Instrument and Equipment Requirements
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 pre-selected 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 1 October 2001 for aeroplanes first issued with a C of A on or after this date, or
¾ 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
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 1 January 2003 for aeroplanes first issued with a C of A on or after this date, or
¾ 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 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
¾ 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.
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:
(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;
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 .
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 All passengers when the cabin altitude is above 15 000 ft
¾ 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;
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. Radio equipment. The operator ensures that radio equipment comprises not less than:
i. 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;
c. Navigation equipment. The operator ensures that navigation equipment
1. 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
2 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
JAR-OPS 1.866 - Transponder Equipment
An operator cannot operate an aeroplane unless it is equipped with:
¾ A pressure altitude reporting SSR transponder, and
¾ 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 Two independent altitude measurement systems
¾ An altitude alerting system
¾ An automatic altitude control system
¾ An SSR with altitude reporting system that can be connected to the altitude measurement system in use for altitude keeping
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
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.
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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