assurance system, or
By providing a system of inspection to ensure that all maintenance is properly
performed.
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Facilities
The facilities and working environment have to be appropriate for the task to be performed.
The maintenance organization must have the necessary technical data, equipment, tools and
material to perform the work for which it is approved.
Storage facilities have to be provided for parts, equipment, tools and material. Storage
conditions must provide security and prevent deterioration of and damage to stored items.
Personnel
The maintenance organization nominates personnel whose responsibilities include ensuring
that the maintenance organization is in compliance with the requirements for issue of
approval for an approved maintenance organization. The maintenance organization also
employs the necessary personnel to plan, perform, supervise, inspect and release the work to
be performed.
The competence of maintenance personnel is established in accordance with a procedure
and to a level acceptable to the State granting the approval. The person signing a
maintenance release has to be qualified in accordance with Annex 1.
The maintenance organization ensures that all maintenance personnel receive initial and
continuation training appropriate to their assigned tasks and responsibilities. The training
programme established by the maintenance organization must include training in knowledge
and skills related to human performance, including co-ordination with other maintenance
personnel and flight crew.
Records
The maintenance organization retains detailed maintenance records to show that all
requirements for the signing of a maintenance release have been met. These records are
kept for as minimum of one year after the maintenance release has been signed.
Maintenance release
A maintenance release is completed and signed to certify that the maintenance work
performed has been completed satisfactorily and in accordance with the procedures
described in the maintenance organization’s procedures manual.
A maintenance release shall contain a certification including:
¾
¾
Basic details of the maintenance carried out
¾
When applicable, the identity of the approved maintenance organization, and
¾
Date such maintenance was completed
The identity of the person or persons signing the release.
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Chapter 8.
Aeroplane Flight Crew
Composition of the flight crew
The number and composition of the flight crew cannot be less than that specified in the
operations manual. This number is based on the number specified in the C of A.
Radio operator
The flight crew must include one member who holds a valid radio licence, issued or validated
by the State of Registry.
Flight engineer
When a flight engineer’s station is incorporated in the design of an aeroplane, the flight crew
must include at least one flight engineer assigned to that station. If the duties associated with
that station can be satisfactorily performed by another flight crew member, holding a flight
engineer licence, then a flight engineer need not be carried.
Flight navigator
The flight crew must include at least one member who holds a flight navigator licence where
the safe conduct of the flight cannot be adequately accomplished by the pilots from the pilot
station,
Flight crew member emergency duties
An operator assigns to all flight crew members the necessary duties they are to perform in an
emergency or in a situation requiring emergency evacuation. Annual training required is
contained in the operator’s training programme and includes:
¾
¾
Instruction in the use of all emergency and lifesaving equipment required to be
carried, and
Drills in the emergency evacuation of the aeroplane.
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Flight crew member training programmes
An operator establishes and maintains a ground and flight training programme, approved by
the State of the Operator, that ensures that flight crew members are adequately trained to
perform their assigned duties. Ground and flight training have to be provided. The training
consists of ground and flight training in the type(s) of aeroplane on which the flight crew
member serves, and shall include:
¾
¾
¾
Proper flight crew coordination and training in all types of emergency.
Training in human performance, and
Training in the transport of dangerous goods.
The training for each flight crew member ensures that all flight crew members know the
functions for which they are trained. The training programme is given on a recurrent basis, as
determined by the State of the Operator and includes an examination to determine
competence.
The requirement for recurrent flight training in a particular type of aeroplane is:
¾
The use of aeroplane synthetic flight trainers approved by that State for that
purpose, or
¾
The completion within the appropriate period of the proficiency check
required in that type of aeroplane.
Qualifications
Recent experience - pilot-in-command
A pilot cannot be used as pilot-in-command of an aeroplane unless, on the same type of
aeroplane within the preceding 90 days, that pilot has made at least three take-off and
landings.
Recent experience - co-pilot
A co-pilot cannot operate at the flight controls during take-off and landing unless:
¾
¾
On the same type of aeroplane within the preceding 90 days, that co-pilot has
operated the flight controls, as pilot-in-command or as co-pilot, during three takeoff and landings, or
Has otherwise demonstrated competence to act as co-pilot on a flight simulator
approved for the purpose.
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Pilot-in-command - route and airport qualification
An operator cannot use a pilot as pilot-in-command of an aeroplane on a route unless he
complies with the Standards below.
The pilot must demonstrate to the operator an adequate knowledge of:
¾
The route to be flown, and the aerodromes which are to be used. This shall
include knowledge of:
¾
¾
¾
¾
¾
¾
The terrain and minimum safe altitudes
The seasonal meteorological conditions
The meteorological, communication and air traffic facilities, services
and procedures
The search and rescue procedures
The navigational facilities and procedures, including any long-range
navigation procedures, associated with the route along which the
flight is to take place; and
Procedures applicable to flight paths over heavily populated areas and areas
of high air traffic density, obstructions, physical layout, lighting, approach aids
and arrival, departure, holding and instrument approach procedures, and
applicable operating minima.
Arrival, departure, holding and instrument approach procedures may be flown in an
appropriate training device which is adequate for this purpose.
A pilot-in-command must have made an actual approach into each aerodrome of landing on
the route, accompanied by a pilot who is qualified for the aerodrome, as a member of the
flight crew or as an observer on the flight deck, unless:
¾
¾
¾
¾
The approach to the aerodrome is not over difficult terrain and the instrument
approach procedures and aids available are similar to those with which the
pilot is familiar, and a margin to be approved by the State of the Operator is
added to the normal operating minima, or there is reasonable certainty that
approach and landing can be made in visual meteorological conditions, or
The descent from the initial approach altitude can be made by day in visual
meteorological conditions, or
The operator qualifies the pilot-in-command to land at the aerodrome
concerned by means of an adequate pictorial presentation, or
The aerodrome concerned is adjacent to another aerodrome at which the
pilot-in-command is currently qualified to land.
The operator maintains a record of the qualification of the pilot and of the way the qualification
was granted.
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An operator shall not continue to use a pilot as a pilot-in-command on a route unless, within
the preceding 12 months, he has made at least one trip between the terminal points of that
route as:
¾
¾
¾
A pilot member of the flight crew, or
As a check pilot, or
As an observer on the flight deck.
In the event that more than 12 months elapse the pilot must requalify in accordance with the
above rules.
Nomination as Commander
To upgrade to commander from co-pilot the command course must consist of the training
specified in the Operations Manual:
¾
¾
¾
¾
¾
¾
Training in a simulator and/or flying training
An operator proficiency check operating as commander
Commander’s responsibilities
Line training in command under supervision. A minimum of 10 sectors for pilots
already qualified on type.
Completion of a commander’s line check
Elements of CRM
Pilot proficiency checks
An operator ensures that a pilot’s competence is checked at regular intervals. This includes
compliance with IFR which must be demonstrated to a check pilot or an authority examiner.
These checks are carried out twice within any period of one year. Any two checks which are
similar and which occur within a period of four consecutive months do not satisfy this
requirement.
Flight crew equipment
A flight crew member who uses correcting lenses must have a spare set of the correcting
lenses readily available when flying.
Flight time, flight duty periods and rest periods
The State of the Operator establishes regulations specifying the limitations applicable to the
flight time and flight duty periods for flight crew members. These regulations make provision
for adequate rest periods and ensure that fatigue occurring either in a flight or successive
flights or accumulated over a period of time due to these and other tasks, does not endanger
the safety of a flight.
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Chapter 9.
Manuals, Logs and Records
Flight manual
The flight manual is updated by implementing changes made mandatory by the State of
Registry.
Journey log book
The aeroplane journey log book should contain the following items and the corresponding
roman numerals:
I.
Aeroplane nationality and registration.
II.
Date.
III.
Names of crewmembers.
IV.
Duty assignments of crewmembers.
V.
Place of departure.
VI.
Place of arrival
VII.
Time of departure.
VIII.
Time of arrival
IX.
Hours of flight.
X.
Nature of flight (private, aerial work scheduled or non-scheduled).
XI.
Incidents, observations, if any.
XII.
Signature of person in charge.
Entries in the journey logbook should be made as soon as possible after the flight and in ink
or indelible pencil. The completed journey logbook should be retained to provide a continuous
record of the last six months’ operations.
Operations Manual
An operations manual contains the following:
Operations administration and supervision
Instructions outlining the responsibilities of operations personnel pertaining to
the conduct of flight operations
Checklist of emergency and safety equipment and instructions for its use.
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The minimum equipment list for the aeroplane types operated and specific
operations authorized, including any requirements relating to operations in
RNP airspace.
Safety precautions during refuelling with passengers on board.
Accident prevention and flight safety programme
Details of the accident prevention and flight safety programme including a
statement of safety policy and the responsibility of personnel.
Personnel training
Details of the flight crew training programme and requirements.
Details of the cabin attendant duties training programme.
Fatigue and flight time limitations
Rules limiting the flight time and flight duty periods and providing for
adequate rest periods for flight crewmembers and cabin attendants.
Flight operations
The flight crew for each type of operation including the designation of the
succession of command.
The in-flight and the emergency duties assigned to each crewmember.
Specific instructions for the computation of the quantities of fuel and oil to be
carried, having regard to all circumstances of the operation including the
possibility of the failure of one or more powerplants while en route.
The conditions under which oxygen shall be used and the amount of oxygen
carried.
Instructions for mass and balance control.
Instructions for the conduct and control of ground de/anti-icing operations.
The specifications for the operational flight plan.
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The normal, abnormal and emergency procedures to be used by the flight
crew, the checklists and aircraft systems information as required.
Standard operating procedures (SOP) for each phase of flight.
Instructions on the use of normal checklists and the timing of their use.
Emergency evacuation procedures.
Departure contingency procedures.
Instructions on the maintenance of altitude awareness and the use of
automated or flight crew altitude callout.
Instructions on the use of autopilots and auto-throttles in IMC.
Instructions on the clarification and acceptance of ATC clearances,
particularly where terrain clearance is involved.
Departure and approach briefings.
Route and destination familiarization.
Stabilized approach procedure.
Limitation on high rates of descent near the surface.
Conditions required to commence or to continue an instrument approach.
Instructions for the conduct of precision and non-precision instrument
approach procedures.
Allocation of flight crew duties and procedures for the management of crew
workload during night and IMC instrument approach and landing operations.
Instructions and training requirements for the avoidance of controlled flight
into terrain and policy for the use of the ground proximity warning system
(GPWS).
Information and instructions relating to the interception of civil aircraft
including:
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¾
¾
Procedures, as prescribed in Annex 2, for pilots-in-command
of intercepted aircraft, and
Visual signals for use by intercepting and intercepted aircraft,
as contained in Annex 2.
For aeroplanes intended to be operated above 15 000 m (49 000 ft):
¾
¾
Information which will enable the pilot to determine the best
course of action to take in the event of exposure to solar
cosmic radiation, and
Procedures in the event that a decision to descend is taken,
covering
¾
¾
The necessity of giving the appropriate ATS unit
prior warning of the situation and of obtaining a
provisional descent clearance, and
The action to be taken in the event that
communication with the ATS unit cannot be
established or is interrupted.
Aeroplane performance
Operating instructions and information on climb performance with all engines
operating is provided.
Route guides and charts
A route guide to ensure that the flight crew will have, for each flight,
information relating to communication facilities. navigation aids, aerodromes,
and such other information as the operator may deem necessary for the
proper conduct of flight operations.
Minimum flight altitudes
The method for determining minimum flight altitudes.
The minimum flight altitudes for each route to be flown.
Aerodrome operating minima
The methods for determining aerodrome operating minima.
Aerodrome operating minima for each of the aerodromes that are likely to be
used as aerodromes of intended landing or as alternate aerodromes.
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The increase of aerodrome operating minima in case of degradation of
approach or aerodrome facilities.
Search and rescue
The ground-air visual signal code for use by survivors, as contained in Annex
12.
Procedures, as prescribed in Annex 12 for pilots-in-command observing an
accident.
Dangerous goods
Information and instructions on the carriage of dangerous goods, including
action to be taken in the event of an emergency.
Navigation
A list of the navigational equipment to be carried including any requirements
relating to operations in RNP airspace.
Where relevant to the operations the long-range navigation procedures to be
used.
Communications
The circumstances in which a radio listening watch is to be maintained.
Security
Security instructions and guidance. The search procedure checklist.
Human Factors
Information on the operators’ training programme for the development of
knowledge and skills related to human performance.
Records of emergency and survival equipment carried
Where required the operator will give the following information to a Rescue Coordination
Centre:
¾
The number, colour and type of life rafts and pyrotechnics
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¾
¾
Details of emergency medical supplies, and water supplies and the type, and
Frequencies of the emergency portable radio equipment.
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Chapter 10.
Security
Security of the flight crew compartment
Where a flight compartment door is fitted to an aircraft it must be capable of being locked from
the inside only.
Aeroplane search procedure checklist
An operator ensures that there is an on board checklist of the procedures for searching for a
bomb in case of suspected sabotage. The checklist is supported by guidance on the course of
action to be taken if a bomb or suspicious object is found. Information is also given on the
least-risk bomb location specific to the aeroplane.
Training programmes
An operator establishes a training programme that enables crew members to act in the most
appropriate manner to minimize the consequences of acts of unlawful interference.
Reporting acts of unlawful interference
Following an act of unlawful interference the pilot-in-command shall submit, without delay, a
report of such an act to the designated local authority.
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PART 2.
JAR-OPS 1
Chapter 11.
General Requirements
Introduction
The following chapters refer to JAR-OPS 1. This document is written for Commercial Air
Transportation (Aeroplanes) and is split into two sections:
Section 1
Requirements
Section 2
Advisory Circulars Joint (ACJ)/ Acceptable Means of Compliance
(AMC)/ Interpretative and Explanatory Material (IEM)
JAR-OPS 1.035 - Quality System
a.
Operators are required to establish a Quality System and designate a Quality
Manager to monitor the procedures required thus ensuring safe operational practices
and airworthy aeroplanes.
b.
The Quality System must include a Quality Assurance Programme that contains
procedures designed to verify that operations are being conducted in accordance with
all applicable requirements, standards and procedures.
c.
The Quality System and the Quality Manager must be acceptable to the Authority.
d.
The Quality System must have a valid Quality Manual.
JAR-OPS 1.037 - Accident Prevention and Flight Safety Programme
a.
An operator must establish an accident prevention and flight safety programme which
may be integrated with the Quality System.
JAR-OPS 1.040 - Additional Crew Members
The operator ensures that crew members, who are not flight or cabin crew members, have
been trained for their assigned duties.
JAR-OPS 1.075 - Method of Carriage of Persons
a.
An operator must take all reasonable means to ensure that no person is carried in
any part of an aeroplane other than the passenger compartment unless temporary
access has been granted by the commander to any part of the aeroplane:
i.
For the safety of the aeroplane or of any person, animal or goods; or
ii.
Where cargo or stores are carried as long as the compartment is designed to
enable a person to have access while the aeroplane is in flight.
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JAR-OPS 1.085 - Crew Responsibilities
a.
b.
c.
d.
e.
A crew member is responsible for the proper execution of his duties that:
i.
Are related to the safety of the aeroplane and its occupants; and
ii.
Are specified in the instructions and procedures laid down in the Operations
Manual.
A crew member:
i.
Reports to the commander any incident that has endangered, or may have
endangered, safety; and
ii.
Makes use of the operator's incident reporting schemes. In all cases, a copy
of the report(s) is communicated to the commander.
A crew member must not perform duties on an aeroplane:
i.
While under the influence of any drug that may affect his faculties in a
manner contrary to safety;
ii.
Until a reasonable time period has elapsed after deep water diving;
iii.
Following blood donation except when a reasonable time period has elapsed;
iv.
If he is in any doubt of being able to accomplish his assigned duties; or
v.
If he knows or suspects that he is suffering from fatigue, or feels unfit to the
extent that the flight may be endangered.
A crew member shall not:
i.
Consume alcohol less than 8 hours prior to the specified reporting time for
flight duty or the commencement of standby;
ii.
Commence a flight duty period with a blood alcohol level in excess of 0·2
promille;
iii.
Consume alcohol during the flight duty period or whilst on standby.
The commander shall:
i.
Be responsible for the safe operation of the aeroplane and safety of its
occupants during flight time;
ii.
Have authority to give all commands he deems necessary for the purpose of
securing the safety of the aeroplane and of persons or property carried
therein;
iii.
Have authority to disembark any person, or any part of the cargo, which, in
his opinion, may represent a potential hazard to the safety of the aeroplane
or its occupants;
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iv.
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 occupants is likely to be endangered;
v.
Have the right to refuse transportation of inadmissible passengers, deportees
or persons in custody if their carriage poses any risk to the safety of the
aeroplane or its occupants;
vi.
Ensure that all passengers are briefed on the location of emergency exits and
the location and use of relevant safety and emergency equipment;
vii.
Ensure that all operational procedures and check lists are complied with in
accordance with the Operations Manual;
viii.
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;
ix.
Not permit:
(a)
A flight data recorder to be disabled, switched off or erased during
flight nor permit recorded data to be erased after flight in the event of
an accident or an incident subject to mandatory reporting;
(b)
A cockpit voice recorder to be disabled or switched off during flight
unless he believes that the recorded data, which otherwise would be
erased automatically, should be preserved for incident or accident
investigation nor permit recorded data to be manually erased during
or after flight in the event of an accident or an incident subject to
mandatory reporting;
x.
Decide whether or not to accept an aeroplane with unserviceabilities allowed
by the CDL or MEL; and
xi.
Ensure that the pre-flight inspection has been carried out.
f.
The commander or the pilot to whom conduct of the flight has been delegated
shall, in an emergency situation that requires immediate decision and action, take
any action he considers necessary under the circumstances. In such cases he
may deviate from rules, operational procedures and methods in the interest of
safety.
JAR-OPS 1.100 - Admission to Flight Deck
a.
An operator must ensure that no person, other than a flight crew member, is admitted
to, or carried on, the flight deck unless that person is:
i.
An operating crew member;
ii.
A representative of the Authority responsible for certification, licensing or
inspection; or
iii.
Permitted by the instructions contained in the Operations Manual.
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b.
c.
The commander ensures that:
ii.
In the interests of safety, admission to the flight deck does not interfere with
the flight's operation; and
iii.
All persons carried on the flight deck are made familiar with the relevant
safety procedures.
The final decision regarding the admission to the flight deck is the responsibility of the
commander.
JAR-OPS 1.110 - Portable Electronic Devices
The Operator ensures that Portable Electronic Devices that can affect the performance of
aircraft systems are not used.
JAR-OPS 1.115 - Alcohol and Drugs
The operator ensures that no person enters an aeroplane when under the influence of alcohol
or drugs where the safety of the aeroplane or its occupants is likely to be endangered.
JAR-OPS 1.120 - Endangering Safety
a.
An operator must take all reasonable measures to ensure that no person:
i.
Recklessly endanger an aeroplane or person;
ii.
Recklessly permits an aeroplane to endanger any person or property.
JAR-OPS 1.125 - Documents to be Carried
a.
b.
Operators ensure that the following documents are carried on each flight:
i.
Certificate of Registration;
ii.
Certificate of Airworthiness;
iii.
Noise Certificate (if applicable);
iv.
Air Operator Certificate;
v.
Aircraft Radio Licence; and
vi.
Third party liability Insurance Certificate(s).
Flight crew members carry a valid flight crew licence with appropriate rating(s) on
each flight.
Appendix 1 to JAR-OPS 1.125
Where documents are stolen the operation is allowed to continue until the flight reaches a
place where replacement documentation can be provided.
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JAR-OPS 1.130 - Manuals to be Carried
a.
Operators ensure that the following are carried:
i.
The relevant sections of the Operations Manual that apply to crew duty;
ii.
The parts of the Operations Manual which are required for the conduct of a
flight; and
iii.
The current Aeroplane Flight Manual unless the Authority has accepted that
the Operations Manual contains relevant information for that aeroplane.
JAR-OPS 1.135 - Additional Information and Forms to be Carried
a.
b.
Additional information and forms that the Operator must ensure are carried:
i.
Operational Flight Plan
ii.
Aeroplane Technical Log
iii.
Details of the filed ATS flight plan;
iv.
Appropriate NOTAM/AIS briefing documentation;
v.
Appropriate meteorological information;
vi.
Mass and balance documentation;
vii.
Notification of special categories of passenger:
i. security personnel if not considered as crew
ii. handicapped persons
iii. inadmissible passengers
iv. deportees and persons in custody;
viii.
Notification of special loads including dangerous goods including written
information to the commander;
ix.
Current maps and charts and associated documents
x.
Any other documentation which may be required by the States concerned
with this flight, such as cargo manifest or passenger manifest; and
xi.
Forms to comply with the reporting requirements of the Authority and the
operator.
This extra information can be presented on a format other than paper.
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JAR-OPS 1.140 - Information Retained on the Ground
a.
b.
An operator ensures that:
i.
At least for the duration of each flight;
(a)
Information relevant to the flight and appropriate for the type of operation is
preserved on the ground; and
(b)
The information is retained until it has been duplicated; or, if this is
impracticable,
(c)
The same information is carried in a fireproof container in the
aeroplane.
The above information includes:
i.
A copy of the operational flight plan where appropriate;
ii.
Copies of the relevant part(s) of the aeroplane technical log;
iii.
Route specific NOTAM documentation;
iv.
Mass and balance documentation; and
v.
Special loads notification.
JAR-OPS 1.145 - Power to Inspect
The operator ensures that any person authorised by the Authority is permitted to board and fly
in any aeroplane operated in accordance with an AOC issued by that Authority. They may
enter and remain on the flight deck provided that the commander can refuse access to the
flight deck if, in his opinion, the safety of the aeroplane is compromised.
JAR-OPS 1.150 - Production of Documentation and Records
a.
b.
Operators shall:
i.
Give any person authorised by the Authority access to any documents and
records which are related to flight operations or maintenance; and
ii.
Produce all such documents and records, when requested to do so by the
Authority, within a reasonable period of time.
The commander of an aeroplane must, within a reasonable time of being requested
to do so by the Authority, produce the documentation required to be carried on board.
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JAR-OPS 1.155 - Preservation of Documentation
a.
An operator ensures that:
i.
Any original documentation is preserved for the required retention period
after he ceases to be the operator of the aeroplane; and
ii.
Where a crew member changes employer, he makes available Flight and
Duty Time Limitations and Rest Requirements to the new operator.
JAR-OPS 1.160 - Preservation, Production and use of Flight Recorder Recordings
a.
Preservation of recordings
i.
Following an accident, the operator preserves the original recorded data
relevant to the accident, for a period of 60 days unless otherwise directed
by the investigating authority.
ii.
Unless permission has been granted by the Authority, following an
incident that is subject to mandatory reporting, the operator preserves the
recorded data relevant to the incident, for a period of 60 days unless
otherwise directed by the authority.
iii.
When a flight data recorder is required to be carried aboard an aeroplane, the
operator of that aeroplane shall:
(a)
Save the recordings for the period of operating time as required
except that, for the purpose of testing and maintaining flight data
recorders, up to one hour of the oldest recorded material at the time
of testing may be erased; and
(b)
Keep a document which presents the information necessary to
retrieve and convert the stored data into engineering units.
b.
Production of recordings. The operator has to produce, within a reasonable time
after being requested to do so by the Authority, any recording made by a flight
recorder which is available or has been preserved.
c.
Use of recordings:
i.
Cockpit voice recorder recordings may not be used for purposes other than
accident investigation except with the consent of all crew members
concerned.
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ii.
The flight data recorder recordings may not be used for purposes other than
for the investigation of an accident or incident except when the records are:
(a)
Used by the operator for airworthiness or maintenance purposes
only; or
(b)
De-identified; or
(c)
Disclosed under secure procedures.
JAR-OPS 1.165 - Leasing
a.
Terminology
Terms used in this paragraph have the following meaning:
Dry lease
Is when the aeroplane is operated under the AOC of the lessee.
Wet lease
Is when the aeroplane is operated under the AOC of the lessor.
JAA operator An operator certificated under JAR-OPS Part 1 by one of the JAA
Member States.
b.
c.
Leasing of aeroplanes between JAA operators
i.
Wet lease-out.
A JAA operator providing an aeroplane and complete
crew to another JAA operator remains the operator of the aeroplane.
ii.
All leases except wet lease-out
(a)
A JAA operator utilising an aeroplane from, or providing it to, another
JAA operator, must obtain prior approval for the operation from his
respective Authority. Any conditions which are part of this approval
must be included in the lease agreement.
(b)
Lease agreements where an aeroplane and complete crew are
involved and no transfer of functions and responsibilities is intended,
are to be regarded as variations of the AOC under which the flights
will be operated.
Leasing of aeroplanes between a JAA operator and any entity other than a JAA
operator
i.
Dry lease-in
(a)
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Dry lease-in from a non-JAA operator is not allowed unless it is
approved by the authority.
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ii.
iii.
Wet lease-in
(a)
Wet lease-in of an aeroplane from a non-JAA operator is not allowed
without the approval of the Authority.
(b)
A JAA operator ensures that, with aeroplanes that are wet leased-in:
i)
The safety standards of the lessor with respect to
maintenance and operation are equivalent to JARs;
ii)
The lessor is an operator holding an AOC issued by an ICAO
Contracting State
iii)
The aeroplane has a Certificate of Airworthiness issued in
accordance with ICAO Annex 8. Certificates of Airworthiness
issued by a JAA Member State other than the State
responsible for issuing the AOC, will be accepted when
issued in accordance with JAR-21; and
iv)
Any JAA requirement made applicable by the lessee's
Authority is complied with.
Dry lease-out
(a)
A JAA operator may dry lease-out an aeroplane to any operator of an
ICAO Contracting State provided that the following conditions are
met:
i)
The Authority has exempted the JAA operator from the
relevant provisions of JAR-OPS Part 1 and, the foreign
regulatory authority has accepted responsibility in writing for
surveillance of the maintenance and operation of the
aeroplane(s), has removed the aeroplane from its AOC; and
ii)
The aeroplane is maintained according to an approved
maintenance programme.
Wet lease-out.
iv
(a)
A JAA operator providing an aeroplane and complete crew to another
operator remains the operator of the aeroplane.
d.
Leasing of aeroplanes at short notice.
Where a JAA operator needs a
replacement aeroplane urgently, the approvals required may be deemed to have been given,
provided that:
i
The lessor is an operator holding an AOC issued by an ICAO Contracting
State
ii.
The lease-in period does not exceed 5 consecutive days; and
iii.
The Authority is immediately notified of the use of this provision.
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Retention of Records
The following is a summary of the documentation that has to be kept in an acceptable format.
It also includes the time that the document must be kept for.
Information Used for the Preparation and Execution of a Flight
Record
Time
Operational flight plan
3 months
Aeroplane technical log
24 months after the last date of entry
Route specific NOTAMS/AIS briefing
documentation if edited by the
operator
3 months
Mass and Balance Documentation
3 months
Notification of special loads including
dangerous goods
3 months
Reports
Record
Time
Journey log
3 months
Flight reports recording details of an
occurrence (JAR OPS 1.420) or any
event the commander deems
necessary to report
3 months
Reports on exceeding duty time, to
include reducing rest periods
3 months
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Flight Crew Records
Record
Time
Flight duty and rest time
15 months
Licence
As long as the flight crew member is
exercising the privileges of the licence
for the operator
Conversion training and checking
3 years
Command course
3 years
Recurrent training and checking
3 years
Training and checking to operate in
either pilot’s seat
3 years
Recent experience
15 months
Route and aerodrome competence
3 years
Training and qualifications for
specific operations when required by
JAR OPS (ETOPS, CAT II/III etc)
3 years
Dangerous goods training
3 years
Other Records
Record
Time
Records on cosmic
radiation dosage
and
solar
Quality System
Dangerous
Document
Checklist)
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Until 12 months after the crew
member has left the employ of the
operator
5 years
Goods
and
(Transport
Acceptance
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3 months after completion of the flight
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Chapter 12.
Operator Certification and Supervision Requirements
JAR-OPS 1.175 - General Rules for Air Operator Certification
a.
An operator cannot operate an aeroplane for the purpose of commercial air
transportation except in accordance with the terms and conditions of an Air Operator
Certificate (AOC).
b.
An applicant for an AOC must allow the Authority to examine all safety aspects of the
proposed operation.
c.
An applicant for an AOC must:
i.
Not hold an AOC issued by another Authority unless specifically approved by
the Authorities concerned;
ii.
Have his principal place of business located in the State responsible for
issuing the AOC.
iii.
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.
d.
With the mutual agreement of the Authority issuing the AOC and another Authority,
aeroplanes registered on the national register of the second-named Authority may be
operated.
e.
The operator must allow the Authority access to his organisation and to ensure
compliance with JAR-OPS.
f.
An AOC will be varied, suspended or revoked if the Authority is no longer satisfied
that the operator can maintain safe operations.
g.
The operator must have:
1. A management organisation capable of exercising operational control and
supervision over any flight operated under the terms of its AOC.
2. Nominated an accountable manager, acceptable to the Authority, who has
corporate authority for ensuring that all operations and maintenance activities can
be financed and carried out to the standard required by the Authority.
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3. Nominated post holders, acceptable to the Authority, who are responsible for:
i.
Flight operations;
ii.
The maintenance system;
iii. Crew training; and
iv. Ground operations.
4. A person may hold more than one nominated post when this is acceptable to the
authority. Where 21 or more staff are employed then 2 people must be employed
to cover the 4 posts.
5. Ensured that every flight is conducted in accordance with the provisions of the
Operations Manual.
6. Arranged appropriate ground handling facilities to ensure the safe handling of its
flights.
7. Ensure that its aeroplanes are equipped and its crews are qualified, as required
for the area and type of operation.
8. Complied with the maintenance requirements, in accordance with Subpart M, for
all aeroplanes operated under the terms of its AOC.
9. Provided the Authority with a copy of the Operations Manual and all amendments
or revisions to it.
10. Maintained operational support facilities at the main operating base, appropriate
for the area and type of operation.
Contents of the AOC
The AOC contains the following information:
1. The name and location of the operator
2. The date of issue and the validity period
3. A description of the type of operations authorised
4. The types of aeroplane authorised for use
5. The registrations of all authorised aeroplanes
6. The authorised areas of operation
7. Any special limitations
8. Special authorisations such as:
i.
CAT II or CAT III operations with approved minima
ii.
MNPS
iii. ETOPS
iv. RNAV
v.
RVSM
vi. Carriage of dangerous goods
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JAR-OPS 1.180 - Issue, Variation and Continued Validity of an AOC
a.
An operator will not be granted an AOC unless:
i.
Aeroplanes operated have a Certificate of Airworthiness issued in
accordance with ICAO Annex 8 by a JAA Member State. Certificates of
Airworthiness issued by a JAA Member State other than the State
responsible for issuing the AOC, will be accepted without further showing
when issued in accordance with JAR-21;
ii.
The maintenance system has been approved, and
iii.
The Authority is satisfied that the Operator has the ability to:
(a)
Establish and maintain an adequate organisation;
(b)
Establish and maintain a quality system in accordance with JAROPS;
(c)
Comply with required training programmes;
(d)
Comply with maintenance requirements, consistent with the nature
and extent of the operations specified
b.
The operator must notify the Authority as soon as practicable of any changes to the
information submitted.
c.
If the Authority is not satisfied that the requirements have been met, they may require
the conduct of one or more demonstration flights, operated as if they were
commercial air transport flights.
JAR-OPS 1.195 - Operational Control and Supervision
The operator is responsible for operational control and establishing and maintaining a method
of supervision of flight operations approved by the Authority.
JAR-OPS 1.200 - Operations Manual
The operator provides an Operations Manual for the use and guidance of operations
personnel.
JAR-OPS 1.205 - Competence of Operations Personnel
The operator ensures that all personnel are properly instructed, have demonstrated their
abilities in their particular duties and are aware of their responsibilities and the relationship of
such duties to the operation as a whole.
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JAR-OPS 1.210 - Establishment of Procedures
a.
b.
An operator establishes:
i.
Procedures and instructions, for each aeroplane type, containing ground staff
and crew members' duties both on the ground and in flight.
ii.
Establishes a check-list system to be used by crew members for all phases of
operation of the aeroplane under normal, abnormal and emergency
conditions as applicable, to ensure that the operating procedures in the
Operations Manual are followed.
The operator cannot make a crew member perform any activity during critical phases
of the flight other than those required for the safe operation of the aeroplane. The
critical phases of flight are:
¾
¾
Take-off run
¾
Take-off flight path
¾
Landing including the landing roll
¾
Final approach
Any other phase at the discretion of the commander
The critical phases of flight are deemed as:
¾
¾
Take-off run
¾
Take-off flight path
¾
Landing and landing roll
¾
Final approach
Other phases of flight at the discretion of the commander
JAR-OPS 1.215 - Use of Air Traffic Services
The operator is to ensure that Air Traffic Services are used for all flights whenever available.
JAR-OPS 1.230 - Instrument Departure and Approach Procedures
a.
The operator ensures that instrument departure and approach procedures
established by the State in which the aerodrome is located are used.
b.
A commander may accept an ATC clearance to deviate from a published departure or
arrival route, provided obstacle clearance criteria are observed and full account is
taken of the operating conditions. The final approach must be flown visually or in
accordance with the established instrument approach procedure.
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c.
Different procedures to those required to be used may only be implemented by an
operator provided they have been approved by the State in which the aerodrome is
located, if required, and accepted by the Authority.
JAR-OPS 1.260 - Persons With Reduced Mobility (PRMs)
PRMs are not to be allocated or occupy seats where their presence could:
¾
¾
¾
Impede the crew in their duties
Obstruct access to emergency equipment
Impede the emergency evacuation of the aeroplane
The commander must always be notified when PRMs are on board.
JAR-OPS 1.265 - Carriage of Inadmissible Passengers, Deportees or Persons in
Custody
An operator establishes procedures for the transportation of inadmissible passengers,
deportees or persons in custody to ensure the safety of the aeroplane and its occupants. The
commander must be notified when the above-mentioned persons are to be carried on board.
JAR-OPS 1.270 - Stowage of Baggage and Cargo
a.
The operator establishes procedures to ensure that:
i.
The hand baggage taken into the passenger cabin can be adequately and
securely stowed.
ii.
All baggage and cargo on board, which might cause injury or damage, or
obstruct aisles and exits if displaced, is placed in stowages designed to
prevent movement.
JAR-OPS 1.280 - Passenger Seating
The operator establishes procedures to ensure that passengers are seated where, if an
emergency evacuation is required, they may best assist and not hinder evacuation from the
aeroplane.
JAR-OPS 1.280 - Passenger Briefing
Passengers are given a verbal briefing about safety matters. An audio/visual presentation
may be used to give the briefing. In addition, a safety briefing card on which picture type
instructions indicate the operation of emergency equipment and exits likely to be used by
passengers.
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Before Take-Off
¾
¾
¾
Passengers are briefed on the following information:
Smoking regulations
Back of the seat in the upright position and tray table stowed
¾
Location of emergency exits
¾
Stowage of hand baggage
¾
Location and use of floor markings
¾
Restrictions on the use of portable electronic devices
The location and contents of the safety card
A demonstration of the following is given:
¾
¾
¾
The use of safety belts/harnesses
The location and use of oxygen equipment
The location and use of life jackets
After Take-Off Passengers are reminded of the following:
¾
¾
Smoking regulations
Use of safety belts/harnesses
Before Landing
¾
¾
Passengers are reminded of:
Smoking regulations
¾
Use of safety belts/harnesses
¾
Re-stowage of hand baggage
¾
Back of the seat in the upright position and tray table stowed
Restrictions on the use of portable electronic devices
After Landing Passengers are reminded of:
¾
¾
Smoking regulations
Use of safety belts/harnesses
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JAR-OPS 1.320 - Seats, Safety Belts and Harnesses
Crewmembers
Each crewmember has to be properly secured by all safety belts and harnesses:
¾
¾
¾
During take-off and landing
During taxying
When deemed necessary by the commander in the interests of safety
In other phases of flight each flight crewmember shall keep the safety belt fastened
whilst at their station.
Passengers
The commander ensures that each passenger occupies a seat with the safety belt or
harness fastened:
¾
¾
¾
During take-off and landing
During taxying
When deemed necessary by the commander in the interests of safety
Multiple occupancy of seats is not allowed. Except in the case of adult and infant
where a loop belt is used to secure the infant.
IEM-OPS 1.280 - Passenger Seating
The following are people who should not be allocated seats which permit direct access to
emergency exits:
¾
¾
¾
¾
People suffering from obvious physical or mental handicap to the extent that they
would have difficulty in moving quickly if asked to do so
Blind or substantially deaf persons to the extent that they may not be able to
readily assimilate printed or verbal instructions
Passengers who because of age or sickness are too frail to move quickly
¾
Obese passengers who have difficulty in moving quickly
¾
Deportees or prisoners in custody
¾
Children and infants
Passengers with animals
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JAR-OPS 1.325 - Securing of Passenger Cabin and Galley(s)
a.
An operator establishes procedures to ensure that before taxying, take-off and
landing all exits and escape paths are unobstructed.
b.
The commander ensures that before take-off and landing, and whenever deemed
necessary in the interest of safety, all equipment and baggage is properly secured.
JAR-OPS 1.335 - Smoking on Board
The commander ensures that no person smokes:
¾
¾
¾
¾
¾
Whenever deemed necessary in the interests of safety
While the aircraft is on the ground unless specifically permitted in accordance
with procedures defined in the Operations Manual
Outside designated smoking areas, in the aisle(s) and in the toilet(s)
In cargo compartments and/or other areas where cargo is 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
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Chapter 13.
All Weather Operations Requirements – Low Visibility Operations
JAR-OPS 1.430 - Aerodrome Operating Minima – General
a.
The operator establishes, for each aerodrome to be used, aerodrome operating
minima that are not lower than the values given later in the chapter. The method of
calculation of the minima must be acceptable to the Authority. The minima cannot be
lower than any that are established for an aerodrome by the State in which the
aerodrome is located, except when specifically approved by that State.
This does not prohibit in-flight calculation of minima for a non-planned alternate
aerodrome if carried out in accordance with an accepted method.
b.
In establishing aerodrome operating minima the operator must take full account of:
i.
The type, performance and handling characteristics of the aeroplane;
ii.
The composition of the flight crew, their competence and experience;
iii.
The dimensions and characteristics of the runways which may be selected for
use;
iv.
The adequacy and performance of the available visual and non-visual ground
aids;
v.
The equipment available on the aeroplane for the purpose of navigation
and/or control of the flight path, as appropriate, during:
a.
The take-off
b.
The approach
c.
The flare
d.
The landing roll-out and
e.
The missed approach;
vi.
The obstacles in the approach, missed approach and the climb-out areas
required for the execution of contingency procedures and necessary
clearance;
vii.
The obstacle clearance altitude/height for the instrument approach
procedures; and
viii.
The means to determine and report meteorological conditions.
The aeroplane categories referred to are given later in this chapter.
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Appendix 1 to JAR-OPS 1.430 - Aerodrome Operating Minima
a.
Take-off Minima
i.
ii.
General
(a)
Take-off minima established by the operator must be expressed as
visibility or RVR limits, taking into account all relevant factors for
each aerodrome planned to be used and the aeroplane
characteristics. Where there is a specific need to see and avoid
obstacles on departure and/or for a forced landing, additional
conditions (e.g. ceiling) must be specified.
(b)
The commander cannot commence take-off unless the weather
conditions at the aerodrome of departure are equal to or better than
applicable minima for landing at that aerodrome unless a suitable
take-off alternate aerodrome is available.
(c)
When the reported meteorological visibility is below that required for
take-off and RVR is not reported, a take-off may only be commenced
if the commander can determine that the RVR/visibility along the
take-off runway is equal to or better than the required minimum.
(d)
When no reported meteorological visibility or RVR is available, a
take-off may only be commenced if the commander can determine
that the RVR/visibility along the take-off runway is equal to or better
than the required minimum.
Visual reference. The take-off minima must be selected to ensure sufficient
guidance to control the aeroplane in the event of both:
(a)
A discontinued take-off in adverse circumstances and
(b)
A continued take-off after failure of the critical power unit.
iii.
Required RVR/Visibility
(a)
For multi-engined aeroplanes, whose performance is such that, in the event
of a critical power unit failure at any point during take-off, the aeroplane can
either stop or continue the take-off to a height of 1500 ft above the
aerodrome while clearing obstacles by the required margins, the take-off
minima established by an operator must be expressed as RVR/Visibility
values not lower than those given in Table 1 below except as provided in
paragraph (iv) below:
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RVR/Visibility For Take-Off
Facilities
RVR/Visibility (Note 3)
Nil (Day only)
500 m
Runway edge lighting and/or
centreline marking
250/300 m
(Notes 1 and 2)
Runway edge and centreline
lighting
200/250 m
Runway edge and centreline
lighting and multiple RVR
information
150/200 m
(Note 1)
(Notes 1 and 4)
Table 1 – RVR/Visibility for Take-Off
Note 1 The higher values apply to Category D aeroplanes.
Note 2 For night operations at least runway edge and runway end lights are
required.
Note 3 The reported RVR/Visibility value representative of the initial part of
the take-off run can be replaced by pilot assessment.
Note 4 The required RVR value must be achieved for all of the relevant RVR
reporting points with the exception given in Note 3 above.
(b)
ATPL Operational Procedures
For multi-engined aeroplanes whose performance is such that they
cannot comply with the performance conditions in sub-paragraph
a.(iii)(a) above in the event of a critical power unit failure, there may
be a need to re-land immediately and to see and avoid obstacles in
the take-off area. Such aeroplanes may be operated to the following
take-off minima provided they are able to comply with the applicable
obstacle clearance criteria, assuming engine failure at the height
specified. The take-off minima established by an operator must be
based upon the height from which the one engine inoperative net
take-off flight path can be constructed. The RVR minima used may
not be lower than either of the values given in Table 1 above or Table
2 below.
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Take-off RVR/Visibility - flight path
Assumed engine failure
height above the take-off
runway
RVR/Visibility
< 50 ft
200 m
51 - 100 ft
300 m
101 - 150 ft
400 m
151 - 200 ft
500 m
201 - 300 ft
1000 m
> 300 ft
1500 m (Note 1)
(Note 2)
Table 2 - Assumed engine failure height above the runway
versus RVR/Visibility
Note 1 1500 m is also applicable if no positive take-off flight path can
be constructed.
Note 2 The reported RVR/Visibility value representative of the initial
part of the take-off run can be replaced by pilot assessment.
(c)
iv.
When reported RVR, or meteorological visibility is not available, the
commander shall not commence take-off unless he can determine
that the actual conditions satisfy the applicable take-off minima.
Exceptions to sub-paragraph (a)(iii)(a) above:
(a)
(b)
ATPL Operational Procedures
Subject to the approval of the Authority, and provided the
requirements in paragraphs i) to v) below have been satisfied, an
operator may reduce the take-off minima to 125 m RVR (Category A,
B and C aeroplanes) or 150 m RVR (Category D aeroplanes) when:
i)
Low Visibility Procedures are in force;
ii)
High intensity runway centreline lights spaced 15 m or less
and high intensity edge lights spaced 60 m or less are in
operation;
iii)
Flight crew members have satisfactorily completed training in
a simulator approved for this procedure;
iv)
A 90 m visual segment is available from the cockpit at the
start of the take-off run; and
v)
The required RVR value has been achieved for all of the
relevant RVR reporting points.
Subject to the approval of the Authority, an operator of an aeroplane
using an approved lateral guidance system for take-off may reduce
the take-off minima to an RVR less than 125 m (Category A, B and C
aeroplanes) or 150 m (Category D aeroplanes) but not lower than 75
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m provided runway protection and facilities equivalent to Category III
landing operations are available.
b.
Non-Precision approach
i.
System minima
(a)
An operator must ensure that system minima for non-precision
approach procedures, which are based upon the use of ILS without
glidepath (LLZ only), VOR, NDB, SRA and VDF are not lower than
the MDH values given in Table 3 below.
System minima
Facility
Lowest MDH
ILS (no glide path - LLZ)
250 ft
SRA (terminating at ½ NM)
250 ft
SRA (terminating at 1 NM)
300 ft
SRA (terminating at 2 NM)
350 ft
VOR
300 ft
VOR/DME
250 ft
NDB
300 ft
VDF (QDM and QGH)
300 ft
Table 3 - System minima for non-precision approach aids
ii.
Minimum Descent Height
An operator must ensure that the minimum
descent height for a non-precision approach is not lower than either:
(a)
The OCH/OCL for the category of aeroplane; or
(b)
The system minimum.
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iii.
iv.
Visual Reference
A pilot may not continue an approach below
MDA/MDH unless at least one of the following visual references for the
intended runway is distinctly visible and identifiable to the pilot:
(a)
Elements of the approach light system;
(b)
The threshold;
(c)
The threshold markings;
(d)
The threshold lights;
(e)
The threshold identification lights;
(f)
The visual glide slope indicator;
(g)
The touchdown zone or touchdown zone markings;
(h)
The touchdown zone lights;
(i)
Runway edge lights; or
(j)
Other visual references accepted by the Authority.
Required RVR. The lowest minima to be used by an operator for nonprecision approaches are:
Non-precision approach minima
Full facilities (Notes (1), (5), (6) and (7)
MDH
RVR/Aeroplane Category
A
B
C
D
250-299 ft
800 m
800 m
800 m
1200 m
300-449 ft
900 m
1000 m
1000 m
1400 m
450-649 ft
1000 m
1200 m
1200 m
1600 m
650 ft and above
1200 m
1400 m
1400 m
1800 m
Table 4a - RVR for non-precision approach - full facilities
Non-precision approach minima
Intermediate Facilities (Notes (2), (5), (6) and (7)
MDH
RVR/Aeroplane Category
A
B
C
D
250-299 ft
1000 m
1100 m
1200 m
1400 m
300-449 ft
1200 m
1300 m
1400 m
1600 m
450-649 ft
1400 m
1500 m
1600 m
1800 m
650 ft and above
1500 m
1500 m
1800 m
2000 m
Table 4b - RVR for non-precision approach - intermediate facilities
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Non-precision approach minima
Basic Facilities (Notes (3), (5), (6) and (7)
MDH
RVR/Aeroplane Category
A
B
C
D
250-299 ft
1200 m
1300 m
1400 m
1600 m
300-449 ft
1300 m
1400 m
1600 m
1800 m
450-649 ft
1500 m
1500 m
1800 m
2000 m
650 ft and above
1500 m
1500 m
2000 m
2000 m
Table 4c - RVR for non-precision approach - basic facilities
Non-precision approach minima
Nil Approach Light Facilities (Notes (4), (5), (6) and (7)
MDH
RVR/Aeroplane Category
A
B
C
D
250-299 ft
1500 m
1500 m
1600 m
1800 m
300-449 ft
1500 m
1500 m
1800 m
2000 m
450-649 ft
1500 m
1500 m
2000 m
2000 m
650 ft and above
1500 m
1500 m
2000 m
2000 m
Table 4d - RVR for non-precision approach - Nil approach light facilities
Note 1 Full facilities comprise runway markings, 720 m or more of HI/MI approach
lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.
Note 2 Intermediate facilities comprise runway markings, 420-719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end lights.
Lights must be on.
Note 3 Basic facilities comprise runway markings, <420 m of HI/MI approach lights,
any length of LI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.
Note 4 Nil approach light facilities comprise runway markings, runway edge lights,
threshold lights, runway end lights or no lights at all.
Note 5 The tables are only applicable to conventional approaches with a nominal
descent slope of not greater than 4. Greater descent slopes will usually
require that visual glide slope guidance (e.g. PAPI) is also visible at the
Minimum Descent Height.
Note 6 The above figures are either reported RVR or meteorological visibility
converted to RVR as in sub-paragraph (h) below.
Note 7 The MDH mentioned in Table 4a, 4b, 4c and 4d refers to the initial calculation
of MDH. When selecting the associated RVR, there is no need to take
account of a rounding up to the nearest ten feet, which may be done for
operational purposes, e.g. conversion to MDA.
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v.
c.
Night operations. For night operations at least runway edge, threshold and
runway end lights must be on.
Precision approach - Category I operations
i.
General
A Category I operation is a precision instrument approach
and landing using ILS, MLS or PAR with a decision height not lower than 200
ft and with a runway visual range not less than 550 m.
ii.
Decision Height
An operator must ensure that the decision height to
be used for a Category I precision approach is not lower than:
iii.
(a)
The minimum decision height specified in the Aeroplane Flight
Manual (AFM) if stated;
(b)
The minimum height to which the precision approach aid can be
used without the required visual reference;
(c)
The OCH/OCL for the category of aeroplane; or
(d)
200 ft.
Visual Reference
A pilot may not continue an approach below the
Category I decision height, determined in accordance with sub-paragraph
c.(ii) above, unless at least one of the following visual references for the
intended runway is distinctly visible and identifiable to the pilot:
(a)
Elements of the approach light system;
(b)
The threshold;
(c)
The threshold markings;
(d)
The threshold lights;
(e)
The threshold identification lights;
(f)
The visual glide slope indicator;
(g)
The touchdown zone or touchdown zone markings;
(h)
The touchdown zone lights; or
(i)
Runway edge lights.
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iv.
Required RVR The lowest minima to be used by an operator for Category I
operations are:
Category I minima
Decision Height
Facilities/RVR
(Note 7)
Full
Inter
Basic
Nil
(Notes 1 & 6)
(Notes 1 & 6)
(Notes 1 & 6)
(Notes 1 & 6)
200 ft
550 m
700 m
800 m
1000 m
201 to 250 ft
600 m
700 m
800 m
1000 m
251 to 300 ft
650 m
800 m
900 m
1200 m
301 ft and above
800 m
900 m
1000 m
1200 m
Table 5 - RVR for Cat I approach vs. facilities and DH
Note 1 Full facilities comprise runway markings, 720 m or more of HI/MI approach
lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.
Note 2 Intermediate facilities comprise runway markings, 420-719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end lights.
Lights must be on.
Note 3 Basic facilities comprise runway markings, <420 m of HI/MI approach lights,
any length of LI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.
Note 4 Nil approach light facilities comprise runway markings, runway edge lights,
threshold lights, runway end lights or no lights at all.
Note 5 The above figures are either the reported RVR or meteorological visibility
converted to RVR in accordance with paragraph h.
Note 6 The Table is applicable to conventional approaches with a glide slope angle
up to and including 4.
Note 7 The DH mentioned in the Table 5 refers to the initial calculation of DH. When
selecting the associated RVR, there is no need to take account of a rounding
up to the nearest ten feet, which may be done for operational purposes, (e.g.
conversion to DA).
v.
Single pilot operations
For single pilot operations, an operator must
calculate the minimum RVR for all approaches in accordance with JAR-OPS
1.430 and this Appendix. An RVR of less than 800 m is not permitted except
when using a suitable autopilot coupled to an ILS or MLS, in which case
normal minima apply. The Decision Height applied must not be less than:
1·25 x the minimum use height for the autopilot.
vi.
Night operations
For night operations at least runway edge, threshold
and runway end lights must be on.
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d.
Precision approach - Category II operations
i.
General
A Category II operation is a precision instrument approach
and landing using ILS or MLS with:
(a)
A decision height below 200 ft but not lower than 100 ft; and
(b)
A runway visual range of not less than 300 m.
Decision Height
An operator must ensure that the decision height for
a Category II operation is not lower than:
ii.
(a)
The minimum decision height specified in the AFM, if stated;
(b)
The minimum height to which the precision approach aid can be
used without the required visual reference;
(c)
The OCH/OCL for the category of aeroplane;
(d)
The decision height to which the flight crew is authorised to operate;
or
(e)
100 ft.
iii.
Visual reference
A pilot may not continue an approach below the
Category II decision height determined in accordance with sub-paragraph
d.ii above unless visual reference containing a segment of at least 3
consecutive lights being the centre line of the approach lights, or touchdown
zone lights, or runway centre line lights, or runway edge lights, or a
combination of these is attained and can be maintained. This visual reference
must include a lateral element of the ground pattern, i.e. an approach lighting
crossbar or the landing threshold or a barette of the touchdown zone lighting.
iv.
Required RVR
The lowest minima to be used by an operator for
Category II operations are:
Category II minima
Decision Height
Auto-Coupled to Below DH
(Note 1)
RVR/Aeroplane
RVR/Aeroplane
Category A, B and C
Category D
100 to 120 ft
300 m
300 m (Note 2)/350 m
121 to 140 ft
400 m
400 m
141 ft and above
450 m
450 m
Table 6 - RVR for Cat II approach vs DH
ATPL Operational Procedures
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Note 1 The reference to 'auto-coupled to below DH' in this table means continued
use of the automatic flight control system down to a height which is not
greater than 80% of the applicable DH. Thus airworthiness requirements
may, through minimum engagement height for the automatic flight control
system, affect the DH to be applied.
Note 2 300 m may be used for a Category D aeroplane conducting an autoland.
e.
Precision approach - Category III operations
i.
General
(a)
(b)
Category III operations are subdivided as follows:
Category III A operations
A precision instrument approach and
landing using ILS or MLS with:
i)
A decision height lower than 100 ft; and
ii)
A runway visual range not less than 200 m.
Category III B operations
A precision instrument approach and
landing using ILS or MLS with:
i)
A decision height lower than 50 ft, or no decision height; and
ii)
A runway visual range lower than 200 m but not less than 75
m.
Note Where the decision height (DH) and runway visual range
(RVR) do not fall within the same Category, the RVR will determine in
which Category the operation is to be considered.
ii
iii.
Decision Height
For operations in which a decision height is used, an
operator must ensure that the decision height is not lower than:
(a)
The minimum decision height specified in the AFM, if stated;
(b)
The minimum height to which the precision approach aid can be
used without the required visual reference; or
(c)
The decision height to which the flight crew is authorised to operate.
No Decision Height Operations
may only be conducted if:
Operations with no decision height
(a)
The operation with no decision height is authorised in the AFM;
(b)
The approach aid and the aerodrome facilities can support
operations with no decision height; and
(c)
The operator has an approval for CAT III operations with no decision
height.
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Note
iv.
v.
In the case of a CAT III runway it may be assumed that operations
with no decision height can be supported unless specifically
restricted as published in the AIP or NOTAM.
Visual reference
(a)
For Category IIIA operations, and for Category IIIB operations with
fail-passive flight control systems, a pilot may not continue an
approach below the decision height determined in accordance with
sub-paragraph e.ii above unless a visual reference containing a
segment of at least 3 consecutive lights being the centreline of the
approach lights, or touchdown zone lights, or runway centre line
lights, or runway edge lights, or a combination of these is attained
and can be maintained.
(b)
For Category IIIB operations with fail-operational flight control
systems using a decision height a pilot may not continue an
approach below the Decision Height, determined in accordance with
sub-paragraph e.ii above, unless a visual reference containing at
least one centreline light is attained and can be maintained.
(c)
For Category III operations with no decision height there is no
requirement for visual contact with the runway prior to touchdown.
Required RVR The lowest minima to be used by an operator for Category III
operations are:
Category III Minima
Approach
Category
Decision Height
Roll Out Control/
(Note 3)
Guidance
System
III A
Less than 100 ft
Not Required
RVR
200 m
(Note 1)
III B
Less than 100 ft
Fail Passive
150 m
(Notes 1 & 2)
III B
Less than 50 ft
Fail Passive
125 m
III B
Less than 50 ft or
no DH at all
Fail Operational
75 m
Table 7: RVR for Cat III approach vs. DH and roll-out control/guidance system.
Note 1 For fail-passive operations see IEM to Appendix 1 to JAR-OPS 1.430,
paragraph (e)(5). Crew actions in case of autopilot failure at or below
decision height in fail-passive Category III operations.
Note 2 For aeroplanes certificated in accordance with JAR-AWO 321(b)(3) or
equivalent.
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Note 3 Flight control system redundancy is determined under JAR-AWO by the
minimum certificated decision height
f.
Circling
i.
The lowest minima to be used by an operator for circling are:
Aeroplane Category
A
B
C
D
MDH
400 ft
500 ft
600 ft
700 ft
Minimum
Meteorological
Visibility
1500 m
1600 m
2400 m
3600 m
Table 8 - Visibility and MDH for circling vs. aeroplane category
ii.
Circling with prescribed tracks is an accepted procedure within the meaning
of this paragraph.
g.
Visual Approach
visual approach.
h.
An operator shall not use an RVR of less than 800 m for a
Conversion of Reported Meteorological Visibility to RVR
i.
An operator must ensure that a meteorological visibility to RVR conversion is
not used for calculating take-off minima, Category II or III minima or when a
reported RVR is available.
ii.
When converting meteorological visibility to RVR in all other circumstances
than those in sub-paragraph h.i above, an operator must ensure that the
following Table is used:
Lighting Elements in
Operation
RVR = Reported Met Visibility x
Day
Night
HI approach and runway
lighting
1.5
2.0
Any type of lighting
installation other than
above
1.0
1.5
No lighting
1.0
Not Applicable
Table 9 - Conversion of visibility to RVR
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Appendix 2 to JAR-OPS 1.430(c) - Aeroplane Categories - All Weather Operations
a.
Classification of aeroplanes The criteria taken into consideration for the
classification of aeroplanes by categories is the indicated airspeed at threshold (VAT) which is
equal to:
The stalling speed (VSO) multiplied by 1·3. or
VS1G multiplied by 1·23
in the landing configuration at the maximum certificated landing mass.
If both VSO and VS1G are available, the higher resulting VAT shall be used. The aeroplane
categories corresponding to VAT values are in the Table below:
Aeroplane Category
VAT
A
Less than 91 kt
B
From 91 to 120 kt
C
From 121 to 140 kt
D
From 141 to 165 kt
E
From 166 to 210 kt
The landing configuration which is to be taken into consideration shall be defined by the
operator or by the aeroplane manufacturer.
Permanent change of category (maximum landing mass)
b.
i.
An operator may impose a permanent, lower, landing mass, and use this mass for
determining the VAT if approved by the Authority.
ii.
The category defined for a given aeroplane shall be a permanent value and thus
independent of the changing conditions of day-to-day operations.
JAR-OPS 1.435 - Terminology
a.
Terms used in this Subpart and not defined in JAR-1 have the following meaning:
Circling
The visual phase of an instrument approach to bring an aircraft into
position for landing on a runway which is not suitably located for a straight-in
approach.
Low Visibility Procedures (LVP)
Procedures applied at an aerodrome for the
purpose of ensuring safe operations during Category II and III approaches and Low
Visibility Take-offs.
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Low Visibility Take-Off (LVTO) A take-off where the Runway Visual Range (RVR) is
less than 400 m.
Flight control system A system which includes an automatic landing system and/or
a hybrid landing system.
Fail-Passive flight control system
A flight control system is fail-passive if, in the
event of a failure, there is no significant out-of-trim condition or deviation of flight path
or attitude but the landing is not completed automatically. For a fail-passive automatic
flight control system the pilot assumes control of the aeroplane after a failure.
Fail-Operational flight control system A flight control system is fail-operational if, in
the event of a failure below alert height, the approach, flare and landing, can be
completed automatically. In the event of a failure, the automatic landing system will
operate as a fail-passive system.
Fail-operational hybrid landing system
A system which consists of a
primary fail-passive automatic landing system and a secondary independent
guidance system enabling the pilot to complete a landing manually after failure of the
primary system.
Note
A typical secondary independent guidance system consists of a monitored
head-up display providing guidance which normally takes the form of
command information but it may alternatively be situation (or deviation)
information.
Visual approach
An approach when either part or all of an instrument
approach procedure is not completed and the approach is executed with visual
reference to the terrain.
JAR-OPS 1.440 - Low Visibility Operations - General Operating Rules
a.
An operator shall not conduct Category II or III operations unless:
i.
Each aeroplane concerned is certificated for operations with decision heights
below 200 ft, or no decision height, and equipped in accordance with JARAWO or an equivalent accepted by the Authority;
ii.
A suitable system for recording approach and/or automatic landing success
and failure is established and maintained to monitor the overall safety of the
operation;
iii.
The operations are approved by the Authority;
iv.
The flight crew consists of at least 2 pilots; and
v.
Decision Height is determined by means of a radio altimeter.
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b.
An operator shall not conduct low visibility take-offs in less than 150 m RVR
(Category A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes) unless
approved by the Authority.
Appendix 1 to JAR-OPS 1.440 - Low Visibility Operations - General Operating Rules
a.
General
The following procedures apply to the introduction and approval of
low visibility operations.
b.
Airborne Systems Operational Demonstration
An operator must comply
with the following requirements in order to determine or validate the use and
effectiveness of the applicable:
¾
¾
Aircraft flight guidance systems
¾
Flight crew procedures
¾
¾
Training
Maintenance programme
Manuals for Category II/III operations
To establish approval:
¾
¾
¾
At least 30 approaches and landings must be accomplished using the Category
II/III systems installed in each aircraft type if the requested DH is 50 ft or higher
At least 100 approaches and landings must be accomplished using the Category
II/III systems installed in each aircraft type if the requested DH is less than 50 ft
A change to the above figures can be approved by the authority
If the number of unsuccessful approaches exceeds 5% of the total then the evaluation
programme is extended in 10 approach and landing steps until the failure rate is less than
5%.
c.
Data Collection for Operational Demonstrations
collection has to be used.
d.
Data Analysis Unsatisfactory approaches must be documented and analysed
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An approved method of data
28 October 2003
e.
Continuous Monitoring
After approval the operations must be continuously
monitored. The following information must be retained for a period of 12 months:
¾
¾
The total number of Category II/III approaches
Reports of unsatisfactory approaches documented in the following four
categories:
¾
¾
Airborne equipment faults
¾
Missed approaches because of ATC instructions
¾
f.
Ground facility difficulties
Other reasons
Transitional Periods
Operators with no previous Category II/III experience
Initial approval is for
Category II/IIIA operations having gained at least 6 months Category I experience on
the aeroplane type
After completing 6 months Category II/IIIA operations the operator may be approved
for Category IIIB operations. Higher minima than those published may be imposed for
a period of time.
Operators with no previous Category II/III experience
may obtain a reduced transition period
g.
These
operators
Maintenance of Category II, Category III and LVTO equipment
Maintenance instructions for the on-board guidance systems must be established by
the operator, in liaison with the manufacturer, and included in the operator's
aeroplane maintenance programme prescribed in JAR-OPS 1.910 which must be
approved by the Authority.
JAR-OPS 1.445 - Low Visibility Operations - Aerodrome Considerations
a.
An operator shall not use an aerodrome for Category II or III operations unless the
aerodrome is approved for such operations by the State in which the aerodrome is
located.
b.
An operator shall verify that Low Visibility Procedures (LVP) have been established,
and will be enforced, at those aerodromes where low visibility operations are to be
conducted.
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JAR-OPS 1.450 - Low Visibility Operations - Training and Qualifications
a.
An operator shall ensure that, prior to conducting Low Visibility Take-Off, Category II
and III operations:
i.
ii.
b.
Each flight crew member:
(a)
Completes the training and checking requirements prescribed in
Appendix 1 including simulator training in operating to the limiting
values of RVR and Decision Height appropriate to the operator's
Category II/III approval; and
(b)
Is qualified in accordance with Appendix 1;
The training and checking is conducted in accordance with a detailed
syllabus approved by the Authority and included in the Operations Manual.
This training is in addition to that prescribed in JAR-OPS 1, Subpart N; and
The flight crew qualification is specific to the operation and the aeroplane type.
JAR-OPS 1.455 - Low Visibility Operations - Operating Procedures
a.
An operator must establish procedures and instructions to be used for Low Visibility
Take-Off and Category II and III operations. These procedures must be included in
the Operations Manual and contain the duties of flight crew members during taxying,
take-off, approach, flare, landing, roll-out and missed approach as appropriate.
b.
The commander shall satisfy himself that:
i.
The status of the visual and non-visual facilities is sufficient prior to
commencing a Low Visibility Take-Off or a Category II or III approach;
ii.
Appropriate LVPs are in force according to information received from Air
Traffic Services, before commencing a Low Visibility Take-off or a Category II
or III approach; and
iii.
The flight crew members are properly qualified prior to commencing a Low
Visibility Take-off in an RVR of less than 150 m (Category A, B and C
aeroplanes) or 200 m (Cat D aeroplanes) or a Category II or III approach.
JAR-OPS 1.460 - Low Visibility Operations - Minimum Equipment
a.
An operator must include in the Operations Manual the minimum equipment that has
to be serviceable at the commencement of a Low Visibility Take-off or a Category II
or III approach in accordance with the AFM or other approved document.
b.
The commander shall satisfy himself that the status of the aeroplane and of the
relevant airborne systems is appropriate for the specific operation to be conducted.
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JAR-OPS 1.465 – VFR Operating Minima
The operator ensures that:
a. VFR flights are conducted in accordance with the table below.
b. Special VFR flights are not commenced when the visibility is less than 3 km and are
not conducted when the visibility is less than 1.5 km.
Appendix 1 to JAR-OPS 1.465 - Minimum Visibilities for VFR Operations
Airspace
Classification
B
CDE
F&G
Above 900 m
(3000 ft) AMSL
or above 300 m
(1000 ft) above
terrain,
whichever is the
higher
Distance
cloud
from
Clear of cloud
1500 m horizontally
300 m (1000 ft) vertically
Flight visibility
8 km at and above 3050 m (10 000 ft) AMSL (Note 1)
At and below
900 m (3000 ft)
AMSL or 300 m
(1000 ft) above
terrain,
whichever is the
higher
Clear of cloud
and in sight of
the surface
5 km (Note 2)
5 km below 3050 m (10 000 ft) AMSL
Note 1 When the height of the transition altitude is lower than 3050 m (10 000 ft) AMSL, FL
100 should be used in lieu of 10 000ft.
Note 2 Cat A and B aeroplanes may be operated in flight visibilities down to 3000 m,
provided the appropriate ATS authority permits use of a flight visibility less than 5 km,
and the circumstances are such, that the probability of encounters with other traffic is
low, and the IAS is 140 kt or less.
JAR-OPS 1.340 - Meteorological Conditions
On an IFR Flight the commander shall not:
¾
¾
Commence take-off, or
Continue beyond the point from which a revised flight plan applies in the event of
in-flight replanning
unless information indicates that the expected weather at the destination and/or the required
alternates are at or above the planning minima.
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On an IFR flight the commander shall not continue beyond:
¾
¾
The decision point, or
The pre-determined point, when using pre-determined point procedure
unless information indicates that the expected weather at the destination and/or the required
alternates are at or above the planning minima.
An IFR flight shall not continue towards the planned destination unless the latest information
indicates that at the ETA the weather conditions at:
¾
¾
The destination, or
At least one destination alternate
Are at or above the applicable aerodrome operating minima.
VFR flights shall not be commenced unless the current meteorological reports and forecasts
indicate that the flight along the route can be flown under VFR.
JAR-OPS 1.405 - Commencement and Continuation of Approach
The pilot of a flight can commence an instrument approach regardless of the reported
RVR/Visibility. The approach shall not be continued beyond the outer marker or equivalent
position if the reported RVR/Visibility is less than the minima required in IEM – OPS 1.405a.
If the aircraft has passed the outer marker and the RVR falls below the applicable minima
then the approach may be continued to DA/DH or MDA/MDH as applicable.
Where RVR is not available then the RVR values are derived using the reported visibility.
If no outer marker or equivalent position exists then the pilot shall make the decision to
continue or abandon the approach before descending below 1000 ft above the aerodrome on
the final approach segment. Where the MDA/MDH is at or above 1000 ft above the
aerodrome the operator will establish a height below which the aeroplane is not to descend.
The approach may be continued below DA/DH or MDA/MDH and the landing completed
provided that the required visual reference is established.
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The touchdown zone RVR is always controlling. Where the reported and relevant mid point
and stop end RVRs are also controlling then the following apply (Relevant means that part of
the runway used during the high speed phase of the landing to a speed of approximately 60
knots):
¾
¾
The minimum value for the mid point is 125 m or the required RVR value for the
touch down zone if less, and
75 m for the stop end
Where an aeroplane is fitted with a roll out guidance or control system the minimum value for
the mid point RVR is 75 m.
Appendix 1 to JAR-OPS 1.375 - In-flight Fuel Management
In-flight Fuel Checks The commander ensures that fuel checks are carried out
during flight at regular intervals. The remaining fuel is recorded to:
¾
¾
¾
compare actual with planned consumption
check that the fuel remaining is sufficient to complete the flight
determine the expected fuel remaining at the destination
In-flight Fuel Management
Where an in-flight fuel check shows that the
remaining fuel will be less than the required alternate fuel plus final reserve the
commander must assess the traffic, operational conditions prevailing at:
¾
¾
¾
the destination aerodrome
along the diversion route to an alternate aerodrome, and
at the destination alternate aerodrome
when deciding to proceed to destination or to divert so as to land with not less than
the final reserve
Flight to an Isolated Aerodrome
The last point of diversion to any available
en-route aerodrome has to be determined. Before reaching this point the commander
must assess:
¾
¾
¾
the fuel expected overhead the isolated aerodrome
the weather conditions
the traffic and operational conditions prevailing
before deciding whether to proceed to the isolated aerodrome or divert.
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JAR-OPS 1.510 – Landing - Destination and Alternate Aerodromes
The landing mass of an aeroplane must not exceed the maximum landing mass specified for
the altitude and the ambient temperature expected for the estimated time of landing.
Where the missed approach gradient is greater than 2.5% then the operator must verify that
the expected landing mass allows the missed approach with a climb gradient equal to or
greater than the applicable missed approach gradient in the one-engine inoperative
configuration and speed.
Where a DH is less than 200 ft the operator must verify that the landing mass allows a missed
approach gradient of climb, with the critical engine failed, at the speed and configuration for
go-around of at least 2.5%.
Use of alternate methods to the above can only be approved by the authority.
ATPL Operational Procedures
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Chapter 14.
Instrument and Equipment Requirements
JAR-OPS 1.635 - Circuit Protection Devices
In an aeroplane where fuses are used the number of spare fuses available for use in flight
must be equal to:
i.
At least 10% of the number of fuses of each rating, or
ii.
Three of each rating whichever is the greater.
JAR-OPS 1.640 - Aeroplane Operating Lights
An operator cannot operate an aeroplane unless it is equipped with:
a.
b.
For flight by day:
i.
Anti-collision light system;
ii.
Lighting supplied from the aeroplane's electrical system to provide adequate
illumination for all instruments and equipment essential to the safe operation
of the aeroplane;
iii.
Lighting supplied from the aeroplane's electrical system to provide
illumination in all passenger compartments; and
iv.
An electric torch for each required crew member readily accessible to crew
members when seated at their designated station.
For flight by night, in addition to the equipment specified above:
i.
Navigation/position lights; and
ii.
Two landing lights or a single light having two separately supplied filaments;
JAR-OPS 1.645 - Windshield Wipers
An aeroplane with a maximum certificated take-off mass of more than 5700 kg must be
equipped with a windshield wiper or equivalent for each pilot station.
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JAR-OPS 1.650 - Day VFR Operations - Flight and Navigational Instruments and
Associated Equipment
An aeroplane flying day VFR must have the following flight and navigational equipment:
¾
¾
¾
¾
Magnetic compass
An accurate timepiece showing the time in hours, minutes and seconds
A sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated
in hPa adjustable for any pressure likely to be set in flight
¾
An airspeed indicator calibrated in knots
¾
A turn and slip indicator or a turn coordinator incorporating a slip indicator
¾
A stabilised direction indicator
¾
A vertical speed indicator
¾
An attitude indicator
An outside air temperature gauge visible to the crew
Where two pilots are required the second pilot’s station shall have the following separate
instruments:
¾
¾
A sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated
in hPa adjustable for any pressure likely to be set in flight
¾
An airspeed indicator calibrated in knots
¾
A turn and slip indicator or a turn coordinator incorporating a slip indicator
¾
A vertical speed indicator
¾
An attitude indicator
A stabilised direction indicator
For flights that:
¾
¾
¾
do not exceed 60 minutes duration
that take-off and land at the same aerodrome, and
that remain within 50 nm of the aerodrome
A turn and slip indicator, or a turn coordinator incorporating a slip indicator or both an attitude
indicator and a slip indicator can replace the following instruments:
¾
¾
¾
A turn and slip indicator or a turn coordinator incorporating a slip indicator
An attitude indicator
A stabilised direction indicator
ATPL Operational Procedures
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For aeroplanes:
¾
¾
With a maximum certificated take-off mass in excess of 5700 kg or have a
passenger seating configuration of more than 9
First issued with a C of A on or after 1 April 1999
The airspeed indicating system must be equipped with a pitot heat system or equivalent.
Where duplicate instruments are required then separate displays are provided.
All aeroplanes must be fitted with a system that shows when power is not adequately
supplied.
Aircraft with compressibility limitations not indicated by the required airspeed indicators must
have a Mach Number Indicator.
Day VFR operations cannot be conducted unless the aeroplane is equipped with a headset
with boom microphone or equivalent for each flight crew member.
JAR-OPS 1.652 - IFR or Night Operations - Flight and Navigation Instruments and
Associated Equipment
IFR or night flights must have the following:
¾
¾
¾
¾
¾
Magnetic compass
An accurate timepiece showing the time in hours, minutes and seconds
Two sensitive pressure altimeters calibrated in feet with a sub-scale setting
calibrated in hPa adjustable for any pressure likely to be set in flight. A three
pointer altimeter is not acceptable.
An airspeed indicator calibrated in knots with heated pitot system including a
warning system (This does not apply to aircraft of maximum certificated take-off
mass of 5700 kg or less with a maximum seating capacity of 9 or less where the
C of A was first issued before 1 April 1998).
¾
A vertical speed indicator
¾
An attitude indicator
¾
An outside air temperature gauge visible to the crew
¾
A turn and slip indicator
¾
A stabilised direction indicator
Two independent static pressure systems (Propeller driven aircraft of maximum
certificated take-off mass of 5700 kg or less are allowed one static pressure
system and one alternate source of static pressure).
ATPL Operational Procedures
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Where two pilots are required the second pilot’s station requires the following:
¾
¾
¾
A sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated
in hPa adjustable for any pressure likely to be set in flight. A three pointer
altimeter is not acceptable.
An airspeed indicator calibrated in knots with heated pitot system including a
warning system (This does not apply to aircraft of maximum certificated take-off
mass of 5700 kg or less with a maximum seating capacity of 9 or less where the
C of A was first issued before 1 April 1998).
¾
A vertical speed indicator
¾
An attitude indicator
¾
A turn and slip indicator
A stabilised direction indicator
Where the maximum certificated take-off mass is greater than 5700 kg and the passenger
seating configuration is more than 9 seats then the aircraft must be equipped with an
additional standby attitude indicator (artificial horizon) capable of being used from either pilot
station that:
¾
¾
Is powered continuously during normal operation and after a total failure of the
normal electrical system is powered from an independent source
¾
Provides reliable information for a minimum of 30 minutes after a failure
¾
Operates automatically after a failure
¾
Operates independently of other attitude indicating systems
Is appropriately illuminated
Where the standby indicator is certified under JAR 25 the turn and slip indicators may be
replaced by slip indicators.
The aircraft must also be fitted with:
¾
¾
A chart holder which must also be illuminated and in an easily readable position
A means of indicating when power is not being supplied correctly
Aircraft with compressibility limitations not indicated by the required airspeed indicators must
have a Mach Number Indicator.
Day VFR operations cannot be conducted unless the aeroplane is equipped with a headset
with boom microphone or equivalent for each flight crewmember.
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Summary of Flight and Navigational Equipment
Serial
Flights Under IFR or at
Night
Flights Under VFR
Instrument
Single
Pilot
Two
Pilot
Max Certified
Take-off
Mass > 5700
kg or max
Passengers
>9
Single
Pilot
Two
Pilot
Max
Certified
Take-off
Mass >
5700 kg or
max
Passengers
>9
a
b
c
d
e
f
g
1.
Magnetic Compass
1
1
1
1
1
1
2.
Accurate Timepiece
1
1
1
1
1
1
3.
OAT Indicator
1
1
1
1
1
1
4.
Sensitive Pressure
Altimeter
1
2
2
2
2
2
Note 5
Note 5
Note 5
5.
Airspeed Indicator
1
2
1
2
2
6.
Heated Pitot System
2
1
2
2
7.
Pitot Heat Failure
Indicator
8.
Vertical Speed
Indicator
9.
Turn and Slip Indicator
or
2
1
11.
Attitude Indicator
Gyroscopic Direction
Indicator
12.
Standby Attitude
Indicator
13.
Mach Number
Indicator
2
2
1
2
2
1
2
2
1
2
2
Note 1
Note 1
&2
Note 1 & 2
Note 4
Note 4
Note 4
1
2
2
1
2
2
Note 1
Note 1
&2
Note 1 & 2
1
2
2
1
2
2
Note 1
Note 1
&2
Note 1 & 2
Turn Coordinator
10.
2
1
See Note 3
Note 1 For local flights (A – A, 50 nm radius, not more than 60 minutes duration) serials 9b,
10b and 11b can be replaced by either:
¾
¾
¾
a turn and slip indicator
a turn coordinator
both an attitude indicator and a slip indicator
Note 2 The substitute instruments in Note 1 are to be provided at each pilot station
ATPL Operational Procedures
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Note 3 A Mach Number Indicator is required whenever compressibility limitations are not
otherwise indicated by airspeed indicators
Note 4 For IFR at night a turn and slip indicator or a slip indicator and a third standby attitude
indicator certified to JAR 25 is required
Note 5 Three pointer or drum pointer altimeters do no not satisfy the requirement
JAR-OPS 1.660 - Altitude Alerting System
a.
The operator cannot operate a turbine propeller powered aeroplane with a maximum
certificated take-off mass in excess of 5700 kg or having a maximum approved passenger
seating configuration of more than 9 seats or a turbojet powered aeroplane unless it is
equipped with an altitude alerting system capable of:
i.
Alerting the flight crew upon approaching a pre-selected altitude; and
ii.
Alerting the flight crew by at least an aural signal, when deviating from a preselected altitude,
Aeroplanes with a maximum certificated take-off mass of 5700 kg or less having a maximum
approved passenger seating configuration of more than 9 and first issued with an individual
certificate of airworthiness in a JAA Member State or elsewhere before 1 April 1972 and
already registered in a JAA Member State on 1 April 1995 are exempted.
JAR-OPS 1.665 - Ground Proximity Warning System
The operator shall not operate:
a.
A turbine powered aeroplane having a maximum certificated take-off mass in
excess of 5700 kg or a maximum approved passenger seating configuration
of more than 9 unless it is equipped with a ground proximity warning system
b.
A turbine powered aeroplane having a maximum certificated take-off mass in
excess of 15 000 kg or a maximum approved passenger seating
configuration of more than 30 on or after:
¾
¾
1 October 2001 for aeroplanes first issued with a C of A on or
after this date, or
1 January 2005 for aeroplanes first issued with a C of A before 1
October 2001
unless it is equipped with a GPWS system that includes a Terrain Avoidance
and Warning System –TAWS
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c.
A turbine powered aeroplane having a maximum certificated take-off mass in
excess of 5700 kg but not more than 15 000 kg or a maximum approved
passenger seating configuration of more then 9 but not more than 30 on or
after:
¾
¾
1 January 2003 for aeroplanes first issued with a C of A on or
after this date, or
1 October 2001 for aeroplanes which are not already equipped
with a GPWS
unless it is equipped with a GPWS system that includes a Terrain Avoidance
and Warning System –TAWS
The ground proximity warning system required by this paragraph must automatically provide,
by means of aural signals, which can be supplemented by visual signals, warning to the flight
crew of:
i.
Sink rate
ii.
Ground proximity
iii.
Altitude loss after take-off or go-around
iv.
Incorrect landing configuration and
v.
Downward glideslope deviation.
The TAWS must automatically provide the Flight Crew by means of aural and visual signals
and a Terrain Awareness Display with sufficient alerting time to prevent controlled flight into
terrain events and provide a forward looking capability and terrain clearance floor
JAR-OPS 1.668 - Airborne Collision Avoidance System
An operator shall not operate a turbine powered aeroplane:
¾
¾
Having a maximum certificated take-off mass in excess of 15 000 kg or a
maximum approved seating configuration of more than 30 after 1 January 2000,
or
Having a maximum certificated take-off mass in excess of 5700 kg but not more
than 15 000 kg, or a maximum approved passenger seating configuration of more
then 19 but not more than 30 after 1 January 2005 unless,
It is equipped with a minimum performance level of at least ACAS II.
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JAR-OPS 1.670 - Airborne Weather Radar Equipment
a.
The operator cannot operate:
i.
A pressurised aeroplane; or
ii.
An unpressurised aeroplane which has a maximum certificated take-off mass
of more than 5700 kg; or
iii.
An unpressurised aeroplane having a maximum approved passenger seating
configuration of more than 9 seats after 1 April 1999,
unless it is equipped with airborne weather radar equipment whenever such an aeroplane is
being operated at night or in instrument meteorological conditions in areas where
thunderstorms or other potentially hazardous weather conditions, regarded as detectable with
airborne weather radar, may be expected to exist along the route.
b.
For a propeller driven pressurised aeroplane, having a maximum certificated take-off
mass not exceeding 5700 kg with a maximum approved passenger seating configuration not
exceeding 9 seats, the airborne weather radar equipment may be replaced by other
equipment capable of detecting thunderstorms and other potentially hazardous weather
conditions subject to approval by the Authority.
JAR-OPS 1.690 - Crew Member Interphone System
a.
The operator cannot operate an aeroplane with a maximum certificated take-off mass
exceeding 15 000 kg or having a maximum approved passenger seating configuration of
more than 19 unless it is equipped with a crew member interphone system.
Aeroplanes first issued with an individual certificate of airworthiness in a JAA member State
or elsewhere before 1 April 1965 and already registered in a JAA member State on 1 April
1995 are exempt.
b.
The crew member interphone system required must:
i.
Operate independently of the public address system except for handsets,
headsets, microphones, selector switches and signalling devices;
ii.
Provide a means of two-way communication between the flight crew
compartment and:
iii.
(a)
Each passenger compartment;
(b)
Each galley located other than on a passenger deck level; and
(c)
Each remote crew compartment that is not on the passenger deck
and is not easily accessible from a passenger compartment;
Be readily accessible for use from each of the required flight crew stations in
the flight crew compartment;
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iv.
Be readily accessible for use at required cabin crew member stations close to
each separate or pair of floor level emergency exits;
v.
Have an alerting system incorporating aural or visual signals for use by flight
crew members to alert the cabin crew and for use by cabin crew members to
alert the flight crew;
vi.
Have a means for the recipient of a call to determine whether it is a normal
call or an emergency call; and
vii.
Provide on the ground a means of two-way communication between ground
personnel and at least two flight crew members.
JAR-OPS 1.735 - Internal Doors and Curtains
The operator must ensure that the following equipment is installed:
a.
In an aeroplane with a maximum approved passenger seating configuration of more
than 19 passengers, a door between the passenger compartment and the flight deck
compartment with:
i.
A sign stating 'crew only' and
ii.
A means of locking to prevent passengers from opening it without the
permission of a member of the flight crew;
b.
A means for opening each door that separates a passenger compartment from
another compartment that has emergency exit provisions. The means for opening must be
readily accessible;
c.
If it is necessary to pass through a doorway or curtain separating the passenger cabin
from other areas to reach any required emergency exit from any passenger seat, the door or
curtain must have a means to secure it in the open position;
d.
A sign on each internal door or adjacent to a curtain that is the means of access to a
passenger emergency exit, to indicate that it must be secured open during take off and
landing; and
e.
A means for any member of the crew to unlock any door that is normally accessible to
passengers and that can be locked by passengers.
JAR-OPS 1.760 - First Aid Oxygen
A pressurised aeroplane shall not be operated above 25 000 ft when a cabin crew member is
required to be carried unless it is equipped with a supply of undiluted oxygen for passengers
who for physiological reasons might require oxygen following a cabin depressurisation .
The amount of oxygen is calculated using an average flow rate of 3 litres per minute. The
amount has to be sufficient for the remainder of the flight after depressurisation when the
cabin altitude exceeds 8000 ft but does not exceed 15 000 ft for at least 2% of the
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passengers (In no case may this be less than one). There must be a minimum of two
dispensing units with a means for the cabin crew to use the equipment as well.
The amount required for a particular operation is determined on cabin pressure altitudes and
flight duration.
The equipment has to be capable of generating a mass flow to each user of at least 4 litres
per minute. The equipment may be fitted with a device to reduce this flow to 2 litres per
minute at any altitude.
IEM-OPS 1.760 - First Aid Oxygen
First aid oxygen is provided for those passengers who require oxygen after supplemental
oxygen has been exhausted.
The calculation of the amount of first aid oxygen required takes into account that after a
depressurisation the supplemental oxygen should be sufficient to cope with:
¾
¾
All passengers when the cabin altitude is above 15 000 ft
A proportion of the passengers when the cabin altitude is between 10 000 ft and
15 000 ft.
After depressurisation an emergency descent should be carried out to the lowest altitude
compatible with safety. The aircraft should land at the nearest available airfield at the earliest
opportunity.
JAR-OPS 1.855 - Audio Selector Panel
An aeroplane cannot be operated under IFR unless it is equipped with an audio selector
panel accessible to each required flight crew member.
JAR-OPS 1.860 - Radio Equipment for Operations Under VFR Over Routes Navigated
by Reference to Visual Landmarks
The operator cannot operate an aeroplane under VFR over routes that can be navigated by
reference to visual landmarks, unless it is equipped with the radio equipment, communication
and SSR transponder equipment necessary for the following following:
i.
Communicate with appropriate ground stations;
ii.
Communicate with appropriate air traffic control facilities from any
point in controlled airspace within which flights are intended; and
iii.
Receive meteorological information;
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JAR-OPS 1.865 - Communication and Navigation Equipment for Operations Under IFR,
or Under VFR Over Routes Not Navigated by Reference to Visual Landmarks
a.
An operator cannot operate an aeroplane under IFR, or under VFR over routes that
cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with
radio (communication and SSR transponder) and navigation equipment required by the
appropriate ATS authority.
b.
than:
Radio equipment. The operator ensures that radio equipment comprises not less
i.
c.
Two independent radio communication systems necessary under normal
operating conditions to communicate with an appropriate ground station from
any point on the route including diversions;
Navigation equipment. The operator ensures that navigation equipment
1.
2
Comprises not less than:
i
One VOR receiving system, one ADF system, one DME;
ii
One ILS or MLS where ILS or MLS is required for approach
navigation purposes;
iii
One Marker Beacon receiving system where a Marker Beacon is
required for approach navigation purposes;
iv
An Area Navigation System when area navigation is required for the
route being flown;
v
An additional DME system on any route where navigation is based
only on DME signals;
vi
An additional VOR receiving system on any route where navigation is
based only on VOR signals; and
vii
An additional ADF system on any route where navigation is based
only on NDB signals, or
Complies with the Required Navigation Performance (RNP) Type for
operation in the airspace concerned.
d.
An operator may operate an aeroplane that is not equipped with the navigation
equipment above, provided that it is equipped with alternative equipment by the Authority.
The reliability and the accuracy of alternative equipment must allow safe navigation for the
intended route.
e.
The operator has to ensure that the VHF communications equipment, ILS Localiser
and VOR Receivers installed on aircraft to be operated in IFR comply with the FM immunity
performance standards.
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JAR-OPS 1.866 - Transponder Equipment
An operator cannot operate an aeroplane unless it is equipped with:
¾
¾
A pressure altitude reporting SSR transponder, and
Any other SSR transponder required for the route being flown
JAR-OPS 1.870 - Additional Navigation Equipment for Operations in MNPS Airspace
Regional Supplementary Procedures Doc 7030 specifies the minimum equipment required.
The navigation equipment must be visible and usable by the pilot seated at his duty station.
JAR-OPS 1.870 - Equipment for Operation in Defined Airspace with RVSM
Aeroplanes operating in RVSM airspace must be equipped with:
¾
¾
Two independent altitude measurement systems
¾
An automatic altitude control system
¾
An altitude alerting system
An SSR with altitude reporting system that can be connected to the altitude
measurement system in use for altitude keeping
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Chapter 15.
Aeroplane Maintenance
JAR-OPS 1.880 - Terminology
The following definitions from JAR-145 apply to Aeroplane Maintenance:
Preflight inspection means the inspection carried out before flight to ensure that
the aeroplane is fit for the intended flight. It does not include defect rectification.
Approved standard
means a manufacturing/design/maintenance/quality standard
approved by the Authority.
Approved by the Authority
means approved by the Authority directly or in
accordance with a procedure approved by the Authority.
JAR-OPS 1.885 - Application for and Approval of the Operator's Maintenance System
a.
For the approval of the maintenance system, an applicant for the initial issue,
variation and renewal of an AOC have to submit the following documents:
i.
The operator’s Maintenance Management Exposition
ii.
The operator’s maintenance contract between the operator and a JAR 145
approved organisation
iii.
The aeroplane technical log
iv.
The technical specifications of ii above
v.
The number of aeroplanes
JAR-OPS 1.895 - Maintenance Management
a.
An operator must be approved in accordance with JAR-145 – Approved Maintenance
Organisations in order to carry out the maintenance requirements. An exception is when the
Authority is satisfied that the maintenance can be contracted to an appropriate JAR-145
approved/accepted organisation.
b.
The operator must employ personnel acceptable to the Authority to ensure that all
maintenance is carried out on time to an approved.
c.
The operator must provide suitable office accommodation at appropriate locations for
the maintenance personnel.
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JAR-OPS 1.900 - Quality System
a.
For maintenance purposes, the operator's quality system must include the following
functions in addition to the normal requirements:
i.
Monitoring that the activities are being performed in accordance with the
accepted procedures;
ii.
Monitoring that all contracted maintenance is carried out in accordance with
the contract; and
iii.
Monitoring the continued compliance with the requirements of this Subpart.
JAR-OPS 1.905 - Operator's Maintenance Management Exposition
a.
The operator must provide an operator's Maintenance Management exposition
containing details of the organisation structure including:
i.
The nominated postholder responsible for the maintenance system;
ii.
The procedures that must be followed to satisfy the maintenance
responsibility of the operator, except that where the operator is approved as a
maintenance organisation in accordance with JAR-145, the details may be
included in the JAR-145 exposition.
b.
The operator's maintenance management exposition and any amendments have to
be approved by the Authority.
JAR-OPS 1.910 - Operator's Aeroplane Maintenance Programme
a.
The aeroplane must be maintained in accordance with the operator's aeroplane
maintenance programme. The programme contains details of all maintenance required to be
carried out. The programme has to include a reliability programme when required by the
Authority.
b.
The operator's aeroplane maintenance programme and any amendments have to be
approved by the Authority.
JAR-OPS 1.930 - Continued Validity of the Air Operator Certificate in Respect of the
Maintenance System
The operator must comply with the General Rules for an AOC to ensure continued validity of
the air operator's certificate in respect of the maintenance system.
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JAR-OPS 1.935 - Equivalent Safety Case
No alternative procedures can be introduced to those prescribed unless needed and an
equivalent safety case has first been approved by the Authority and supported by JAA
Member Authorities.
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Chapter 16.
Navigation for Long Range Flights
JAR-OPS 1.240 - Routes and Areas of Operation
a.
An operator has to ensure that operations are only conducted along such routes or in
areas, for which:
i.
Ground facilities and services, including meteorological services, are
provided which are adequate for the planned operation;
ii.
The performance of the aeroplane intended to be used is adequate to comply
with minimum flight altitude requirements;
iii.
The equipment of the aeroplane intended to be used meets the minimum
requirements for the planned operation;
iv.
Appropriate maps and charts are available;
v.
If two-engined aeroplanes are used, adequate aerodromes are available
within the time/distance limitations.
vi.
If single-engine aeroplanes are used, surfaces are available which permit a
safe forced landing to be executed.
b.
The operations have to comply with any restriction on the routes or the areas of
operation, imposed by the Authority.
JAR-OPS 1.290 - Flight Preparation
a.
flight.
The operator ensures that an operational flight plan is completed for each intended
b.
The commander cannot commence a flight unless he is satisfied that:
i.
The aeroplane is airworthy;
ii.
The aeroplane is not operated contrary to the provisions of the Configuration
Deviation List (CDL);
iii.
The instruments and equipment required for the flight are available;
iv.
The instruments and equipment are in operable condition except as provided
in the MEL;
v.
Those parts of the operations manual which are required for the flight are
available;
vi.
The documents, additional information and forms required are on board;
vii.
Current maps, charts and associated documentation or equivalent data are
available to cover the intended operation of the aeroplane including any
diversion which may reasonably be expected;
viii.
Ground facilities and services required for the planned flight are available and
adequate;
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ix.
The provisions specified in the operations manual in respect of fuel, oil and
oxygen requirements, minimum safe altitudes, aerodrome operating minima
and availability of alternate aerodromes, where required, can be complied
with for the planned flight;
x.
The load is properly distributed and safely secured;
xi.
The mass of the aeroplane, at the commencement of take-off roll, will be
such that the flight is within the specified performance limitations; and
xii.
Any operational limitation in addition to those covered by sub-paragraphs (ix)
and (xi) above can be complied with.
JAR-OPS 1.220 - Authorisation of Aerodromes by Operators
The operator can only authorise the use of aerodromes that are adequate for the type of
aeroplane and operation concerned.
IEM OPS 1.220 - Authorisation of Aerodromes
When choosing an aerodrome the operator should take account of the following:
Adequate Aerodrome An adequate aerodrome is an aerodrome which the operator
considers to be satisfactory, taking account of the applicable performance
requirements and runway characteristics. In addition, it should be anticipated that, at
the expected time of use, the aerodrome will be available and equipped with
necessary ancillary services, such as ATS, sufficient lighting, communications,
weather reporting, navaids and emergency services.
a.
For an ETOPS en-route alternate aerodrome, the following additional points should
be considered.
i.
The availability of an ATC facility; and
ii.
The availability of at least one letdown aid (ground radar is acceptable) for
an instrument approach.
JAR-OPS 1.241 - Operation in Defined Airspace with Reduced Vertical Separation
Minima (RVSM)
An operator cannot operate an aeroplane without RVSM approval where the vertical
separation minimum of 300m (1000ft) applies unless approved to do so by the Authority.
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JAR-OPS 1.243 - Operation in Areas with Specific Navigation Performance
Requirements
An operator cannot operate aeroplanes in MNPS, RNP or RNAV airspace without the
approval of the authority.
JAR-OPS 1.245 - Maximum Distance from an Adequate Aerodrome for Two-Engined
Aeroplanes without an ETOPS Approval
a.
Unless specifically approved by the Authority in accordance with ETOPS Approval,
an operator cannot operate a two-engined aeroplane over a route which contains a point
further from an adequate aerodrome than, in the case of:
Performance Class A aeroplanes with either:
i.
A maximum approved passenger seating configuration of 20 or more; or
ii.
A maximum take-off mass of 45 360kg or more,
the distance flown in 60 minutes at the one-engine-inoperative cruise speed
determined in accordance with subparagraph (b) below;
Performance Class A aeroplanes with either:
i.
A maximum approved passenger seating configuration of 19 or less; or
ii.
A maximum take-off mass of less than 45 360kg,
the distance flown in 120 minutes, or if approved by the authority up to 180 minutes
for turbojet aeroplanes, at the one-engine-inoperative cruise speed determined in
accordance with subparagraph (b) below;
Performance Class B or C aeroplanes:
i.
The distance flown in 120 minutes at the one-engine-inoperative cruise
speed determined in accordance with subparagraph (b) below; or
ii.
300 nautical miles,
whichever is less.
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b.
The operator determines a speed for the calculation of the maximum distance to an
adequate aerodrome for each two-engined aeroplane type operated, not exceeding VMO,
based upon the true airspeed that the aeroplane can maintain with one-engine-inoperative
under the following conditions:
1.
International Standard Atmosphere (ISA);
2.
Level flight:
i.
For turbojet aeroplanes at:
¾
¾
FL 170; or
At the maximum flight level to which the aeroplane, with one
engine inoperative, can climb, and maintain, using the gross rate
of climb specified in the AFM,
whichever is less.
ii.
For propeller driven aeroplanes at:
¾
¾
FL 80; or
At the maximum flight level to which the aeroplane, with one
engine inoperative, can climb, and maintain, using the gross rate
of climb specified in the AFM,
whichever is less.
3.
Maximum continuous thrust or power on the remaining operating engine;
4.
An aeroplane mass not less than that resulting from:
i
Take-off at sea-level at maximum take-off mass; and
ii
All engines climb to the optimum long range cruise altitude; and
iii
All engines cruise at the long range cruise speed at this altitude, until
the time elapsed since take-off is equal to the applicable threshold
prescribed above.
c.
The operator must ensure that the following data is included in the Operations
Manual:
1.
The one-engine-inoperative cruise speed determined in accordance with b
above; and
2.
The maximum distance from an adequate aerodrome determined in
accordance with a and b above.
Note: The speeds and altitudes (flight levels) specified above are only intended to be used for
establishing the maximum distance from an adequate aerodrome.
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JAR-OPS 1.060 - Ditching
The operator cannot operate an aeroplane with an approved passenger seating configuration
of more than 30 passengers on overwater flights at a distance from land suitable for making
an emergency landing:
¾
¾
Greater than 120 minutes at cruising speed, or
400 nautical miles,
whichever is the lesser, unless the aeroplane complies with the ditching requirements
prescribed in the applicable airworthiness code.
Performance Class A
JAR-OPS 1.500 - En-route - One Engine Inoperative
a.
The operator ensures that with one engine inoperative an aeroplane flies above the
minimum en-route altitude along the planned route. The net flight path must have a positive
gradient at 1500 ft above the aerodrome where the landing is made after engine failure. If ice
protection systems are required, the effect of their use on the net flight path must be taken
into account.
b.
The gradient of the net flight path must be positive at least 1000 ft above all terrain
and obstructions along the route within 9.3 km (5 nm) on either side of the intended track.
c.
The net flight path must permit the aeroplane to continue flight from the cruising
altitude to an aerodrome where a landing can be made. The net flight path must clear
vertically, by at least 2000 ft, all terrain and obstructions along the route within 9.3 km (5 nm)
on either side of the intended track with regard to the conditions set out below:
i.
The engine is assumed to fail at the most critical point along the route;
ii.
Account is taken of the effects of winds on the flight path;
iii.
Fuel jettisoning is permitted to an extent consistent with reaching the
aerodrome with the required fuel reserves, if a safe procedure is used; and
iv.
The aerodrome where the aeroplane is assumed to land after engine failure
must meet the following criteria:
(a)
The performance requirements at the expected landing mass are
met; and
(b)
Weather reports or forecasts, or any combination thereof, and field
condition reports indicate that a safe landing can be accomplished at
the estimated time of landing.
d.
Where the navigation accuracy cannot meet the 95% containment level an operator
can increase the width margins to 18.5 km (10 nm).
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AMC OPS 1.500 - En-route - One Engine Inoperative
The high terrain or obstacle analysis required may be carried out in one of two ways, as
explained below.
A detailed analysis of the route should be made using contour maps of the high terrain and
plotting the highest points within the prescribed width margins. The next step is to determine
whether it is possible to maintain level flight with one engine inoperative 1000 ft above the
highest point of the crossing. If this is not possible, or if the associated weight penalties are
unacceptable, a driftdown procedure should be worked out, based on engine failure at the
most critical point and clearing critical obstacles during the driftdown by at least 2000 ft. The
minimum cruise altitude is determined by the intersection of the two driftdown paths, taking
into account allowances for decision making. This method is time consuming and requires the
availability of detailed terrain maps.
Alternatively, the published minimum flight altitudes (Minimum En route Altitude, (MEA), or
Minimum Off Route Altitude, (MORA)) may be used for determining whether one engine
inoperative level flight is feasible at the minimum flight altitude or it is necessary to use the
published minimum flight altitudes as the basis for the driftdown. This procedure avoids a
detailed high terrain contour analysis but may be more penalising than taking the actual
terrain profile into account.
Note:
MEA or MORA normally provide the required 2000 ft obstacle clearance for driftdown.
However, at and below 6000 ft altitude, MEA and MORA cannot be used directly as
only 1000 ft. clearance is ensured.
JAR-OPS 1.505 - En-route - Aeroplanes with Three or More Engines, Two Engines
Inoperative
a.
The operator ensures that at no point along the intended track is an aeroplane with
three or more engines more than 90 minutes, at the all-engines long range cruising speed at
standard temperature in still air, away from an aerodrome at which the performance
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requirements applicable at the expected landing mass are met unless it complies with the
details set out below.
b.
The two engines inoperative en-route net flight path data must permit the aeroplane
to continue the flight, in the expected meteorological conditions, from the point where two
engines are assumed to fail simultaneously, to an aerodrome at which it is possible to land
safely. The net flight path must clear vertically, by at least 2000 ft all terrain and obstructions
along the route within 9.3 km (5 nm) on either side of the intended track. If ice protection
systems are used then the effect of their use on the net flight path data must be taken into
account. If the navigational accuracy does not meet the 95% containment level, an operator
must increase the width margin to 18.5 km (10 nm).
c.
The two engines are assumed to fail at the most critical point of the route where the
aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard
temperature in still air, away from an aerodrome at which the performance requirements are
met.
d.
The net flight path must have a positive gradient at 1500 ft above the aerodrome
where the landing is assumed to be made after the failure of two engines.
e.
Fuel jettisoning is permitted if a safe procedure is used.
f.
The expected mass of the aeroplane at the point where the two engines are assumed
to fail must not be less than that which would include sufficient fuel to proceed to an
aerodrome where the landing is assumed to be made, and to arrive there at least 1500 ft
directly over the landing area and thereafter to fly level for 15 minutes.
Performance Class B
JAR-OPS 1.540 - En-Route - Multi-engined aeroplanes
a.
The operator ensures that the aeroplane in the event of an engine failure, can fly
above the relevant minimum altitudes for safe flight stated in the Operations Manual to a point
1000 ft above an aerodrome.
b.
The following must be complied with:
i.
The aeroplane is flying at an altitude where the rate of climb equals 300 ft per
minute with all engines operating.
ii.
The en-route gradient with one engine inoperative shall be the gross gradient
of descent or climb respectively increased or decreased by a gradient of
0.5%.
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JAR-OPS 1.542 - En-route - Single-Engine Aeroplanes
a.
The aeroplane must be capable of reaching a place where a safe forced landing can
be made. For landplanes, a place on land is required. This point should be 100 ft above the
intended landing area.
b.
The following limitations must be applied:
i.
The aeroplane is flying at an altitude where the rate of climb is less than 300
ft per minute; and
ii.
The assumed en-route gradient shall be the gross gradient of descent
increased by a gradient of 0·5%.
Performance Class C
JAR-OPS 1.575 - En-Route - All Engines Operating
a.
The aeroplane must be capable of a rate of climb of at least 300 ft per minute with all
engines operating and be able to satisfy the engine inoperative limitations.
JAR-OPS 1.580 - En-Route - One Engine Inoperative
a.
The operator ensures that the aeroplane will, in the event of a failure at any point on
its route or on any planned diversion and with the other engine or engines operating, be
capable of continuing the flight from the cruising altitude to an aerodrome where a landing can
be made clearing obstacles within 9.3 km (5 nm) either side of the intended track by a vertical
interval of at least:
(1) 1000 ft when the rate of climb is zero or greater; or
(2) 2000 ft when the rate of climb is less than zero.
b.
The flight path must have a positive slope at an altitude of 450 m (1500 ft) above the
aerodrome where the landing is assumed to be made after the failure of one engine.
c.
The available rate of climb of the aeroplane is taken to be 150 ft per minute less than
the gross rate of climb specified.
d.
The width margins are increased to 18.5 km (10 nm) if the navigational accuracy
does not meet the 95% containment level.
e.
Fuel jettisoning is permitted if a safe procedure is used.
ATPL Operational Procedures
16-8
28 October 2003
JAR-OPS 1.585 - En-Route - Aeroplanes with Three or More Engines, Two Engines
Inoperative
a.
At no point along the intended track, will an aeroplane with three or more engines be
more than 90 minutes at the all-engine long range cruising speed at standard temperature in
still air, away from an aerodrome at which the performance requirements applicable at the
expected landing mass are met unless it complies with the paragraphs below.
b.
The two-engines inoperative flight path shown must permit the aeroplane to continue
the flight clearing all obstacles within 9.3 km (5 nm) either side of the intended track by a
vertical interval of at least 2000 ft, to an aerodrome at which the performance requirements
are met.
c.
The two engines are assumed to fail at the most critical point of that portion of the
route where the aeroplane is more than 90 minutes away from an aerodrome at which the
performance requirements applicable at the expected landing mass are met.
d.
The expected mass of the aeroplane at the point where the two engines are assumed
to fail must not be less than that which would include sufficient fuel to proceed to an
aerodrome where the landing is assumed to be made, and to arrive there at an altitude of a
least 450 m (1500 ft) directly over the landing area and thereafter to fly level for 15 minutes.
e.
The available rate of climb of the aeroplane shall be taken to be 150 ft per minute
less than that specified.
f.
The width margins are increased to 18·5 km (10 nm) if the navigational accuracy
does not meet the 95% containment level.
g.
Fuel jettisoning is permitted as long as the aircraft can reach the aerodrome with the
required fuel reserves. A safe procedure must be used.
AMC OPS 1.580 - En-Route - One Engine Inoperative
Performance B aeroplanes have the same restrictions as Performance Class A aeroplanes.
JAR-OPS 1.295 - Selection of Aerodromes
a.
The operator establishes procedures for the selection of destination and/or alternate
aerodromes.
b.
A take-off alternate is specified in the operational flight plan if it is not possible to
return to the aerodrome of departure for meteorological or performance reasons. The take-off
alternate must be located within:
i.
For two-engined aeroplanes in accordance with the AFM in still air standard
conditions based on the actual take-off mass:
ATPL Operational Procedures
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©Atlantic Flight Training
(a)
One hour flight time at a one-engine-inoperative cruising speed; or
(b)
The operators approved ETOPS diversion time up to a maximum of
two hours at the one-engine-inoperative cruising speed; or
c.
ii.
Two hours flight time at a one-engine-inoperative cruising speed in still air
standard conditions based on the actual take-off mass for three and fourengined aeroplanes; and
iii.
If the AFM does not contain a one-engine-inoperative cruising speed, the
speed to be used for calculation must be that which is achieved with the
remaining engine(s) set at maximum continuous power.
The operator must select at least one destination alternate for each IFR flight unless:
i.
ii.
d.
Both:
(a)
The duration of the planned flight from take-off to landing does not
exceed 6 hours; and
(b)
Two separate runways are available at the destination and the
meteorological conditions prevailing are such that, for the period from
one hour before until one hour after the expected time of arrival at
destination, the ceiling will be at least 2000 ft or the circling height
+ 500 ft whichever is the greater. Visibility must be at least 5 km.; or
The destination is isolated and no adequate destination alternate exists.
An operator must select two destination alternates when:
i.
The appropriate weather reports or forecasts for the destination indicate that
during a period commencing 1 hour before and ending 1 hour after the
estimated time of arrival, the weather conditions will be below the applicable
planning minima; or
ii.
No meteorological information is available.
AMC-OPS 1.295 - Location of an En-Route Alternate Aerodrome
The en-route alternate should be located within a circle having a radius equal to 20% of the
total flight plan distance:
¾
¾
the centre of which lies on the planned routes at a distance from the destination
of 25% of the total flight plan distance, or
at least 20% of the total flight plan distance plus 50 nm
whichever is the greater.
ATPL Operational Procedures
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28 October 2003
All distances are to be calculated for still air conditions.
JAR-OPS 1.297 - Planning Minima for IFR Flights
a.
Planning minima for take-off alternates. When selecting an alternate aerodrome
the appropriate weather reports for a period commencing 1 hour before and ending 1 hour
after the estimated time of arrival indicate the weather conditions will be at or above the
applicable landing minima. The ceiling must be taken into account when the only approaches
available are non-precision and/or circling approaches. Limitations related to one engine
inoperative operations must be taken into account.
b.
Planning minima for destination and destination alternate aerodromes. When
selecting the destination aerodrome and/or destination alternate aerodrome(s) for 1 hour
before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather
conditions will be at or above the applicable planning minima as follows:
i.
ii.
Planning minima for a destination aerodrome:
(a)
RVR/visibility comply with the Aerodrome Operating Minima; and
(b)
For a non-precision approach or a circling approach, the ceiling at or
above MDH; and
Planning minima for destination alternate aerodrome(s):
Type of approach
Planning Minima
Cat II and III
Cat I (Note 1)
Cat I
Non-precision
(Notes 1 and 2)
Non-precision
Non-precision
(Notes 1 and 2) plus
200 ft/1000 m
Circling
Circling
Table 1 Planning minima - En-route and destination alternates
Note 1 RVR.
Note 2 The ceiling must be at or above the MDH.
c.
Planning minima for an en-route alternate aerodrome. When selecting an
aerodrome as an en-route alternate aerodrome the appropriate weather reports
indicate that, for a period commencing 1 hour before and ending 1 hour after the
expected time of arrival at the aerodrome, the weather conditions will be at or above
the planning minima above.
ATPL Operational Procedures
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Separate Runways
Runways on the same aerodrome can be considered to be separate when:
¾
¾
They are separate landing surfaces which may overlay or cross such that if one
runway is blocked it will not prevent the planned type of operations on the other
runway, and
Each of the landing surfaces has a separate approach procedure based on a
separate aid
d.
Planning minima for an ETOPS en-route alternate. When selecting ETOPS enroute alternate aerodrome unless the appropriate weather reports or forecasts for a period
commencing 1 hour before and ending 1 hour after the expected time of arrival at the
aerodrome, the weather conditions will be at or above the planning minima prescribed below,
and in accordance with the operator's ETOPS approval.
Type of Approach
Planning Minima
(RVR/visibility required and ceiling if applicable)
Aerodrome with
at least 2 separate approach
procedures based on 2
separate aids serving 2
separate runways
at least 2 separate approach
procedures based on 2
separate aids serving 1
runway
or
at least 1 approach
procedure based on 1 aid
serving 1 runway
Precision Approach Cat II, III
(ILS, MLS)
Precision Approach Cat I
(ILS, MLS)
Non-Precision Approach
Precision Approach Cat I
Minima
Non-Precision Approach
Minima
Non-Precision Approach
Minima
Circling minima or, if not
available, non-precision
approach minima plus 200
ft/1000 m
The lower of non-precision
approach minima plus 200
ft/1000 m or circling minima
The higher of circling minima
or non-precision approach
minima plus 200 ft/1000 m
Circling Approach
Circling Minima
Table 2 Planning minima – ETOPS
JAR-OPS 1.225 - Aerodrome Operating Minima
a.
The operator specifies aerodrome operating minima for each departure, destination
or alternate aerodrome authorised to be used.
ATPL Operational Procedures
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28 October 2003
b.
Any increments imposed by the Authority must be added to the minima calculated
above.
c.
The minima for a specific type of approach and landing procedure are considered
applicable if:
i.
The ground equipment shown on the respective chart required for the
intended procedure is operative;
ii.
The aeroplane systems required for the type of approach are operative;
iii.
The required aeroplane performance criteria are met; and
iv.
The crew is qualified accordingly.
JAR-OPS 1.515, 1.550, 1.595 - Landing - Dry Runways (Performance Class A, B and C)
a.
The operator ensures that the landing mass of the aeroplane for the estimated time of
landing at the destination aerodrome and at any alternate aerodrome allows a full stop
landing from 50 ft above the threshold:
b.
c.
i.
For turbo-jet powered aeroplanes, within 60% of the landing distance
available; or
ii.
For turbo-propeller powered aeroplanes, within 70% of the landing distance
available; (All Performance B and C aircraft use 70%)
iii.
For Steep Approach procedures a screen height of less than 50 ft, but not
less than 35 ft may be used if the Authority gives permission.
The operator must take account of the following:
i.
The altitude at the aerodrome;
ii.
Not more than 50% of the head-wind component or not less than 150% of the
tailwind component; and
iii.
The runway slope in the direction of landing if greater than ± 2%.
The following assumptions are made:
i.
The aeroplane will land on the most favourable runway, in still air; and
ii.
The aeroplane will land on the runway most likely to be assigned considering
the probable wind speed and direction and the ground handling
characteristics of the aeroplane, and considering other conditions such as
landing aids and terrain.
d.
If an operator is unable to comply with (c)(1) above for a destination aerodrome
having a single runway where a landing depends upon a specified wind component, an
aeroplane may be dispatched if 2 alternate aerodromes are designated which permit full
compliance with sub-paragraphs (a), (b) and (c).
ATPL Operational Procedures
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Before commencing an approach to land at the destination aerodrome the commander must
satisfy himself that a landing can be made in full compliance with JAR-OPS 1.510 and subparagraphs (a) and (b) above.
e.
If an operator is unable to comply with (c)(2) above for the destination aerodrome, the
aeroplane may be dispatched if an alternate aerodrome is designated which permits
full compliance with sub-paragraphs (a), (b) and (c).
Landing - Wet and Contaminated Runways
The LDA must be at least 115% of the required landing distance.
Steep Approach Procedures
Where a glideslope of greater than 4.5° is used then Steep Approach Procedures apply.
Screen heights of less than 50 ft but not less than 35 ft can be approved providing:
¾
¾
¾
The AFM states the maximum glideslope angle.
The aerodrome to be used must have at least a visual glidepath indicating system
Weather minima must be specified for each approved runway. Consideration has
to be given to:
¾
¾
The obstacles on the approach
¾
The minimum visual reference required at DH/DA or MDH/MDA
¾
Pilot qualification and aerodrome familiarisation
¾
The type of glidepath reference and runway guidance
¾
Available airborne equipment
¾
AFM limitations
Missed approach criteria
Short Landing Operations
Where short landing operations are approved the following apply:
¾
¾
The vertical distance between the path of the pilot’s eye and the path of the
lowest part of the wheels does not exceed 3 metres
The visibility must not be less than 1.5 km. Wind limitations may also be specified
The above assumes that the aeroplane will cross over the beginning of the declared safe area
at 50 ft.
ATPL Operational Procedures
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28 October 2003
Minimum Time Routes
A minimum time route is as the title says, the route which gives the shortest time between two
points. This is not the straight line route but the route which takes into account ATC and
airspace restrictions.
Establishment of Minimum En-Route Altitude (MEA)
MEA is based on the elevation of the highest point along the route segment concerned within
a distance on either side of track as specified below:
Segment length up to 100 nm
10 nm (5 nm if in a TMA where navigational
aids give a high degree of navigational
accuracy)
Segment length more than 100 nm
10% of the segment length up to 60 nm
The MEA is calculated by using the following formula:
Elevation of the highest point plus the following increment:
Not above 5000 ft
1500 ft
Above 5000 ft but not above 10 000 ft
2000 ft
Above 10 000 ft
10% of the elevation plus
1000 ft
The resultant is then rounded up to the nearest 100 ft.
Fuel Policy
The following expands the fuel policy specified in Chapter 3. When an operator calculates the
amount of fuel to be carried the following has to be taken into consideration:
The amount should be:
Taxy Fuel
This should not be less than the amount expected to be used prior to
take-off. Local conditions and APU consumption have to be taken
into account.
Trip Fuel
This includes:
¾
¾
ATPL Operational Procedures
Take-off and climb fuel to take into account the expected
departure routing
Fuel from TOC to TOD
16-15
©Atlantic Flight Training
¾
¾
Contingency Fuel
¾
The fuel from TOD to the point where the approach is initiated
taking into account the expected arrival procedure
Fuel for the approach and landing at the destination aerodrome
The higher of the following
5 minutes at holding speed at 1500 ft above the destination
aerodrome in Standard conditions.
Or any of the following:
¾
¾
¾
¾
5% of the planned trip fuel or in the event of in-flight replanning
5% of the trip fuel for the remainder of the flight, or
Not less than 3% of the planned trip fuel or in the event of inflight replanning 5% of the trip fuel for the remainder of the flight
provided that an en-route alternate is available, or
An amount of fuel sufficient for 20 minutes flying time based on
the trip fuel providing the operator has established a fuel
monitoring programme, or
An amount of fuel based on a statistical method approved by the
authority which ensures an appropriate statistical coverage of the
deviation from the planned to actual trip fuel.
¾
The following values of statistical coverage have been
decided:
¾
¾
¾
99% plus 3% of the trip fuel if the calculated flight
time is less than 2 hours or more than 2 hours and
no suitable en-route alternate is available
99% coverage if the calculated flight time is more
than 2 hours and a suitable en-route alternate is
available
90% coverage if:
¾
¾
ATPL Operational Procedures
16-16
the calculated flight time is greater than
2 hours
2 separate runways are available at the
destination, one of which is equipped
with ILS/MLS. The weather conditions
must comply with those of JAR-OPS
1.295 or the ILS/MLS is operational to
Category II/III minima and the cloud
base and visibility are better than 500
ft/2500 m.
28 October 2003
Alternate Fuel Sufficient for:
Missed Approach
From the DA/DH or MDA/MDH at the destination
aerodrome to the missed approach altitude
Climb
From missed approach altitude to the cruising level
Cruise
From TOC to TOD
Descent
From TOD to where the approach is initiated taking
into account the expected arrival procedure
Approach and Landing
If in accordance with JAR-OPS two destination
alternates are required the alternate fuel should be
sufficient to the alternate which requires the greater
amount of fuel.
Final Reserve Fuel
For Aeroplanes with Reciprocating Engines Fuel to fly for 45 minutes
For Aeroplanes with Turbine Power Units
Fuel to fly for 30 minutes at
holding speed at 1500 ft above aerodrome elevation in standard conditions,
calculated with the estimated mass on arrival at the alternate or destination
when no alternate is required
Minimum Additional Fuel
¾
¾
This fuel should permit:
Holding for 15 minutes at 1500 ft above the aerodrome in standard
conditions when a flight is operated without a destination alternate, and
Following the failure of a power unit or the loss of pressurisation (based
on the failure at the most critical point) the aeroplane to:
¾
¾
¾
Descend as necessary and proceed to an adequate aerodrome
Hold for 15 minutes at 1500 ft above aerodrome elevation in
standard conditions
Make an approach and landing
The additional fuel is only required when the previously stated fuels are not sufficient
for the above.
ATPL Operational Procedures
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Discretionary Fuel
Extra fuel at the discretion of the commander. If the
operator’s fuel policy includes planning to a destination aerodrome via a decision
point along the route the amount of fuel should be the greater of the two procedures
below:
1.
Taxy fuel
Trip Fuel to the destination via the decision point
Contingency fuel equal to not less than 5% of the estimated fuel
consumption from the decision point to the destination aerodrome
Alternate fuel if a destination alternate is required
Final reserve fuel
Additional fuel
Extra fuel if required by the commander
2.
Taxy fuel
Estimated fuel consumption from the departure aerodrome to a
suitable en-route alternate via the decision point
Contingency fuel equal to not less than 5% of the estimated fuel
consumption from the decision point to the destination aerodrome
Final reserve fuel
Additional fuel
Extra fuel if required by the commander
Isolated Aerodrome Procedures
When planning to an isolated aerodrome for which a destination alternate does not exist the
amount of fuel at departure should include:
¾
¾
¾
Trip fuel
The contingency fuel stated on page 16-15
Additional fuel if required which must not be less than:
¾
¾
¾
For aeroplanes with reciprocating engines fuel to fly for 45 minutes plus
15% of the flight time planned to be spent at cruising level or 2 hours
whichever is less, or
For aeroplanes with turbine power units fuel to fly for 2 hours at normal
cruise consumption after arriving overhead the destination including final
reserve fuel
Extra fuel if required by the commander
ATPL Operational Procedures
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28 October 2003
Chapter 17.
Special Operational Procedures and Hazards (General Aspects)
JAR-OPS 1.030 - Minimum Equipment Lists - Operator's Responsibilities
a.
For each aeroplane, the Authority must approve a Minimum Equipment List (MEL).
This is based upon the Master Minimum Equipment List (MMEL).
b.
The designer under the approval of the State of Design produces the MMEL.
JAR 25.1581 General
a.
Furnishing information.
the following:
b.
All aeroplanes must have a Flight Manual containing
i.
Information required by JAR 25.
ii.
Other information that is necessary for safe operation because of design,
operating, or handling characteristics.
iii.
Any limitation, procedure, or other information established as a condition of
compliance with the National Noise Regulations.
The AFM will include:
¾
¾
Loading limitations and information
¾
Airspeed limitations
¾
Equipment and systems limitations
¾
Flight time limitations – after systems or powerplant failures
¾
Operating procedures
¾
Powerplant limitations
¾
Flight crew limitations,
¾
Types of operation
¾
Handling information
¾
Markings and placards
¾
Performance information
Least-risk bomb location
JAR-OPS 1.345 - Ice and other Contaminants
For ice to form on an airframe three considerations are necessary:
¾
Water in a liquid state must be present
ATPL Operational Procedures
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©Atlantic Flight Training
¾
¾
The outside air temperature must be below 0°C
The aeroplane airframe temperature must be below 0°C
a.
The operator establishes procedures for ground de-icing and anti-icing and related
inspections of the aeroplane(s) are necessary. De-icing is where ice is removed from the
aircraft; anti-icing is where ice is prevented from forming.
b.
A flight cannot be commenced unless:
¾
¾
The external surfaces have been cleared of any contaminant or deposit that
might affect the performance of the aeroplane.
The aeroplane is certificated and equipped for flight in icing conditions if there are
known or expected icing conditions.
JAR-OPS 1.675 - Equipment for Operations in Icing Conditions
a.
The operator cannot operate an aeroplane in expected or actual icing conditions
unless it is certificated and equipped to operate in icing conditions.
b.
At night the aeroplane has to be equipped with a means to illuminate or detect the
formation of ice. Any illumination that is used must be of a type that will not cause glare or
reflection that would affect crew members in the performance of their duties.
De-Icing on the Ground
aeroplanes in:
¾
¾
A pilot can find information on the de-icing and anti-icing of
The operations manual
ICAO DOC 9640 – Manual of Aircraft Ground De-Icing/Anti-Icing
For a contaminated aircraft on the ground there are three approved de-icing methods:
¾
¾
¾
The application of de-icing fluids.
Heating the airframe by use of hot air
Manually sweeping the aircraft
De-icing/Anti-icing on the ground is carried out in a one step or two step procedure:
One Step
De-icing/Anti-icing done at the same time
Two-Step
Ice removal is achieved first and then anti-icing is carried out
separately.
ATPL Operational Procedures
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28 October 2003
De-Icing/Anti-Icing Fluids
¾
¾
¾
Three types are in use:
ISO Type I (unthickened) Fluid
ISO Type II (thickened) Fluid
ISO Type IV (thickened) Fluid
Fluids are applied neat or diluted dependent on the holdover time. Holdover protection is
achieved by a layer of anti-icing fluid remaining on and protecting aircraft surfaces for a period
of time. For a one-step procedure the holdover time begins at the commencement of deicing/anti-icing. With a two-step procedure the holdover time begins at the commencement of
the second step.
JAR-OPS 1.235 - Noise Abatement Procedures
ICAO Document 8168 PANS-OPS details the information required for departure and
approach procedures regarding noise abatement.
Aircraft are noisy and in the modern era where an airport is close to a built-up area then
procedures are designed to reduce the noise as much as possible. Where special departure
procedures are designed then it is possible that the TOM may be limited in order to achieve
the requirements of the two noise abatement procedures. Two procedures are outlined below.
Note that both procedures are not to be initiated at less than 800 ft above aerodrome level
Noise abatement procedures in the form of reduced power take-off should not be required in
adverse operating conditions such as:
¾
¾
If the runway surface conditions are adversely affected (eg snow, slush, ice or
other contaminants)
¾
When the horizontal visibility is less than 1.9 km (1 nm)
¾
When the tailwind component, including gusts, exceeds 5 kt
¾
When the crosswind component, including gusts, exceeds 15 kt
¾
When wind shear has been reported or forecast, or
Thunderstorms are expected to affect the approach or departure
ATPL Operational Procedures
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Noise Abatement Departure Procedure 1 (NADP 1) This procedure is intended to
provide noise reduction for noise sensitive areas in close proximity to the departure end of the
runway. The procedure involves a power reduction at or above the prescribed minimum
altitude and the delay of flap/slat retraction until the prescribed maximum altitude is attained.
Maintain positive rate of climb
Accelerate smoothly to en-route climb speed
At no more than 3000 ft retract flaps/slats on
schedule
3000 ft
Climb at V2 + 10 to 20kt
Maintain reduced power
Maintain flaps/slats in the take-off configuration
Initiate power reduction at or
above 800 ft
800 ft
Take –off Thrust
V2 + 10 to 20 kt
¾
¾
¾
¾
¾
(or V2 + 20 to 40 kmh)
The initial climbing speed to the noise abatement initiation point is not less than
V2 + 10 knots
When at or above 800 ft above aerodrome elevation the engine power/thrust is
adjusted in accordance with the noise abatement schedule in the aircraft
operating manual
A climb speed of V2 plus 10 to 20 knots is maintained with the flaps/slats in the
take-off position
At no more than 3000 ft above aerodrome elevation while maintaining a positive
rate of climb the aircraft is accelerated and the flaps/slats retracted
At 3000 ft above aerodrome elevation accelerate to en-route climb speed
ATPL Operational Procedures
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28 October 2003
Noise Abatement Departure Procedure 2 (NADP 2) This procedure is designed to
alleviate noise distant from the aerodrome. The procedure involves the initiation of the
flap/slat retraction on reaching the minimum prescribed altitude. The flaps/slats are to be
retracted on schedule while a positive rate of climb is maintained. Power reduction is
performed with:
¾
¾
The first flap/slat retraction, or
When the zero flap/slat configuration is attained
At the prescribed altitude the transition to normal en-route climb procedures is made.
On reaching 3000 ft transition smoothly
to en-route climb speed
3000 ft
Not before 800 ft with a positive rate of climb accelerate to
VZF and reduce power with the initiation of the first flap/slat
retraction
or
When flaps/slats are retracted with a positive rate of climb
reduce power and climb at VZF + 10 to 20 knots
800 ft
Take –off Thrust
V2 + 10 to 20 kt
¾
¾
The initial climbing speed to the noise abatement initiation point is V2 + 10 to 20
knots
On reaching 800 ft above aerodrome elevation the body angle/angle of pitch is
decreased while still maintaining a positive rate of climb. The aircraft is
accelerated to VZF and:
¾
¾
¾
(or V2 + 20 to 40 kmh)
¾
Power is reduced with the initiation of the first flap/slat retraction, or
Power is reduced after flap/slat retraction
A positive rate of climb is maintained and the aircraft is accelerated to a climb
speed of VZF plus 10 to 20 knots to 3000 ft above aerodrome elevation
At 3000 ft the transition is made to normal en-route climb speed
For an approach, the aircraft must be in a final landing configuration:
¾
¾
5 nm from the threshold of the landing runway, or
After passing the outer marker if it is > 5nm from the threshold
ATPL Operational Procedures
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For landing there is no limitation on the use of reverse thrust. A displaced threshold is only
used for noise abatement if:
¾
¾
Noise is sufficiently reduced
The runway distance is still sufficiently long for the operations required
The following conditions preclude the choice of runway to use with regard to noise abatement:
¾
¾
¾
If the runway is not clear and dry
The cloud ceiling is 500 ft (150 m) for landing or the horizontal visibility is less
than 1.9 km for take-off or landing
¾
The cross wind component including gusts exceeds 15 knots
¾
When windshear has been reported or is forecast
¾
The tail wind component including gusts exceeds 5 kt
When thunderstorms are expected to affect the approach or departure
Fire and Smoke
Carburettor Fire
If the engine has not started
¾
¾
¾
Move the mixture control to idle cut off
Open the throttle fully
Continue to operate the starter motor
If the engine has started
¾
Keep the engine going
In both cases, if the fire does not go out action the Engine Fire Drill
Engine Fire
Account must be taken of whether the aeroplane is in the air or on the ground. The
following are general considerations and are not specific to type.
Piston Engine Fire
¾
¾
¾
¾
Fuel off
Allow the engine to run dry
The system should then be purged of fuel
Ignition off
Jet Engine Fire
¾
¾
Close the throttle lever
Engine start lever to cut off
ATPL Operational Procedures
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28 October 2003
¾
Pull the engine fire warning switch
If the warning continues
¾
Operate the fire extinguisher system
If this does not work, after 30 seconds
¾
Operate the second fire extinguisher system
Turboprop Engine Fire
Same as for the Jet Engine Fire except that at some stage the propeller will need
feathering.
AMC OPS 1.790 - Hand Fire Extinguishers
The number and location of hand fire extinguishers must be sufficient to provide adequate
availability for use, account being taken of the number and size of the passenger
compartments, the need to minimise the hazard of toxic gas concentrations and the location
of toilets, galleys etc. These considerations may result in the number being greater than the
minimum prescribed.
There should be at least one fire extinguisher suitable for both flammable fluid and electrical
equipment fires installed on the flight deck. Additional extinguishers may be required for the
protection of other areas accessible to the crew in flight. Dry chemical fire extinguishers
should not be used on the flight deck because of the adverse effect on vision during
discharge and, if non-conductive, interference with electrical contacts by the chemical
residues.
Where only one hand fire extinguisher is required in the passenger compartments it should be
located near the cabin crew member's station, where provided. Where two or more hand fire
extinguishers are required in the passenger compartments they should be located near each
end of the cabin with the remainder distributed throughout the cabin as evenly as is
practicable.
Unless an extinguisher is clearly visible, a sign should indicate its location.
JAR 25.857 Cargo compartment classification
a.
Class A
A Class A cargo or baggage compartment is one in which --
i.
The presence of a fire would be easily discovered by a crew member while at
his station; and
ii.
Each part of the compartment is easily accessible in flight.
ATPL Operational Procedures
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©Atlantic Flight Training
b.
c.
d.
Class B
A Class B cargo or baggage compartment is one in which:
i.
There is sufficient access in flight to enable a crew member to effectively
reach any part of the compartment with the contents of a hand fire
extinguisher;
ii.
When the access provisions are being used no hazardous quantity of smoke,
flames or extinguishing agent will enter any compartment occupied by the
crew or passengers; and
iii.
There is a separate approved smoke detector or fire detector system to give
warning to the pilot or flight engineer station.
Class C
A Class C cargo or baggage compartment is one not meeting the
requirements for either a Class A or B compartment but in which:
i.
There is a separate approved smoke detector or fire detector system to give
warning at the pilot or flight engineer station;
ii.
There is an approved built-in fire-extinguishing system controllable from the
pilot or flight engineer stations;
iii.
There are means to exclude hazardous quantities of smoke, flames, or
extinguishing agent, from any compartment occupied by the crew or
passengers; and
iv.
There are means to control ventilation and draughts within the compartment
so that the extinguishing agent used can control any fire that may start within
the compartment.
Class D
A Class D cargo or baggage compartment is one in which:
i.
A fire occurring in it will be completely confined without endangering the
safety of the aeroplane or the occupants;
ii.
There are means to exclude hazardous quantities of smoke, flames, or other
noxious gases, from any compartment occupied by the crew or passengers;
iii.
Ventilation and draughts are controlled within each compartment so that any
fire likely to occur in the compartment will not progress beyond safe limits;
iv.
Consideration is given to the effect of heat within the compartment on
adjacent critical parts of the aeroplane.
v.
The compartment volume does not exceed 1000 cubic ft.
For compartments of 500 cubic ft or less, an airflow of 1500 cubic ft per hour is acceptable.
e.
Class E
A Class E cargo compartment is one on aeroplanes used only for the
carriage of cargo and in which:
i.
There is a separate approved smoke or fire detector system to give warning
at the pilot or flight engineer station;
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ii.
There are means to shut off the ventilating airflow to, or within, the
compartment, and the controls for these means are accessible to the flight
crew in the crew compartment;
iii.
There are means to exclude hazardous quantities of smoke, flames, or
noxious gases, from the flight-crew compartment; and
iv.
The required crew emergency exits are accessible under any cargo loading
condition.
JAR-OPS 1.790 - Hand Fire Extinguishers
Hand fire extinguishers are provided for use in crew, passenger, cargo compartments and
galleys in accordance with the following:
a.
The type must be suitable for the kinds of fires likely to occur in the compartment
where the extinguisher is intended to be used and, for personnel compartments, must
minimise the hazard of toxic gas concentration;
b.
At least one hand fire extinguisher, containing Halon 1211 (bromochlorodi-fluoromethane, CBrCIF2), or equivalent as the extinguishing agent, must be conveniently located
on the flight deck for use by the flight crew;
c.
At least one hand fire extinguisher must be located in, or readily accessible for use in,
each galley not located on the main passenger deck;
d.
At least one readily accessible hand fire extinguisher must be available for use in
each Class A or Class B cargo or baggage compartment and in each Class E cargo
compartment that is accessible to crew members in flight; and
e.
The number of hand fire extinguishers required in the passenger compartments is
listed below:
Maximum approved passenger
seating configuration
Number of Extinguishers
7 to 30
1
31 to 60
2
61 to 200
3
201 to 300
4
301 to 400
5
401 to 500
6
501 to 600
7
601 or more
8
When two or more extinguishers are required, they must be evenly distributed in the
passenger compartment.
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f.
At least one of the required fire extinguishers located in the passenger compartment
of an aeroplane with a maximum approved passenger seating configuration of at least 31,
and not more than 60, and at least two of the fire extinguishers located in the passenger
compartment of an aeroplane with a maximum approved passenger seating configuration of
61 or more must contain Halon 1211 (bromochlorodi-fluoromethane, CBrCIF2), or equivalent
as the extinguishing agent.
The hand fire extinguishers that may be used in an aircraft are:
Extinguisher
Colour
Use
Remarks
Halon 1211 – BCF
Green
General
Anywhere on aircraft
Water
Red
Domestic fires
Nil
CO2
Black
Electrical fires
Not on flight deck
Dry Powder
Blue
Electrical and liquid
fires
Not on flight deck
Automatically triggered water or CO2 extinguishers generally protect toilets.
Class of Fires
The following classes of fire need to be known:
Class A
Solids, ordinary combustible material
Class B
Flammable liquids
Class C
Gases
Class D
Combustible metals
Fire Detection
Fire detection systems to be found on an aircraft include:
¾
¾
Electro optical systems which work by the interruption of a beam of light
Heat detection systems
Brake Overheat
When overheated brakes occur there is a danger that the tyres and brakes may explode. Fire
crews should be in attendance while the brakes are in an overheated state. This can take a
substantial time.
If the aircraft has to be approached it should be from the front or rear and not from the side.
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Crash Axes and Crowbars
An aeroplane with a MTOM >5700 kg or having a passenger seating configuration of more
than nine are to be equipped with:
¾
A crash axe or crowbar on the flight deck
Where the seating configuration is more than 200:
¾
In the rearmost galley a crash axe or crowbar is to be carried
The items are not to be visible to passengers.
JAR-OPS 1.770 - Minimum Requirements for Supplemental Oxygen for Pressurised
Aeroplanes
Supply For
Duration and Cabin Pressure Altitude
All Occupants of flight
deck seats
Entire flight time when the cabin pressure exceeds 13 000 ft
The entire flight time when the cabin pressure altitude exceeds
10 000 ft but does not exceed 13 000 ft for the first 30 minutes
at those altitudes, but in no case less than:
i. 30 minutes for aeroplanes certificated to fly at
altitudes not exceeding 25 000 ft2
ii. 2 hours for aeroplanes certificated to fly at altitudes
more than 25 000 ft3
All required cabin crew
members
Entire flight time when the cabin pressure exceeds 13 000 ft but
not less than 30 minutes2
The entire flight time when the cabin pressure altitude exceeds
10 000 ft but does not exceed 13 000 ft for the first 30 minutes
at those altitudes,
100% of passengers5
The entire flight time when the cabin pressure altitude exceeds
15 000 ft but in no case less than 10 minutes4
30% of passengers5
The entire flight time when the cabin pressure altitude exceeds
14 000 ft but does not exceed 15 000 ft
10% of passengers5
The entire flight time when the cabin pressure altitude exceeds
10 000 ft but does not exceed 14 000 ft after the first 30 minutes
at these altitudes
Notes:
1.
The supply provided must take account of the cabin pressure altitude
and descent profile for the routes considered
2.
The required minimum supply is that quantity of oxygen necessary
for a constant rate of descent from the aeroplane’s maximum
certificated operating altitude to 10 000 ft in 10 minutes followed by
20 minutes at 10 000 ft.
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3.
The required minimum supply is that quantity of oxygen necessary
for a constant rate of descent from the aeroplane’s maximum
certificated operating altitude to 10 000 ft in 10 minutes followed by
110 minutes at 10 000 ft.
4.
The required minimum supply is that quantity of oxygen necessary
for a constant rate of descent from the aeroplane’s maximum
certificated operating altitude to 15 000 ft in 10 minutes
5.
For the purpose of this table “passengers” means passengers
actually carried and includes infants
For flight crew members a quick donning oxygen mask is used, this is a mask that can:
¾
¾
Be donned within 5 seconds using one hand
Give normal radio communications
The masks used by passengers are of no use when there is smoke in the cabin as the smoke
will mix with the oxygen.
The number of oxygen dispensing units and outlets must exceed the number of seats by at
least 10%.
Supplemental Oxygen for Non-Pressurised Aircraft
Supply For
Duration and Pressure Altitude
All Occupants of flight
deck seats
Entire flight time at pressure altitudes above 10 000 ft
All required cabin crew
members
The entire flight time at pressure altitudes above 13 000 ft and
for any period exceeding 30 minutes at pressure altitudes
above 10 000 ft but not exceeding 13 000 ft
100% of passengers
Entire flight time at pressure altitudes above 13 000 ft
10% of passengers
Entire flight time after 30 minutes at pressure altitudes greater
than 10 000 ft but not exceeding 13 000 ft
JAR-OPS 1.820 - Emergency Locator Transmitter
An aeroplane issued with a C of A on or after 1 January 2002 must be equipped with an
automatic Emergency Locator Transmitter (ELT) capable of transmitting on 121.5 MHz and
406 MHz.
Aeroplanes with a C of A first issued before 1 January 2002 have to be equipped with any
type of ELT capable of transmitting on 121.5 MHz and 406 MHz. Where an aeroplane, issued
with a C of A before 1 January 2002, has an automatic ELT that can only transmit on 121.5
MHz then this may remain in service until 31 December 2004.
Any ELT that uses 406 MHz must be coded in accordance with ICAO Annex 10 and
registered with the national agency responsible for SAR.
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JAR-OPS 1.825 - Life Jackets
A land aeroplane should not be operated when:
¾
¾
Flying over water and at a distance of more than 50 nm from the shore, or
When taking off or landing when the approach path is such that in the event of an
emergency there is a likelihood of ditching
Unless it is equipped with Life Jackets equipped with a survivor light for each person on
board.
Each life jacket must be stored in an easily accessible place.
JAR-OPS 1.830 - Life Rafts and Survival ELTs for Extended Overwater Flights
Overwater flights are not to be operated at a distance away from land which is suitable for
making an emergency landing greater to that corresponding to:
¾
¾
120 minutes at cruising speed or 400 nm whichever is the lesser for aeroplanes
capable of continuing the flight to an aerodrome with the critical power unit
inoperative at any point along the route or planned diversions, or
30 minutes at cruising speed or 100 nm whichever is the lesser for all other
aeroplanes.
For the above to apply the following equipment must be carried:
¾
Sufficient life rafts to carry all persons on board. The life rafts have to be
equipped with:
¾
¾
¾
A survival locator light
Life saving equipment
Two ELTs
JAR-OPS 1.835 - Survival Equipment
An aircraft should not be operated over terrain where SAR would be difficult unless it is
equipped with:
¾
¾
¾
Pyrotechnic signalling devices
One ELT
Additional survival equipment taking into account the number of persons on
board. This equipment need not be carried when the aeroplane:
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¾
Remains within a distance from an area where SAR is not difficult
corresponding to:
¾
¾
¾
120 minutes at the one engine inoperative cruising speed for
aeroplanes capable of continuing flight when the critical power
unit(s) become inoperative at any point along the flight, or
30 minutes at cruising speed for all other aeroplanes
For JAR 25 aeroplanes the distance must be no greater than 90 minutes
at cruising speed from an area suitable for making an emergency landing
JAR-OPS 1.1235 - Security Requirements
An operator shall ensure that all appropriate personnel are familiar, and comply with the
relevant requirements of the national security programmes of the State of the operator.
JAR-OPS 1.1240 - Training Programmes
An operator shall establish, maintain and conduct approved training programmes which
enable the operator's personnel to take appropriate action to prevent acts of unlawful
interference such as sabotage or unlawful seizure of aeroplanes and to minimise the
consequences of such events should they occur.
JAR-OPS 1.1245 - Reporting Acts of Unlawful Interference
Following an act of unlawful interference on board an aeroplane the commander or, in his
absence the operator, shall submit, without delay, a report of such an act to the designated
local authority and the Authority in the State of the operator.
JAR-OPS 1.1250 - Aeroplane Search Procedure Checklist
An operator shall ensure that all aeroplanes carry a checklist of the procedures to be followed
for that type in searching for concealed weapons, explosives, or other dangerous devices.
JAR-OPS 1.1255 - Flight Crew Compartment Security
If installed, the flight crew compartment door on all aeroplanes operated for the purpose of
carrying passengers shall be capable of being locked from within the compartment in order to
prevent unauthorised access.
JAR 25.1001 Fuel jettisoning system
a.
A fuel jettisoning system must be installed on each aeroplane unless it is shown that
the aeroplane meets the climb requirements of JAR 25.119 and 25.121(d) at maximum takeoff weight, less the actual or computed weight of fuel necessary for a 15-minute flight
comprised of a take-off, go-around, and landing at the airport of departure with the aeroplane
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configuration, speed, power, and thrust the same as that used in meeting the applicable takeoff approach, and landing climb performance requirements of this JAR-25.
b.
If a fuel jettisoning system is required it must be capable of jettisoning enough fuel
within 15 minutes, starting with the weight given in sub-paragraph (a) of this paragraph, to
enable the aeroplane to meet the climb requirements of JAR 25.119 and 25.121(d), assuming
that the fuel is jettisoned under the conditions, except weight, found least favourable during
the flight tests prescribed in sub-paragraph (c) of this paragraph.
c.
Fuel jettisoning must be demonstrated beginning at maximum take-off weight with
wing-flaps and landing gear up and in:
i.
A power-off glide at 1.4 VS1;
ii.
A climb at the one-engine inoperative best rate-of-climb speed, with the
critical engine inoperative and the remaining engines at maximum continuous
power; and
iii.
Level flight at 1.4 VS1, if the results of the tests in the condition specified in
sub-paragraph (c)(1) and (2) of this paragraph show that this condition could
be critical.
d.
During the flight tests prescribed in sub-paragraph (c) of this paragraph, it must be
shown that:
i.
The fuel jettisoning system and its operation are free from fire hazard;
ii.
The fuel discharges clear of any part of the aeroplane;
iii.
Fuel or fumes do not enter any part of the aeroplane;
iv
The jettisoning operation does not adversely affect the controllability of the
aeroplane.
e.
Means must be provided to prevent jettisoning the fuel in the tanks used for take-off
and landing below the level allowing climb from sea level to 10 000 ft and thereafter allowing
45 minutes cruise at a speed for maximum range. However, if there is an auxiliary control
independent of the main jettisoning control, the system may be designed to jettison the
remaining fuel by means of the auxiliary jettisoning control.
¾
Fuel should not be jettisoned below 10 000 ft
¾
¾
In winter in exceptional circumstances this can be lowered to 7000 ft
In summer in exceptional circumstances this can be lowered to 4000 ft
f.
The fuel jettisoning valve must be designed to allow flight personnel to close the valve
during any part of the jettisoning operation.
g.
Unless it is shown that using any means (including flaps, slots and slats) for changing
the airflow across or around the wings does not adversely affect fuel jettisoning, there must
be a placard, adjacent to the jettisoning control, to warn flight-crew members against
jettisoning fuel while the means that change the airflow are being used.
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h.
The fuel jettisoning system must be designed so that any reasonably probable single
malfunction in the system will not result in a hazardous condition due to unsymmetrical
jettisoning of, or inability to jettison, fuel.
Transport of Dangerous Goods by Air
JAR-OPS 1.1150 - Terminology
a.
Terms used in this Subpart have the following meanings:
Acceptance Check List
A document used to assist in carrying out a check on
the external appearance of packages of dangerous goods and their associated
documents to determine that all appropriate requirements have been met.
Cargo Aircraft Any aircraft which is carrying goods or property but not passengers.
In this context the following are not considered to be passengers:
i.
A crew member;
ii.
An operator's employee permitted by, and carried in accordance with,
the instructions contained in the Operations Manual;
iii.
An authorised representative of an Authority; or
iv
A person with duties in respect of a particular shipment on board.
Dangerous Goods Accident An occurrence associated with and related to the
transport of dangerous goods which results in fatal or serious injury to a person or
major property damage.
Dangerous Goods Incident
An occurrence, other than a dangerous goods
accident, associated with and related to the transport of dangerous goods, not
necessarily occurring on board an aircraft, which results in injury to a person, property
damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that
the integrity of the packaging has not been maintained. Any occurrence relating to the
transport of dangerous goods which seriously jeopardises the aircraft or its occupants
is also deemed to constitute a dangerous goods incident.
Dangerous Goods Transport Document
A document which is specified by
the Technical Instructions. It is completed by the person who offers dangerous goods
for air transport and contains information about those dangerous goods. The
document bears a signed declaration indicating that the dangerous goods are fully
and accurately described by their proper shipping names and UN numbers (if
assigned) and that they are correctly classified, packed, marked, labelled and in a
proper condition for transport.
Freight Container
A freight container is an article of transport equipment for
radioactive materials, designed to facilitate the transport of such materials, either
packaged or unpackaged, by one or more modes of transport.
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Handling Agent
An agency which performs on behalf of the operator some or
all of the latter's functions including receiving, loading, unloading, transferring or other
processing of passengers or cargo.
Overpack
An enclosure used by a single shipper to contain one or more
packages and to form one handling unit for convenience of handling and stowage.
Package
The complete product of the packing operation consisting of the
packaging and its contents prepared for transport.
Packaging
Receptacles and any other components or materials necessary for
the receptacle to perform its containment function and to ensure compliance with the
packing requirements.
Proper Shipping Name
The name to be used to describe a particular article
or substance in all shipping documents and notifications and, where appropriate, on
packaging.
Serious Injury An injury which is sustained by a person in an accident and which:
i
Requires hospitalization for more than 48 hours, commencing within
seven days from the date the injury was received; or
ii
Results in a fracture of any bone (except simple fractures of fingers,
toes or nose); or
iii
Involves lacerations which cause severe haemorrhage, nerve,
muscle or tendon damage; or
iv
Involves injury to any internal organ; or
v
Involves second or third degree burns, or any burns affecting more
than 5% of the body surface; or
vi
Involves verified exposure to infectious substances or injurious
radiation.
State of Origin The Authority in whose territory the dangerous goods were first
loaded on an aircraft.
Technical Instructions The latest effective edition of the Technical Instructions for
the Safe Transport of Dangerous Goods by Air (Doc 9284-AN/905), including the
Supplement and any Addendum, approved and published by decision of the Council
of the International Civil Aviation Organization.
UN Number
The four-digit number assigned by the United Nations Committee of
Experts on the Transport of Dangerous Goods to identify a substance or a particular
group of substances.
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Unit Load Device
Any type of aircraft container, aircraft pallet with a net, or
aircraft pallet with a net over an igloo. (Note: an overpack is not included in this
definition; for a container containing radioactive materials see the definition for freight
container.)
Dangerous Goods Categories
Class 1 - Explosives
Class 2 - Compressed gases
Class 3 - Flammable liquids
Class 4 - Other flammable hazards
Class 5 - Oxygen rich material, oxidizers and organic peroxides
Class 6 - Material affecting health, poisons and infectious substances
Class 7 - Radioactive material
Class 8 - Corrosive material
Class 9 - Miscellaneous hazards.
JAR-OPS 1.1160 - Scope
a.
An operator shall comply with the provisions contained in the Technical Instructions
on all occasions when dangerous goods are carried, irrespective of whether the flight is
wholly or partly within or wholly outside the territory of a State.
b.
Articles and substances which would otherwise be classed as dangerous goods are
excluded from the provisions of this Subpart, to the extent specified in the Technical
Instructions, provided:
i.
They are required to be aboard the aeroplane in accordance with the relevant
JARs or for operating reasons;
ii.
They are carried as catering or cabin service supplies;
iii.
They are carried for use in flight as veterinary aid or as a humane killer for an
animal
iv.
They are carried for use in flight for medical aid for a patient, provided that:
(a)
Gas cylinders have been manufactured specifically for the purpose of
containing and transporting that particular gas;
(b)
Drugs, medicines and other medical matter are under the control of
trained personnel during the time when they are in use in the
aeroplane;
(c)
Equipment containing wet cell batteries is kept and, when necessary
secured, in an upright position to prevent spillage of the electrolyte;
and
(d)
Proper provision is made to stow and secure all the equipment during
take-off and landing and at all other times when deemed necessary
by the commander in the interest of safety; or
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v.
They are carried by passengers or crew members.
Articles and substances intended as replacements for those in (b.i) above shall be
transported on an aeroplane as specified in the Technical Instructions.
JAR-OPS 1.1170 - Classification
An operator shall take all reasonable measures to ensure that articles and substances are
classified as dangerous goods as specified in the Technical Instructions.
IEM OPS 1.1160(b)(1) - Dangerous Goods on an Aeroplane in Accordance with the
Relevant Regulations or for Operating Reasons
Dangerous goods required to be on board an aeroplane in accordance with the relevant JARs
or for operating reasons are those which are for:
a. The airworthiness of the aeroplane;
b. The safe operation of the aeroplane; or
c. The health of passengers or crew.
Such dangerous goods include but are not limited to:
a. Batteries;
b. Fire extinguishers;
c. First-aid kits;
d. Insecticides/Air fresheners;
e. Life saving appliances; and
f. Portable oxygen supplies.
JAR-OPS 1.1165 - Limitations on the Transport of Dangerous Goods
a.
An operator shall take all reasonable measures to ensure that articles and
substances that are specifically identified by name or generic description in the Technical
Instructions as being forbidden for transport under any circumstances are not carried on any
aeroplane.
b.
An operator shall take all reasonable measures to ensure that articles and
substances or other goods that are identified in the Technical Instructions as being forbidden
for transport in normal circumstances are only transported when:
i.
They are exempted by the States concerned under the provisions of the
Technical Instructions; or
ii.
The Technical Instructions indicate they may be transported under an
approval issued by the State of Origin.
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JAR-OPS 1.1175 - Packing
An operator shall take all reasonable measures to ensure that dangerous goods are packed
as specified in the Technical Instructions.
JAR-OPS 1.1185 - Dangerous Goods Transport Document
a.
An operator shall ensure that, except when otherwise specified in the Technical
Instructions, dangerous goods are accompanied by a dangerous goods transport document.
b.
Where dangerous goods are carried on a flight which takes place wholly or partly
outside the territory of a State, the English language must be used for the dangerous goods
transport document in addition to any other language requirements.
JAR-OPS 1.1200 - Inspection for Damage, Leakage or Contamination
a.
An operator shall ensure that:
i.
Packages, overpacks and freight containers are inspected for evidence of
leakage or damage immediately prior to loading on an aeroplane or into a
unit load device, as specified in the Technical Instructions;
ii.
A unit load device is not loaded on an aeroplane unless it has been inspected
as required by the Technical Instructions and found free from any evidence of
leakage from, or damage to, the dangerous goods contained therein;
iii.
Leaking or damaged packages, overpacks or freight containers are not
loaded on an aeroplane;
iv.
Any package of dangerous goods found on an aeroplane and which appears
to be damaged or leaking is removed or arrangements made for its removal
by an appropriate authority or organisation. In this case the remainder of the
consignment shall be inspected to ensure it is in a proper condition for
transport and that no damage or contamination has occurred to the
aeroplane or its load; and
v.
Packages, overpacks and freight containers are inspected for signs of
damage or leakage upon unloading from an aeroplane or from a unit load
device and, if there is evidence of damage of leakage, the area where the
dangerous goods were stowed is inspected for damage of contamination.
JAR-OPS 1.1210 - Loading Restrictions
Passenger Cabin and Flight Deck
An operator shall ensure that dangerous
goods are not carried in an aeroplane cabin occupied by passengers or on the flight
deck, unless otherwise specified in the Technical Instructions.
Cargo Compartments
An operator shall ensure that dangerous goods are
loaded, segregated, stowed and secured on an aeroplane as specified in the
Technical Instructions.
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Dangerous Goods Designated for Carriage Only on Cargo Aircraft An operator
shall ensure that packages of dangerous goods bearing the `Cargo Aircraft Only'
label are carried on a cargo aircraft and loaded as specified in the Technical
Instructions.
JAR-OPS 1.1215 - Provision of Information
a.
b.
Information to Ground Staff. An operator shall ensure that:
i.
Information is provided to enable ground staff to carry out their duties with
regard to the transport of dangerous goods, including the actions to be taken
in the event of incidents and accidents involving dangerous goods; and
ii.
Where applicable, the information referred to in sub-paragraph (a.i) above
is also provided to his handling agent.
Information of Passengers and Other Persons:
i.
An operator shall ensure that information is promulgated as required by the
Technical Instructions so that passengers are warned as to the types of
goods which they are forbidden from transporting aboard an aeroplane; and
ii.
An operator and, where applicable, his handling agent shall ensure that
notices are provided at acceptance points for cargo giving information about
the transport of dangerous goods.
c.
Information to Crew Members. An operator shall ensure that information is provided
in the Operations Manual to enable crew members to carry out their responsibilities in regard
to the transport of dangerous goods, including the actions to be taken in the event of
emergencies arising involving dangerous goods.
d.
Information to the Commander. An operator shall ensure that the commander is
provided with written information, as specified in the Technical Instructions.
e.
Information in the Event of an Aeroplane Incident or Accident
i.
The operator of an aeroplane which is involved in an aeroplane incident shall,
on request, provide any information required to minimise the hazards created
by any dangerous goods carried.
ii.
The operator of an aeroplane which is involved in an aeroplane accident
shall, as soon as possible, inform the appropriate authority of the State in
which the aeroplane accident occurred of any dangerous goods carried.
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JAR-OPS 1.1220 - Training Programmes
a.
An operator shall establish and maintain staff training programmes, as required by
the Technical Instructions, which must be approved by the Authority.
b.
Operators not holding a permanent approval to carry dangerous goods. An operator
shall ensure that:
i.
Staff who are engaged in general cargo handling have received training to
carry out their duties in respect of dangerous goods, and.
ii.
The following personnel:
(a)
Crew members;
(b)
Passenger handling staff; and
(c)
Security staff employed by the operator who deal with the screening
of passengers and their baggage,
have received training which, as a minimum, must cover to a depth sufficient to ensure that
an awareness is gained of the hazards associated with dangerous goods, how to identify
them and what requirements apply to the carriage of such goods by passengers.
Contaminated runway
JAR-OPS 1.480 - Terminology
a.
Terms used in Subparts F, G, H, I and J, and not defined in JAR-1, have the following
meaning:
Accelerate-stop distance available (ASDA) The length of the take-off run
available plus the length of stopway, if such stopway is declared available by the
appropriate Authority and is capable of bearing the mass of the aeroplane under the
prevailing operating conditions.
Contaminated runway A runway is considered to be contaminated when more than
25% of the runway surface area (whether in isolated areas or not) within the required
length and width being used is covered by the following:
i.
Surface water more than 3 mm (0·125 in) deep, or by slush, or loose
snow, equivalent to more than 3 mm (0·125 in) of water;
ii.
Snow which has been compressed into a solid mass which resists
further compression and will hold together or break into lumps if
picked up (compacted snow); or
iii.
Ice, including wet ice.
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Contaminant Depth
be attempted:
If the following limits are exceeded then a take-off should not
i.
Dry snow
> 60 mm
ii.
Very dry snow
> 80 mm
iii.
Water, slush or wet snow
> 15 mm
Damp runway A runway is considered damp when the surface is not dry, but when
the moisture on it does not give it a shiny appearance.
Dry runway
A dry runway is one which is neither wet nor contaminated, and
includes those paved runways which have been specially prepared with grooves or
porous pavement and maintained to retain 'effectively dry' braking action even when
moisture is present.
Landing distance available (LDA)
The length of the runway which is declared
available by the appropriate Authority and suitable for the ground run of an aeroplane
landing.
Maximum approved passenger seating configuration The maximum passenger
seating capacity of an individual aeroplane, excluding pilot seats or flight deck seats
and cabin crew seats as applicable, used by the operator, approved by the Authority
and specified in the Operations Manual.
Take-off distance available (TODA)
the length of the clearway available.
The length of the take-off run available plus
Take-off mass The take-off mass of the aeroplane shall be taken to be its mass,
including everything and everyone carried at the commencement of the take-off run.
Take-off run available (TORA) The length of runway which is declared available by
the appropriate Authority and suitable for the ground run of an aeroplane taking off.
Wet runway
A runway is considered wet when the runway surface is covered with
water, or equivalent, less than specified in subparagraph (a)(2) above or when there
is sufficient moisture on the runway surface to cause it to appear reflective, but
without significant areas of standing water.
b.
The terms 'accelerate-stop distance', 'take-off distance', 'take-off run', 'net take-off
flight path', 'one engine inoperative en-route net flight path' and 'two engines inoperative enroute net flight path' as relating to the aeroplane have their meanings defined in the
airworthiness requirements under which the aeroplane was certificated, or as specified by the
Authority if it finds that definition inadequate for showing compliance with the performance
operating limitations.
ATPL Operational Procedures
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ACJ 25.1583(k) - Maximum Depth of Runway Contaminants for Take-off Operations
(Acceptable Means of Compliance)
Compliance with 25.1583(k) may be shown using either Method 1 or Method 2
a.
Method 1
If information on the effect of runway contaminants on the expected
take-off performance of the aeroplane is given take-off operation should be limited to the
contamination depths for which take-off information is provided.
b.
Method 2
If information on the effect of runway contaminants on the expected
take-off performance of the aeroplane is not provided, take-off operation should be limited to
runways where the degree of contamination does not exceed the equivalent of 3 mm (0.125
inch) of water, except in isolated areas not exceeding a total of 25% of the area within the
required length and width being used.
Note 1
In establishing the maximum depth of runway contaminants it may be
necessary to take account of the maximum depth for which the
engine air intakes have been shown to be free of ingesting
hazardous quantities of water or other contaminants in accordance
with 25.1091(d)(2).
Note 2
Unless performance effects are based on tests in water depths
exceeding 15mm, or on other evidence equivalent in accuracy to the
results of direct testing. It will not normally be acceptable to approve
take-off operation in depths of contaminants exceeding the
equivalent of 15mm of water.
Aquaplaning
Aquaplaning will not generally take place at a speed below:
V = 9√P
Where:
V is the groundspeed (knots)
P is the tyre pressure (lb per in2)
If the surface is covered by a contaminant other than water P must be divided by the specific
gravity of the contaminent.
Bird Hazard Reduction
The bird strike hazard on, or in the vicinity of, an aerodrome should be assessed through:
¾
The establishment of a national procedure for recording and reporting birdstrikes
to aircraft, and
ATPL Operational Procedures
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28 October 2003
¾
The collection of information from aircraft operations personnel on the presence
of birds on or around the aerodrome.
All bird strikes have to be reported.
On aerodromes the use of the following will deter birds congregating in large flocks:
¾
¾
Long grass
Bird scaring techniques such as
¾
¾
Pyrotechnics (most effective)
Bird distress calls
Rubbish tips or other equivalent waste areas will attract birds.
A bird will generally react to the proximity of an aircraft within 3 seconds.
Security
Annex 2
Any aircraft that is being subjected to unlawful interference shall endeavour to:
¾
¾
¾
Notify the appropriate ATS unit of this fact
Inform the ATS of any significant circumstances
Notify any deviation from the current flight plan necessitated by the above
This is to ensure that the ATS unit gives priority to the aircraft and minimizes any risk of
conflict with other aircraft.
The following procedures are intended as guidance for use by aircraft when unlawful
interference occurs and the aircraft is unable to notify an ATS unit of this fact.
Procedures If the Aircraft Is Unable To Notify An ATS Unit
Unless considerations on board dictate otherwise:
¾
¾
The PlC should attempt to continue flying on the assigned track and at the
assigned cruising level, until
An ATS can be notified, or, the aircraft is within radar coverage
Where the aircraft must depart from its assigned track or level without being able to make
radio contact with ATS, the PlC should, whenever possible:
ATPL Operational Procedures
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¾
¾
¾
¾
Attempt to broadcast warnings on the VHF emergency frequency and any other
appropriate frequencies, unless circumstances dictate otherwise
Other equipment such as on board transponders, data links etc should also be
used, conditions permitting
Proceed in accordance with the applicable special procedures for in-flight
contingencies, where such procedures have been established and promulgated
If there is no applicable regional procedure, proceed at a level which differs from
the cruising levels normally used for IFR flight:
¾
¾
300 m (1000 ft) if above FL 290, or
150 m (500 ft) if below FL 290
Annex 6
In all aeroplanes the flight crew compartment door should be capable of being locked from
within the compartment
Aeroplane Search Procedure Checklist
An operator shall ensure that there is on board a checklist of the procedures to be followed in
searching for a bomb in case of suspected sabotage. The checklist shall be supported by
guidance on the course of action to be taken should a bomb or suspicious object be found,
Training Programme
An operator shall establish and maintain a training programme that enables crew members to
act in the most appropriate manner to minimize the consequences of acts of unlawful
interference.
An operator shall also establish and maintain a training programme to acquaint appropriate
employees with preventative measures and techniques in relation to:
¾
¾
Passengers
¾
Cargo
¾
Baggage
¾
Mail
¾
Stores
¾
Equipment
Supplies intended for carriage on an aeroplane
so that they contribute to the prevention of acts of sabotage or other forms of unlawful
interference.
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Annex 14 - Isolated Aircraft Parking Position
An isolated aircraft parking position shall be designated or the aerodrome control tower shall
be advised of an area or areas suitable for the parking of an aircraft which is known or
believed to be the subject of unlawful interference, or which for other reasons needs isolation
from normal aerodrome activities.
The isolated aircraft parking position should be located at the maximum distance practicable
and in any case never less than 100 m from other parking positions, buildings or public areas.
Care should be taken to ensure that the position is not located over underground utilities such
as gas and aviation fuel and, to the extent feasible, electrical or communication cables
Document 4444 - Control of Taxiing Aircraft
An aircraft known or believed to be the subject of unlawful interference or which for other
reasons needs isolation from normal aerodrome activities shall be cleared to the designated
isolated parking position. Where such an isolated parking position has not been designated,
or if the designated position is not available, the aircraft shall be cleared to:
¾
¾
A position within the area or areas selected by prior agreement with the
aerodrome authority
The taxi clearance shall specify the taxi route to be followed to the parking
position
The route shall be selected with a view to minimizing any security risks to the public, other
aircraft and installations at the aerodrome
Reports
A Contracting State in which an aircraft subjected to an act of unlawful interference has
landed shall notify by the quickest means the State of Registry of the aircraft and the State of
the operator of the landing. Other relevant information shall be transmitted to:
¾
¾
The State of Registry and the State of the operator
¾
Each state whose citizens suffered fatalities or injuries
¾
Each Contracting State whose citizens are known to be on board the aircraft
¾
Each state whose citizens were detained as hostages
The ICAO
Measures Related To Passengers And Their Cabin Baggage
Each Contracting State shall ensure that adequate measures are taken to control transfer and
transit passengers and their cabin baggage to prevent unauthorized articles from being taken
on board aircraft engaged in international civil aviation operations.
ATPL Operational Procedures
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Each Contracting State shall ensure that there is no possibility of mixing or contact between
passengers subjected to security control and other persons not subjected to such control after
the security screening at airports have been passed. If mixing or contact does take place, the
passengers concerned and their cabin baggage shall be re-screened before boarding an
aircraft.
General Objectives of the Measures
Each Contracting State shall establish measures to prevent weapons, explosives or any other
dangerous devices which may be used to commit an act of unlawful interference, the carriage
or bearing of which is not authorized, from being introduced, by any means whatsoever, on
board an aircraft engaged in international civil aviation.
JAR-OPS 1.420 - Occurrence Reporting
Definitions
Incident
An occurrence, other than an accident, associated with the operation
of an aircraft which affects or could affect the safety of operation
Serious Incident
An incident involving circumstances indicating that an
accident nearly occurred
Accident
An occurrence associated with the operation of an aircraft which
takes place between the time any person boards the aircraft with the intention of flight
until such time as all persons have disembarked in which:
¾
A person is fatally or seriously injured as a result of:
¾
¾
¾
Being in the aircraft
Being in direct contact with any part of the aircraft, including parts
which have become detached from the aircraft, or
Direct exposure to jet blast
Except when the injuries are from:
¾
¾
¾
¾
Natural causes
Self inflicted
Inflicted by other persons, or
When the injuries are to stowaways hiding outside the areas normally
available to the passengers and crew
The aircraft sustains damage or structural failure which adversely affects:
¾
The structural strength
ATPL Operational Procedures
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28 October 2003
¾
Performance or flight characteristics
which would normally require major repair or replacement of the affected component.
This excludes:
¾
Engine failure or damage when the damage is limited to the:
¾
Engine
¾
Engine accessories
¾
¾
Engine cowlings
¾
Propellers
¾
Antennae
¾
Brakes
¾
Wing tips
¾
Tyres
¾
Fairings
¾
Small dents
Small puncture holes in the skin
The aircraft is missing or completely inaccessible.
Incident Reporting
The operator establishes procedures for reporting incidents taking into account the following:
¾
¾
¾
¾
The responsibilities of crewmembers for reporting incidents that endanger, or
could endanger, the safety of the operation
The commander shall submit a report to the authority of any incident that
endangers, or could endanger, the safety of the operation
Reports have to be dispatched within 72 hours of the time of the incident unless
circumstances prevent
The commander ensures that all known or suspected defects and exceedances
of the technical limitations are recorded in the technical log. If these endanger or
could endanger the safety of the operation then an incident report must be
submitted
Accident and Serious Incident Reporting
The operator establishes procedures for reporting accidents and serious incidents taking into
account the following:
ATPL Operational Procedures
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¾
¾
¾
The commander shall notify the operator of any accident and serious incident.
Where the commander is unable to do this then the reporting has to be done by
any other member of the crew.
The operator shall ensure that the Authority in the State of the Operator and any
other organisations specified by the State of the Operator are informed of an
accident or serious incident by the quickest means. For an accident this is before
the aeroplane is moved.
The commander shall submit a report within 72 hours
ACAS Resolution Advisory
The commander notifies the ATSU concerned and submits an ACAS report to the authority
when an aircraft has manoeuvred in response to a Resolution Advisory.
Bird Hazards and Strikes
When a potential bird hazard is observed the commander will immediately inform the local
ATSU.
Where a bird strike has occurred then a written bird strike report is submitted to the authority
after landing if the aircraft has sustained significant damage. If the commander is unable to do
this then the operator must submit the report.
In-flight Emergencies with Dangerous Goods on Board
Where an emergency occurs and if the situation permits the appropriate ATSU is informed of
dangerous goods that are on board an aircraft. After landing, if the occurrence has been
related to the transport of dangerous goods then the commander must comply with the
reporting procedures applicable to dangerous goods.
Unlawful Interference
Following an act of unlawful interference the commander shall submit a report to the authority
as soon as is practicable.
Encountering Potential Hazardous Conditions
The commander shall notify the appropriate ATSU as soon as is practicable when a
potentially hazardous condition exists. This can include:
¾
¾
¾
Irregularities in ground or navigational facilities
Meteorological phenomena
Volcanic ash cloud that is encountered in flight
ATPL Operational Procedures
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JAR-OPS 1.1250 - Aeroplane Search Procedure Checklist
The operator ensures that all aeroplanes carry a checklist of the procedures to be followed for
searching for:
¾
¾
¾
Concealed weapons
Explosives
Other dangerous devices
The checklist should also give guidance on the action to be taken if a bomb or suspicious
object is found.
ATPL Operational Procedures
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Intentionally Left Blank
ATPL Operational Procedures
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PART 3.
NORTH ATLANTIC (NAT) MINIMUM NAVIGATION
PERFORMANCE SPECIFICATION (MNPS) AIRSPACE
Chapter 18.
Operational Approval and Aircraft System Requirements for Flight in the
NAT MNPS Airspace
The following chapters are all abridged from the North Atlantic MNPS Airspace
Operations Manual – Ninth Edition
Introduction
All material relating to North Atlantic aircraft operations can be found in the following
documents:
¾
¾
¾
¾
¾
ICAO Annexes
PANS/RAC (Doc.4444)
Regional Supplementary Procedures (Doc.7030)
State AIPs, and
Current NOTAMs
These documents are complementary to the North Atlantic MNPS Airspace Operations
Manual – Ninth Edition.
The following chapters have been produced principally for the Operational Procedures
Examination of the JAR ATPL. Some material may be useful in the Aviation Law Examination.
The subjects discussed include:
¾
¾
The vertical extent of the airspace in which Reduced Vertical Separation
Minimum (RVSM) may be employed
¾
Information relating to the use of GNSS
¾
Oceanic Clearance Procedures
¾
Flight Planning Procedures
¾
The use of Data Link Air/Ground Communications within MNPS Airspace
North Atlantic and Europe Regional Supplementary Procedures
Minimum Navigation Performance Specification Airspace
The vertical dimension of MNPS Airspace is between FL285 and FL420; the cruising levels
available are FL290 to FL410 inclusive.
ATPL Operational Procedures
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The lateral dimensions include the following Control Areas (CTAs):
¾
¾
REYKJAVIK (to the North Pole)
¾
SANTA MARIA OCEANIC North of 27°N
¾
SHANWICK AND GANDER OCEANIC
NEW YORK OCEANIC North of 27°N but excluding the area west of 60°W and
south of 38°30'N
MNPS Airspace
ATPL Operational Procedures
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28 October 2003
No aircraft can fly across the North Atlantic within MNPS Airspace, or RVSM Airspace, unless
the State of Registry or the State of the Operator approves them.
RVSM applies from FL310 to FL390 throughout NAT MNPS airspace. Around November
2001 RVSM will apply in the entire NAT Region. When this happens MNPS airspace will
become a sub-division of RVSM airspace.
The following abbreviations are to be used in conjunction with the following chapters.
Abbreviations
ACC
Area Control Centre
ADC
Air Data Computer
AFTN
Aeronautical Fixed Telecommunication Network
AIC
Aeronautical Information Circular
AIP
Aeronautical Information Publication
AIS
Aeronautical Information Service
ARINC
ARINC - formerly Aeronautical Radio Incorporated
ASR
Aviation Safety Report
ATA
Actual Time of Arrival
ATM
Air Traffic Management
AWPR
Automatic Waypoint Reporting
BRNAV
Basic Area Navigation
CAR
Caribbean
CDU
Control Display Unit
CMA
Central Monitoring Agency
CTA
Control Area
DCPC
Direct Controller/Pilot Communications
DME
Distance Measuring Equipment
DR
Dead Reckoning
ELT
Emergency Locator Transmitter
ETA
Estimated Time of Arrival
ETOPS
Extended Range Twin-engine Aircraft Operations
EUR
Europe
FDE
Fault Detection and Exclusion
FIR
Flight Information Region
FL
Flight Level
FLAS
Flight Level Allocation Scheme
FMC
Flight Management Computer
FMS
Flight Management System
GLONASS
Global Orbiting Navigation Satellite System
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GMU
GPS (Height) Monitoring Unit
GNE
Gross Navigation Error
GNSS
Global Navigation Satellite System
GP
General Purpose
GPS
Global Positioning System
HMU
Height Monitoring Unit
IATA
International Air Transport Association
ICAO
International Civil Aviation Organisation
JAA
Joint Aviation Authorities
LRNS
Long Range Navigation System
MASPS
Minimum Aircraft System Performance Specification
MEL
Minimum Equipment List
MNPS
Minimum Navigation Performance Specification
MTT
Minimum Time Track
NAM
North America
NAR
North American Route
NAT
North Atlantic
NAT SPG
North Atlantic Systems Planning Group
NDB
Non Directional Beacon
nm
Nautical Mile
NOAA
National Oceanic and Atmospheric Administration
OAC
Oceanic Area Control Centre
OCA
Oceanic Control Area
OTS
Organized Track System
PRM
Preferred Route Message
PTS
Polar Track Structure
RA
Resolution Advisory
RAIM
Receiver-Autonomous Integrity Monitoring
RMI
Remote Magnetic Indicator
RNP
Required Navigation Performance
RVSM
Reduced Vertical Separation Minimum
SELCAL
Selective Calling
SID
Standard Instrument Departure
SSB
Single Sideband
SSR
Secondary Surveillance Radar
SST
Supersonic Transport
TA
Traffic Advisory
TAS
True Airspeed
TCAS
Traffic (Alert and) Collision Avoidance System
TLS
Target Level of Safety
TMI
Track Message Identification
ATPL Operational Procedures
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WAH
When Able Higher
WATRS
West Atlantic Route System
General
All flights in MNPS airspace must achieve the highest standards of horizontal and vertical
navigation performance and accuracy.
Aircraft operating within MNPS Airspace are required to meet a Minimum Navigation
Performance Specification (MNPS) in the horizontal plane through the mandatory carriage
and use of a specified level of navigation equipment.
Aircraft operating at RVSM levels in NAT MNPS Airspace are required to be equipped with
altimetry and height keeping systems which meet RVSM Minimum Aircraft System
Performance Specifications (MASPS).
The ultimate responsibility for checking that a NAT MNPS/RVSM flight has the necessary
approval rests with the pilot in command.
For flights over the NAT Emergency Locator Transmitters (ELTs) must be carried. These
beacons must operate on frequency 406 MHz and have a 121.5 MHz search and rescue
homing capability.
Approval
Approval for MNPS operations requires that the following is checked by the State of Registry
and the State of the Operator:
¾
¾
¾
The navigation equipment used, together with its installation and maintenance
procedures;
The crew navigation procedures employed, and
The training requirements.
Navigation Requirements for Unrestricted MNPS Airspace Operations
Longitudinal Navigation
Longitudinal separations between aircraft following the same track and between aircraft on
intersecting tracks in the NAT MNPS Airspace are assessed by use of ATAs/ETAs at
common waypoints.
The longitudinal separation minima currently used in the NAT MNPS Airspace are expressed
in clock minutes and the maintenance of in-trail separations is aided by the application of the
Mach Number Technique.
ATPL Operational Procedures
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Aircraft clock errors can result in waypoint ATA reporting errors. The time-keeping device
intended to be used to indicate waypoint passing times must be accurate, and synchronised
to an acceptable UTC time signal before commencing flight in MNPS Airspace. The pre-flight
procedures for any NAT MNPS operation must include a UTC time check and
resynchronisation of the aircraft Master Clock.
Lateral Navigation
There are two navigational requirements for aircraft planning to operate in MNPS Airspace:
¾
¾
The navigation performance which should be achieved, in terms of accuracy.
The need to
characteristics
carry
standby
equipment
with
comparable
performance
For approval of unrestricted operation in the MNPS Airspace an aircraft must be equipped
with the following:
¾
Two fully serviceable Long Range Navigation Systems (LRNSs). A LRNS may
be one of the following:
¾
¾
¾
One Inertial Navigation System (INS);
One Global Navigation Satellite System (GNSS); or
One navigation system using the inputs from one or more Inertial
Reference System (IRS) or any other sensor system complying with the
MNPS requirement.
Each LRNS must be capable of providing to the flight crew a continuous indication of the
aircraft position relative to desired track.
Routes for Use by Aircraft Not Equipped With Two LRNSs
Routes for Aircraft with Only One LRNS
A number of special routes have been developed for aircraft equipped with only one LRNS
and carrying normal short-range navigation equipment (VOR, DME, ADF). These routes are:
¾
¾
Within MNPS Airspace, and that State approval must be obtained prior to flying
along them.
Also available for interim use by aircraft normally approved for unrestricted MNPS
operations that have suffered a partial loss of navigation capability and have only
a single remaining functional LRNS.
Detailed descriptions of the special routes known as “Blue Spruce Routes” are included later.
ATPL Operational Procedures
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Routes for Aircraft with Short-Range Navigation Equipment Only
Aircraft which are equipped only with short-range navigation equipment (VOR, DME, ADF)
may operate through MNPS Airspace, along routes G3 or G11, but State approval is required.
It is the responsibility of pilots with limited certification to reject clearances that would
otherwise divert them from officially permitted routes.
Special Arrangements For The Penetration Of MNPS Airspace By Non-MNPS Approved
Aircraft
The responsible ATC unit may clear an aircraft to climb/descend in MNPS Airspace provided:
¾
¾
The climb or descent can be completed within the coverage of selected
VOR/DMEs or NDBs and/or within radar coverage of the ATC unit issuing the
clearance and the aircraft is able to maintain Direct Controller/Pilot
Communications (DCPC) on VHF; and
MNPS approved aircraft operating in that part of the MNPS Airspace affected by
any climb or descent are not penalised.
Non-MNPS Approved aircraft may also be cleared to climb or descend through MNPS
Airspace for the sole purpose of landing at or departing from an airport which underlies MNPS
Airspace but which does not have serviceable short range navaids, radar or DCPC. Details
can be found in the AIS publications of the appropriate ATS Provider State.
Equipment Required For Operations At RVSM Levels
The minimum equipment standard is embodied in the MASPS for RVSM flight operations.
These MASPS require:
¾
¾
¾
Two fully serviceable independent primary altitude measurement systems;
One automatic altitude-control system; and
One altitude-alerting device.
A functioning Mode-C SSR Transponder is also required for flight through radar controlled
RVSM transition airspace.
The Minimum Equipment List (MEL) for RVSM operations must reflect the above
requirements. Following a failure of an Air Data Computer (ADC), both the Captain’s and Copilot’s altimeter instruments are connected to a remaining single functional ADC, this
arrangement does not meet the RVSM MASPS requirement for two independent primary
altimetry systems.
When checking altimeters (pre-flight or in-flight), confirmation is necessary that all altitude
indications are within the tolerances specified in the aircraft operating manual. At least two
primary altimeters must at all times agree within plus or minus 200 feet.
ATPL Operational Procedures
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Special Arrangements For Non-RVSM Approved Aircraft
Climb/Descent Through RVSM Levels MNPS approved aircraft that are not
approved for RVSM operation will be permitted to climb/descend through RVSM
levels to attain cruising levels above or below RVSM airspace. Flights have to
climb/descend continuously through the RVSM levels without stopping at any
intermediate level and should “Report leaving” current level and “Report reaching”
cleared level.
Operation at RVSM Levels
ATC may provide an altitude reservation for an
MNPS approved aircraft that is not approved for RVSM operation to fly at RVSM
levels provided that the aircraft:
¾
¾
¾
Is on a delivery flight; or
Was RVSM approved but has suffered an equipment failure and is being
returned to its base for repair and/or re-approval; or
Is on a mercy or humanitarian flight.
Operators requiring an altitude reservation should contact the initial Oceanic Area Control
Centre (OAC), normally not more than 12 hours and not less than 4 hours prior to the
intended departure time. The altitude reservation approval should be clearly indicated in Item
18 of the ICAO flight plan.
ATPL Operational Procedures
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28 October 2003
Chapter 19.
The Organised Track System (OTS)
General
North Atlantic (NAT) air traffic contributes to two major alternating flows:
¾
¾
A westbound flow departing Europe in the morning, and
An eastbound flow departing North America in the evening.
The effect is to concentrate the traffic at 30°W:
¾
¾
Peak westbound traffic occurring between 1130 UTC and 1800 UTC, and
Peak eastbound traffic occurring between 0100 UTC and 0800 UTC
Use of OTS tracks is not mandatory. Aircraft may fly on random routes which remain clear of
the OTS or may fly on any route that joins or leaves an outer track of the OTS. There is also
nothing to prevent an operator from planning a route which crosses the OTS
At and above FL55 the NAT Region is Class A airspace and Instrument Flight Rules
(IFR) apply at all times. Airspace utilisation is achieved by the application of:
¾
¾
Mach Number Technique, and
A 1000 feet vertical separation minimum between FL310 and FL390.
Construction of the Organised Track System (OTS)
The appropriate OAC constructs the OTS after determining the minimum time tracks, taking
into consideration
¾
¾
Airlines preferred routes and
airspace restrictions such as danger areas and military airspace reservations.
The night-time OTS is produced by Gander OAC and the day-time OTS by Shanwick OAC
(Prestwick).
ATPL Operational Procedures
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The NAT Track Message
The agreed OTS is promulgated by means of the NAT Track Message via the AFTN to all
interested addressees. Time of publication of the:
¾
¾
Day-time OTS is 0000 UTC, and
Night-time OTS is 1200 UTC.
This message gives full details of the co-ordinates of the organised tracks as well as the flight
levels that are expected to be in use on each track. In most cases there are also details of
domestic entry and exit routings associated with individual tracks:
¾
¾
In the westbound (day-time) system the track most northerly, at its point of origin,
is designated Track 'A' (Alpha) and the next most northerly track is designated
Track 'B' (Bravo) etc.
In the eastbound (night-time) system the most southerly track, at its point of
origin, is designated Track 'Z' (Zulu) and the next most southerly track is
designated Track 'Y' (Yankee), etc.
The originating OAC identifies each NAT Track Message, within the Remarks section
appended to the end of the NAT Track message, by means of a 3-digit Track Message
Identification (TMI) number. Using the Julian calendar date on which that OTS is effective, the
OTS effective on February 1st will be identified by TMI 32. (The Julian calendar date is a
simple progression of numbered days without reference to months, with numbering starting
from the first day of the year.) Any subsequent NAT Track amendments affecting the
entry/exit points, route of flight (co-ordinates) or flight level allocation, for an OTS on a given
day, will include a successive alphabetic character, ie ‘A’, then ‘B’, etc., added to the end of
the TMI number.
Remarks may vary periodically depending upon what important aspects of NAT operation
Shanwick or Gander wish to bring to the attention of operators such as:
¾
¾
¾
Clearance delivery frequency assignments
The vertical extent of MNPS and RVSM Airspace, plus
A warning on the occurrence of Gross Navigational Errors (GNEs).
The hours of validity of the two Organised Track Systems (OTS) are normally as follows:
Day-time
OTS
1130 UTC to 1800 UTC at 30°W
Night-time
OTS
0100 UTC to 0800 UTC at 30°W
Changes to these times can be negotiated between Gander and Shanwick OACs and the
specific hours of validity for each OTS are indicated in the NAT Track Message. For flight
planning, operators should take account of the times specified in the relevant NAT Track
Message(s).
ATPL Operational Procedures
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28 October 2003
Oceanic airspace outside the published OTS is available, subject to application of the
appropriate separation criteria and NOTAM restrictions. It is possible to flight plan to join or
leave an outer track of the OTS. If an operator wishes to file partly or wholly outside the OTS:
¾
¾
¾
Knowledge of separation criteria
The forecast upper wind situation, and
Correct interpretation of the NAT Track Message
will assist in judging the feasibility of the planned route.
OTS Changeover Periods
To ensure a smooth transition from night-time to day-time OTSs and vice-versa, a period of
several hours is used between the end of one system and the start of the next.
These periods are from:
¾
¾
0801 UTC to 1129 UTC: and
1801 UTC to 0059 UTC.
During the changeover periods some restrictions to flight planned routes and levels are
imposed. Eastbound and westbound aircraft operating during these periods should file flight
level requests in accordance with the Flight Level Allocation Scheme (FLAS) as published.
The FLAS as published in the AIPs applies only to the current phase of NAT RVSM
operations.
During these times there is often a need for clearances to be individually co-ordinated
between OACs and cleared flight levels may not be in accordance with those flight planned.
If a flight is expected to be level critical, operators are recommended to contact the initial OAC
prior to filing of the flight plan to ascertain the likely availability of levels.
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Example of Day-time Westbound Organised Track System
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EXAMPLE OF WESTBOUND NAT TRACK MESSAGE
(NAT-1/2 TRACKS FLS 310/ 390 INCLUSIVE
OCTOBER 8/ 1130Z TO OCTOBER 8/ 1800Z
PART ONE OF TWO PARTSA 59/10 61/20 61/30 61/40 61/50 60/60 CIMAT
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 390
EUR RTS WEST NIL
NAR N464B N466B N468B N472B N474BB 58/10 60/20 60/30 60/40 59/50 PRAWN YDP
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N322B N328C N334B N336E N346A N348C N352C N356C N362BC 57/10 59/20 59/30 58/40 56/50 SCROD VALIE
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N242B N248B N250C N252BD 56/10 58/20 58/30 57/40 55/50 OYSTR STEAM
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N224C N228A N230B N232BE 55/10 57/20 57/30 56/40 54/50 CARPE REDBY
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N202B N206C N210CEND OF PART ONE OF TWO PARTS )
(NAT-2/2 TRACKS FLS 310/390 INCLUSIVE
AUGUST 14/ 1130Z TO AUGUST 14/ 1800Z
PART TWO OF TWO PARTS-
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F MASIT 56/20 56/30 55/40 53/50 YAY
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST VIA DEVOL
NAR N184B N188B N192BG 49/15 48/20 45/30 42/40 38/50 35/60 HENCH
EAST LVLS NIL
WEST LVLS 320 340 360
EUR RTS WEST VIA GUNSO
NAR NIL
REMARKS:
1.
TRACK MESSAGE IDENTIFICATION NUMBER IS 281 AND
OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART
OF THE OCEANIC CLEARANCE READBACK
2.
MNPS AIRSPACE EXTENDS FROM FL285 TO FL420. OPERATORS
ARE REMINDED THAT SPECIFIC MNPS APPROVAL IS REQUIRED TO FLY
IN THIS AIRSPACE. IN ADDITION, RVSM APPROVAL IS REQUIRED TO
FLY BETWEEN FL310 AND FL390 INCLUSIVE
3.
EIGHTY PERCENT OF GROSS NAVIGATION ERRORS OCCUR
AFTER A REROUTE. ALWAYS CARRY OUT WAYPOINT CROSS CHECKS
END OF PART TWO OF TWO PARTS )
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Example of Night-time Eastbound Organised Track System
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EXAMPLE OF EASTBOUND NAT TRACK MESSAGE
(NAT-1/1 TRACKS FLS 310/390 INCLUSIVE
OCTOBER 9/ 0100Z TO OCTOBER 9/ 0800Z
PART ONE OF ONE PARTSW CYMON 51/50 52/40 52/30 52/20 53/15 BURAK
EAST LVLS 310 320 330 340 350 360 370 380 390
WEST LVLS NIL
EUR RTS WEST NIL
NAR N95B N97BX YQX 50/50 51/40 51/30 51/20 52/15 DOLIP
EAST LVLS 310 320 330 340 350 360 370 380 390
WEST LVLS NIL
EUR RTS WEST NIL
NAR N79B N83BY VIXUN 49/50 50/40 50/30 50/20 51/15 GIPER
EAST LVLS 310 320 330 340 350 360 370 380 390
WEST LVLS NIL
EUR RTS WEST NIL
NAR N63B N67BZ YYT 48/50 49/40 49/30 49/20 50/15 KENUK
EAST LVLS 310 320 330 340 350 360 370 380 390
WEST LVLS NIL
EUR RTS WEST NIL
NAR N53B N55A
REMARKS.
1. CLEARANCE DELIVERY FREQUENCY ASSIGNMENTS FOR AIRCRAFT
OPERATING FROM MOATT TO BOBTU INCLUSIVE:
LOACH AND NORTH
128.7
SCROD TO YAY
135.45
DOTTY TO YQX
135.05
VIXUN AND SOUTH
119.425
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2. TRACK MESSAGE IDENTIFICATION 282.
REMINDED THAT MNPS APPROVAL IS REQUIRED TO FLY IN THIS
AIRSPACE.
IN ADDITION, RVSM APPROVAL IS REQUIRED TO FLY
WITHIN THE NAT REGION BETWEEN FL310 AND FL390 INCLUSIVE.
PLEASE REFER TO CANADIAN NOTAM 980097 OR A3797.
4. 80 PERCENT OF GROSS NAVIGATION ERRORS OCCUR AFTER A
REROUTE. ALWAYS CARRY OUT WAYPOINT CROSS CHECKS.
END OF PART ONE OF ONE PART)
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Chapter 20.
The Polar Track Structure (PTS)
General
A Polar Track Structure (PTS) is used consisting of:
¾
¾
10 fixed tracks in Reykjavik CTA, and
5 fixed tracks through Bodø OCA.
The PTS tracks through Bodø OCA are a continuation of the PTS tracks in Reykjavik CTA.
The routes are not mandatory. Operators proposing to fly between Europe and Alaska from
FL310 to FL390 inclusive are recommended to submit flight plans in accordance with one of
the promulgated PTS tracks.
Abbreviated Clearances
An abbreviated clearance may be issued to an aircraft to follow one of the polar tracks
throughout its flight. When an abbreviated clearance is issued it includes:
¾
¾
¾
¾
Clearance limit, which will normally be destination airfield;
The cleared track specified by the track code;
The cleared flight level(s); and
The cleared Mach Number (if required).
On receipt of an abbreviated clearance the pilot must read back the contents of the clearance
message and in addition the full details of the track specified by the track code.
Abbreviated Position Reports
When operating on the PTS position reports may be abbreviated by replacing the normal
latitude co-ordinate with the word 'Polar' followed by the track code.
Example
“Position, Atlantic 422, Polar Romeo 20 West at 1620, Flight Level 330,
Estimating Polar Romeo 40 West at 1718, Polar Romeo 69 West Next”
Unless otherwise required by ATC, a position report should be made at the significant points
listed in the appropriate AIP for the relevant PTS track.
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Additional Information on the PTS
Further information on PTS procedures, track co-ordinates etc, is contained in AIP Iceland or
Norway and/or Icelandic or Norwegian NOTAMs.
Polar Track Structure (PTS)
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Chapter 21.
Other Routes and Route Structures Within or Adjacent to NAT MNPS
Airspace
General
The Organised Track System and the Polar Track Structure are the most significant route
structures within NAT MNPS Airspace. Other route structures within and adjacent to MNPS
Airspace are given below.
Other Routes Within NAT MNPS Airspace
Other routes within NAT MNPS Airspace illustrated on the next page are as follows:
1.
A699 and A700 in the western part of the New York OCA;
2.*
“Blue Spruce” Routes, established as special routes for aircraft equipped with
only one serviceable LRNS. State approval for MNPS operations is required
in
order to fly along these routes.
3.
Routes between Northern Europe and Spain/Canaries/Lisbon FIR. (T9*, T14
and T16);
4.*
Routings between the Azores and the Portuguese mainland and between the
Azores and the Madeira Archipelago;
5.
Special routes of short stage lengths where aircraft equipped with normal
short-range navigation equipment can meet the MNPS track-keeping criteria
(G3 and G11). State approval for MNPS operations is required in order to fly
along these routes.
* Routes identified with an asterisk in sub paragraphs (2), (3) and (4) above may be flight
planned and flown by approved aircraft equipped with normal short-range navigation
equipment (VOR, DME, ADF) and at least one approved fully operational LRNS.
Route Structures Adjacent to NAT MNPS Airspace
Irish/UK Domestic Route Structures
The UK AIP and AIP Ireland both specify the domestic routes to be used for westbound and
eastbound NAT traffic based upon entry points into and exit points from oceanic airspace.
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North American Routes (NARs)
The North American Routes (NARs) consist of a numbered series of predetermined routes
which provide an interface between oceanic and domestic airspace. The NAR System is
designed to accommodate major airports in North America.
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Full details of all NAR routings together with associated procedures are published in the
United States Airport Facility Directory - Northeast and the Canada Flight Supplement.
Routes between North America and the Caribbean Area
An extensive network of routes linking points in the United States and Canada with Bermuda,
the Bahamas and the Caribbean area are defined in the New York OCA to the west of 60°W.
This network is known as the Western Atlantic Route System (WATRS). Details of these
routes and associated procedures are contained in the United States AIP.
Shannon Oceanic Transition Area (SOTA)
Part of the Shanwick OCA is designated as the Shannon Oceanic Transition Area (SOTA).
MNPS Airspace requirements are still applicable from FL285 to FL420. SOTA has the same
vertical extent as the Shanwick OCA, and is bounded by lines joining successively the
following points:
N5100 W01500
N5100 W01500
–
N5100 W00800
–
N4830 W00800
–
N4900 W01500
–
SHANNON ACC using the call sign SHANNON CONTROL provides air Traffic Service. Full
details of the service provided and the procedures used are contained in AIP Ireland.
Brest Oceanic Transition Area (BOTA)
Part of the Shanwick OCA is designated as the Brest Oceanic Transition Area (BOTA).
MNPS Airspace requirements are still applicable from FL285 to FL420. BOTA has the same
vertical extent as the Shanwick OCA, and is bounded by lines joining successively the
following points:
N4834 W00845
N4834 W00845
–
N4830 W00800
–
N4500 W00800
–
N4500 W00845
–
Air Traffic service is provided by the Brest ACC, callsign BREST CONTROL.
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Chapter 22.
Flight Planning
Preferred Route Messages (PRMS)
Oceanic planners take into consideration operators' preferred routes in the construction of the
OTS. NAT operators should provide information regarding their proposed flights and optimum
tracks during the peak traffic periods. The information should be provided as far in advance
as possible, but not later than:
¾
¾
1900 UTC for the following day-time OTS and
1000 UTC for the following night-time OTS.
Flight Plan Requirements
General
All flights which generally route in:
¾
¾
An eastbound or westbound direction should normally be flight planned so that
specified ten degrees of longitude (20°W, 30°W, 40°W etc.) are crossed at whole
degrees of latitude; and
A northbound or southbound flights should normally be flight planned so that
specified parallels of latitude spaced at five degree intervals (65°N, 60°N, 55°N
etc.) are crossed at whole degrees of longitude.
All flights should plan to operate on great circle tracks joining successive significant
waypoints.
Routings
During the hours of validity of the OTS, operators are encouraged to flight plan as follows:
¾
¾
¾
In accordance with the OTS; or
Along a route to join or leave an outer track of the OTS; or
On a random route to remain clear of the OTS
Outside of the OTS periods operators may flight plan any random routing, except that during
the two hours prior to each OTS period the following restrictions apply:
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1.
Eastbound/Westbound flights that cross 30°W less than one hour prior to the
incoming/pending OTS should plan to remain clear of the incoming/pending
OTS structure.
2.
Any opposite direction flights crossing 30°W between one and two hours prior
to the incoming OTS
¾
¾
Any eastbound flights between 0930 and 1029 UTC, or
Any westbound flights between 2300 and 2359 UTC
where the route beyond 30°W would coincide with the incoming/pending OTS
structure at any point, should plan to join an outer track at any point, or
backtrack the length of one of the incoming/pending tracks.
Flight Levels
Flight levels for use under RVSM are published in the UK and Canada AIPs, as the Flight
Level Allocation Scheme (FLAS).
The FLAS as published in the AIPs applies only to the current phase of NAT RVSM
operations. Different flight level allocation schemes which apply when subsequent phases of
RVSM operations are implemented will be similarly published as and when these new phases
occur.
During the OTS Periods (eastbound 0100-0800 UTC, westbound 1130-1800 UTC) aircraft
intending to follow an OTS Track for its entire length may plan at any of the levels as
published for that track on the current daily OTS Message. Flights which are planned to
remain entirely clear of the OTS or which join or leave an OTS Track (i.e. follow an OTS track
for only part of its published length), are all referred to as Random Flights. Pilots intending to
fly on a random route or outside the OTS time periods should normally plan flight level(s)
appropriate to the direction of flight.
Appropriate Direction Levels
These are specified by the Semi-circular Rule, ICAO Annex 2, Appendix 3.
NAT RVSM implementation (FL310-FL390 inclusive)
¾
Appropriate Direction Eastbound levels are therefore:
270,290,310,330,350,370,390,410,450,etc
and
¾
Appropriate Direction Westbound levels are therefore:
260,280,320,340,360,380,430,470,etc
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ATC Flight Plans
Flight plans for flights departing from points in other Regions and entering the NAT Region
without intermediate stops should be submitted as far in advance of departure as possible.
In order to signify that a flight is approved to operate in NAT MNPS Airspace:
¾
¾
The letter ‘X’ shall be inserted, in addition to the letter ‘S’, within Item 10 of the
flight plan.
If the flight is approved to operate at RVSM levels a ‘W’ must also be included in
Item 10.
For turbojet aircraft the Mach Number should be specified in Item 15 of the flight plan.
Item 15 of the flight plan should reflect the proposed speeds in the following sequence:
¾
¾
¾
Cruising True Airspeed (TAS);
Oceanic entry point and cruising Mach Number;
Oceanic landfall and cruising TAS.
Flight Planning Requirements on Specific Routes
Flights Planning on the Organised Track System
If the flight is planned to operate:
¾
¾
Along the entire length of one of the organised tracks the intended organised
track is used in Item 15 of the flight plan using the abbreviation 'NAT' followed by
the code letter assigned to the track.
Along part of, or leave, an organised track at some intermediate point it is
considered to be a random route aircraft. Full route details must be specified in
the flight plan and the track letter must not be used to abbreviate any portion of
the route in these circumstances.
The planned Mach Number and flight level for the organised track should be specified at:
¾
¾
The last domestic reporting point prior to oceanic airspace entry or
The organised track commencement point.
Geographical co-ordinates in latitude and longitude or as a named waypoint must specify
each point at which a change of Mach Number or flight level is planned.
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For flights operating along the whole length of one of the organised tracks, estimates are only
required for the commencement point of the track.
Flights Planning on Random Route Segments at/or South of 70°N
The requested Mach Number and flight level should be specified at either the last domestic
reporting point prior to oceanic airspace entry or the OCA boundary.
The route of flight should be specified in terms of the following significant points, with
estimates included in Item 18 of the flight plan:
1.
The last domestic reporting point prior to the oceanic entry point;
2.
The OCA boundary entry point (only required by the Shanwick, New York
and Santa Maria OACs);
3.
Significant points formed by the intersection of half or whole degrees of
latitude, with meridians spaced at intervals of ten degrees of longitude from
the Zero degree E/W (Greenwich) Meridian to longitude 70oW;
4.
The OCA boundary exit point (only required by the Shanwick, New York and
Santa Maria OACs); and
5.
The first domestic reporting point after ocean exit.
Each point at which a change of Mach Number or flight level is requested must be specified
and followed in each case by the next significant point.
Flights Planning on a Generally Eastbound or Westbound Direction on Random Route
Segments North of 70oN
Flight planning requirements are identical to those listed for flights on random route segments
at/or south of 70°N except that the route should be specified at 20° longitude intervals at
whole degrees of latitude to 60°W.
Flights Planning on Random Routes in a Generally Northbound or Southbound
Direction
Flight planning requirements for flights are identical to those listed for flights operating on
random route segments at/or south of 70°N except that the route should be specified in terms
of whole degrees of longitude with specified parallels of latitude which are spaced at 5°
intervals from 20°N to 90°N.
Flights Planning on the Polar Track Structure (PTS)
If the flight is planned to operate along the whole length of one of the Polar tracks, the
intended track should be defined in Item 15 of the flight plan using the abbreviation 'PTS'
followed by the track code.
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Flights wishing to join or leave a polar track at some intermediate point are considered to be
following a random route and full track details must be specified in the flight plan. The track
code must not be used to abbreviate any portion of the route in these circumstances.
Estimated times over significant points must be specified in Item 18 of the flight plan.
The requested Mach Number and flight level should be specified at the commencement point
of the PTS or at the NAT Oceanic boundary.
Each point at which a Mach Number or flight level change is planned must be specified as
geographical co-ordinates in latitude and longitude followed in each case by the abbreviation
'PTS' and the track code.
Flights Planning to Operate Without HF Communications
The carriage of HF communications is mandatory for flight in the Shanwick OCA. Aircraft with
only functioning VHF communications equipment should plan their route outside the
Shanwick OCA and ensure that they remain within VHF coverage of appropriate ground
stations throughout the flight.
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Chapter 23.
Oceanic ATC Clearances
General
Oceanic Clearances are required for all flights within the NAT Airspace at or above FL55.
Pilots should request Oceanic Clearances from the ATC unit responsible for the first OCA
within which they wish to fly. The clearances are applicable only from the entry point. Pilots
should request their Oceanic Clearance at least 40 minutes prior to the Oceanic entry point
ETA and, if requesting an OTS track, should include the next preferred alternative.
When requesting an oceanic clearance the pilot should notify the OAC of the maximum
acceptable flight level possible at the boundary; the aircraft must be within radar coverage
during any climb. The pilot must notify the OAC of any required change to:
¾
¾
¾
The oceanic flight planned level
Track or
Mach Number
Methods of obtaining Oceanic Clearances include:
1.
Use of published VHF clearance delivery frequencies;
2.
By HF communications to the OAC through the appropriate radio station (at
least 40 minutes before boundary/entry estimate);
3.
A request via domestic or other ATC agencies;
4.
By data link, when arrangements have been made with designated airlines to
request and receive clearances using on-board equipment.
At some airports situated close to oceanic boundaries, the Oceanic Clearance must be
obtained before departure.
If an aircraft has a critical in-flight equipment failure en-route to the NAT Oceanic Airspace, or
at dispatch is unable to meet the MEL requirements for RVSM or MNPS approval on the
flight, then the pilot must advise ATC at initial contact when requesting Oceanic Clearance.
After obtaining and reading back the clearance, the pilot should monitor the forward estimate
for oceanic entry and if this changes by 3 minutes or more should pass a revised estimate to
ATC.
If the cleared oceanic route differs from the original request and/or the oceanic flight level
differs from the current flight level, the pilot is responsible for obtaining the necessary
domestic reclearance to ensure that the flight complies with its Oceanic Clearance when
entering oceanic airspace.
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There are three elements to an Oceanic Clearance:
¾
¾
¾
route,
Mach Number and
flight level.
These elements serve to provide for the three basic elements of separation: lateral,
longitudinal and vertical.
The Oceanic Clearance issued to each aircraft is at a specific flight level and cruise Mach
Number. Flight level or Mach Number changes should not normally be made without prior
ATC clearance.
Prior to reaching the Shanwick OCA boundary, if pilots have not received their Oceanic
Clearance then they are to remain clear of Oceanic Airspace whilst awaiting the Clearance.
This is not the case for other NAT OCAs where flights may enter whilst pilots are awaiting
receipt of a delayed Oceanic Clearance.
An example of a pilot voice request for Oceanic Clearance is as follows:
“Atlantic 442 request Oceanic Clearance. Estimating 56N010W at 1131. Request Mach
decimal eight zero, Flight Level three five zero, able Flight Level three six zero, second choice
Track Charlie”.
If the request also includes a change to the original flight plan, affecting the OCA, then it
should be according to the following example:
“Atlantic 442 request Oceanic Clearance. Estimating 55N010W at 1147. Request Mach
decimal eight zero, Flight Level three four zero. Now requesting Track Charlie, able Flight
Level three six zero, second choice Track Delta”.
Contents of Clearances
An abbreviated clearance is issued by Air Traffic Services when clearing an aircraft to fly
along the whole length of an Organised Track, or along a Polar Track within the Reykjavik
CTA and/or Bodø OCA. When an abbreviated clearance is issued it includes:
¾
¾
¾
¾
¾
Clearance Limit, which will normally be destination airfield;
Cleared track specified as “Track” plus code letter, or
identification;
“Polar Track” plus code
Cleared flight level(s);
Cleared Mach Number; and
If the aircraft is designated to report Met information en route, the phrase “SEND MET
REPORTS”.
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Procedures exist for an abbreviated read back of an Oceanic Clearance issued on VHF. A
typical example of such a clearance is as follows:
“Atlantic 442 is cleared to Toronto via Track Bravo, from 56N010W maintain Flight Level three
five zero, Mach decimal eight zero”.
The flight crew will confirm that they are in possession of the current NAT Track message by
using the TMI number in the read-back of the Oceanic Clearance, as follows:
“Atlantic 442 is cleared to Toronto via Track Bravo 283, from 56N010W maintain Flight Level
three five zero, Mach decimal eight zero”.
If the TMI number is included in the read-back there is no requirement for the pilot to read
back the NAT Track co-ordinates even if the cleared NAT Track is not the one which was
originally requested. If any doubt exists as to the TMI or the NAT Track co-ordinates, the pilot
should request the complete track co-ordinates from the OAC. Similarly, if the pilot cannot
correctly state the TMI, the OAC will read the cleared NAT Track co-ordinates in full and
request a full read back of those co-ordinates.
Oceanic Clearances For Flights Intending To Operate Within The NAT Region And
Subsequently Enter The EUR Or NAM Regions
Oceanic Clearances issued to most flights in this category are strategic clearances intended
to provide a safe separation for each flight, from oceanic entry to oceanic track termination
point. If a pilot receives a clearance on a track other than originally flight planned he must
check that the landfall and domestic routeings are fully understood.
Oceanic Clearances For Random Flights Intending To Operate Within The NAT Region
And Subsequently Enter Regions Other Than NAM Or EUR
Oceanic Clearances issued to flights in this category are similar to domestic ATC clearances
in that clearances are to destination on the assumption that co-ordination will be effected
ahead of the aircraft's passage. In this case, the flight profile may be changed en-route, prior
to hand-over from one centre to another, depending upon traffic conditions in the adjacent
area.
Oceanic Flights Originating From the CAR or SAM Regions And Entering NAT MNPS
Airspace Via The New York OCA
Pilots are reminded that Oceanic Clearances from the New York OAC do not need to be
requested until first contact with New York is established on HF frequencies. Note that
Oceanic Clearances are not required for entry to or transit of that portion of the New York
OCA outside MNPS Airspace.
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Errors Associated With Oceanic Clearances
Navigation errors associated with Oceanic Clearances fall into several categories of which the
most significant are ATC System Loop errors and Waypoint Insertion errors.
Waypoint Insertion Errors
Experience has shown that many of the track keeping errors which occur result from:
¾
¾
¾
Failure to observe the principles of checking waypoints to be inserted in the
navigation systems, against the ATC cleared route;
Failure to load waypoint information carefully; or
Failure to cross-check on-board navigation systems.
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Chapter 24.
Communications and Position Reporting Procedures
HF Communications
Most NAT air/ground communications are conducted on single side-band HF frequencies.
VHF Communications
The carriage of HF communications equipment is mandatory for flight in the Shanwick OCA.
Aircraft with only functioning VHF communications equipment should plan their route outside
the Shanwick OCA and ensure that they remain within VHF coverage of appropriate ground
stations throughout the flight.
Time and Place of Position Reports
Unless otherwise requested by Air Traffic Control, position reports from flights on routes
which are not defined by designated reporting points should be made at the significant points
listed in the flight plan.
Air Traffic Control may require any flight operating in a North/South direction to report its
position at any intermediate parallel of latitude when necessary.
In requiring aircraft to report their position at intermediate points, ATC is guided by the
requirement to have position information at approximately hourly intervals and also by the
need to cater for varying types of aircraft and varying traffic and MET conditions.
Pilots must always report to ATC as soon as possible on reaching any new cruising level.
Contents of Position Reports
For flights outside the PTS and domestic ATS route network, position should be expressed in
terms of latitude and longitude except when flying over named reporting points. For flights
whose tracks are predominantly east or west, latitude should be expressed in degrees and
minutes, longitude in degrees only. For flights whose tracks are predominantly north or south,
latitude should be expressed in degrees only, longitude in degrees and minutes. All times
should be expressed in four digits giving both the hour and the minutes UTC.
Reporting procedures for PTS flights have already been described in an earlier chapter.
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Standard Message Types
Standard air/ground message types and formats are used within the NAT Region and are
published in State AIPs and Atlantic Orientation charts. To enable ground stations to process
messages in the shortest possible time, pilots should observe the following rules:
1.
Use the correct type of message applicable to the data transmitted;
2.
State the message type in the contact call to the ground station or at the start
of the message;
3.
Adhere strictly to the sequence of information for the type of message;
4.
All times in any of the messages should be expressed in hours and minutes
UTC.
The message types are shown below with examples:
POSITION
example:
“Position, Atlantic 442, 56 North 10 West at 1235, Flight Level 330,
Estimating 56 North 20 West at 1310, 56 North 30 West Next”
REQUEST CLEARANCE
example:
“Request Clearance, Atlantic 442, 56 North 20 West at 1308,
Flight Level 330, Estimating 56 North 30 West at 1340, 56 North 40
West Next. Request Flight Level 350”
or if a position report is not required
“Request Clearance, Atlantic 442, Request Flight Level 370”
REVISED ESTIMATE
example:
“Revised Estimate, Atlantic 442, 57 North 40 West at 0305”
MISCELLANEOUS
Plain language – free format
Addressing Of Position Reports
Position reports made by aircraft operating within an OCA at a distance of 60 nm or less from
the boundary with an adjacent OCA, including aircraft operating on tracks through successive
points on each boundary, should also be made to the ACC serving the adjacent OCA using
the message “Shanwick copy Santa Maria”.
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“When Able Higher” (WAH) Reports
Prior advice to ATC of the time or position that a flight will be able to accept the next higher
level can assist ATC in ensuring optimum use of available altitudes. These reports can also
be used to help plan the altitudes for flights as they transition from RVSM to conventional
altitudes. A WAH Report must be provided by all flights entering the MNPS Airspace portion
of the New York OCA and entering the Santa Maria OCA. Provision of WAH Reports on
entering other NAT OCAs is optional or they may be requested by any OAC.
When entering an oceanic FIR, pilots should include in the initial position report the time or
location that the flight will be able to accept the next higher altitude. The report may include
more than one altitude if that information is available.
example:
”Atlantic 442, 40 North 40 West at 1010, Flight Level 350,
Estimating 40 North 50 West at 1110, 40 North 60 West Next.
Able Flight Level 360 at 1035, Able Flight Level 370 at 1145,
Able Flight Level 390 at 1300”
Information thus provided of the aircraft’s future altitude “ability” will not automatically be
interpreted by ATC as an advance “request” for a step climb. It will be used as previously
indicated to assist ATC in planning airspace utilisation. However, should the pilot wish to
register a request for one or more future step climbs, this may be incorporated in the WAH
report by appropriately substituting the word “Request” for the word “Able”.
example:
“Atlantic 442, 42 North 40 West at 1215, Flight Level 330,
Estimating 40 North 50 West at 1310, 38 North 60 West Next.
Request Flight Level 340 at 1235, Able Flight Level 350 at 1325,
Request Flight Level 360 at 1415”
Although optimal use of the WAH reports is in conjunction with a Position Report, a WAH
report can be made or updated separately at any time.
example:
“Atlantic 442, Able Flight Level 360 at 1035, Request Flight Level
370 at 1145, Able Flight Level 390 at 1300”
ATC acknowledgement of a WAH report (and any included requests) is NOT a clearance to
change altitude.
Meteorological Reports
From among the aircraft intending to operate on the organised track system, OACs designate
those which will be required to report routine meteorological observations at, and midway
between, each prescribed reporting point. The designation is made by the OAC when issuing
the Oceanic Clearance using the phrase “SEND MET REPORTS“, and is normally made so
as to designate one aircraft per track at approximately hourly intervals. Pilots flying tracks
partly or wholly off the OTS should include routine Met observations with every prescribed
report. The midpoint observation should be recorded then transmitted at the next designated
reporting point.
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SELCAL
When using HF communications, pilots should maintain a listening watch on the assigned
frequency, unless SELCAL is fitted, in which case they should ensure the following sequence
of actions:
1.
Provision of the SELCAL code in the flight plan; (any subsequent change of
aircraft for a flight will require passing the new SELCAL information to the
OAC);
2.
Checking the operation of the SELCAL equipment, at or prior to entry into
Oceanic airspace, with the appropriate radio station. (This SELCAL check
must be completed prior to commencing SELCAL watch); and
3.
Maintenance thereafter of a SELCAL watch.
General Purpose VHF Communications (GP/VHF)
Radio stations are also responsible for the operation of GP/VHF outlets. It is important for the
pilot to appreciate that when using GP/VHF communications they are with a radio station and
not by direct contact with ATC. However Direct Controller/Pilot Communications (DCPC) can
be arranged if necessary on some GP/VHF frequencies.
Data Link Communications
Data link communications are gradually being introduced into the NAT environment for
position reporting. AIS publications of the NAT ATS Provider States should be consulted to
determine the extent of their implementation and any associated procedures.
HF Communications Failure
Each radio station continuously listens out on its appropriate family/families of NAT HF
frequencies. In the event of failure of HF communications every effort should be made by the
pilot to relay position reports through other aircraft. An air-to-air VHF frequency for the
Region has been agreed; when out of range of VHF ground stations on the same or adjacent
frequencies, 123.45 MHz may be used to relay position reports. If necessary initial contact for
such relays can be established on 121.5 MHz - although great care must be exercised should
this be necessary, as the frequency 121.5 MHz is monitored by all aircraft operating in the
NAT Region, in case it is being used by aircraft experiencing emergencies. Therefore in
order to minimise unnecessary use of 121.5 MHz, it is recommended that aircraft additionally
monitor 123.45 MHz when flying through NAT airspace.
General
If so equipped, the pilot of an aircraft experiencing a two way communications failure should
operate the SSR Transponder on identity Mode A Code 7600 and Mode C.
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The pilot should attempt to contact any ATC facility or another aircraft and inform them of the
difficulty and request they relay information to the ATC facility with whom communications are
intended.
Communications Failure Prior to Entering NAT Region
Due to the potential length of time in oceanic airspace, it is strongly recommended that a pilot
experiencing communications failure whilst still in domestic airspace does not enter the OCA
but adopts the procedure specified in the appropriate domestic AIP and lands at a suitable
airport. However, if the pilot elects to continue, then, to allow ATC to provide adequate
separation, one of the following procedures should be followed:
1.
If operating with a received and acknowledged Oceanic Clearance, the pilot
must enter oceanic airspace at the cleared oceanic entry point, level and
speed and proceed in accordance with the received and acknowledged
Oceanic Clearance. Any level or speed changes required to comply with the
Oceanic Clearance must be completed within the vicinity of the oceanic entry
point.
2.
If operating without a received and acknowledged Oceanic Clearance, the
pilot must enter oceanic airspace at the first oceanic entry point, level and
speed contained in the filed flight plan and proceed via the filed flight plan
route to landfall. The initial oceanic level and speed must be maintained until
landfall.
Communications Failure After Entering NAT Region
If cleared on the filed flight plan route, the pilot must proceed in accordance with the last
received and acknowledged Oceanic Clearance, including level and speed, to the last
specified oceanic route point (normally landfall) then continue on the filed flight plan route.
After passing the last specified oceanic route point, the flight should conform with the relevant
State procedures/regulations.
If cleared on other than the filed flight plan route, the pilot must proceed in accordance with
the last received and acknowledged Oceanic Clearance, including level and speed, to the last
specified oceanic route point (normally landfall). After passing this point, the pilot should
conform with the relevant State procedures/regulations, rejoining the filed flight plan route by
proceeding, via the published ATS route structure where possible, to the next significant point
contained in the filed flight plan.
The relevant State procedures/regulations to be followed by an aircraft in order to rejoin its
filed Flight Plan route are specified in detail in the appropriate State AIP.
Aircraft with a destination within the NAT Region should proceed to their clearance limit and
follow the ICAO standard procedure to commence descent from the appropriate designated
navigation aid serving the destination aerodrome at, or as close as possible to, the expected
approach time. Detailed procedures are promulgated in relevant State AIPs.
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Operation of Transponders
Unless otherwise directed by ATC, pilots of aircraft equipped with SSR transponders flying in
the NAT FIRs will operate transponders continuously in Mode A/C Code 2000, except that the
last assigned code will be retained for a period of 30 min after entry into NAT airspace. Pilots
should note that it is important to change from the last assigned domestic code to the Mode
A/C Code 2000 since the original domestic code may not be recognised by the subsequent
Domestic Radar Service on exit from the oceanic airspace.
This procedure does not affect the use of the special purpose codes (7500, 7600 and 7700) in
cases of:
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unlawful interference,
radio failure,
emergency.
Airborne Collision Avoidance Systems (ACAS)
Pilots should report all ACAS Resolution Advisories which occur in the NAT Region to the
controlling authority for the airspace involved.
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Chapter 25.
Application of Mach Number Technique
Description of Terms
‘Mach Number Technique’ describes the technique where subsonic turbojet aircraft are
cleared by ATC to maintain an appropriate Mach Numbers for a portion of the en-route phase
of their flight.
Objective
The objective of the use of Mach Number Technique is to achieve improved utilisation of the
airspace on long route segments where ATC has no means other than position reports of
ensuring that the longitudinal separation between successive aircraft is not reduced below the
established minimum
Procedures in NAT Oceanic Airspace
The ATC clearance will include the assigned Mach Number to be maintained. Information on
the desired Mach Number is included in the flight plan for turbojet aircraft intending to fly in
NAT oceanic airspace. ATC uses Mach Number together with pilot position reports to
calculate estimated times for significant points along track. These times provide the basis for
longitudinal separation between aircraft and for co-ordination with adjacent ATC units.
Longitudinal separation between successive aircraft flying a particular track at the same flight
level is started from the oceanic entry point. Following aircraft on the same track can be
assigned different Mach Numbers. These are to ensure that prescribed separations are
assured throughout the oceanic crossing. Intervention by ATC is only necessary if an aircraft
is required to change its Mach Number due to conflicting traffic or to change its flight level.
Procedure After Leaving Oceanic Airspace
After leaving oceanic airspace pilots must maintain their assigned Mach Number in domestic
controlled airspace until the appropriate ATC unit authorises a change.
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Chapter 26.
MNPS Flight Operation & Navigation Procedures
General Procedures
Importance of Accurate Time
The proper operation of a correctly functioning LRNS will ensure that the aircraft follows its
cleared track. ATC applies standard separations between cleared tracks and assures the
safe lateral separation of aircraft. Longitudinal separations between subsequent aircraft
following the same track and between aircraft on intersecting tracks are assessed in terms of
differences in ETAs/ATAs at common waypoints. Aircraft clock errors resulting in position
report time errors can lead to a shortening of longitudinal separation between aircraft. Prior to
entry into the NAT MNPS Airspace the time reference system to be used during the flight
must be accurately synchronised to UTC and that the calculation of waypoint ETAs and the
reporting of waypoint ATAs are referenced to this system. Pre-flight Procedures for any NAT
MNPS flight must include a UTC time check and resynchronisation of the aircraft master
clock. Lists of acceptable time sources for this purpose have been promulgated by NAT ATS
Provider States.
The following are examples of acceptable time standards:
1.
GPS (Corrected to UTC)
2.
WWV - National Institute of Standards (NIST - Fort Collins, Colorado). WWV
operates continually H24 on 2500, 5000, 10,000, 15,000 and 20,000 kHz
(AM/SSB) and provides UTC (voice) once every minute.
3.
CHU - National Research Council (NRC - Ottawa, Canada) - CHU operates
continually H24 on 3330, 7335 and 14,670 kHz (SSB) and provides UTC
(voice) once every minute (English even minutes, French odd minutes).
4.
BBC - British Broadcasting Corporation (United Kingdom). The BBC
transmits on a number of domestic and worldwide frequencies and transmits
the Greenwich time signal (referenced to UTC) once every hour on most
frequencies, although there are some exceptions.
The Use of a Master Document
Navigation procedures must include the use of a master working document to be used on the
flight deck. This document may be based upon:
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the flight plan,
navigation log, or
other suitable document
which lists sequentially the waypoints defining the route, the track and distance between each
waypoint, and other information relevant to navigation along the cleared track.
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Misuse of the Master Document can result in GNEs occurring and for this reason strict
procedures regarding its use should be established.
These procedures should include the following:
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Only one Master Document to be used on the flight deck. However, this does not
preclude other crewmembers maintaining a separate flight log.
On INS equipped aircraft a waypoint numbering sequence should be established from
the outset of the flight and entered on the Master Document. The identical numbering
sequence should be used for storing waypoints in the navigation computers.
For aircraft equipped with FMS databases, FMS generated or inserted waypoints
should be carefully compared to Master Document waypoints and cross checked by
both pilots.
An appropriate symbology should be adopted to indicate the status of each waypoint
listed on the Master Document.
GPS Operational Control Restrictions
Any predicted satellite outages that affect the capability of GPS navigation may require that
the flight be cancelled, delayed or re-routed.
Effects of Satellite Availability
Given suitable geometry:
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Four appropriately configured satellites are required to determine position;
Five appropriately configured satellites are required to detect the presence of a single
faulty satellite; and
Six appropriately configured satellites are required to identify the faulty satellite and
exclude it from the navigation solution.
The above number of satellites may be reduced if barometric aiding is used.
Flight Plan Check
The purpose of this check is to ensure complete compatibility between the data in the Master
Document and the calculated output from the navigation systems. Typical actions could
include:
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Checking the distance from the ramp position to the first waypoint.
Selecting track waypoint 1 to waypoint 2 and doing the following:
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checking accuracy of the indicated distance against that in the Master Document;
checking, if possible, that the track displayed is the same in the Master Document
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¾
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Similar checks should be carried out for subsequent pairs of waypoints and any
discrepancies between the Master Document and displayed data checked for
possible waypoint insertion errors.
When each leg of the flight has been checked in this manner it should be annotated
on the Master Document
In Flight Procedures
Initial flight
During the initial part of the flight, ground navaids should be used to verify the performance of
the LRNSs.
ATC Oceanic Clearance
Two flight crewmembers should listen to and record every ATC clearance. Any doubt should
be resolved by requesting clarification from ATC.
Entering the MNPS Airspace and Reaching an Oceanic Waypoint
When passing waypoints, the following checks should be carried out:
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Just prior to the waypoint, check the present position co-ordinates of each navigation
system against the cleared route in the Master Document, and
Check the next two waypoints in each navigation system against the Master
Document.
At the waypoint, check the distance to the next waypoint, confirm that the aircraft
turns in the correct direction and takes up a new heading and track appropriate to the
leg to the next waypoint.
Before transmitting the position report to ATC, verify the waypoint co-ordinates
against the Master Document and those in the steering navigation system. When
feasible the position report “next” and “next plus 1” waypoint co-ordinates should be
read from the CDU of the navigation system coupled to the autopilot.
Approaching Landfall
When the aircraft is within range of land based navaids, and the crew is confident that these
navaids are providing reliable navigation information, consideration should be given to
updating the LRNSs.
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Special In Flight Procedures
Avoiding Confusion between Magnetic and True Track Reference
Crews who decide to check or update their LRNSs by reference to VORs should remember
that in the Canadian Northern Domestic Airspace these may be oriented with reference to
true north, rather than magnetic north.
Navigation in the Area of Compass Unreliability
In areas of compass unreliability basic inertial navigation requires no special procedures but
most operators feel it is desirable to retain an independent heading reference in case of
system failure. (Where the magnetic field is less than 6 micro teslars)
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Chapter 27.
Procedures for Flight at RVSM Levels in MNPS Airspace
General
Aircraft altimetry systems necessary for flying at RVSM levels must be capable of highperformance standards.
Pre-Flight
If following a failure of an air data computer (ADC), both the Captain’s and Co-pilot’s altimeter
instruments are connected to a remaining single functional ADC, this arrangement does not
meet the RVSM MASPS requirement for two independent primary altimetry systems. Any
previously granted RVSM Approval is therefore invalidated until corrective action has been
taken.
A ‘W’ must be entered into Item 10 of the ICAO flight plan to indicate that the aircraft is
approved for flight at RVSM levels; the letter ‘X’ must still be included to show that the aircraft
satisfies MNPS lateral navigation performance requirements.
Pre-flight checks of the altimeters must be conducted and it is essential that all altitude
indications are within the tolerances specified in the aircraft operating manual.
In-Flight - Before Operating at RVSM Levels
Confirmation is necessary that aircraft serviceability still allows flight to be made in RVSM
airspace. An altimeter crosscheck should be carried out shortly before entering RVSM
airspace; at least two primary altimeters must agree within plus or minus 200 ft.
In-Flight - Entering, Flying at and leaving RVSM Levels
One automatic altitude-control system should be operative and engaged throughout the
cruise. This system should only be disengaged when it is necessary to
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Retrim the aircraft, or
When the aircraft encounters turbulence and
Operating procedures dictate.
When passing waypoints, or at intervals not exceeding 60 minutes, a cross-check of primary
altimeters should be conducted. If at any time the readings of the two primary altimeters differ
by more than 200 ft, the aircraft’s altimetry system should be considered unserviceable and
ATC must be informed as soon as possible.
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When changing flight levels within RVSM airspace all vertical speeds should be within 500 to
1000 ft per minute. This can reduce the likelihood of TCAS TAs and RAs occurring and
should also help to ensure that the aircraft neither undershoots nor overshoots the cleared
flight level by more than 150 feet.
Equipment Failures
The following equipment failures must be reported to ATC as soon as practicable following
their identification:
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Loss of one or more primary altimetry systems; or
Failure of all automatic altitude-control systems
The aircraft should then follow the appropriate procedure described in Chapter 28, “Special
Procedures for In-Flight Contingencies”, or as instructed by the controlling ATC unit.
Vertical Navigation Performance Monitoring
Operational errors, particularly those in the vertical plane, can have a significant effect on risk
in the system. For their safety and the safety of other users, crews are reminded of the
importance of co-operating with the reporting OAC in the compilation of appropriate
documentation including the completion of an “Altitude Deviation Report Form”.
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Chapter 28.
Procedures in the Event of Navigation System Degradation or Failure
General
The navigation systems fitted to MNPS approved aircraft are generally very accurate and very
reliable and GNEs in NAT MNPS Airspace are rare.
For unrestricted operation in MNPS Airspace an approved aircraft must be equipped with a
minimum of two fully serviceable LRNSs. MNPS approved aircraft that have suffered any
equipment failures that result in only a single LRNS remaining serviceable may still be flight
planned and flown through the MNPS Airspace but only on specified routes established for
this purpose.
Crew training and consequent approval for MNPS operations should include instruction on
what actions are to be considered in the event of navigation system failures.
Detection of Failures
Normally, navigation installations include comparator and/or warning devices, but it is still
necessary for the crew to make frequent comparison checks. When an aircraft is fitted with
three independent systems, the identification of a defective system should be straightforward.
Methods of Determining which System is Faulty
With only two systems on board, identifying the defective unit can be difficult. If such a
situation does arise in oceanic airspace any or all of the following actions should be
considered:
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Checking malfunction codes for indication of unserviceability.
Obtaining a fix. It may be possible to use the following:
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The weather radar (range marks and relative bearing lines) to determine the
position relative to an identifiable landmark such as an island; or
The ADF to obtain bearings from a suitable NDB,
A VOR
Contacting a nearby aircraft on VHF, and comparing information on spot wind, or
ground speed and drift.
If such assistance is not available, and as a last resort, the flight plan wind speed and
direction for the current DR position of the aircraft, can be compared with that from
navigation system outputs.
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Guidance on What Constitutes a Failed System
Operations or navigation manuals should include guidelines on how to decide when a
navigation system should be considered to have failed. If there is a difference greater than 15
nm between two aircraft navigation systems it is advisable to split the difference between the
readings when determining the aircraft's position. If the disparity exceeds 25 nm one or more
of the navigation systems should be regarded as having failed, in which case ATC should be
notified.
GPS Satellite Fault Detection Outage
If the GPS receiver displays an indication of a fault detection function outage (i.e. RAIM is not
available), navigation integrity must be provided by comparing the GPS position with the
position indicated by another LRNS sensor. If the only sensor for the approved LRNS is GPS,
then comparison should be made with a position computed by extrapolating the last verified
position with airspeed, heading and estimated winds. If the positions do not agree within 10
nm, the pilot should adopt navigation system failure procedures, until the exclusion function or
navigation integrity is regained, and should report degraded navigation capability to ATC.
Partial or Complete Loss Of Navigation/FMS Capability By Aircraft Having State
Approval For Unrestricted Operations In MNPS Airspace
Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before
take off, the two basic requirements for MNPS Airspace operations may still be met and the
flight can proceed normally. The following guidance is offered for aircraft equipped with only
two operational LRNSs:
One System Fails Before Take-Off
The pilot should consider:
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Delaying departure if timely repair is possible;
Obtaining a clearance above or below MNPS Airspace;
Planning on the special routes known as the ‘Blue Spruce’ Routes
Use of the above routes is subject to:
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Sufficient navigation capability remains to ensure that MNPS accuracy can be
met by relying on short-range navaids;
A revised flight plan is filed with the appropriate ATS unit;
An appropriate ATC clearance is obtained.
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One System Fails Before the OCA Boundary is Reached
The pilot must consider:
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Landing at a suitable aerodrome before the boundary or returning to the
aerodrome of departure;
Diverting via one of the special routes described previously;
Obtaining a reclearance above or below MNPS Airspace.
One System Fails After the OCA Boundary is Crossed
Once the aircraft has entered oceanic airspace, the pilot should normally continue to operate
the aircraft in accordance with the Oceanic Clearance already received, appreciating that the
reliability of the total navigation system has been significantly reduced.
The pilot should however,
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Assess the prevailing circumstances in MNPS Airspace, etc.;
Prepare a proposal to ATC with respect to the prevailing circumstances;
Advise and consult with ATC as to the most suitable action;
Obtain appropriate reclearance prior to any deviation from the last acknowledged
Oceanic Clearance.
When the flight continues in accordance with its original clearance (especially if the distance
ahead within MNPS Airspace is significant), the pilot should begin a careful monitoring
programme:
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To take special care in the operation of the remaining system bearing in mind that
routine methods of error checking are no longer available;
To check the main and standby compass systems frequently against the
information which is still available;
To check the performance record of the remaining equipment and if doubt arises
regarding its performance and/or reliability, the following procedures should be
considered:
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Attempting visual sighting of other aircraft or their contrails, which may
provide a track indication;
Calling the appropriate OAC for information on other aircraft adjacent to
the aircraft’s estimated position and/or calling on VHF to establish contact
with such aircraft (preferably same track/level) to obtain from them
information which could be useful. e.g. drift, groundspeed, wind details.
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The Remaining System Fails After Entering MNPS Airspace
The pilot should:
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Immediately notify ATC;
Make best use of procedures specified above relating to attempting visual
sightings and establishing contact on VHF with adjacent aircraft for useful
information;
Keep a special look-out for possible conflicting aircraft, and make maximum use
of exterior lights;
If no instructions are received from ATC within a reasonable period consider
climbing or descending 500 feet, broadcasting action on 121.5 MHz and advising
ATC as soon as possible.
This procedure also applies when the remaining system gives an indication of degradation of
performance, or neither system fails completely but the system indications diverge widely and
the defective system cannot be determined.
Complete Failure of Navigation Systems Computer
A characteristic of the navigation computer system is that the computer element might fail,
and thus deprive the aircraft of steering guidance and the indication of position relative to
cleared track, but the basic outputs of the IRS (LAT/LONG, Drift and Groundspeed) are left
unimpaired. A typical drill to minimise the effects of a total navigation computer system failure
is suggested below. It requires the carriage of a suitable plotting chart.
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Draw the cleared route on a chart and extract mean true tracks between
waypoints.
Use the basic IRS/GPS outputs to adjust heading to maintain mean track and to
calculate ETAs.
At intervals of not more than 15 minutes plot position (LAT/LONG) on the chart
and adjust heading to regain track.
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Chapter 29.
Special Procedures for In-Flight Contingencies
Introduction
The following procedures are intended for guidance only. Although all possible contingencies
cannot be covered, they provide for such cases as:
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Inability to maintain assigned level due to weather (for example severe
turbulence);
Aircraft performance problems; or
Pressurisation failure.
They are applicable primarily when rapid descent, turn-back, or diversion to an alternate
aerodrome is required. The pilot's judgement will determine the specific sequence of actions
taken, having regard to the prevailing circumstances.
General Procedures
If an aircraft is unable to continue its flight in accordance with its ATC clearance, a revised
clearance should be obtained whenever possible, prior to initiating any action, using the radio
telephony distress (MAYDAY, MAYDAY, MAYDAY) signal or urgency (PAN PAN, PAN PAN,
PAN PAN) signal as appropriate.
If prior clearance cannot be obtained, an ATC clearance should be obtained at the earliest
possible time and, in the meantime, the aircraft should broadcast its position (including the
ATS Route designator or the Track Code as appropriate) and its intentions, at frequent
intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency).
Until a revised clearance is obtained the specified NAT in-flight contingency procedures
should be carefully followed.
The aircraft should be flown at a flight level and/or on a track where other aircraft are least
likely to be encountered. Maximum use of aircraft lighting should be made and a good
lookout maintained. If TCAS is carried, the displayed information should be used to assist in
sighting proximate traffic.
Special Procedures
The general concept of these NAT in-flight contingency procedures is, whenever operationally
feasible, to offset from the assigned route by 30 nm and climb or descend to a level which
differs from those normally used by 500 ft if below FL410 or by 1000 ft if above FL410.
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Initial Action
The aircraft should leave its assigned route or track by initially turning 90° to the right or left.
Factors which may affect the direction of turn are:
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Direction to an alternate airport,
Terrain clearance and
Levels allocated on adjacent routes or tracks.
Subsequent Action
An aircraft that is able to maintain its assigned flight level should, once established on the
offset track:
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Climb or descend 1000 ft if above FL410
Climb or descend 500 ft when below FL410
Climb 1000 ft or descend 500 ft if at FL410
An aircraft that is unable to maintain its assigned flight level should, whenever possible,
minimise its rate of descent while acquiring the 30 nm offset track; and for the subsequent
level flight, a flight level should be selected which differs from those normally used: by 1000 ft
if above FL410 or by 500 ft if below FL410.
If these contingency procedures are employed by a twin engine aircraft as a result of the
shutdown of a power unit or the failure of a primary aircraft system the pilot should advise
ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved and
requesting expeditious handling.
Wake Turbulence
Any pilot who encounters a wake turbulence incident when flying in NAT MNPS Airspace or
within an adjacent RVSM transition area should report it.
When flying within NAT MNPS Airspace (but not in adjacent domestic airspace RVSM
transition areas), if necessary, the pilot may offset from cleared track by up to a maximum of 2
nm (upwind) in order to alleviate the effects of wake turbulence. ATC should be advised of
this action and the aircraft should be returned to cleared track as soon as the situation allows.
TCAS Alerts and Warnings
In the event that a Traffic Advisory (TA) is issued, commencement of a visual search for the
threat aircraft should be carried out and preparation made to respond to a Resolution
Advisory (RA), if one should follow. In the event that an RA is issued, the required
manoeuvre should be initiated immediately. Note that manoeuvres should never be made in
a direction opposite to those required by the RA, and that RAs should be disregarded only
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when the potentially conflicting traffic has been positively identified and it is evident that no
deviation from the current flight path is needed. All RAs should be reported to ATC:
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Verbally, as soon as practicable; and
In writing, to the Controlling Authority, after the flight has landed.
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PART 4.
MISCELLANEOUS
Chapter 30.
Regional Supplementary Procedures – Doc 7030/4: North Atlantic (NAT)
and European (EUR) SUPPS
NAT
Introduction
The procedures below are supplementary to the previous chapters on MNPS.
MNPS Specifications
Within MNPS it is expected that:
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The lateral track error of any aircraft will be less than 6.3 nm
The mean altimetry error will not be more than 80 ft
The above applies to all groups of aircraft.
Where an aircraft has a unique avionics system the altimetry system error must not be more
than 200 ft.
Flight Planning
Flights are planned along Great Circle Routes.
Separation of Aircraft
Lateral Separation
Minimum lateral separation is:
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¾
60 nm between MNPS aircraft
90 nm between aircraft outside MNPS airspace if one aircraft is not MNPS
approved
120 nm between other aircraft
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©Atlantic Flight Training
The above minima can be referenced to latitude as long as the track does not change latitude
by:
¾
¾
¾
3° at or south of 58°N
2° between 58°N and 70°N
1° at or North of 70°N
At or above 80°N where 1° of latitude is exceeded then the track spacing must be expressed
in nm.
Longitudinal Separation
Subsonic Transport Operations
Minimum longitudinal separation is:
¾
10 minutes if Mach Number Technique is used
¾
¾
Where aircraft have reported over a common point and the tracks diverge:
¾
¾
¾
¾
the aircraft concerned should have reported over a common point and
follow the same track
10 minute longitudinal separation at the point where tracks diverge
5 minutes where 60 nm lateral separation occurs, and
at least 60 nm lateral separation before the next significant point, or, 90
minutes or within 600 nm of the common point whichever is first
If aircraft have not reported over a common point radar may be used to ensure
the correct separation.
If the leading aircraft is faster then the separation can be between 10 minutes to 5 minutes
using the following formulae:
Time
Lead Aircraft
9 minutes
M 0.02 faster than the following aircraft
8 minutes
M 0.03 faster than the following aircraft
7 minutes
M 0.04 faster than the following aircraft
6 minutes
M 0.05 faster than the following aircraft
5 minutes
M 0.06 faster than the following aircraft
For MNPS turbojet aircraft not covered by any of the above spacing the minimum separation
is 15 minutes.
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28 October 2003
Western Atlantic Route System (WATRS)
The minimum longitudinal separation when turbo jet aircraft operate within the WATRS area
or west of 60°W are:
¾
10 minutes if Mach Number Technique is used and the aircraft is at or above FL
280
¾
¾
Where aircraft have reported over a common point and the tracks diverge:
¾
¾
¾
the aircraft concerned should have reported over a common point and
follow the same track
10 minute longitudinal separation at the point where tracks diverge
5 minutes where 60 nm lateral the next significant point, or, 90 minutes or
within 600 nm of the common point whichever is first
If aircraft have not reported over a common point radar may be used to ensure
the correct separation.
If the leading aircraft is faster then the separation can be between 10 minutes to 5 minutes
using the following formulae:
Time
Lead Aircraft
9 minutes
M 0.02 faster than the following aircraft
8 minutes
M 0.03 faster than the following aircraft
7 minutes
M 0.04 faster than the following aircraft
6 minutes
M 0.05 faster than the following aircraft
5 minutes
M 0.06 faster than the following aircraft
Radar may be used to ensure that the timing intervals are kept.
For turbojet aircraft not covered by the above the separation is 15 minutes.
For non-turbojet aircraft the separation is 20 minutes.
ATPL Operational Procedures
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©Atlantic Flight Training
Operations Not Meeting the MNPS Airspace Except the WATRS
Minimum longitudinal separation is:
¾
¾
¾
15 minutes.
10 minutes if the lead aircraft is M 0.03 faster than the following aircraft and radar
can guarantee the separation
5 minutes if the lead aircraft is M 0.06 faster than the following aircraft and radar
can guarantee the separation
EUR
Submission of Flight Plans
For flights subject to AFTM:
¾
¾
Submission must be at least 3 hours before EOBT
A modification message must be transmitted for changes to the EOBT of more
than 15 minutes
Indication of 8.33 KHz Spacing
Where an aircraft can comply with 8.33 KHz spacing the letter Y is inserted in ITEM 10 of the
flight plan.
Where an exemption has been granted STS/EXM833 is placed in ITEM 18.
All aircraft operating above FL 245 in the EUR region have to be equipped with 8.33 KHz
spacing.
Separation of Aircraft
Longitudinal Separation
The minimum separation is 3 minutes provided that:
¾
¾
The flight is continuously monitored by radar
The distance between aircraft is never less than 20 nm
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28 October 2003
Transfer of Radar Control
Silent transfer of radar control may be achieved if:
¾
¾
The minimum distance between aircraft is 10 nm if SSR is being used and radar
overlap is at least 30 nm
The distance can be reduced to 5 nm if the ATC units have electronic means of
effecting the transfer
Mach Number Control
As with NAT Mach Number control can be used in the EUR region. The following conditions
must be applied:
¾
¾
¾
Aircraft must fly the Mach No assigned
If the Mach No changes by more than M 0.01 ATC must be informed
Where required the Mach No should be included in position reports
ATPL Operational Procedures
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Intentionally Left Blank
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Chapter 31.
Wake Turbulence
Aircraft Wake Vortex Characteristics
Wake vortices, are present behind every aircraft in forward flight. They are most hazardous to
aircraft with a small wing span during the:
¾
¾
Take-off
¾
Final approach, and
¾
Initial climb
Landing phase.
The characteristics of the wake vortex system generated by an aircraft in flight are determined
initially by the aircraft's:
¾
¾
¾
¾
Gross weight
Wingspan
Aircraft configuration, and
Attitude.
The vortex system in the wake of an aircraft is made up of two counter-rotating cylindrical air
masses trailing behind the aircraft. The two vortices are separated by about three quarters of
the aircraft's wingspan.
In still air the vortices tend to drift slowly downwards and either
¾
¾
Level off, usually not more than 1,000 ft below the flight path of the aircraft, or,
Approaching the ground, move sideways from the track of the generating aircraft
at a height roughly equal to half the aircraft's wingspan.
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The tangential airspeed can be up to 300 ft/sec immediately behind a large aircraft. This
decays slowly with time.
Wake vortex generation begins when the nosewheel lifts off the runway on take-off and
continues until the nosewheel touches down on landing.
Vortex strength increases with the weight of the generating aircraft.
With the aircraft in a given configuration, the vortex strength decreases with increasing aircraft
speed; and for a given weight and speed the vortex strength is greatest when the aircraft is in
a clean configuration.
For a given weight and speed a helicopter will produce a stronger vortex than a fixed-wing
aircraft.
Wake Vortex Avoidance - Advice to Pilots
The area up to 1000 ft below and behind a large aircraft should be avoided.
The wake turbulence spacing for aircraft is listed below.
Category
Weight
Heavy (H)
> 136 000 Kg
Medium (M)
7000 – 136 000 Kg
Light (L)
7000 Kg or less
The wake turbulence group of an aircraft should be indicated on the flight plan (Item 9) as H,
M or L according to the ICAO specification.
Wake Turbulence Spacing
Leading Aircraft
Following Aircraft
Spacing Minima Distance
Heavy
Heavy
4 nm
Heavy
Medium
5 nm
Heavy
Light
6 nm
Medium
Heavy
3 nm
Medium
Medium
3 nm
Medium
Light
5 nm
Light
Heavy
3 nm
Light
Medium
3 nm
Light
Light
3 nm
ATPL Operational Procedures
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28 October 2003
The minima should be applied when:
¾
¾
Operating behind another aircraft
When crossing the path of an aircraft at the same altitude or 1000 below.
Wake Turbulence Spacing Minima - Departures
Leading Aircraft
Following Aircraft
Heavy
Medium or light
Medium
Light
Heavy
Medium or light
Medium
Light
Minimum Spacing at the Time Aircraft are
Airborne
Departing from the
same position
2 minutes
Departing from an
intermediate point on
the same runway
3 minutes
2 minutes
3 minutes
Wake Turbulence Spacing Minima - Displaced Landing Threshold
A spacing of 2 minutes is used between:
¾
¾
Medium or Light aircraft following a Heavy aircraft, and
Light aircraft following a Medium aircraft when operating on a runway with a
displaced threshold when:
¾
¾
¾
A departing Medium or Light aircraft follows a Heavy aircraft or a departing
Light aircraft follows a Medium aircraft
An arriving Medium or Light aircraft follows a Heavy aircraft departure, or an
arriving Light aircraft follows a departing Medium aircraft:
If the projected flight paths are expected to cross.
Wake Turbulence Spacing Minima - Opposite Direction
A spacing of 2 minutes between a Medium or Light aircraft and a Heavy aircraft, and between
a Medium aircraft and a Light aircraft whenever the heavier aircraft is making a low or missed
approach and the lighter aircraft is:
¾
¾
¾
Taking-off on the same runway in the opposite direction;
Landing on the same runway in the opposite direction;
Landing on a parallel opposite direction runway separated by less than 760
metres.
Wake Turbulence Spacing Minima - Crossing and Parallel Runways
When parallel runways separated by less than 760 metres are in use these runways are
considered to be a single runway.
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Wake Turbulence Spacing Minima - Intermediate Approach
On intermediate approach a minimum wake turbulence spacing of 5 nm will be applied
between a Heavy and a Medium or Light aircraft following or crossing behind.
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28 October 2003
Chapter 32.
Windshear
Definitions and the Meteorological Background
Windshear can be described as a change in wind direction and/or speed in either a vertical or
horizontal sense. A simple definition is given by the UK CAA in a still valid AIC.
Definition
Variations in vector wind along the aircraft flight path of a pattern,
intensity and duration to displace an aircraft abruptly from its intended path such that
substantial control action is required.
Low Altitude Windshear
Low altitude windshear affects the take-off and landing and can be split into 3 motions
Vertical windshear The change of a horizontal wind vector with height.
Horizontal windshear
distance
The change of a horizontal wind vector with horizontal
Updraught/downdraught
horizontal distance.
Changes in the vertical component of wind with
A windshear encounter can affect large aircraft suddenly by displacing them beyond the
pilot’s powers of recovery.
Meteorological Features
Severe windshear is associated with cumulonimbus or towering cumulus clouds. However,
windshear can also be experienced in association with other features such as:
¾
¾
Passage of a front,
¾
A low-level wind maximum
¾
A marked temperature inversion,
A turbulent boundary layer.
Topography or buildings can make the situation worse when there is a strong wind.
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Thunderstorms
This chapter describes the wind flows in and around the thunderstorm which cause the most
severe windshears. The shears and draughts associated with the thunderstorm can affect an
aircraft from any angle. This makes assessment of angle of attack and the onset of the stall
difficult to predict:
Gust Front
The Gust Front is a well defined area of cold air flowing out from a
downdraught in all directions. This Gust Front leads the storm along its line of
movement. The Gust Front will affect the area
¾
¾
Out to 24 to 32 km from the storm centre
From the surface up to about 6000 ft.
The area will be subject to turbulence and possibly vertical shear because of the
outflowing cold air undercutting inflowing warm air.
If the leading edge has no associated precipitation the weather radar will not detect
the Gust Front. With some Gust Fronts there is a roll cloud effect which may be
associated with the onset of precipitation.
Microbursts
¾
A highly concentrated powerful downdraught of air, typically:
¾
Less than 5 km across
¾
Downdraughts up to 60 knots
¾
Lasting from 1 to 5 minutes.
Possible wind speed at the surface of 90 knots
The Microbursts is either “wet or dry”. The dry microburst has no associated
precipitation which makes detection difficult. The wet microburst is associated with
the precipitation that falls below a cumulonimbus cloud.
Frontal Passage
The greatest risk of windshear is from:
¾
¾
Well developed active fronts with a narrow surface frontal zones
Marked temperature differences between the two air masses
Sharp changes in wind direction as the front passes will indicate the possibility of windshear,
signs to look for are:
¾
¾
A temperature difference of 5° C or more across the frontal zone, and
The speed of movement of the front, especially if 30 kt or more,
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28 October 2003
The cold front poses the greater risk with the windshear occurring just after the surface
passage. The period of windshear for a warm front is longer and precedes the passage.
Inversions
A strong vertical shear can occur when:
¾
¾
A low level jet forms in association with a strong radiation inversion. These
normally develop at night under clear skies.
Low level inversions may develop where a strong upper flow is above a calm flow
next to the surface. Windshear can be experienced across the boundary.
Turbulent Boundary Layer
In the boundary layer:
¾
¾
Strong surface winds are associated with large gusts and lulls causing horizontal
windshear
Solar heating of the ground causes up and downdraughts.
Topographical windshears
Natural or man made features affect the wind flow and can cause windshear. The direction of
flow and wind speed determine the severity of the windshear, Mountain Waves being the best
example.
The Effects of Windshear on an Aircraft in Flight
In windshear the magnitude of the change of wind vector and the rate at which it happens
determine the severity.
An aeroplane at 1000 ft agl has a headwind component of 40 kt with a surface of 20 kt on the
runway. The 20 kt difference may:
¾
¾
Reduce evenly and the effect will be negligible, or
If the speed differential still exists at 300 ft the change is going to be marked.
Windshear implies a narrow borderline and the 20 kt of wind speed may well be lost over a
small vertical distance.
ATPL Operational Procedures
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Shear Line
30 kt
IAS 130 kt
Groundspeed 100 kt
10 kt
IAS 110 kt
Groundspeed 100 kt
In the diagram when passing through the shear line, the loss of airspeed will be sudden. The
inertia of the aircraft will keep it at its original ground speed of 100 kt and power is needed to
accelerate the aircraft back to its original air speed. This will take time and there will be
sinking as lift has been lost. The headwind was a form of energy and when it dropped 20 kt
an equivalent amount of energy loss occurred.
Shear Line
30 kt
IAS 120 kt
Groundspeed 100 kt
IAS 140 kt
Groundspeed 100 kt
10 kt
The opposite effect happens when taking off. Assume a climb with a 10 kt headwind which
changes to a 30 kt headwind. The target climbing speed is 120 kt. The effect of a sudden
transition to a 20 kt increase of headwind increases the lAS by the same amount until the
momentum of the ground speed is lost. Lift will be added and the aircraft will climb more
rapidly.
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Summary
IAS
Effect
Headwind Increase
Increase
Climb
Headwind Decrease
Decrease
Descent
Tailwind Increase
Decrease
Descent
Tailwind Decrease
Increase
Climb
Techniques to Counter the Effects of Windshear
There is no international agreement for grading windshear. The worst case scenario must
always be planned for.
If thunderstorms are forecast at the planned destination then windshear can be expected and
a few thoughts and actions should come into place.
Increase the airspeed on the approach. Rule of thumb guidance include adding half the
headwind component of the reported surface wind to VAT, or, half the mean wind speed plus
half the gust factor, in each case up to a maximum of 20 kt.
Where a sudden increase in airspeed occurs the normal reaction to the rise above the
glidepath is to reduce power to regain the glidepath. The pilot must be alert to the need to
increase power in good time to avoid dropping below the glidepath.
In the later stages of an approach windshear can be much more hazardous. A drop in the
wind speed might bring about a very sudden drop in airspeed with an increase in the rate of
descent. A rapid and positive increase in power is needed.
Vital Actions to counter loss of airspeed caused by windshear near the ground:
¾
¾
Increase power to full “go around”
¾
Co-ordinate power and pitch;
¾
Raise the nose to check descent;
Be prepared to carry out a missed approach rather than risk landing from a destabilised approach.
The effect of a microburst is described earlier and the technique for dealing with it is as
follows:
¾
An initial rise in airspeed and rise above the approach path will occur.
¾
¾
Increase to go-around power
Select a pitch angle for a missed approach, typically about 15° and hold it
against turbulence and buffeting;
ATPL Operational Procedures
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¾
¾
¾
The increased airspeed and rate of climb may be rapidly lost. If the downdraught
strikes, airspeed may be lost and the aircraft may start to descend even with the
high power and pitch angle.
Where the downdraught begins to change to increasing tailwind is the most
critical period. The rate of descent may reduce, but the airspeed may still
continue to fall.
If maximum thrust is already applied and there is a risk of striking the ground or
an obstacle. Increase the pitch angle until the stick shaker is felt.
When there is an indefinite risk of windshear, it may be possible to use a longer runway, or
one that points away from an area of potential threat. Rotating at a slightly higher speed may
be possible. The high power setting and high pitch angle after rotation put the aircraft an
optimum configuration should a microburst strike. In both approach and take-off cases.
¾
Vital Actions are:
¾
¾
¾
Use the maximum power available as soon as possible;
Adopt a pitch angle of around 15° and try and hold that attitude. Do not
chase airspeed;
Be guided by stick shaker indications when holding or increasing pitch
attitude, easing the back pressure as required to attain and hold a slightly
lower attitude.
Windshear warning can be provided in several ways:
¾
¾
Meteorological warning;
¾
ATS warning;
¾
On board pre-encounter warning;
¾
Pilot warning;
On board encounter warning and/or guidance.
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