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:
¾ An adequate organization, method of control and supervision of flight operations
¾ 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
The air operator certificate contains the following:
¾ Operators identification (name, location);
¾ Date of issue and period of validity;
¾ Description of the types of operations authorized;
¾ The type of aircraft authorized for use; and
¾ 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:
¾ Review and acceptance and,
¾ 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.
An aeroplane cannot be taxied on the movement area of an aerodrome unless the person at the controls:
¾ Has been duly authorized by the operator or a designated agent,
¾ Is fully competent to taxi the aeroplane,
¾ Is qualified to use the radio, and
¾ Has received instruction from a competent person concerning:
¾ Aerodrome layout
¾ Routes
¾ Signs
¾ Markings
¾ Lights
¾ Air traffic control (ATC) signals and instructions, phraseology and procedures, and
¾ 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:
¾ Prior to flight
¾ During flight
¾ After all phases of operations, and
¾ In emergency
This ensures compliance with the operating procedures contained in:
¾ The aircraft operating manual
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:
¾ The accuracy and reliability with which the position of the aeroplane can be determined
¾ The inaccuracies in the indications of the altimeters used
¾ The characteristics of the terrain (e.g. sudden changes in the elevation)
¾ The probability of encountering unfavourable meteorological conditions (eg severe turbulence and descending air currents);
¾ Possible inaccuracies in aeronautical charts, and
¾ 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.
The State of the Operator requires that when establishing the aerodrome operating minima account is taken of:
¾ The type, performance and handling characteristics of the aeroplane
¾ The composition of the flight crew, their competence and experience
¾ The dimensions and characteristics of the runways which may be selected for use
¾ The adequacy and performance of the available visual and non-visual ground aids
¾ 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
¾ The obstacles in the approach and missed approach areas and the obstacle clearance altitude/height for the instrument approach procedures
¾ The means used to determine and report meteorological conditions, and
¾ 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:
¾ Limit flight time and flight duty periods, and
¾ 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
Passengers
The operator ensures that passengers are made familiar with the location and use of:
¾ Seat belts
¾ Emergency exits
¾ Life jackets, if the carriage of life jackets is prescribed
¾ Oxygen dispensing equipment, if the provision of oxygen for the use of passengers is prescribed, and
¾ 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 During take-off and landing
¾ By reason of turbulence or any emergency occurring during flight
¾ 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 The aeroplane is airworthy
¾ The instruments and equipment for the particular type of operation are installed and are sufficient for the flight
¾ A maintenance release has been issued in respect of the aeroplane
¾ 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
¾ Any load carried is properly distributed and safely secured
¾ A check has been completed indicating that the operating limitations can be complied with for the flight to be undertaken, and
¾ The Standards relating to operational flight planning have been complied with.
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 A copy is kept with the operator or a designated agent, or,
¾ If these procedures are not possible, it is left with the aerodrome authority, or
¾ 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 At or below the applicable aerodrome operating minima, or
¾ 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.
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 Known or expected icing conditions unless the aeroplane is certificated and equipped to cope with icing conditions.
¾ 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.
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 The fuel and oil carried in turbo-jet aeroplanes, is sufficient to allow the aeroplane:
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
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 Forecast meteorological conditions
¾ Expected air traffic control routings and traffic delays
¾ For IFR flight, one instrument approach at the destination aerodrome, including a missed approach
¾ The procedures prescribed in the operations manual for loss of pressurization, where applicable, or failure of one engine while en route, and
¾ 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 Embarking
¾ On board, or
¾ Disembarking
unless it is properly attended by qualified personnel ready to initiate and direct an evacuation
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 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
¾ 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.
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.
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.