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Copyright in all materials bound within these covers or attached hereto, excluding that material which is used with the permission of third parties and acknowledged as such, belongs exclusively to Jeppesen.
Certain copyright material is reproduced with the permission of the International Civil Aviation Organisation, the United Kingdom Civil Aviation Authority, and the Joint Aviation Authorities (JAA).
This book has been written and published to assist students enrolled in an approved JAA Air Transport Pilot Licence (ATPL) course in preparation for the JAA ATPL theoretical knowledge examinations. Nothing in the content of this book is to be interpreted as constituting instruction or advice relating to practical flying.
Whilst every effort has been made to ensure the accuracy of the information contained within this book, neither Jeppesen nor Atlantic Flight Training gives any warranty as to its accuracy or otherwise. Students preparing for the JAA ATPL theoretical knowledge examinations should not regard this book as a substitute for the JAA ATPL theoretical knowledge training syllabus
published in the current edition of “JAR-FCL 1 Flight Crew Licensing (Aeroplanes)” (the Syllabus). The Syllabus constitutes the sole authoritative definition of the subject matter to be studied in a JAA ATPL theoretical knowledge training programme. No student should prepare for, or is entitled to enter himself/herself for, the JAA ATPL theoretical knowledge examinations without first being enrolled in a training school which has been granted approval by a JAA-authorised national aviation authority to deliver JAA ATPL training.
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iii
PREFACE_______________________
As the world moves toward a single standard for international pilot licensing, many nations have adopted the syllabi and regulations of the “Joint Aviation Requirements-Flight Crew Licensing" (JAR-FCL), the licensing agency of the Joint Aviation Authorities (JAA).
Though training and licensing requirements of individual national aviation authorities are similar in content and scope to the JAA curriculum, individuals who wish to train for JAA licences need access to study materials which have been specifically designed to meet the requirements of the JAA licensing system. The volumes in this series aim to cover the subject matter tested in the JAA ATPL ground examinations as set forth in the ATPL training syllabus, contained in the JAA publication, “JAR-FCL 1 (Aeroplanes)”.
The JAA regulations specify that all those who wish to obtain a JAA ATPL must study with a flying training organisation (FTO) which has been granted approval by a JAA-authorised national aviation authority to deliver JAA ATPL training. While the formal responsibility to prepare you for both the skill tests and the ground examinations lies with the FTO, these Jeppesen manuals will provide a comprehensive and necessary background for your formal training.
Jeppesen is acknowledged as the world's leading supplier of flight information services, and provides a full range of print and electronic flight information services, including navigation data, computerised flight planning, aviation software products, aviation weather services, maintenance information, and pilot training systems and supplies. Jeppesen counts among its customer base all US airlines and the majority of international airlines worldwide. It also serves the large general and business aviation markets. These manuals enable you to draw on Jeppesen’s vast experience as an acknowledged expert in the development and publication of pilot training materials.
We at Jeppesen wish you success in your flying and training, and we are confident that your study of these manuals will be of great value in preparing for the JAA ATPL ground examinations. The next three pages contain a list and content description of all the volumes in the ATPL series.
ATPL Series
Meteorology (JAR Ref 050)
• The Atmosphere • Air Masses and Fronts
• Wind • Pressure System
• Thermodynamics • Climatology • Clouds and Fog • Flight Hazards
• Precipitation • Meteorological Information
General Navigation (JAR Ref 061)
• Basics of Navigation • Dead Reckoning Navigation
• Magnetism • In-Flight Navigation
• Compasses • Inertial Navigation Systems • Charts
Radio Navigation (JAR Ref 062)
• Radio Aids • Basic Radar Principles • Self-contained and • Area Navigation Systems External-Referenced • Basic Radio Propagation Theory
Navigation Systems
Airframes and Systems (JAR Ref 021 01)
• Fuselage • Hydraulics
• Windows • Pneumatic Systems
• Wings • Air Conditioning System
• Stabilising Surfaces • Pressurisation
• Landing Gear • De-Ice / Anti-Ice Systems • Flight Controls • Fuel Systems
Powerplant (JAR Ref 021 03)
• Piston Engine • Engine Systems• Turbine Engine • Auxiliary Power Unit (APU) • Engine Construction
Electrics (JAR Ref 021 02)
• Direct Current • Generator / Alternator • Alternating Current • Semiconductors
• Batteries • Circuits
• Magnetism
v
Instrumentation (JAR Ref 022)
• Flight Instruments
• Automatic Flight Control Systems • Warning and Recording Equipment
• Powerplant and System Monitoring Instruments
Principles of Flight (JAR Ref 080)
• Laws and Definitions • Boundary Layer • Aerofoil Airflow • High Speed Flight • Aeroplane Airflow • Stability• Lift Coefficient • Flying Controls
• Total Drag • Adverse Weather Conditions • Ground Effect • Propellers
• Stall • Operating Limitations
• CLMAX Augmentation • Flight Mechanics • Lift Coefficient and Speed
Performance (JAR Ref 032)
• Single-Engine Aeroplanes – Not certified under JAR/FAR 25 (Performance Class B)
• Multi-Engine Aeroplanes – Not certified under JAR/FAR 25 (Performance Class B)
• Aeroplanes certified under JAR/FAR 25 (Performance Class A)
Mass and Balance (JAR Ref 031)
• Definition and Terminology • Limits
• Loading
• Centre of Gravity
Flight Planning (JAR Ref 033)
• Flight Plan for Cross-Country • Meteorological Messages Flights • Point of Equal Time • ICAO ATC Flight Planning • Point of Safe Return
• IFR (Airways) Flight Planning • Medium Range Jet Transport • Jeppesen Airway Manual Planning
Air Law (JAR Ref 010)
• International Agreements • Air Traffic Services and Organisations • Aerodromes • Annex 8 – Airworthiness of • Facilitation
Aircraft • Search and Rescue • Annex 7 – Aircraft Nationality • Security
and Registration Marks • Aircraft Accident Investigation • Annex 1 – Licensing • JAR-FCL
• Rules of the Air • National Law
Human Performance and
Limitations (JAR Ref 040)
• Human Factors
• Aviation Physiology and Health Maintenance • Aviation Psychology
Operational Procedures (JAR Ref 070)
• Operator • Low Visibility Operations • Air Operations Certificate • Special Operational Procedures • Flight Operations and Hazards • Aerodrome Operating Minima • Transoceanic and Polar FlightCommunications (JAR Ref 090)
• Definitions • Distress and Urgency • General Operation Procedures Procedures
• Relevant Weather Information • Aerodrome Control • Communication Failure • Approach Control • VHF Propagation • Area Control
Table of Contents
Operational Procedures vii
CHAPTER 1 Definitions
Introduction ...1-1 Terms...1-1
CHAPTER 2
The Operator and the Air Operations Certificate
Introduction ...2-1 Certification ...2-1 Operator...2-1 General Rules for Certification ...2-1 Conditions to be Met for Issue ...2-2 Variation and Validity of an AOC...2-2 Quality System...2-2 Responsibilities ...2-2 Operator Responsibilities ...2-2 Familiarity with Rules and Regulations ...2-3 Responsibilities for Flight Operations...2-3 Operator Responsibilities ...2-3 Concerning Passengers...2-3 Carriage of Passengers and Cargo...2-4 Special Considerations for Special Passenger Categories ...2-4 Persons on the Flight Deck ...2-4 Safety Concerns ...2-4 Documents...2-5 Flight Documents ...2-5 Documentation to be Kept on the Ground...2-6 Preservation of Documents...2-6 Commercial Practices and Associated Rules...2-6 Leasing ...2-6 Leasing of Aeroplanes between JAA Operators ...2-7 Leasing of Aeroplanes between a JAA Operator and Any Body Other Than a JAA Operator ...2-7 Leasing of Aeroplanes at Short Notice...2-8 Aeroplane Maintenance ...2-8
CHAPTER 3 Flights Operations
The Operations Manual (OM) ...3-1 Introduction ...3-1 Content ...3-1 Acceptability...3-1 Usability ...3-2 Procedures...3-3 Taxiing of Aircraft ...3-3 Minimum Equipment List (MEL) ...3-3 Master MEL (MMEL)...3-3 Flight Preparation...3-4 Documentation...3-4 Operational Flight Planning...3-4 Passenger Briefings...3-5 Passenger Seat Belts ...3-5 Smoking on Board Aeroplanes ...3-5 Refuelling with Passengers on Board ...3-5 Oxygen Supply...3-5 Aeroplane Flight Crew ...3-6 General ...3-6
Table of Contents
CHAPTER 3 (continued)
Commander/Pilot in Command ... 3-6 Duties... 3-7 Co-pilot... 3-7 Cruise Relief Crew ... 3-7 Flight Engineer (System Panel Operator) ... 3-7 Flight Navigator ... 3-7 Pilot Proficiency Checks... 3-8 Line Checks ... 3-8 Emergency and Safety Equipment... 3-8 Training and Checking ... 3-8 Duty Stations... 3-8 Flight Operations Officer/Flight Dispatcher (FOPSO/FDO) ... 3-9 In-Flight Operational Instructions ... 3-9 Journey Log ... 3-9 CHAPTER 4 Operational Planning Introduction ... 4-1 Alternate Aerodromes ... 4-1 Take-Off Alternate... 4-1 Destination Alternate... 4-2 All Aeroplanes ... 4-2 Propeller-Driven Aeroplanes ... 4-2 Aeroplanes equipped with Turbo-jet Engines... 4-3 Weather Conditions... 4-4 VMC ... 4-4 VMC JAR OPS Criteria ... 4-5 Selection of the Route... 4-5 Criteria ... 4-5 Adequate Aerodromes ... 4-5 ETOPS... 4-6 Performance Class A ... 4-6 Performance Class B or C ... 4-6 Ditching Considerations ... 4-7 Landing Requirements ... 4-7 Performance Class A ... 4-7 Performance Class B and C... 4-7 Minimum Time Routes ... 4-7 Commander’s Considerations ... 4-8 Filing the ATS Flight Plan (FPL)... 4-8 Flights Subject to Air Traffic Flow Management (ATFM)... 4-9 Flights into Oceanic Airspace... 4-9
Table of Contents Operational Procedures ix CHAPTER 5 The Aeroplane Introduction ...5-1 Basic Requirements...5-1 Internal Doors and Curtains ...5-1 First Aid Kits...5-2 Hand-Held Fire Extinguishers ...5-2 Break-in Markings ...5-3 Cockpit Voice Recorders (CVRs)...5-3 Data Recorded...5-4 CVRs – Operation, Construction and Installation...5-4 Flight Data Recorders (FDRs)...5-5 Parameters Recorded...5-5 Data Link Communications ...5-5 Recording Duration ...5-5 Construction and Installation...5-6 Operation of FDRS ...5-6 Combination Recorders ...5-6 Flight Recorder Records ...5-6 Equipment for Compliance with Flight Rules...5-6 Controlled VFR Flights...5-6 Compliance with IFR...5-7 Standby Horizon ...5-7 Night Operations ...5-8 Flights Over Water ...5-8 Long Range Flights...5-8 Remote Areas ...5-8 Weather Radar...5-9 Radiation Monitoring Indicator ...5-9 Machmeter ...5-9 Ground Proximity Warning System (GPWS)...5-9 Communications Equipment ...5-10 Internal Communications ...5-10 Audio Selector Panel (ASP) ...5-10 Navigation Equipment...5-11 Instrument Procedures...5-11 Installation...5-11 Electrical Circuit Fusing ...5-11 Windshield Wipers ...5-11 Emergency and Survival Equipment ...5-11 Performance and Operating Limitations...5-12 Factors Affecting Aeroplane Performance ...5-12 Mass Limitations ...5-12 Take-Off...5-12 Enroute — One Power-Unit Inoperative...5-13 Enroute — Two Power-Units Inoperative...5-13 Landing ...5-13 Aeroplane Performance Operating Limitations ...5-13
Table of Contents
CHAPTER 6 Operating the Aeroplane
Introduction ... 6-1 Performance Considerations – Enroute ... 6-1 Performance Class A – One Engine Inoperative... 6-1 Compliance ... 6-2 Performance Class A – Aeroplanes with Three or More Engines, Two Engines Inoperative ... 6-3 Performance Class B – Multi-Engine Aeroplanes ... 6-4 Performance Class B – Single-Engine Aeroplanes ... 6-4 Performance Class C – All Engines Operating ... 6-4 Performance Class C – One Engine Inoperative... 6-4 Performance Class C – Aeroplanes with Three or More Engines, Two Engines Inoperative... 6-5 Selection of Cruising Speed and Altitude ... 6-5 Endurance... 6-5 Maximum Range ... 6-5 Shortest Time... 6-6
CHAPTER 7
Aerodrome Operating Minima and Low Visibility Operations
Introduction ... 7-1 Aircraft Categorisation... 7-1 Terminology ... 7-2 Take-Off Minima... 7-3 General ... 7-3 Visual Reference... 7-3 Required RVR/Visibility ... 7-3 Non-Precision Approach System Minima... 7-5 Minimum Descent Height ... 7-5 Visual Reference... 7-5 Required RVR ... 7-6 Night Operations ... 7-7 Precision Approach - Category I Operations... 7-7 General ... 7-7 Decision Height ... 7-7 Visual Reference... 7-8 Required RVR ... 7-8 Single Pilot Operations... 7-8 Night Operations ... 7-8 Precision Approach - Category II Operations ... 7-9 General ... 7-9 Decision Height ... 7-9 Visual Reference... 7-9 Required RVR ... 7-10 Precision Approach - Category III Operations ... 7-10 General ... 7-10 Category IIIA Operations... 7-10 Category IIIB Operations... 7-10 Category IIIC Operations ... 7-10 Decision Height ... 7-10 No Decision Height Operations ... 7-11 Visual Reference... 7-11 Required RVR ... 7-11 Circling ... 7-12
Table of Contents Operational Procedures xi CHAPTER 7 (continued) Aerodrome Considerations ...7-13 Operating Procedures...7-13 Minimum Equipment ...7-13 Commencement and Continuation of Approach ...7-13 Controlling RVR ...7-13 Special VFR ...7-14
CHAPTER 8
Special Operational Procedures and Hazards
Introduction ...8-1 Ice and Other Contaminants ...8-1 Icing ...8-1 Ice Removal ...8-2 De-Icing on the Ground...8-2 De-Icing/Anti-Icing Fluids ...8-3 Holdover Times...8-3 Fire and Smoke...8-3 Fire...8-3 Carburettor Fire...8-3 Engine Fire...8-4 Hand Fire Extinguishers...8-4 Class of Fires ...8-5 Fire Detection...8-5 Brake Overheat...8-6 Crash Axes and Crowbars ...8-6 Smoke ...8-6 Smoke in the Cargo Compartment...8-6 Security Requirements...8-6 Training Programmes ...8-6 Aeroplane Search Procedure Checklist ...8-7 Reporting Acts of Unlawful Interference...8-7 Aeroplane Search Procedure Checklist ...8-7 Flight Crew Compartment Security ...8-7 Weapons...8-7 Unlawful Interference – Annex 2 ...8-7 Procedures If the Aircraft Is Unable To Notify an ATS Unit...8-8 Annex 14 - Isolated Aircraft Parking Position ...8-8 Fuel Jettisoning System ...8-8 Fuel Jettisoning Procedures...8-9 Pressurisation Failure ...8-10 Windshear and Microburst Definitions and the Meteorological Background ...8-12 Low Altitude Windshear ...8-12 Meteorological Features ...8-12 Thunderstorms...8-12 Frontal Passage...8-13 Inversions...8-13 Turbulent Boundary Layer...8-13 Topographical Windshear ...8-13 The Effects of Windshear on an Aircraft in Flight ...8-14 Summary...8-15 Techniques to Counter the Effects of Windshear...8-15 Wake Turbulence...8-16 Aircraft Wake Vortex Characteristics ...8-16 Wake Vortex Avoidance – Advice to Pilots ...8-17 Wake Turbulence Spacing ...8-17 Wake Turbulence Spacing Minima – Displaced Landing Threshold ...8-18 Wake Turbulence Spacing Minima – Opposite Direction ...8-18
Table of Contents
CHAPTER 8 (continued)
Wake Turbulence Spacing Minima – Crossing and Parallel Runways ... 8-19 Wake Turbulence Spacing Minima – Intermediate Approach ... 8-19 Transport of Dangerous Goods by Air... 8-19 Terminology ... 8-19 Dangerous Goods Categories... 8-22 Requirements... 8-22 Dangerous Goods on an Aeroplane for Operating Reasons... 8-22 Loading Restrictions... 8-22 Cargo Compartments... 8-23 Packing and Labelling ... 8-23 Information for Passengers and Other Persons ... 8-23 Information to Crew Members ... 8-23 Information to the Commander... 8-23 Information in the Event of an Aeroplane Incident or Accident... 8-23 Contaminated Runways ... 8-23 Terminology ... 8-23 Aquaplaning (Hydroplaning)... 8-24 Stationary Tyre... 8-25 Recommendations ... 8-25 Wheel Braking on Wet Runways... 8-25 Interpretation... 8-26 Snow, Slush, or Ice on a Runway ... 8-26 Bird Hazard Reduction ... 8-27 Bird Hazards and Strikes ... 8-27 IBIS ... 8-27 Noise Abatement Procedures ... 8-28 Noise Abatement Departure Procedure 1 (NADP1) ... 8-29 Noise Abatement Departure Procedure 2 (NADP2) ... 8-30 Noise Abatement on Approach ... 8-31 Stabilised Approach ... 8-31
CHAPTER 9
TRANSOCEANIC AND POLAR FLIGHT
Operational Approval and Aircraft System Requirements for Flight in the NAT MNPS Airspace ... 9-1 Minimum Navigation Performance Specification Airspace (MNPSA) ... 9-1 RVSM... 9-3 Abbreviations ... 9-3 General ... 9-4 Emergency Locator Transmitters (ELT) ... 9-4 Navigation Requirements for Unrestricted MNPS Airspace Operations... 9-4 Longitudinal Navigation... 9-4 Lateral Navigation ... 9-4 Routes for Aircraft with Only One LRNS ... 9-5 Routes for Aircraft with Short-Range Navigation Equipment Only ... 9-5 Special Arrangements for the Penetration of MNPS Airspace by Non-MNPS Approved Aircraft... 9-5 Equipment Required For Operations at RVSM Levels ... 9-5 Special Arrangements for Non-RVSM Approved Aircraft ... 9-6 Climb/Descent through RVSM Levels ... 9-6 Operation at RVSM Levels... 9-6
Table of Contents
Operational Procedures xiii
CHAPTER 10
The Organised Track System (OTS)
General ...10-1 Mach Number Technique...10-1 Description of Terms...10-1 Objective ...10-1 Procedures in NAT Oceanic Airspace...10-1 Procedure after Leaving Oceanic Airspace...10-2 Construction of the Organised Track System (OTS)...10-2 The NAT Track Message ...10-2 NAT Track Message Content...10-2 Periods of Validity ...10-3 OTS Changeover Period...10-3
CHAPTER 11
The Polar Track Structure (PTS)
General ...11-1 Abbreviated Clearances...11-1 Abbreviated Position Reports...11-1 Polar Track Structure (PTS)...11-2
CHAPTER 12
Other Routes and Route Structures Within or Adjacent to NAT MNPS Airspace
General ...12-1 Other Routes within NAT MNPS Airspace ...12-1 Route Structures Adjacent to NAT MNPS Airspace...12-1 Irish/UK Domestic Route Structures ...12-1 North American Routes (NARs) ...12-1 Routes Between North America and the Caribbean Area...12-2 Shannon Oceanic Transition Area (SOTA) ...12-2 Brest Oceanic Transition Area (BOTA) ...12-2
CHAPTER 13
Flight Planning for NAT Routes
Preferred Route Messages (PRMS) ...13-1 Flight Plan Requirements...13-1 Routings...13-1 Flight Levels...13-2 Appropriate Direction Levels ...13-2 ATC Flight Plans ...13-2 Filing ...13-2 Approved Flights ...13-2 Mach Number and Speed ...13-2 Flights Planning on the Organised Track System ...13-2 Flights Planning on Random Route Segments at/or South of 70°N ...13-3 Flights Planning on a Generally Eastbound or Westbound Direction
on Random Route Segments North of 70°N...13-3 Flights Planning on Random Routes in a Generally Northbound or Southbound Direction ...13-3 Flights Planning on the Polar Track Structure (PTS) ...13-3 Flights Planning to Operate Without HF Communications ...13-3
Table of Contents
CHAPTER 14 Oceanic ATC Clearances
General ... 14-1 Performance Limitation ... 14-1 Clearance Delivery... 14-1 Critical Failure ... 14-1 ETA at OCA Boundary ... 14-1 Different Route ... 14-2 Clearance Elements... 14-2 Clearance Not Received ... 14-2 Contents of Clearances... 14-3 Oceanic Clearances for Flights Intending To Operate Within the NAT Region and
Subsequently Enter the EUR or NAM Regions... 14-3 Oceanic Clearances for Random Flights Intending To Operate Within the NAT Region and
Subsequently Enter Regions Other Than NAM or EUR ... 14-3 Oceanic Flights Originating From the CAR or SAM Regions and Entering NAT MNPS Airspace
via the New York OCA... 14-4 Errors Associated With Oceanic Clearances ... 14-4 Waypoint Insertion Errors... 14-4 ATC System Loop Error ... 14-4
CHAPTER 15
Communications and Position Reporting Procedures
HF Communications... 15-1 VHF Communications ... 15-1 Time and Place of Position Reports ... 15-1 Contents of Position Reports ... 15-1 Standard Message Types ... 15-2 Addressing of Position Reports... 15-2 “When Able Higher” (WAH) Reports ... 15-2 Meteorological Reports ... 15-3 SELCAL ... 15-3 General Purpose VHF Communications (GP/VHF)... 15-3 Data Link Communications ... 15-4 HF Communications Failure... 15-4 General ... 15-4 Communications Failure Prior to Entering NAT Region ... 15-4 Communications Failure after Entering NAT Region... 15-5 Procedure ... 15-5 Operation of Transponders ... 15-5 Airborne Collision Avoidance Systems (ACAS) ... 15-5
Table of Contents
Operational Procedures xv
CHAPTER 16
MNPS Flight Operation and Navigation Procedures
Flight Operation ...16-1 Importance of Accurate Time ...16-1 The Use of the Master Document ...16-1 GPS Operational Control Restrictions...16-2 Effects of Satellite Availability ...16-2 Flight Plan Check...16-2 In Flight Procedures...16-2 ATC Oceanic Clearance ...16-2 Navigation Procedures...16-3 Entering the MNPS Airspace and Reaching an Oceanic Waypoint ...16-3 Approaching Landfall ...16-3 Avoiding Confusion between Magnetic and True Track Reference ...16-3 Navigation in the Areas of Compass Unreliability ...16-3
CHAPTER 17 Grid Navigation
Introduction ...17-1 Grid and Plotting on a Polar Chart ...17-1 Gyros and Inertial Systems ...17-4 Precession ...17-4 Types of Gyro ...17-5 Space (or Free) Gyro ...17-5 Tied (or Displacement) Gyro ...17-5 Earth Gyro...17-5 Rate Gyro...17-5 Rate Integrating Gyro...17-5 Solid State (Ring Laser) Gyro ...17-5 Gyro Wander...17-5 Real Wander ...17-5 Apparent Wander...17-6 Horizontal Axis Gyro ...17-6 Transport Wander ...17-7 Examples of Gyro Wander ...17-7
CHAPTER 18
Procedures in the Event of Navigation System Degradation or Failure
General ...18-1 Detection of Failures ...18-1 Methods of Determining which System is Faulty...18-1 Guidance on What Constitutes a Failed System...18-2 GPS Satellite Fault Detection Outage...18-2 Partial or Complete Loss of Navigation/FMS Capability by Aircraft Having State Approval for
Unrestricted Operations in MNPS Airspace...18-2 Monitoring ...18-3 Complete Failure of Navigation Systems Computer ...18-3
Table of Contents
CHAPTER 19
Regional Supplementary Procedures
Doc 7030/4: North Atlantic (NAT) and European (EUR) Supps
North Atlantic (NAT) Region... 19-1 Introduction ... 19-1 MNPS Specifications... 19-1 Flight Planning ... 19-1 Separation of Aircraft ... 19-1 Lateral Separation... 19-1 Longitudinal Separation ... 19-2 Western Atlantic Route System (WATRS) ... 19-2 Operations Not Meeting the MNPS Airspace Except the WATRS ... 19-2 European (EUR) Region ... 19-3 Submission of Flight Plans... 19-3 8.33 KHz Spacing ... 19-3 Separation of Aircraft ... 19-3 Longitudinal Separation ... 19-3 Transfer of Radar Control ... 19-3
CHAPTER 20 In-Flight Contingencies
Emergency and Precautionary Landings ... 20-1 General ... 20-1 Ditching ... 20-1 Precautionary Landing ... 20-2 Passenger Briefing... 20-2 Evacuation ... 20-2 North Atlantic Procedures ... 20-3 Introduction ... 20-3 General Procedures ... 20-3 Special Procedures ... 20-3 Wake Turbulence ... 20-4 TCAS Alerts and Warnings ... 20-4
Operational Procedures 1-1 We would like to thank and acknowledge:
For photographs and assistance
Page 1-9 Mr. Ashley Gibb
INTRODUCTION
The examinable subject Operational Procedures encompasses aspects of Air Law, Airworthiness of Aircraft, requirements for the Issue of an Air Operators Certificate, and emergency procedures as laid down in Annex 6 to the Chicago Convention and JAR OPS-1.
The Standards and Recommended Practices (SARPs) of Annex 6 (part 1) are applicable to Operators authorised to carry out international commercial air transportation operations (both scheduled and non-scheduled).
The pre-amble to JAR OPS-1 states that it has been issued with no national variants, hence it may not contain all the information some authorities and organisations would like to see in the document. As with all JARs, it is a ‘living’ document and is subject to frequent amendment and updating. For this reason, the Learning objectives (LOs) for this subject are general rather than specific in requiring the student to memorise the content of JAR OPS-1.
Annex 6 lays down the SARPs for Aircraft Operations and the student will be familiar with some of the content from the study of Air Law.
Additional material is based on the current version 9 of the North Atlantic MNPS Operations Manual, and from JAR 25 – Large Aeroplanes.
This text is based on JAR OPS-1 including amendment 5 dated March 2003. It is emphasised that this text is not for use as a reference for operational procedures, only for examination preparation. For matters relating to regulation, the reader must use a current version of the document, amended to the current amendment state.
The Learning Objectives for 070 Operational Procedures require the student to familiarise themselves with the definitions used in the reference documents, reproduced below.
TERMS
Aerial workAn 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.
Chapter 1 Definitions
Aerodrome
A defined area on land or water (including any buildings, installations, and equipment) intended for use 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 information, details of the aircraft systems and other material relevant to the operation of the aircraft. The aircraft operating manual is part of the operations manual.
Air operator certificate (AOC)
A certificate authorising an operator to carry out specified commercial air transport operations. Alternate aerodrome
The aerodrome an aircraft proceeds to 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, if necessary shortly after take-off and it is not possible to use the aerodrome of departure.
Enroute alternate
An aerodrome at which an aircraft is able to land after experiencing an abnormal or emergency condition while enroute.
Definitions Chapter 1
Operational Procedures 1-3
Destination alternate
An alternate aerodrome that an aircraft may proceed to if it becomes either impossible or inadvisable to land at the intended aerodrome.
Note: The aerodrome that a flight departs from may also be an enroute or a destination alternate aerodrome for that flight.
Approved by the Authority (JAR)
Approval given by a JAA regulatory National Aviation Authority for compliance with the approved standard or procedure.
Approved Standard (JAR)
A manufacturing/design/maintenance/quality standard approved by the Authority. Cabin attendant
A crewmember 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 crewmember. 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 organisation responsible for the type design with the approval of the State of Design which identifies any external parts of an aircraft type which may be missing at the commencement of a flight , and contains, where necessary, any information on associated operating limitations and performance correction.
Crewmember
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. Dangerous goods
Articles or substances capable of posing significant risk to health, safety, or property when transported by air.
Decision altitude (DA) or decision height (DH)
A specified altitude or height, during a 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.
Chapter 1 Definitions
The required visual reference means that section of the visual aids or of the approach area which must be in view for sufficient time for the pilot to assess 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, when using both expressions, they may be written in the form “decision altitude/height” and abbreviated DA/H.
Emergency locator transmitter (ELT)
Generic term describing equipment that broadcasts 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 permanently attached to an aircraft. Automatic portable ELT (ELT (AP))
An ELT, rigidly attached to an aircraft, but readily removable from the aircraft after a crash.
Automatically deployable ELT (ELT (AD))
An ELT rigidly attached to an aircraft, and deployed automatically in response to a crash. Also possible is manual deployment.
Survival ELT (ELT(S))
An ELT, removable from an aircraft and stowed, facilitates its ready use in an emergency and activated by survivors. Automatic activation may apply.
Flight crewmember
A licensed crewmember charged with duties essential to the operation of an aircraft during flight time.
Flight duty period
The total time from the moment a flight crewmember commences duty, immediately subsequent to a rest period and prior to making a flight or a series of flights, to the moment the flight crewmember is relieved of all duties having completed such flight or series of flights.
Decision: Missed Approach
Decision: Land
Decision Point
Runway Decision Height (DH)
Definitions Chapter 1
Operational Procedures 1-5
Flight manual
A manual, associated with the certificate of airworthiness, containing limitations to consider the aircraft airworthy, and instructions and information necessary to the flight crewmembers for the safe operation of the aircraft.
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 complementing accident/incident investigation. Flight time
The total time from the moment an aircraft first moves under its own power for taking off until the moment it comes to rest at the end of the flight. Flight time as defined here is synonymous with the term “block to block” time or “chock to chock” time in general usage, 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 affecting 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 utilise 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.
Chapter 1 Definitions
Categories of precision approach and landing operations: Category I (CAT I) operation
A precision instrument approach and landing with a decision height not lower than 60 m (200 ft) and with either a visibility not less than 800 m or a runway visual range not less than 550 m.
Category II (CAT II) operation
A precision instrument approach and landing with a decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft), and a runway visual range not less than 350 m. Category IIIA (CAT IIIA) operation
A precision instrument approach and landing with:
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.
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 ensuring 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 organisation responsible for the type design with the approval of the State of Design containing items, one or more of which is permitted as unserviceable at the commencement of a flight. The MMEL may be associated with special operating conditions, limitations, or procedures.
Definitions Chapter 1
Operational Procedures 1-7
Minimum descent altitude (MDA) or minimum descent height (MDH)
A specified altitude or height in a non-precision approach or circling approach below which descent must not be made without the required visual reference.
Minimum equipment list (MEL)
A list providing 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 prescribed by the appropriate authority.
Note: 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, for establishing compliance with appropriate obstacle clearance criteria.
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 relevant aerodromes.
Operations manual
A manual containing procedures, instructions, and guidance for use by operational personnel in the execution of their duties.
Operator
A person, organisation, 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.
Decision: Missed Approach
Decision: Land Missed Approach Point (MApPt) Runway Minimum Descent Height (MDH)
Chapter 1 Definitions
Pre-flight Inspection (JAR)
The inspection carried out before flight to ensure that the aeroplane is fitted for the intended flight. It does not include any rectification of faults.
Pressure-altitude
An atmospheric pressure expressed in terms of altitude, which corresponds to that pressure in the Standard Atmosphere.
Psychoactive substances
These include alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psycho stimulants (excluding coffee and tobacco), hallucinogens, and volatile solvents.
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 on the ground during which the operator relieves a flight crewmember of all duties. RNP type
A containment value expressed as a distance in nautical miles from the intended position within which flights are at least 95 per cent of the total flying time.
For example, 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 with 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.
Definitions Chapter 1
Operational Procedures 1-9
Synthetic flight trainer
Any one of the following three types of apparatus in which flight conditions are simulated on the ground:
Flight simulator
Provides an accurate representation of the flight deck of a particular aircraft type to the extent that the mechanical, electrical, etc., aircraft systems control functions, the normal environment of flight crewmembers, and the performance and flight characteristics of that type of aircraft are realistically simulated.
Chapter 1 Definitions
Flight procedures trainer
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.
Paper procedures trainer Basic instrument flight trainer
Equipped with appropriate instruments, and simulates the flight deck environment of an aircraft in flight in instrument flight conditions.
Visual meteorological conditions (VMC)
Operational Procedures 2-1 We would like to thank and acknowledge:
For photographs and assistance Page 2-4
Page 2-8 Page 2-9
Mr. Ashley Gibb
INTRODUCTION
In the study of Operational Procedures, concern is for commercial air transportation. According to JAR OPS, this is limited to operators whose place of business is in a JAA state. There is no consideration given to military, customs and police operations, aerial work, parachuting, or firefighting from aeroplanes.
CERTIFICATION
OPERATOR
Before conducting a commercial aviation operation, the operator (see definition) requires approval and possession of an Air Operators Certificate (AOC). The national authority in accordance with JAR OPS-1 approves a JAA operator, whereas a non-JAA operator is approved under regulations in force in the State of the operator.
GENERAL RULES FOR CERTIFICATION
Aircraft for use in commercial air transportation can only operate in accordance with the terms and conditions of an AOC. An operator may hold only one AOC and, therefore, is subject to the regulation of only one authority.
The principal place of operation (main operating base) must be in the state where the AOC is issued. The operator must satisfy the state issuing the AOC that the operator is capable of running a safe operation. Normally, the aircraft used by an operator are registered in the state issuing the AOC, but approval for alternative arrangements is possible with another state. The operator must allow the authorising authority access to the company, its records, and personnel for assessing compliance with the terms of the AOC.
The authority requires confirmation that the maintenance of the aircraft meets the requirements of Annex 8 (ICAO operators) or JAR 145 (JAA Operators).
If the operator is found as not compliant with all the requirements, the AOC can be varied, suspended, or revoked depending upon the severity of the non-compliance.
Chapter 2 The Operator and the Operations Certificate
Before granting an AOC, the authority looks closely at the organisation and management of the operation and assesses the suitability of the established organisation to run the operation. As well as assessing the level of supervision required and provided, the authority requires an acceptable person, holding a managerial post, be nominated as the accountable manager who has corporate authority to ensure that the operation is properly financed and meets the standards of the authority. Persons are also to be nominated for management and supervision of the following:
¾ Flight Operations ¾ Maintenance ¾ Crew Training ¾ Ground Operations
For small operations, one person may hold a combination of some of the above posts.
Required of the operators is the production of an Operations Manual, and the authority must receive a copy to ensure that all operations are carried out in accordance with the manual. The aircraft used must be fully equipped and properly maintained for the role, and the crews are to be fully trained. A main operating base is to be established and maintained with facilities to meet the needs of the operation.
CONDITIONS TO BE MET FOR ISSUE
VARIATION AND VALIDITY OF AN AOCIn order for an AOC to be issued or re-validated (re issued), the aircraft used must have valid Certificates of Airworthiness (C of A) as per Annex 8. It is normal for the C of A to be issued by the State of Registry of the aircraft and where this is not the case, in the case of a JAA operator, a C of A as per JAR 21 issued by another JAA State is perfectly acceptable. In determining the continuing airworthiness of an aeroplane, compliance with the maintenance schedule for the aeroplane is essential.
The operator must show that the organisation remains as originally certificated, and that any changes were only in accordance with those previously notified to the authority.
QUALITY SYSTEM
Periodic inspection by the authority achieves a demonstration of compliance with the terms of an AOC. However, this is often time consuming, disruptive to the operation, and costly. Providing the operator establishes a quality system approved by the authority, it is sufficient to have a periodic audit of the quality system.
Within the quality system, a quality assurance programme must be established, and a quality manager appointed to oversee the system. In complex operations (e.g. British Airways), two managers may be appointed, one for flight operations and another for maintenance. The JAA recommended quality system is based on EN ISO 9000. All JAA approved maintenance organisations must have a quality system approved under JAR 145. Where an AOC holder contracts out the maintenance of the aircraft, it is sufficient for the maintenance agency to show JAR 145 approval without further audit of the organisation’s quality system.
RESPONSIBILITIES
OPERATOR RESPONSIBILITIES
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Operational Procedures 2-3
The organisation certifies that all personnel involved in the ground and airborne aspects of the operation are fully trained in their particular duties, and are aware of their responsibilities. Crewmembers, other than flight or cabin crew, who may be carried on aeroplanes require proper training (security guards, etc.).
Operations and Training Manuals detail the responsibilities and training. The Operations Manual also contains procedures and instructions for each type of aeroplane operated, including check lists for normal and abnormal flight conditions.
FAMILIARITY WITH RULES AND REGULATIONS
Operators must ensure that all employees (aircrew and ground crew) know that they are to comply with the laws of the state in which they operate. Flight crews must be familiar with the rules and regulations applicable to the airspace within which they operate. Commanders are to have on board the aircraft all the essential information concerning Search and Rescue (SAR) and the SAR services in the areas where they are flying.
RESPONSIBILITIES FOR FLIGHT OPERATIONS
It is the Operator’s responsibility to ensure that crewmembers do not engage in any activity except those applicable to the safe operation of the aeroplane during the critical phases of flight. Due to the nature of the operations involving the safety of members of the public, Operators must specify that Air Traffic Control services are for use wherever and whenever such services are available, implying the conduction of flights in controlled airspace under IFR.
The Operator must also ensure that all the aerodromes for use in flight operations are adequate for the purpose. These include departure and destination aerodromes and all scheduled take-off, enroute, and destination alternate aerodromes. For the use of ad hoc diversion aerodromes for use as ‘bolt holes’ in an emergency, it is to remain the responsibility of the Commander at the time of the emergency to decide whether or not to use the aerodrome.
For the nominated aerodromes, the Operator must calculate and publish aerodrome operating minima (AOM). In addition to assessing the suitability of aerodromes, the Operator must also assess the safety and usability of instrument approach and departure procedures, established by the State in which the aerodrome is located.
If there is an ATC clearance offered which is different from the published procedures, the Operator authorises the Commander to use personal discretion after consideration of the obstacle clearance criteria required. Where an Operator wants amended procedures for use by aircraft under operational control, use such procedures only when approved by the State in which the aerodrome is located.
OPERATOR RESPONSIBILITIES
CONCERNING PASSENGERSThe seating configuration of the aircraft must be such that passengers sit in positions where, in the event of an emergency, their presence does not hinder evacuation from the aircraft. Whilst ‘check-in’ baggage is stowed in the hold of the aircraft, hand baggage, or ‘walk-on’ baggage, may be carried into the passenger cabin if stowed properly in dedicated stowages, so as not to cause injury or damage, and not to obstruct aisles and exits.
Before taxiing, carry out take-off and landing checks, ensuring unobstructed exits and escape paths, and proper stowing of all hand baggage. Likewise, properly stow all galley equipment.
Chapter 2 The Operator and the Operations Certificate
CARRIAGE OF PASSENGERS AND CARGO
Passengers are only to be accommodated in parts of the aeroplane specifically designed for the seating of passengers. The Commander may permit a passenger temporary access to other parts of the aeroplane to take action for the safety of the aeroplane, persons, animals, and goods on board or to the cargo areas of the aeroplane if such areas are designed for access in flight. The Operator must implement procedures to ensure that no persons are hiding on board the aeroplane. Likewise, procedures are to be established making sure that no unauthorised cargo is loaded on to the aeroplane.
SPECIAL CONSIDERATIONS FOR SPECIAL PASSENGER CATEGORIES In order to make sure that people with injuries or
disabilities that affect movement (persons with reduced mobility – PRMs) and babies are carried with as little disruption as possible, operators must establish procedures for seating such persons so as not to hinder emergency egress from the aircraft, and for their evacuation in the event of an emergency. Inform the Commander when carrying such passengers.
Likewise, when carrying certain categories of passengers subject to judicial deportation, give notification to the Commander that such passengers are on board. These include:
Over wing emergency exits (Metroliner) ¾ Inadmissible passengers: Passengers refused the right of entry into a destination state
and are being returned to the state of departure;
¾ Deportees: Passengers judicially deported from a state under due process of law; ¾ Persons in custody: Passengers under police arrest, restrained or free.
PERSONS ON THE FLIGHT DECK
Access to the flight deck is to be strictly controlled and ultimately only the Commander has the right to admit a person other than constituted flight crew to the flight deck during flight time. Occasionally, persons who are not crewmembers may be admitted to the flight deck, but these are limited to persons whose duty, as defined in the Operations Manual and representatives of the authority responsible for licensing, certification, or inspection, require temporary access to the flight deck. If the flight deck has an access door, the door must lock from the inside.
SAFETY CONCERNS
The safety of the passengers and crew are of the utmost importance and as such, operators must establish and maintain flight safety and accident prevention programmes. The Operator must have measures in place ensuring that no-one acts in a reckless or negligent manner, endangering an aeroplane.
The use of portable electronic devices on board an aeroplane that can interfere with the aeroplane systems is prohibited.
Nobody is permitted to enter an aeroplane or be in an aeroplane when under the influence of alcohol or drugs, to such an extent that the presence of that person endangers the aeroplane or
The Operator and the Operations Certificate Chapter 2
Operational Procedures 2-5
The ultimate authority on board during flight time is the Commander, and the Operator empowers the Commander in accordance with the Law of the State of Registration and the State of the Operator accordingly. Those on board must obey all lawful commands given by the Commander for the safety of the aeroplane. Where the Commander’s commands are not complied with, or must be forcefully imposed, the person failing to obey the Commander is subject to prosecution in the State of Destination or in any State in which the Commander elects to land the aeroplane for that purpose.
DOCUMENTS
FLIGHT DOCUMENTSInternational agreements require proper documentation of aircraft engaged in scheduled and non-scheduled commercial aviation to prove the status of the aeroplane and crew and also the airworthiness of the aeroplane.
The Authority granting the AOC may demand inspection of the documents and the Operator is to make them available immediately or within a reasonable period. Carry these documents on all flights, including:
¾ The Certificate of Registration ¾ The Certificate of Airworthiness
¾ The original copy of the Noise Certificate (if applicable to the type and mark of aircraft) ¾ The original or a copy of the AOC
¾ The Aircraft Radio Licence
¾ The original, or a copy, of the third party liability Insurance Certificate
To enable the crew to carry out their duty and for reference when required, the following manuals (or extracts from manuals) must be carried on all flights:
¾ Parts of the Operations Manual containing the duties of the crew ¾ Parts of the Operations Manual pertaining to the conduct of the flight
¾ The current aeroplane flight manual, unless the Authority has agreed that the Operations Manual contains all that is necessary for that aeroplane
The Operator must not conduct the flight without certain documents and forms applicable to that particular flight on board. Representatives of the Authority may inspect these at any time or the Commander may be requested to make them available for inspection within a reasonable period. The documents are:
¾ A copy of the Operational Flight Plan ¾ The aeroplane technical log
¾ Details of the filed ATS flight plan
¾ Appropriate NOTAM/AIS briefing material ¾ Appropriate meteorological information ¾ Mass and balance documentation
¾ Notification of special categories of passengers (such as security personnel if not carried as crew, PRMs and inadmissible passengers, deportees and persons in custody)
¾ Notification of special loads including written particulars for the Commander of dangerous goods
¾ Maps and charts, etc.
¾ Other documentation that any of the States involved in the flight may require ¾ Forms required for reporting purposes.
It is not necessary for all of the documents above to be in paper form. They can be on electronic media or in any method, providing accessibility, usability, and assuring reliability.
Chapter 2 The Operator and the Operations Certificate
DOCUMENTATION TO BE KEPT ON THE GROUND
Kept on the ground are certain documents or copies of documents for the duration of a flight or a series of flights. If there is a need to carry such documents in the air, they are to be carried in a fireproof container. These include:
¾ A copy of the operational flight plan
¾ Copies of the relevant parts of the technical log ¾ Route specific NOTAM if edited by the Operator ¾ Mass and balance documentation
¾ Specific loads notification PRESERVATION OF DOCUMENTS
The Operator must preserve the original documents relating to aircraft for the stated retention period, even if the aircraft is scrapped or sold. Crewmembers must retain certain documents (logbooks, licence, documentation, etc.) and make them available to new operators in the event that the crewmember changes employment to another operator.
COMMERCIAL PRACTICES AND ASSOCIATED RULES
LEASING
Given the cost of new aeroplanes, it is becoming less likely that small or medium sized operators can afford to buy new aeroplanes. Many new aeroplanes are purchased from the manufacturer by merchant banks who then lease the aircraft to the operator. Occasionally, the manufacturer leases the aircraft to the operator.
In any event, the process of leasing an aeroplane owned by an organisation in one state leasing it to an operator in another state, may incur legal problems if something goes wrong. Equally, the requirements of an AOC assume that the aircraft operated by an operator are registered in the State of the Operator. With a leasing arrangement this may not be the case.
The long term leasing arrangements are arranged by lawyers and attorneys mindful of the relevant legislation. However, situations often arise where an operator needs an aeroplane quickly to replace an unserviceable one, or to meet a temporary surge in demand for seats. In this case, short term leasing arrangements are permitted with certain restrictions.
The learning objectives require the student to have knowledge of the practice and terminology of leasing of aeroplanes. The reference for leasing is JAR-OPS. Terms used in JAR-OPS 1.165 have the following meaning:
Dry lease When operating the aeroplane under the AOC of the lessee (the
company borrowing the aeroplane)
Wet lease When operating the aeroplane under the AOC of the lessor
(company who lend the aircraft out)
JAA operator An operator certificated under JAR-OPS Part 1 by one of the
JAA Member States.
Lease In The process of 'borrowing' an aeroplane
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Operational Procedures 2-7
LEASING OF AEROPLANES BETWEEN JAA OPERATORS Wet lease-out
If a JAA operator retains all functions and responsibilities prescribed in Subpart C of JAR-OPS when providing an aeroplane and complete crew to another JAA Operator, then that operator remains the operator of the aeroplane.
All leases except wet lease-out
Any leasing activity other than the wet lease out described above, requires approval of the appropriate JAA authority.
LEASING OF AEROPLANES BETWEEN A JAA OPERATOR AND ANY BODY OTHER THAN A JAA OPERATOR
Dry lease-in
A JAA operator may not dry lease-in an aeroplane from any entity other than a JAA operator, unless approved by the Authority. Any conditions that are part of this approval must be included in the lease agreement. The JAA operator shall ensure that, with regard to aeroplanes that are dry leased-in, any differences from the prescribed instrument, navigation, communication and safety equipment are notified to, and are acceptable to, the Authority.
Wet lease-in
A JAA operator shall not wet lease-in an aeroplane from a body other than a JAA operator without the approval of the Authority. The JAA operator shall ensure that, with regard to aeroplanes that are wet leased-in:
¾ The safety standards of the lessor with respect to maintenance and operation are equivalent to the JAR regulations
¾ The lessor is an operator holding an AOC issued by a State which is a signatory to the Chicago Convention
¾ The aeroplane has a standard Certificate of Airworthiness issued in accordance with ICAO Annex 8. Standard Certificates of Airworthiness issued by a JAA Member State other than the State responsible for issue the AOC will be accepted when issued in accordance with JAR 21, and
¾ Any JAA requirement made applicable by the lessee's Authority is complied with. Dry lease-out
A JAA operator may dry lease-out an aeroplane for the purpose of commercial air transportation to any operator of a State which is signatory to the Chicago Convention. In this case, the JAA Authority exempts the JAA operator from the relevant provisions of JAR-OPS Part 1. Further, after the foreign regulatory authority accepts responsibility in writing for surveillance of the maintenance and operation of the aeroplane(s), the aeroplane(s) will be removed from the JAA operator's AOC. Part of the leasing agreement is the maintainence at the aeroplane(s) according to an approved maintenance programme.
Chapter 2 The Operator and the Operations Certificate
A South African Airbus A330 but, on closer inspection…………. LEASING OF AEROPLANES AT SHORT NOTICE
In circumstances where a JAA operator faces an immediate, urgent, and unforeseen need for a replacement aeroplane, the required
approval may be deemed as given, provided that the lessor is an operator holding an AOC issued by a State which is a signatory to the Chicago Convention, the lease-in period does not exceed 5 consecutive days, and the Authority is immediately notified of the use of this provision.
AEROPLANE MAINTENANCE
The Operator is responsible for ensuring that any aeroplane used for international commercial aviation fits the purpose. This means the aircraft must be maintained to an appropriate standard, and that after servicing it is released to service in accordance with the approved procedures. To meet the requirements for a JAA Operator, the aircraft must be maintained in accordance with JAR 145 by an organisation approved under JAR 145. The pre-flight inspections do not require carrying out by a JAR 145 approved organisation (i.e. the airline itself may employ personnel to carry out the pre-flight inspections rather than use the contracted maintenance organisation). The standards for maintenance are laid down in JAR 145 for a JAA Operator, and in accordance with Authority approved schedules based on the manufacturer’s recommended maintenance schedule for non-JAA operators. Failure to maintain the aeroplanes accordingly, results in the suspension/withdrawal of the AOC.
If a JAA Operator chooses to have the aeroplanes maintained by a non JAR 145 maintenance organisation, the Operator’s quality system must include the maintenance of the aircraft including audit arrangements and inspections of aircraft during maintenance. The quality system may also require that all engineers engaged in maintenance of the Operator’s aircraft be licensed in accordance with ICAO or JAR 145 procedures.
If the JAA Operator chooses a JAR 145-approved organisation for maintenance, the requirements for JAR 145 approval include the provision of a quality system, which the Operator can rely on. In either case, the Operator must provide an Operator’s Maintenance Management Exposition (exposition – a detailed explanation), which explains the maintenance process and defines who in the organisation is responsible for maintenance.
The Operator and the Operations Certificate Chapter 2
Operational Procedures 2-9
The Operator must also produce a maintenance programme, must include details of the servicing to be carried out and the frequency of inspections, and the servicing cycle.
Because the technology used in aircraft and aircraft maintenance is progressing faster than the regulatory process, the use of alternative means of compliance with the requirements of JAR 145 regarding maintenance is recognised by the Authority. Such technology when approved may be used instead of the specified procedures. The process of determining the acceptability of such technology is defined as the Equivalent Safety Case.
Operational Procedures 3-1 We would like to thank and acknowledge:
For photographs and assistance Page 3-6
Page 3-8
Mr. Ashley Gibb
THE OPERATIONS MANUAL (OM)
INTRODUCTION
Each operator is autonomous and is required by the Authority to regulate the duties of the employees engaged in the operation. The duties of personnel are specified in the OM, but it also contains in detail operational policies, instructions, procedures, and other information in order that operations personnel can perform their duties to a satisfactory standard.
ICAO permits the OM to be prepared in the language of the State of the Operator, but the JAA requires the OM for a JAA Operator to be in English. However, approval may be sought for parts or even the entire OM to be prepared in the language of a JAA State. Such approval is limited in duration.
CONTENT
The OM must conform to the standards laid down in Annex 6 or JAR OPS (for a JAA Operator). The material contained should be original (i.e. produced by the Operator) but where included material is extracted from or copied from other documents or sources, a statement of the fact must also be included. The Operator remains responsible for the accuracy of any included material in the OM, regardless of the source of the material. The OM for a JAA Operator is to be produced in four parts:
¾ Part A – General/Basic
¾ Part B – Aeroplane Operating Matters – Type related ¾ Part C – Route and Aerodrome Instructions and Information ¾ Part D – Training
ACCEPTABILITY
The OM must be approved by the Authority. To this end, standardisation is the key to an acceptable document. IEM (interpretative and explanatory material) to JAR OPS 1.1045 lays down the recommended structure of an acceptable OM. This follows the ICAO model in Annex 6. The LOs require the student to list the contents of the OM.
Chapter 3 Flight Operations
Part A contains the following:
0 – Administration and Control of the OM 1 – Organisation and Responsibilities 2 – Operational Control and Supervision 3 – Quality System
4 – Crew Composition 5 – Qualification Requirement 6 – Crew Health Precautions 7 – Flight Time Limitation 8 – Operating Procedures
9 – Dangerous Goods and Weapons 10 – Security
11 – Handling of Incidents and Occurrences 12 – Rules of the Air
Part B contains the following:
0 – General Information and Units of Measurement 1 – Limitations
2 – Normal Procedures
3 – Abnormal and Emergency Procedures 4 – Performance
5 – Flight Planning 6 – Mass and Balance 7 – Loading
8 – Configuration Deviation List (CDL) 9 – Minimum Equipment List (MEL)
10 – Survival and Emergency Equipment including Oxygen 11 – Emergency Evacuation Procedure
12 – Aeroplane Systems
Part C contains details of the routes flown by scheduled operations and details of the aerodromes used including take-off, enroute and destination alternative aerodromes. It also contains as much information concerning the services and facilities available along the route and details of agents and organisations contracted or affiliated for use in a diversion situation.
Part D includes the following:
1 – Training Syllabi and Checking Programmes - General 2 – Training Syllabi and Checking
3 – Procedures
4 – Documentation and Storage
USABILITY
The OM is not just a regulatory requirement. It is meant as a working document and a reference for the operations personnel at work. Selective parts, carried in the aeroplane, assist the Commander in the decision making process and to detail procedures for use in abnormal circumstances.
