ATPL
Operational
Procedures
© Atlantic Flight Training
All rights reserved. No part of this manual may be reproduced or transmitted in any forms by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without permission from Atlantic Flight Training in writing.
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
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
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
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
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
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
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
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
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
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 North of 70oN ...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
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
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
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
PART 1.
ICAO ANNEX 6
Chapter 1.
Definitions
IntroductionWhen 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:
¾ take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud conditions;
¾ 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
¾ 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
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 A person assigned by an operator to duty on all aircraft during flight time.
Cruising level A level maintained during a significant portion of a flight.
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)) An ELT which is permanently attached to an aircraft.
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 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.
¾ a decision height lower than 30 m (100 ft) or no decision height, and ¾ a runway visual range not less than 200 m.
Category IIIB (CAT IIIB) operation. A precision instrument approach and landing
with:
¾ a decision height lower than 15 m (50 ft) or no decision height, and ¾ 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 An aeroplane of a maximum certificated take-off mass of over 5700 kg.
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.
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.
Operator A person, organization or enterprise engaged in or offering to engage in an aircraft operation.
Pilot-in-command The pilot responsible for the operation and safety of the aircraft during flight time.
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 An aeroplane of a maximum certificated take-off mass of 5700 kg or less.
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:
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.
Chapter 2.
Operator’s Responsibilities
IntroductionAnnex 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: ¾ The laws
¾ The regulations, and ¾ 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:
¾ The countries and areas of operation ¾ The aerodromes to be used, and ¾ 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.
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 command has to submit a report on any violation to the appropriate authority. The pilot-in-command 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.
Chapter 3.
Flight Operations
Operating facilitiesAn 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
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
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.
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.
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, co-ordinated 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.
Duties of pilot-in-command
The pilot-in-command is responsible for:
¾ The operation and safety of the aeroplane, and
¾ For the safety of all persons on board, during flight time. The pilot-in-command is:
¾ To ensure that checklists are complied with in detail
¾ 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.
¾ Responsible for reporting all known or suspected defects in the aeroplane, to the operator, at the termination of the flight.
¾ 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 Assist the pilot-in-command in flight preparation and provide the relevant information required
¾ 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
¾ Give the pilot-in-command information which may be necessary for the safe conduct of the flight; and
¾ 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 Air traffic control
¾ The meteorological service, or ¾ The communications service.
Additional requirements for extended range operations by aeroplanes with two turbine power-units (ETOPS)
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 The airworthiness certification of the aeroplane type ¾ The reliability of the propulsion system, and
¾ 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 The route to be flown
¾ The anticipated operating conditions, and
¾ 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.
Chapter 4.
Aeroplane Performance Operating Limitations
GeneralAeroplanes 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.
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 Mass
¾ Operating procedures
¾ The pressure-altitude appropriate to the elevation of the aerodrome ¾ Temperature
¾ Wind
¾ 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 off shall not exceed the mass at which take-off is complied with, or the mass at which:
¾ The length of runway available ¾ En-route – one engine inoperative
¾ En-route – two power units inoperative, and 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 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.
¾ 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.
¾ 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.
