Amended proposal for a Regulation of the European Parliament and of the Council amending Council Regulation (EEC) No 3922/91 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (COM(2002) 30 final — 2000/0069(COD)) (Text with EEA relevance)
Date: 2002-09-24
Institutions: European Commission
Subjects: European Civil Aviation Conference, administrative procedure, civil aviation, harmonisation of standards, safety standard, technical regulations, transport safety

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II

(Preparatory Acts)

COMMISSION

Amended proposal for a Regulation of the European Parliament and of the Council amending
Council Regulation (EEC) No 3922/91 on the harmonisation of technical requirements and
administrative procedures in the field of civil aviation (1)

(2002/C 227 E/01)

(Text with EEA relevance)

COM(2002) 30 final — 2000/0069(COD)

(Submitted by the Commission pursuant to Article 250(2) of the EC Treaty on 4 February 2002)

(1) OJ C 311 E, 31.10.2000, p. 13.

INITIAL PROPOSAL

AMENDED PROPOSAL

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF
THE EUROPEAN UNION,

Unchanged

Having regard to the Treaty establishing the European
Community, and in particular Article 80(2) thereof,

Having regard to the proposal from the Commission,

Having regard to the opinion of the Economic and Social
Committee,

Having regard to the opinion of the Committee of the Regions,

Acting in accordance with the procedure laid down in Article
251 of the Treaty,

Whereas:

(1) Council Regulation (EEC) No 3922/91 (1) provides for
common safety standards listed in Annex II to that Regu-
lation with respect to the design, manufacturing, operation
and maintenance of aircraft, as well as persons and organi-
sations involved in those tasks. Those harmonised safety
standards apply to all aircraft operated by Community
operators whether registered in a Member State or in a
third country. Article 4(1) of that Regulation requires the
Council
requirements and
administrative procedures on the basis of Article 80(2) of
the Treaty for the fields not listed in Annex II to the
Regulation.

to adopt common technical

(2) Article 9 of Council Regulation (EEC) No 2407/92 of
23 July 1992 on licensing of air carriers (2) provides that
the granting and validity at any time of an operating
licence is to be dependent upon the possession of a valid
Air Operator Certificate specifying the activities covered by
the operating licence and complying with the criteria estab-
lished in the relevant Council Regulation. It is now appro-
priate to establish such criteria.

___________
(1) OJ L 373, 31.12.1991, p. 4, as last amended by Commission
Regulation (EC) No 2871/2000 (OJ L 333, 29.12.2000, p. 47).

(2) OJ L 240, 24.8.1992, p. 1.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(3) The Joint Aviation Authority (JAA) has adopted a set of
harmonised rules for commercial air transportation by
JAR-OPS 1 (Change 1 of
aeroplane, called JAR-OPS 1.
1 March 1998) provides for the level of safety required
for this type of operation and therefore constitutes a
good basis for Community law, covering the operation of
aeroplanes. Changes had to be made to this text in order to
bring it into conformity with Community legislation and
policies, account being taken of its numerous implications
in the economic and social field. The revised text differs
from JAR-OPS 1 and cannot therefore be introduced into
Community law by a simple reference to its title in Annex
to Regulation (EEC) No 3922/91. A new Annex III
II
containing the necessary requirements should therefore be
added to that Regulation.

(3) The Joint Aviation Authority (JAA) has adopted a set of
harmonised rules for commercial air transportation by
aeroplane, called JAR-OPS 1. JAR-OPS 1 (Amendment 2
of 1 July 2000) provides for the level of safety required
for this type of operation and therefore constitutes a good
basis for Community law, covering the operation of aero-
planes. Changes had to be made to this text in order to
bring it into conformity with Community legislation and
policies, account being taken of its numerous implications
in the economic and social field. The revised text differs
from JAR-OPS 1 and cannot therefore be introduced into
Community law by a simple reference to its title in Annex
to Regulation (EEC) No 3922/91. A new Annex III
II
containing the necessary requirements should therefore be
added to that Regulation.

Unchanged

(4) Air operators

flexibility to
should be given sufficient
address unforeseen urgent operational circumstances, or
operational needs of a limited duration, or to demonstrate
that they can achieve an equivalent level of safety by means
other than the application of the common rules in Annex
III. The same kind of flexibility is also necessary in the
application of other JARs listed in Annex II to Regulation
(EEC) No 3922/91. Member States should therefore be
exemptions
to grant
empowered
common
and administrative procedures.
technical
requirements
Such exemptions could,
in certain cases, undermine the
common safety requirements or create distortions in the
scope should therefore be strictly
market, and their
to the appropriate
limited and their granting subject
Community control.
the Commission
should be empowered to take safeguard measures.

In that

to the

respect,

(5) The

(EEC) No

provisions
the

of Regulation
committee

3922/91
concerning
Committee
procedure should be adapted to take account of Council
Decision 1999/468/EC of 28 June 1999 laying down the
procedures
implementing powers
the exercise of
conferred on the Commission (1).

procedure

for

(5) The

provisions

(EEC) No

of Regulation

3922/91
concerning the committee procedure should be adapted
to take account of Council Decision 1999/468/EC of
28 June 1999 laying down the procedures
the
exercise of
conferred on the
implementing powers
Commission (1).

for

(6) Regulation (EEC) No 3922/91 should therefore be amended

Unchanged

accordingly,

HAVE ADOPTED THIS REGULATION:

___________
(1) OJ L 184, 17.7.1999, p. 23.

___________
(1) OJ L 184, 17.7.1999, p. 23.

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INITIAL PROPOSAL

Article 1

AMENDED PROPOSAL

Regulation (EEC) No 3922/91 is amended as follows:

1. Article 1(1) is replaced by the following:

This Regulation shall apply to the harmonisation of
‘1.
technical requirements and administrative procedures in the
field of civil aviation safety as listed in Annex II and Annex
III, and in particular with respect to:

(a) the design, manufacture, operation and maintenance of

aircraft,

(b) persons and organisations involved in these tasks.’

2. Article 3 is replaced by the following:

‘Article 3

common
to Article 11,
1. Without prejudice
technical
and administrative procedures
requirements
applicable in the Community with regard to the fields
listed in Annex II shall be the relevant codes referred to
in that Annex and in force on 1 January 1992.

the

to Article 11,
common
2. Without prejudice
technical
and administrative procedures
requirements
applicable in the Community with regard to commercial
transportation by aeroplane shall be those specified in
Annex III.’

the

3. Article 4(1) is replaced by the following:

III,

shall

the Council

‘1. With regard to the fields not covered by Annexes II
or
common technical
requirements and administrative procedures on the basis
the Treaty. The Commission shall,
of Article 80(2) of
submit
soon as possible,
and as
appropriate
where
suitable proposals in these fields.’

adopt

4. Article 8 is replaced by the following:

‘Article 8

1.
The provisions in Articles 3 to 7 shall not prevent a
Member State from reacting immediately to a safety
problem which involves a product, a person or a body
subject to the provisions of this Regulation.
In such a
case the Member States shall notify to the Commission
and to the other Member States the measures taken and
the reasons therefor.

1.
The provisions in Articles 3 to 7 shall not prevent a
Member State from reacting immediately to a safety
problem which involves a product, a person or a body
subject to the provisions of this Regulation.

If the safety problem results from an inadequate level of
safety provided by the common technical requirements and
administrative procedures, or shortcomings in the common
technical requirements and administrative procedures, the
Member State shall
immediately inform the Commission
and the other Member States of the measures taken and
the reasons therefor.

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INITIAL PROPOSAL

AMENDED PROPOSAL

the

requirements

2.
The Commission shall decide, in accordance with the
procedure referred to in Article 12(2), whether an inad-
equate level of safety or a shortcoming in the common
and administrative procedures
technical
justifies
the measures
continuing application of
adopted pursuant to paragraph 1 of this Article. In such
case,
it shall also take the necessary steps to amend the
related common technical requirements and administrative
procedures in accordance with Article 4 or Article 11. If
the Member State's measures are found not to be justified,
the Member State shall revoke the measures in question.

the

requirements

2.
The Commission shall decide, in accordance with the
procedure referred to in Article 12(2), whether an inad-
equate level of safety or a shortcoming in the common
and administrative procedures
technical
justifies
the measures
continuing application of
adopted pursuant to paragraph 1 of this Article. In such
it shall also take the necessary steps to amend the
case,
administrative
requirements
common
procedures concerned in accordance with Article 4 or
Article 11. If the Member State's measures are found not
to be justified, the Member State shall revoke the measures
in question.

technical

and

requirements

from the
3. Member States may grant exemptions
technical
and administrative procedures
specified by this Regulation in the case of unforeseen
urgent operational circumstances or operational needs of
a limited duration. In these cases the Commission and the
other Member States shall be informed as soon as possible
of the exemptions granted.

requirements

from the
3. Member States may grant exemptions
technical
and administrative procedures
specified by this Regulation in the case of unforeseen
urgent operational circumstances or operational needs of
a limited duration.

The Commission and the other Member States shall be
informed of the exemptions granted as soon as these are
of a repetitive nature, or if they have been granted for a
period of time greater than two months.

4.
the Commission shall decide on safeguard measures
in accordance with the procedure referred to in Article
12a(2that
accordance with
granted
paragraph 3 of
this Article do not comply with the
general safety objectives of this Regulation or any other
rule of Community law.

exemptions

in

4. When the Commission and the other Member States
are informed of exemptions granted by a Member State in
the
accordance with paragraph 3 of
Commission shall
exemptions
examine whether
comply with the safety objectives of this Regulation or
any other rule of Community law.

this Article,

the

If it finds that the exemptions granted do not comply with
the safety objectives of this Regulation or any other rule of
Community law the Commission shall decide on safeguard
measures in accordance with the procedure referred to in
Article 12a.

In such a case the Member State shall
exemption.

revoke the

Unchanged

5.
In circumstances where a safety level equivalent to
that attained by the application of the common technical
requirements and administrative procedures included in
Annexes I, II and III to this Regulation can be achieved
by other means, Member States may, without discrimi-
nation on grounds of nationality of the applicants and
to distort competition,
having regard to the need not
grant approval derogating from these provisions.

In cases where a safety level equivalent

to that
5.
the common technical
attained by the application of
requirements and administrative procedures included in
Annexes I, II and III to this Regulation can be achieved
by other means, Member States may, without discrimi-
nation on grounds of nationality of the applicants and
to distort competition,
having regard to the need not
grant approval derogating from these provisions.

In such cases the Member State concerned shall notify the
Commission before granting such approval and give
reasons demonstrating the need to derogate from the
common
administrative
requirements
procedures, as well as the conditions foreseen to ensure
an equivalent level of safety is achieved.

technical

and

In such cases the Member State concerned shall notify the
Commission of its intention to grant such approval and the
conditions foreseen to ensure an equivalent level of safety
is achieved.

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INITIAL PROPOSAL

AMENDED PROPOSAL

6.
The Commission, following the procedure referred to
in Article 12(2), shall decide whether an approval proposed
in accordance with paragraph 5 of this Article presents an
equivalent level of safety and can be granted.

6.
The Commission shall, within a period of 3 months
following the notification by a Member State in accordance
with the provisions of paragraph 5, initiate the procedure
referred to in Article 12(2) in order to decide whether the
approval proposed meets the conditions laid down in
paragraph 5 and can be granted.

In such a case it shall notify its decision to all Member
States which shall also be entitled to apply that measure.
The relevant provisions of Annexes II and III may also be
amended to reflect such a measure.

In such a case it shall notify its decision to all Member
States which shall
then also be entitled to apply that
measure. The relevant provisions of Annexes II and III
may also be amended to reflect such a measure.

The provisions of Articles 6(1) and 7 shall apply to the
measure in question.’

Unchanged

5. Article 11(1) is replaced by the following:

‘1.
The Commission, following the procedure referred to
in Article 12(2), shall make the amendments necessitated
to the common
by scientific and technical progress
technical
and administrative procedures
listed in the Annexes.’

requirements

6.

In Article 12, paragraphs 2 and 3 are replaced by the
following:

‘2. Where reference is made to this paragraph, the regu-
latory procedure laid down in Article 5 of Council Decision
1999/468/EC (*) shall apply, in compliance with Articles 7
and 8 thereof.

The period provided for in Article 5(6) of Decision

3.
1999/468/EC shall be three months.

___________
(*) OJ L 184, 17.7.1999, p. 23.’

7. The following Article 12a is inserted:

‘Article 12a

the safeguard
Where reference is made to this Article,
procedure laid down in Article 6 of Decision 1999/468/EC
shall apply.

Before adopting its decision, the Commission shall consult
the committee established by Article 12(1).

The period provided for
1999/468/EC shall be three months.

in Article 6(b) of Decision

When a Commission decision is referred to the Council by
a Member State, the Council, acting by a qualified majority,
may take a different decision within a period of three
months.’

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INITIAL PROPOSAL

AMENDED PROPOSAL

8. The text in the Annex to this Regulation is added as Annex

Unchanged

III.

Article 2

This Regulation shall enter into force on the twentieth day
following that of its publication in the Official Journal of the
European Communities.

This Regulation shall be binding in its entirety and directly
applicable in all Member States.

Unchanged

Without prejudice to the provisions of Article 11 of Regulation
(EEC) No 3922/91 as amended by this Regulation Annex III
shall apply with effect from [six months after entry into force
of this Regulation].

ANNEX

‘ANNEX III

COMMON TECHNICAL REQUIREMENTS AND ADMINISTRATIVE PROCEDURES APPLICABLE TO
COMMERCIAL TRANSPORTATION BY AIRCRAFT

OPS 1: Commercial Air Transportation (Aeroplanes)

Unchanged

Contents (General layout)

SUBPART A — Applicability

SUBPART B — General

SUBPART C — Operator Certification and Supervision

SUBPART D — Operational Procedures

SUBPART E — All Weather Operations

SUBPART F — Performance General

SUBPART G — Performance Class A

SUBPART H — Performance Class B

SUBPART I

— Performance Class C

SUBPART J

— Mass and Balance

SUBPART K — Instruments and Equipment

SUBPART L — Communication and Navigation Equipment

SUBPART M — Aeroplane Maintenance

SUBPART N — Flight Crew

SUBPART O — Cabin Crew

SUBPART P — Manuals, Logs and Records

SUBPART R — Transport of Dangerous Goods by Air

SUBPART S — Security

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AMENDED PROPOSAL

INITIAL PROPOSAL

SUBPART A

APPLICABILITY

OPS 1.001

Applicability

(See Appendix 1 to OPS 1.001)

(a) OPS Part 1 prescribes requirements applicable to the operation of
any civil aeroplane for the purpose of commercial air transpor-
tation by any operator whose principal place of business and, if
any,
its registered office is in a Member State, thereafter called
operator. OPS 1 does not apply to aeroplanes when used in
military, customs and police services.

OPS Part 1 prescribes requirements applicable to the operation of any
civil aeroplane for the purpose of commercial air transportation by any
operator whose principal place of business and, if any, registered office
is in a Member State, hereafter called operator. OPS 1 does not apply
to aeroplanes when used in military, customs and police services.

(b) The requirements in OPS Part 1 are applicable:

Deleted

1. For operators of aeroplanes over 10 tonnes Maximum Take-Off
Mass or a maximum approved passenger seating configuration
of 20 or more, or with mixed fleets of aeroplanes above and
below this discriminant, no later than . . . unless otherwise
indicated.

2. For operators of all other aeroplanes, no later than . . . unless

otherwise indicated.

Appendix 1 to OPS 1.001

Unchanged

Late compliance dates contained in OPS 1

Some of the provisions included in OPS 1 have dates of compliance
which are later than the applicability date of OPS 1. The provisions
where this is the case, and the associated later dates of compliance, are
as follows:

— OPS 1.470 (f)

— OPS 1.652 “Notes”

— OPS 1.652 (m)

— OPS 1.665 (a)(2)

— OPS 1.668 (a)(1)

— OPS 1.668 (a)(2)

. . .

. . .

. . .

. . .

. . .

Deleted

— OPS 1.668 (2) 1.1.2005

— OPS 1.670 (a)(3)

. . .

Deleted

— OPS 1.685

1.4.2002

Deleted

— OPS 1.685

— OPS 1.705 (a)

— OPS 1.725 (a)

— OPS 1.780 (a)

— OPS 1.805 (a)(2)

— OPS 1.805 (c)(2)

. . .

. . .

. . .

. . .

. . .

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INITIAL PROPOSAL

AMENDED PROPOSAL

Unchanged

SUBPART B

GENERAL

OPS 1.005

General

(a) An operator shall not operate an aeroplane for the purpose of
commercial air transportation other than in accordance with OPS
Part 1.

(b) An operator shall comply with any airworthiness requirements
applicable to aeroplanes operated for the purpose of commercial
air transportation.

(c) Each aeroplane shall be operated in compliance with the terms of
its Certificate of Airworthiness and within the approved limitations
contained in its Aeroplane Flight Manual.

OPS 1.010

Exemptions

Subject to the applicable common review procedures the Authority
may exceptionally and temporarily grant an exemption from the
provisions of OPS Part 1 when satisfied that there is a need and
subject
condition the
Authority considers necessary in order to ensure an acceptable level
of safety in the particular case.

to compliance with any

supplementary

OPS 1.015

Operational Directives

(a) Subject to the applicable common review procedures the Authority
may direct by means of an Operational Directive that an operation
shall be prohibited, limited or subject to certain conditions, in the
interests of safe operations.

(b) Operational Directives state:

1. The reason for issue;

2. Applicability and duration; and

3. Action required by the operator(s).

(c) Operational Directives are supplementary to the provisions of OPS

Part 1.

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INITIAL PROPOSAL

OPS 1.020

AMENDED PROPOSAL

Laws, regulations and procedures — Operator's responsibilities

An operator must ensure that:

1. All employees are made aware that they shall comply with the laws,
regulations and procedures of those States in which operations are
conducted and which are pertinent to the performance of their
duties; and

2. All crew members are familiar with the laws, regulations and

procedures pertinent to the performance of their duties.

OPS 1.025

Common language

(a) An operator must ensure that all crew members can communicate

in a common language.

(b) An operator must ensure that all operations personnel are able to
understand the language in which those parts of the Operations
Manual which pertain to their duties and responsibilities are
written.

OPS 1.030

Minimum equipment lists — Operator's responsibilities

(a) An operator

shall establish,

for each aeroplane, a Minimum
Equipment List (MEL) approved by the Authority. This shall be
based upon, but no less restrictive than,
the relevant Master
Minimum Equipment List (MMEL) (if this exists) accepted by the
Authority.

(b) An operator

shall not operate an aeroplane other

than in
accordance with the MEL unless permitted by the Authority. Any
such permission will in no circumstances permit operation outside
the constraints of the MMEL.

OPS 1.035

Quality System

(a) An operator shall establish one Quality System and designate one
Quality Manager to monitor compliance with, and adequacy of,
required to ensure safe operational practices and
procedures
include a
airworthy aeroplanes. Compliance monitoring must
feed-back system to the Accountable Manager
(See also OPS
1.175 (h)) to ensure corrective action as necessary.

(b) The Quality System must include a Quality Assurance Programme
that contains procedures designed to verify that all operations are
being conducted in accordance with all applicable requirements,
standards and procedures.

(c) The Quality System, and the Quality Manager, must be acceptable

to the Authority.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(d) The Quality System must be described in relevant documentation.

(e) Notwithstanding sub-paragraph (a) above, the Authority may accept
the nomination of two Quality Managers, one for operations and
one for maintenance provided that the operator has designated one
Quality Management Unit to ensure that the Quality System is
applied uniformly throughout the entire operation.

OPS 1.037

Accident prevention and flight safety programme

An operator shall establish an accident prevention and flight safety
programme, which may be integrated with the Quality System,
including:

1. A programme to achieve and maintain risk awareness by all

persons involved in operations; and

2. Evaluation of

relevant

information relating to accidents and

incidents and the promulgation of related information.

OPS 1.040

Additional crew members

OPS 1.040

Crew members

An operator shall ensure that crew members who are not required
flight or cabin crew members have also been trained in, and are
proficient to perform, their assigned duties.

(a) An operator shall ensure that all operating flight and cabin crew
members have been trained in, and are proficient to perform, their
assigned duties.

(b) Where there are crew members, other than cabin crew members,
who carry out their duties in the passenger compartment of an
aeroplane, an operator shall ensure that these

1. are not confused by the passengers with the cabin crew

members;

2. do not occupy cabin crew stations;

3. do not impede the cabin crew members in their duties.

OPS 1.050

Unchanged

Search and rescue information

An operator shall ensure that essential
information pertinent to the
intended flight concerning search and rescue services is easily accessible
on the flight deck.

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INITIAL PROPOSAL

OPS 1.055

Information on emergency and survival equipment carried

AMENDED PROPOSAL

coordination centres,

there are available for
lists

immediate
An operator shall ensure that
communication to rescue
containing
information on the emergency and survival equipment carried on
board all of his aeroplanes. The information shall include, as applicable,
the number, colour and type of life-rafts and pyrotechnics, details of
emergency medical
type and
frequencies of emergency portable radio equipment.

supplies and the

supplies, water

OPS 1.060

Ditching

shall not operate an aeroplane with an approved
An operator
passenger
seating configuration of more than 30 passengers on
overwater flights at a distance from land suitable for making an
emergency landing, greater than 120 minutes at cruising speed, or
400 nautical miles, whichever
is the lesser, unless the aeroplane
complies with the ditching requirements prescribed in the applicable
airworthiness code.

OPS 1.065

Carriage of weapons of war and munitions of war

(a) An operator shall not transport weapons of war and munitions of
war by air unless an approval to do so has been granted by all
States concerned.

(b) An operator shall ensure that weapons of war and munitions of

war are:

1. Stowed in the aeroplane in a place which is inaccessible to

passengers during flight; and

2. In the case of firearms, unloaded,

unless, before the commencement of the flight, approval has been
granted by all States concerned that such weapons of war and
munitions of war may be carried in circumstances that differ in
part or in total from those indicated in this sub-paragraph.

(c) An operator shall ensure that the commander is notified before a
flight begins of the details and location on board the aeroplane of
any weapons of war and munitions of war intended to be carried.

OPS 1.070

Carriage of sporting weapons and ammunition

(a) An operator shall take all reasonable measures to ensure that any
sporting weapons intended to be carried by air are reported to him.

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AMENDED PROPOSAL

(b) An operator accepting the carriage of sporting weapons shall

ensure that they are:

1. Stowed in the aeroplane in a place which is inaccessible to
passengers during flight unless the Authority has determined
that compliance is impracticable and has accepted that other
procedures might apply; and

2. In the case of

firearms or other weapons that can contain

ammunition, unloaded.

(c) Ammunition for sporting weapons may be carried in passengers'
checked baggage, subject to certain limitations, in accordance with
the Technical Instructions (see OPS 1.1160 (b)(5)) as defined in OPS
1.1150 (a)(14).

OPS 1.075

Method of carriage of persons

An operator shall take all reasonable measures to ensure that no
person is in any part of an aeroplane in flight which is not a part
designed for the accommodation of persons unless temporary access
has been granted by the commander to any part of the aeroplane:

1. For the purpose of taking action necessary for the safety of the

aeroplane or of any person, animal or goods therein; or

2. In which cargo or stores are carried, being a part which is designed
to enable a person to have access thereto while the aeroplane is in
flight.

OPS 1.080

Offering dangerous goods for transport by air

An operator shall take all reasonable measures to ensure that no
person offers or accepts dangerous goods for transport by air unless
the person has been trained and the goods are properly classified,
documented, certificated, described, packaged, marked, labelled and in
a fit condition for transport as required by the Technical Instructions.

OPS 1.085

Unchanged

Crew responsibilities

(a) A crew member shall be responsible for the proper execution of his

duties that:

1. Are related to the safety of the aeroplane and its occupants; and

2. Are specified in the instructions and procedures laid down in

the Operations Manual.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) A crew member shall:

1. Report to the commander any incident that has endangered, or

may have endangered, safety; and

2. Make use of

the operator's incident

reporting schemes in
accordance with OPS 1.420. In all such cases, a copy of the
report(s) shall be communicated to the commander concerned.

(c) A crew member shall not perform duties on an aeroplane:

1. While under the influence of any drug that may affect his

faculties in a manner contrary to safety;

1. While under the influence of any drug that

the authority
considers may affect his faculties in a manner contrary to safety;

2. Following deep sea diving except when a reasonable time period

Unchanged

has elapsed;

3. Following blood donation except when a reasonable time period

has elapsed;

4. If he is in any doubt of being able to accomplish his assigned

duties; or

4. If applicable medical requirements are not fulfilled, or if he is in
any doubt of being able to accomplish his assigned duties; or

5. If he knows or suspects that he is suffering from fatigue, or feels

Unchanged

unfit to the extent that the flight may be endangered.

(d) A crew member shall not:

1. Consume alcohol

less than 8 hours prior to the specified
reporting time for flight duty or the commencement of standby;

2. Commence a flight duty period with a blood alcohol level in

excess of 0-2 promille;

3. Consume alcohol during the flight duty period or whilst on

standby.

(d) A crew member shall be subject to appropriate requirements on the
consumption of alcohol which shall be established by the operator
and acceptable by the Authority, and which shall not be less
restrictive than the following:

1. No alcohol shall be consumed less than 8 hours prior to the
specified reporting time for flight duty or the commencement of
standby;

2. The blood alcohol level shall not exceed 0-2 promille at the start

of a flight duty period;

3. No alcohol shall be consumed during the flight duty period or

whilst on standby.

(e) The commander shall:

Unchanged

1. Be responsible for the safe operation of the aeroplane and

safety of its occupants during flight time;

2. Have authority to give all commands he deems necessary for
the purpose of securing the safety of the aeroplane and of
persons or property carried therein;

3. Have authority to disembark any person, or any part of the
cargo, which, in his opinion, may represent a potential hazard
to the safety of the aeroplane or its occupants;

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4. Not allow a person to be carried in the aeroplane who appears
to be under the influence of alcohol or drugs to the extent that
the safety of the aeroplane or its occupants is likely to be
endangered;

5. Have

the

right

inadmissible
passengers, deportees or persons in custody if their carriage
poses any risk to the safety of the aeroplane or its occupants;

transportation of

to refuse

6. Ensure that all passengers are briefed on the location of
emergency exits and the location and use of relevant safety
and emergency equipment;

7. Ensure that all operational procedures and check lists are
complied with in accordance with the Operations Manual;

8. Not permit any crew member to perform any activity during
take-off, initial climb, final approach and landing except those
duties required for the safe operation of the aeroplane;

9. Not permit:

(i) A flight data recorder to be disabled, switched off or erased
during flight nor permit recorded data to be erased after
flight in the event of an accident or an incident subject to
mandatory reporting;

(ii) A cockpit voice recorder to be disabled or switched off
during flight unless he believes that
the recorded data,
which otherwise would be erased automatically, should
investigation nor
be preserved for incident or accident
permit recorded data to be manually erased during or
after flight
in the event of an accident or an incident
subject to mandatory reporting;

10. Decide whether or not to accept an aeroplane with unservice-

abilities allowed by the CDL or MEL; and

11. Ensure that the pre-flight inspection has been carried out.

(f) The pilot-in-command shall, in an emergency situation that requires
immediate decision and action,
take any action he considers
necessary under the circumstances. In such cases he may deviate
from rules, operational procedures and methods in the interest of
safety.

(f) The commander shall,

in an emergency situation that requires
immediate decision and action,
take any action he considers
necessary under the circumstances. In such cases he may deviate
from rules, operational procedures and methods in the interest of
safety.

OPS 1.090

Unchanged

Authority of the commander

An operator shall
take all reasonable measures to ensure that all
persons carried in the aeroplane obey all lawful commands given by
the commander for the purpose of securing the safety of the aeroplane
and of persons or property carried therein.

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OPS 1.100

Admission to flight deck

(a) An operator must ensure that no person, other than a flight crew
member assigned to a flight, is admitted to, or carried in, the flight
deck unless that person is:

1. An operating crew member;

2. A representative of the Authority responsible for certification,
licensing or inspection if this is required for the performance of
his official duties; or

3. Permitted by, and carried in accordance with instructions

contained in the Operations Manual.

(b) The commander shall ensure that:

1. In the interests of safety, admission to the flight deck does not
cause distraction and/or interfere with the flight's operation; and

2. All persons carried on the flight deck are made familiar with the

relevant safety procedures.

(c) The final decision regarding the admission to the flight deck shall

be the responsibility of the commander.

OPS 1.105

Unauthorised carriage

An operator shall take all reasonable measures to ensure that no
person secretes himself or secretes cargo on board an aeroplane.

OPS 1.110

Portable electronic devices

An operator shall not permit any person to use, and take all reasonable
measures to ensure that no person does use, on board an aeroplane a
portable electronic device that can adversely affect the performance of
the aeroplane's systems and equipment.

OPS 1.115

Alcohol and drugs

An operator shall not permit any person to enter or be in, and take all
reasonable measures to ensure that no person enters or is in, an
aeroplane when under the influence of alcohol or drugs to the
extent that the safety of the aeroplane or its occupants is likely to
be endangered.

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INITIAL PROPOSAL

OPS 1.120

Endangering safety

An operator shall take all reasonable measures to ensure that no
person recklessly or negligently acts or omits to act

1. so as to endanger an aeroplane or person therein;

2. so as to cause or permit an aeroplane to endanger any person or

property.

OPS 1.125

Documents to be carried

(a) An operator shall ensure that the following documents or copies

thereof are carried on each flight:

1. Certificate of Registration;

2. Certificate of Airworthiness;

3. Noise Certificate (if applicable);

4. Air Operator Certificate;

5. Aircraft Radio Licence; and

6. Third party liability Insurance Certificate(s).

(b) Each flight crew member shall, on each flight, carry a valid flight
crew licence with appropriate rating(s) for the purpose of the flight.

(c) Each operating cabin crew member shall, on each flight, carry a
valid attestation of professional competence showing the dates and
content of the training received appropriate to the aeroplane type
or variant to be operated.

OPS 1.130

Unchanged

Manuals to be carried

An operator shall ensure that:

1. The current parts of the Operations Manual relevant to the duties of

the crew are carried on each flight;

2. Those parts of the Operations Manual which are required for the
conduct of a flight are easily accessible to the crew on board the
aeroplane; and

3. The current Aeroplane Flight Manual

is carried in the aeroplane
unless the Authority has accepted that
the Operations Manual
prescribed in OPS 1.1045, Appendix 1, Part B contains relevant
information for that aeroplane.

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OPS 1.135

AMENDED PROPOSAL

Additional information and forms to be carried

(a) An operator shall ensure that, in addition to the documents and
manuals prescribed in OPS 1.125 and OPS 1.130, the following
information and forms, relevant to the type and area of operation,
are carried on each flight:

1. Operational Flight Plan containing at

least

the information

required in OPS 1.1060;

2. Aeroplane Technical Log containing at least the information

required in OPS 1.915 (a);

3. Details of the filed ATS flight plan;

4. Appropriate NOTAM/AIS briefing documentation;

5. Appropriate meteorological information;

6. Mass and balance documentation as specified in Subpart J;

7. Notification of special categories of passenger such as security
if not considered as crew, handicapped persons,

personnel,
inadmissible passengers, deportees and persons in custody;

8. Notification of

including dangerous goods
including written information to the commander as prescribed
in OPS 1.1215 (d);

special

loads

9. Current maps and charts

and associated documents as

prescribed in OPS 1.290 (b)(7);

10. Any other documentation which may be required by the States
concerned with this flight, such as cargo manifest, passenger
manifest etc; and

11. Forms to comply with the reporting requirements of

the

Authority and the operator.

(b) The Authority may

in
sub-paragraph (a) above, or parts thereof, to be presented in a
form other than on printed paper. An acceptable standard of
accessibility, usability and reliability must be assured.

information

detailed

permit

the

OPS 1.140

Information retained on the ground

(a) An operator shall ensure that:

At least for the duration of each flight or series of flights;

(i) Information relevant to the flight and appropriate for the type

of operation is preserved on the ground; and

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(ii) The information is retained until it has been duplicated at the
place at which it will be stored in accordance with OPS
1.1065; or, if this is impracticable,

(iii) The same information is carried in a fireproof container in the

aeroplane.

(b) The information referred to in subparagraph (a) above includes:

1. A copy of the operational flight plan where appropriate;

2. Copies of the relevant part(s) of the aeroplane technical log;

3. Route specific NOTAM documentation if specifically edited by

the operator;

4. Mass and balance documentation if required (OPS 1.625 refers);

and

5. Special loads notification.

OPS 1.145

Power to inspect

An operator shall ensure that any person authorised by the Authority
is permitted at any time to board and fly in any aeroplane operated in
accordance with an AOC issued by that Authority and to enter and
remain on the flight deck provided that the commander may refuse
access to the flight deck if, in his opinion, the safety of the aeroplane
would thereby be endangered.

OPS 1.150

Production of documentation and records

(a) An operator shall:

1. Give any person authorised by the Authority access to any
documents and records which are related to flight operations
or maintenance; and

2. Produce all such documents and records, when requested to do

so by the Authority, within a reasonable period of time.

(b) The commander shall, within a reasonable time of being requested
to do so by a person authorised by an Authority, produce to that
person the documentation required to be carried on board.

OPS 1.155

Preservation of documentation

An operator shall ensure that:

1. Any original documentation, or copies thereof, that he is required
to preserve is preserved for the required retention period even if he
ceases to be the operator of the aeroplane; and

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AMENDED PROPOSAL

2. Where a crew member, in respect of whom an operator has kept
flight duty, duty and rest period records, becomes a crew member
for another operator, that record is made available to the new
operator.

OPS 1.160

Preservation, production and use of flight recorder recordings

(a) Preservation of recordings

1. Following an accident, the operator of an aeroplane on which a
flight recorder is carried shall, to the extent possible, preserve
the original recorded data pertaining to that accident, as retained
by the recorder for a period of 60 days unless otherwise directed
by the investigating authority.

2. Unless prior permission has been granted by the Authority,
following an incident that is subject to mandatory reporting,
the operator of an aeroplane on which a flight recorder is
carried shall,
to the extent possible, preserve the original
recorded data pertaining to that incident, as retained by the
recorder for a period of 60 days unless otherwise directed by
the investigating authority.

3. Additionally, when the Authority so directs, the operator of an
aeroplane on which a flight recorder is carried shall preserve the
original recorded data for a period of 60 days unless otherwise
directed by the investigating authority.

4. When a flight data recorder is required to be carried aboard an

aeroplane, the operator of that aeroplane shall:

(i) Save the recordings for the period of operating time as
required by OPS 1.715, 1.720 and 1.725 except that, for
the purpose of testing and maintaining flight data recorders,
up to one hour of the oldest recorded material at the time of
testing may be erased; and

(ii) Keep a document which presents the information necessary
the stored data into engineering

to retrieve and convert
units.

(b) Production of recordings

The operator of an aeroplane on which a flight recorder is carried
shall, within a reasonable time after being requested to do so by the
Authority, produce any recording made by a flight recorder which
is available or has been preserved.

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(c) Use of recordings

1. The cockpit voice recorder recordings may not be used for
purposes other than for the investigation of an accident or
to mandatory reporting except with the
incident
consent of all crew members concerned.

subject

2. The flight data recorder

recordings may not be used for
purposes other than for the investigation of an accident or
to mandatory reporting except when such
incident subject
records are:

(i) Used by the operator for airworthiness or maintenance

purposes only; or

(ii) De-identified; or

(iii) Disclosed under secure procedures.

The operator of an aeroplane on which a flight recorder is carried may
not:

the investigation of an accident or

1. Use the cockpit voice recorder recordings for purposes other than
to
crew

for
mandatory reporting except with the
members concerned; and

incident
consent of

subject
all

2. Use the flight data recorder recordings for purposes other than for
the investigation of an accident or incident subject to mandatory
reporting except when such records are:

(i) Used by the operator

for airworthiness or maintenance

purposes only; or

(ii) De-identified; or

(iii) Disclosed under secure procedures.

OPS 1.165

Leasing

Unchanged

(a) Terminology

Terms used in this paragraph have the following meaning:

1. Dry lease — Is when the aeroplane is operated under the AOC

of the lessee.

2. Wet lease — Is when the aeroplane is operated under the AOC

of the lessor.

(b) Leasing of aeroplanes between operators

1. Wet

and
lease-out. An operator providing an aeroplane
complete crew to another operator, and retaining all
the
functions and responsibilities prescribed in Subpart C, shall
remain the operator of the aeroplane.

2. All leases except wet lease-out

(i) Except as provided by subparagraph (b)(1) above, an
operator utilising an aeroplane from, or providing it
to,
the
for
another operator, must obtain prior approval
operation from his respective Authority. Any conditions
which are part of this approval must be included in the
lease agreement.

(ii) Those elements of lease agreements which are approved by
the Authority, other than lease agreements in which an
aeroplane and complete crew are involved and no transfer
of functions and responsibilities is intended, are all to be
regarded, with respect to the leased aeroplane, as variations
of the AOC under which the flights will be operated.

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(c) Leasing of aeroplanes between an operator and any entity other than

another operator

1. Dry lease-in

(i) An operator shall not dry lease-in an aeroplane from an
entity other than another operator, unless approved by the
Authority. Any conditions which are part of this approval
must be included in the lease agreement.

(ii) An operator shall ensure that, with regard to aeroplanes that
are dry leased-in, any differences from the requirements
prescribed in Subparts K, L, and/or from any applicable
are
requirements,
airworthiness
acceptable to the Authority.

are notified

to and

2. Wet lease-in

(i) An operator shall not wet lease-in an aeroplane from an
entity other than another operator without the approval of
the Authority.

(ii) An operator shall ensure that, with regard to aeroplanes that

are wet leased-in:

(A) The safety standards of the lessor with respect to main-

tenance and operation are equivalent to JARs;

(B) The lessor is an operator holding an AOC issued by a
State which is a signatory to the Chicago Convention:

(C) The

aeroplane

of
Airworthiness issued in accordance with ICAO Annex
8; and

Certificate

standard

has

a

(D) Any requirement made

applicable by the

lessee's

Authority is complied with.

3. Dry lease-out

An operator may dry lease-out an aeroplane for the purpose of
commercial air transportation to any operator of a State which
the
is signatory to the Chicago Convention provided that
following conditions are met:

(A) The Authority has exempted the operator from the relevant
provisions of OPS Part 1 and, after the foreign regulatory
for
authority has
surveillance of
the
aeroplane(s), has removed the aeroplane from its AOC; and

in writing
accepted
the maintenance and operation of

responsibility

(B) The aeroplane is maintained according to an approved

maintenance programme.

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AMENDED PROPOSAL

4. Wet lease-out

An operator providing an aeroplane and complete crew to
another entity and retaining all the functions and responsibilities
prescribed in Subpart C, shall remain the operator of
the
aeroplane.

SUBPART C

OPERATOR CERTIFICATION AND SUPERVISION

OPS 1.175

General rules for Air Operator Certification

Note 1: Appendix 1 to this paragraph specifies the contents and
conditions of the AOC.

Note 2: Appendix 2 to this paragraph specifies the management and
organisation requirements.

(a) An operator shall not operate an aeroplane for the purpose of
commercial air
transportation otherwise than under, and in
accordance with, the terms and conditions of an Air Operator
Certificate (AOC).

(b) An applicant for an AOC, or variation of an AOC, shall allow the
Authority to examine all safety aspects of the proposed operation.

(c) An applicant for an AOC must:

1. Not hold an AOC issued by another Authority unless

specifically approved by the Authorities concerned;

2. Have his principal place of business and, if any, his registered
office located in the State responsible for issuing the AOC;

3. Satisfy the Authority that he is able to conduct safe operations.

(d)

If an operator has aeroplanes registered in different Member States,
appropriate arrangements shall be made to ensure that safety
oversight is conducted centrally by the Authority issuing the AOC.

(e) An operator shall grant the Authority access to his organisation
and aeroplanes and shall ensure that, with respect to maintenance,
access is granted to any associated JAR-145 maintenance organi-
sation, to determine continued compliance with OPS.

(e) An operator shall grant the Authority access to his organisation
and aeroplanes and shall ensure that, with respect to maintenance,
access is granted to any associated JAR-145 maintenance organi-
sation, to determine continued compliance with OPS 1.

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(f) An AOC will be varied, suspended or revoked if the Authority is
no longer satisfied that the operator can maintain safe operations.

Unchanged

(g) The operator must have a management organisation capable of
exercising operational control and supervision over any flight
operated under the terms of its AOC.

(h) The operator must have nominated an accountable manager
acceptable to the Authority who has corporate authority for
ensuring that all operations and maintenance activities can be
financed and carried out to the standard required by the Authority.

(i) The operator must have nominated post holders, acceptable to the

Authority, who are responsible for,

1. Flight operations;

2. The maintenance system;

3. Crew training; and

4. Ground operations.

(j) The operator must ensure that every flight

is conducted in

accordance with the provisions of the Operations Manual.

(k) The operator must arrange appropriate ground handling facilities

to ensure the safe handling of its flights.

(l) The operator must ensure that its aeroplanes are equipped and its
crews are qualified, as required for the area and type of operation.

(m) The operator must comply with the maintenance requirements, in
accordance with Subpart M, for all aeroplanes operated under the
terms of its AOC.

(n) The operator must provide the Authority with a copy of the
Operations Manual, as specified in Subpart P and all amendments
or revisions to it.

(o) The operator must maintain operational support facilities at the
the area and type of

main operating base, appropriate for
operation.

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OPS 1.180

Issue, variation and continued validity of an AOC

(a) An operator will not be granted an AOC, or a variation to an AOC,

and that AOC will not remain valid unless:

AMENDED PROPOSAL

1. Aeroplanes operated have a standard Certificate of Airworthiness
issued in accordance with ICAO Annex 8 by a Member State.

1. Aeroplanes operated have been certified in accordance with the

applicable requirements.

2. The maintenance system has been approved by the Authority in

Unchanged

accordance with Subpart M; and

3. He has satisfied the Authority that he has the ability to:

(i) Establish and maintain an adequate organisation;

(ii) Establish and maintain a quality system in accordance with

OPS 1.035;

(iii) Comply with required training programmes;

(iv) Comply with maintenance requirements, consistent with the
nature and extent of the operations specified, including the
relevant items prescribed in OPS 1.175 (g) to (o); and

(v) Comply with OPS 1.175.

(b) Notwithstanding the provisions of OPS 1.185 (f), the operator must
notify the Authority as soon as practicable of any changes to the
information submitted in accordance with sub-paragraph (a) above.

(b) Notwithstanding the provisions of OPS 1.185 (f), the operator must
notify the Authority as soon as practicable of any changes to the
information submitted in accordance with OPS 1.185(a) below.

(c)

the Authority is not

requirements of
If
subparagraph (a) above have been met,
the Authority may
require the conduct of one or more demonstration flights,
operated as if they were commercial air transport flights.

satisfied that

the

Unchanged

OPS 1.185

Administrative requirements

(a) An operator shall ensure that the following information is included
in the initial application for an AOC and, when applicable, any
variation or renewal applied for:

1. The official name and business name, address and mailing

address of the applicant;

2. A description of the proposed operation;

3. A description of the management organisation;

4. The name of the accountable manager;

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INITIAL PROPOSAL

AMENDED PROPOSAL

5. The names of major post holders, including those responsible
for flight operations, the maintenance system, crew training and
ground operations
and
experience; and

together with their qualifications

6. The Operations Manual.

(b) In respect of the operator's maintenance system only, the following
information must be included in the initial application for an AOC
and, when applicable, any variation or renewal applied for, and for
each aeroplane type to be operated:

1. The maintenance management exposition;

1. The operator's maintenance management exposition;

2. The operator's aeroplane maintenance programme(s);

Unchanged

3. The aeroplane technical log;

4. Where appropriate, the technical specification(s) of the main-
tenance contract(s) between the operator and any JAR-145
approved maintenance organisation;

5. The number of aeroplanes.

(c) The application for an initial issue of an AOC must be submitted at
least 90 days before the date of intended operation except that the
Operations Manual may be submitted later but not less than 60
days before the date of intended operation.

(d) The application for the variation of an AOC must be submitted at
least 30 days, or as otherwise agreed, before the date of intended
operation.

(e) The application for the renewal of an AOC must be submitted at
least 30 days, or as otherwise agreed, before the end of the existing
period of validity.

(f) Other than in exceptional circumstances, the Authority must be
given at least 10 days prior notice of a proposed change of a
nominated post holder.

Appendix 1 to OPS 1.175

Contents and conditions of the Air Operator Certificate

An AOC specifies the:

(a) Name and location (main place of business) of the operator;

(a) Name and location (principal place of business) of the operator;

(b) Date of issue and period of validity;

Unchanged

(c) Description of the type of operations authorised;

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(d) Type(s) of aeroplane(s) authorised for use;

(e) Registration markings of the authorised aeroplane(s) except that
operators may obtain approval
for a system to inform the
Authority about the registration markings for aeroplanes operated
under its AOC;

(f) Authorised areas of operation;

(g) Special limitations; and

(h) Special authorisations/approvals e.g.:

— CAT II/CAT III (including approved minima)

— (MNPS) Minimum Navigation Performance Specifications

— (ETOPS) Extended Range Operation Twin Engined Aeroplanes

— (RNAV) Area Navigation

— (RVSM) Reduced Vertical Seperation Minima

— Transportation of Dangerous Goods.

Appendix 2 to OPS 1.175

The management and organisation of an AOC holder

(a) General

1. An operator must have a sound and effective management
structure in order to ensure the safe conduct of air operations.
Nominated post holders must have proven competency in civil
aviation.

2. In the context of this Appendix, “competency” means that an
qualification and managerial

individual has
experience acceptable to the Authority, as appropriate.

technical

a

(b) Nominated post holders

1. A description of the functions and the responsibilities of the
nominated post holders,
including their names, must be
contained in the Operations Manual and the Authority must
be given notice in writing of any intended or actual change in
appointments or functions.

2. The operator must make arrangements to ensure continuity of

supervision in the absence of nominated post holders.

3. The operator must satisfy the Authority that the management
organisation is suitable and properly matched to the operating
network and scale of operation.

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AMENDED PROPOSAL

4. A person nominated as a post holder by the holder of an AOC
must not be nominated as a post holder by the holder of any
other AOC, unless acceptable to the Authority. Nominated post
holders must be contracted to work sufficient hours such that
the individual can fulfil the management functions associated
with the size and scope of the operator's business.

5. More than one of the nominated posts may be filled by one

person if acceptable to the Authority.

Note: The requirements
the
nominated post holder responsible for the maintenance system in
accordance with OPS 1.175 (i)(2) are prescribed in OPS 1.895.

relating to the appointment of

(c) Adequacy and supervision of staff

1. Crew members

The operator must employ sufficient flight and cabin crew for
the planned operation, trained and checked in accordance with
Subpart N and Subpart O as appropriate.

2. Ground Staff

(i) The number of ground staff is dependent upon the nature
and the scale of operations. Operations and ground handling
in particular, must be staffed by trained
departments,
personnel who have a thorough understanding of
their
responsibilities within the organisation.

(ii) An operator contracting other organisations to provide
certain services, retains responsibility for the maintenance
of proper standards.
In such circumstances, a nominated
post holder must be given the task of ensuring that any
contractor employed meets the required standards.

3. Supervision

(i) The number of supervisors to be appointed is dependent
upon the structure of the operator and the number of staff
employed. The
these
and
supervisors must be defined, and any flying commitments
arranged so that they can discharge their supervisory respon-
sibilities.

responsibilities

duties

of

(ii) The supervision of all crew members must be exercised by
individuals possessing experience and personal qualities
sufficient
standards
specified in the operations manual.

attainment of

to ensure

the

the

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AMENDED PROPOSAL

(d) Accommodation facilities

1. An operator must ensure that working space available at each
operating base is sufficient for personnel pertaining to the safety
of flight operations. Consideration must be given to the needs of
ground staff,
the
storage and display of essential records, and flight planning by
crews.

those concerned with operational control,

2. Office services must be capable, without delay, of distributing
operational instructions and other information to all concerned.

(e) Documentation

The operator must make arrangements for the production of
manuals, amendments and other documentation.

SUBPART D

OPERATIONAL PROCEDURES

OPS 1.195

Operational control and supervision

An operator shall exercise operational control and establish and
maintain a method of supervision of flight operations approved by
the Authority.

OPS 1.200

Operations manual

An operator shall provide an Operations Manual in accordance with
Subpart P for the use and guidance of operations personnel.

OPS 1.205

Competence of operations personnel

An operator shall ensure that all personnel assigned to, or directly
involved in, ground and flight operations are properly instructed,
have demonstrated their abilities in their particular duties and are
aware of their responsibilities and the relationship of such duties to
the operation as a whole.

OPS 1.210

Establishment of procedures

(a) An operator shall establish procedures and instructions, for each
aeroplane type, containing ground staff and crew members' duties
for all types of operation on the ground and in flight.

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(b) An operator shall establish a check-list system to be used by crew
members for all phases of operation of the aeroplane under normal,
abnormal and emergency conditions as applicable, to ensure that
the operating procedures in the Operations Manual are followed.

(c) An operator shall not require a crew member to perform any
the flight other than those

activities during critical phases of
required for the safe operation of the aeroplane.

OPS 1.215

Use of Air Traffic Services

An operator shall ensure that Air Traffic Services are used for all flights
whenever available.

OPS 1.220

Authorisation of aerodromes by the operator

An operator shall only authorise use of aerodromes that are adequate
for the type(s) of aeroplane and operation(s) concerned.

OPS 1.225

Aerodrome operating minima

(a) An operator shall specify aerodrome operating minima, established
in accordance with OPS 1.430 for each departure, destination or
alternate aerodrome authorised to be used in accordance with OPS
1.220.

(b) These minima must

take into account any increment by the

specified values imposed by the Authority.

(b) Any increment imposed by the Authority must be added to the
minima specified in accordance with sub-paragraph (a) above.

(c) The minima for a specific type of approach and landing procedure

Unchanged

are considered applicable if:

1. The ground equipment shown on the respective chart required

for the intended procedure is operative;

2. The aeroplane systems required for the type of approach are

operative;

3. The required aeroplane performance criteria are met; and

4. The crew is qualified accordingly.

OPS 1.230

Instrument departure and approach procedures

(a) An operator shall ensure that instrument departure and approach
procedures established by the State in which the aerodrome is
located are used.

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(b) Notwithstanding sub-paragraph (a) above, a commander may
accept an ATC clearance to deviate from a published departure
or arrival route, provided obstacle clearance criteria are observed
and full account is taken of the operating conditions. The final
approach must be flown visually or in accordance with the estab-
lished instrument approach procedure.

(c) Different procedures to those required to be used in accordance
with sub-paragraph (a) above may only be implemented by an
operator provided they have been approved by the State in
which the aerodrome is located, if required, and accepted by the
Authority.

OPS 1.235

Noise abatement procedures

(a) An operator

for noise
abatement during instrument flight operations in compliance with
ICAO PANS OPS Volume 1 (Doc 8168-OPS/611).

establish operating procedures

shall

(b) Take-off climb procedures for noise abatement specified by an
operator for any one aeroplane type should be the same for all
aerodromes.

OPS 1.240

Routes and areas of operation

(a) An operator shall ensure that operations are only conducted along

such routes or within such areas, for which:

1. Ground facilities and services, including meteorological services,
are provided which are adequate for the planned operation;

2. The performance of

the aeroplane intended to be used is
adequate to comply with minimum flight altitude requirements;

3. The equipment of the aeroplane intended to be used meets the

minimum requirements for the planned operation;

4. Appropriate maps and charts are available (OPS 1.135 (a)(9)

refers);

5. If two-engined aeroplanes are used, adequate aerodromes are
available within the time/distance limitations of OPS 1.245.

6. If single-engine aeroplanes are used, surfaces are available which

permit a safe forced landing to be executed.

(b) An operator

shall ensure that operations are conducted in
accordance with any restriction on the routes or the areas of
operation, imposed by the Authority.

OPS 1.241

Operation in defined airspace with Reduced Vertical Separation
Minima (RVSM)

An operator shall not operate an aeroplane in defined portions of
airspace where, based on Regional Air Navigation Agreement, a
vertical separation minimum of 300 m (1 000 ft) is applied unless
approved to do so by the Authority (RVSM Approval). (See also OPS
1.872).

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OPS 1.243

AMENDED PROPOSAL

Operation in areas with specific navigation performance
requirements

An operator shall not operate an aeroplane in defined areas, or a
defined portion of specified airspace, based on Regional Air Navigation
Agreements where minimum navigation performance specifications are
prescribed unless approved to do so by the Authority (MNPS/
RNP/RNAV Approval). See also OPS 1.865 (c)(2) and OPS 1.870).

OPS 1.245

Maximum distance from an adequate aerodrome for two-engined
aeroplanes without an ETOPS Approval

(a) Unless specifically approved by the Authority in accordance with
OPS 1.246 (a) (ETOPS Approval), an operator shall not operate a
two-engined aeroplane over a route which contains a point further
from an adequate aerodrome than, in the case of:

1. Performance Class A aeroplanes with either:

(i) A maximum approved passenger seating configuration of 20

or more; or

(ii) A maximum take-off mass of 45,360 kg or more,

the distance flown in 60 minutes at the one-engine-inoperative
cruise speed determined in accordance with subparagraph (b)
below;

2. Performance Class B or C aeroplanes:

(i) The distance flown in 120 minutes at the one-engine-inop-
speed determined in accordance with

erative
subparagraph (b) below; or

cruise

(ii) 300 nautical miles,

whichever is less.

(b) An operator shall determine a speed for the calculation of the
maximum distance to an adequate aerodrome for each two-engined
aeroplane type or variant operated, not exceeding VMO, based upon
the true airspeed that the aeroplane can maintain with one-engine-
inoperative under the following conditions:

1. International Standard Atmosphere (ISA);

2. Level flight

(i) For turbojet aeroplanes at:

(A) FL 170; or

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(B) At the maximum flight level to which the aeroplane,
with one engine inoperative, can climb, and maintain,
using the gross rate of climb specified in the AFM,

whichever is less.

(ii) For propeller driven aeroplanes at:

(A) FL 80; or

(B) At the maximum flight level to which the aeroplane,
with one engine inoperative, can climb, and maintain,
using the gross rate of climb specified in the AFM,

whichever is less.

3. Maximum continuous

thrust or power on the remaining

operating engine;

4. An aeroplane mass not less than that resulting from:

(i) Take-off at sea-level at maximum take-off mass; and

(ii) All engines climb to the optimum long range cruise altitude;

and

(iii) All engines cruise at the long range cruise speed at this

altitude,

until the time elapsed since take-off is equal to the applicable
threshold prescribed in subparagraph (a) above.

(c) An operator must ensure that the following data, specific to each

type or variant, is included in the Operations Manual:

1. The

one-engine-inoperative

speed
accordance with subparagraph (b) above; and

cruise

determined

in

2. The maximum distance from an adequate aerodrome determined

in accordance with subparagraphs (a) and (b) above.

Note: The speed and altitudes (flight levels) specified above are only
intended to be used for establishing the maximum distance from an
adequate aerodrome.

OPS 1.246

Extended range operations with two-engined aeroplanes (ETOPS)

(a) An operator shall not conduct operations beyond the threshold
distance determined in accordance with OPS 1.245 unless
approved to do so by the Authority (ETOPS approval).

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(b) Prior to conducting an ETOPS flight, an operator shall be ensure
that a suitable ETOPS en-route alternate is available, within either
the approved diversion time, or a diversion time based on the MEL
is
generated serviceability status of
shorter. (See also OPS 1.297 (d)).

the aeroplane, whichever

(b) Prior to conducting an ETOPS flight, an operator shall ensure that a
suitable ETOPS en-route alternate is available, within either the
approved diversion time, or a diversion time based on the MEL
is
generated serviceability status of
shorter. (See also OPS 1.297 (d)).

the aeroplane, whichever

OPS 1.250

Unchanged

Establishment of minimum flight altitudes

(a) An operator shall establish minimum flight altitudes and the
methods to determine those altitudes for all route segments to be
flown which provide the required terrain clearance taking into
account the requirements of Subparts F to I.

(b) The method for establishing minimum flight altitudes must be

(b) Every method for establishing minimum flight altitudes must be

approved by the Authority.

approved by the Authority.

(c) Where minimum flight altitudes established by States overflown are
higher than those established by the operator, the higher values
shall apply.

Unchanged

(d) An operator shall take into account the following factors when

establishing minimum flight altitudes:

1. The accuracy with which the position of the aeroplane can be

determined;

2. The probable inaccuracies in the indications of the altimeters

used;

3. The characteristics of the terrain (e.g. sudden changes in the
elevation) along the routes or in the areas where operations
are to be conducted.

4. The probability of encountering unfavourable meteorological
conditions (e.g. severe turbulence and descending air currents);
and

5. Possible inaccuracies in aeronautical charts.

(e) In fulfilling the requirements prescribed in sub-paragraph (d) above

due consideration shall be given to:

1. Corrections

for
standard values;

temperature and pressure variations

from

2. The ATC requirements; and

3. Any contingencies along the planned route.

3. Any foreseeable contingencies along the planned route.

OPS 1.255

Fuel policy

Unchanged

(a) An operator must establish a fuel policy for the purpose of flight
planning and in-flight replanning to ensure that every flight carries
sufficient fuel
for the planned operation and reserves to cover
deviations from the planned operation.

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(b) An operator shall ensure that the planning of flights is only based

upon:

1. Procedures

and data

contained in or derived from the

Operations Manual or current aeroplane specific data; and

2. The operating conditions under which the flight

is to be

conducted including:

(i) Realistic aeroplane fuel consumption data;

(ii) Anticipated masses;

(iii) Expected meteorological conditions; and

(iv) Air Traffic Services procedures and restrictions.

(c) An operator shall ensure that the pre-flight calculation of usable

fuel required for a flight includes:

1. Taxying fuel;

2. Trip fuel;

3. Reserve fuel consisting of:

(i) Contingency fuel;

(ii) Alternate fuel,

if a destination alternate is required.

(This
does not preclude selection of the departure aerodrome as
the destination alternate);

(iii) Final reserve fuel; and

(iv) Additional fuel, if required by the type of operation (e.g.

ETOPS); and

4. Extra fuel if required by the commander.

(d) An operator shall ensure that in-flight replanning procedures for
calculating usable fuel required when a flight has to proceed along
a route or to a destination other than originally planned includes:

1. Trip fuel for the remainder of the flight;

2. Reserve fuel consisting of:

(i) Contingency fuel;

(ii) Alternate fuel,

if a destination alternate is required (This
does not preclude selection of the departure aerodrome as
the destination alternate);

(iii) Final reserve fuel; and

(iv) Additional fuel, if required by the type of operation (e.g.

ETOPS); and

3. Extra fuel if required by the commander.

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OPS 1.260

AMENDED PROPOSAL

Carriage of persons with reduced mobility

(a) An operator shall establish procedures for the carriage of persons

with reduced mobility (PRMs).

(b) An operator shall ensure that PRMs are not allocated, nor occupy,

seats where their presence could:

1. Impede the crew in their duties;

2. Obstruct access to emergency equipment; or

3. Impede the emergency evacuation of the aeroplane.

(c) The commander must be notified when PRMs are to be carried on

board.

OPS 1.265

Carriage of inadmissible passengers, deportees or persons in
custody

An operator shall establish procedures for the transportation of inad-
missible passengers, deportees or persons in custody to ensure the
safety of the aeroplane and its occupants. The commander must be
notified when the abovementioned persons are to be carried on board.

OPS 1.270

Stowage of baggage and cargo

(See Appendix 1 to OPS 1.270)

(a) An operator shall establish procedures to ensure that only such
hand baggage is carried into an aeroplane and taken into the
passenger cabin as can be adequately and securely stowed.

(b) An operator shall establish procedures to ensure that all baggage
and cargo on board, which might cause injury or damage, or
is placed in stowages
obstruct aisles and exits
designed to prevent movement.

if displaced,

OPS 1.280

Passenger seating

An operator shall establish procedures to ensure that passengers are
seated where, in the event that an emergency evacuation is required,
they may best assist and not hinder evacuation from the aeroplane.

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OPS 1.285

Passenger briefing

An operator shall ensure that:

(a) General

1. Passengers are verbally briefed about safety matters, parts or all

of which may be given by an audio-visual presentation.

2. Passengers are provided with a safety briefing card on which
picture type instructions indicate the operation of emergency
equipment and exits likely to be used by passengers.

(b) Before take-off

1. Passengers are briefed on the following items if applicable:

(i) Smoking regulations;

(ii) Back of the seat to be in the upright position and tray table

stowed;

(iii) Location of emergency exits;

(iv) Location and use of floor proximity escape path markings;

(v) Stowage of hand baggage;

(vi) Restrictions on the use of portable electronic devices; and

(vii) The location and the contents of the safety briefing card,

and,

2. Passengers receive a demonstration of the following:

(i) The use of safety belts and/or safety harnesses, including
how to fasten and unfasten the safety belts and/or safety
harnesses;

(ii) The location and use of oxygen equipment if required (OPS
1.770 and OPS 1.775 refer). Passengers must also be
briefed to extinguish all smoking materials when oxygen
is being used; and

(iii) The location and use of life jackets if required (OPS 1.825

refers).

(c) After take-off

Passengers are reminded of the following if applicable:

(i) Smoking regulations; and

(ii) Use of safety belts and/or safety harnesses.

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AMENDED PROPOSAL

(d) Before landing

Passengers are reminded of the following if applicable:

(i) Smoking regulations;

(ii) Use of safety belts and/or safety harnesses;

(iii) Back of the seat to be in the upright position and tray table

stowed;

(iv) Re-stowage of hand baggage; and

(v) Restrictions on the use of portable electronic devices.

(e) After landing

Passengers are reminded of the following:

(i) Smoking regulations; and

(ii) Use of safety belts and/or safety harnesses.

(f)

In an emergency during flight, passengers are instructed in such
emergency action as may be appropriate to the circumstances.

OPS 1.290

Flight preparation

(a) An operator

shall ensure that an operational

flight plan is

completed for each intended flight.

(b) The commander shall not commence a flight unless he is satisfied

that:

1. The aeroplane is airworthy;

2. The aeroplane configuration is in accordance with the Config-

uration Deviation List (CDL);

3. The instruments and equipment required for the flight to be
conducted, in accordance with Subparts K and L, are available;

4. The instruments and equipment are in operable condition

except as provided in the MEL;

5. Those parts of the operations manual which are required for

the conduct of the flight are available;

6. The documents, additional information and forms required to
be available by OPS 1.125 and OPS 1.135 are on board;

7. Current maps, charts and associated documents or equivalent
data are available to cover the intended operation of
the
aeroplane including any diversion which may reasonably be
expected;

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8. Ground facilities and services required for the planned flight

are available and adequate;

9. The provisions specified in the operations manual in respect of
fuel, oil and oxygen requirements, minimum safe altitudes,
aerodrome operating minima and availability of alternate aero-
dromes, where required, can be complied with for the planned
flight;

10. The load is properly distributed and safely secured;

11. The mass of the aeroplane, at the commencement of take-off
the flight can be conducted in

roll, will be such that
compliance with Subparts F to I as applicable; and

12. Any operational

limitation in addition to those covered by

sub-paragraphs (9) and (11) above can be complied with.

OPS 1.295

Selection of aerodromes

(a) An operator shall establish procedures for the selection of desti-
nation and/or alternate aerodromes in accordance with OPS 1.220
when planning a flight.

(b) An operator must select and specify in the operational flight plan a
it would not be possible to return to the
for meteorological or performance

take-off alternate if
aerodrome of departure
reasons. The take-off alternate shall be located within:

1. For two-engined aeroplanes, either:

(i) One hour flight time at a one-engine-inoperative cruising
speed according to the AFM in still air standard conditions
based on the actual take-off mass; or

(ii) Two hours or

the
is less, at

approved ETOPS diversion time,
whichever
the one-engine-inoperative cruising
speed according to the AFM in still air standard conditions
for aeroplanes and crews authorised for ETOPS; or

2. Two hours flight time at a one-engine-inoperative cruising speed
according to the AFM in still air standard conditions based on
the actual take-off mass for three and four-engined aeroplanes;
and

3. If the AFM does not contain a one-engine-inoperative cruising
speed, the speed to be used for calculation must be that which is
achieved with the
at maximum
remaining engine(s)
continuous power.

set

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(c) An operator must select at least one destination alternate for each

IFR flight unless:

1. Both:

(i) The duration of the planned flight from take-off to landing

does not exceed 6 hours; and

(ii) Two separate runways are available at the destination and
the meteorological conditions prevailing are such that, for
the period from one hour before until one hour after the
expected time of arrival at destination, the approach from
the relevant minimum sector altitude and the landing can be
made in VMC

or

2. The destination is isolated and no adequate destination alternate

exists.

(d) An operator must select two destination alternates when the appro-
priate weather reports or forecasts for the destination, or any
combination thereof, indicate that:

1. During a period commencing 1 hour before and ending 1 hour
after the estimated time of arrival the weather conditions will be
below the applicable planning minima; or

2. When no meteorological information is available.

(e) An operator shall specify any required alternate(s)

in the oper-

ational flight plan.

OPS 1.297

Planning minima for IFR flights

(a) Planning minima for take-off alternates

An operator shall not select an aerodrome as a take-off alternate
aerodrome unless the appropriate weather reports or forecasts or
any combination thereof indicate that, during a period commencing
1 hour before and ending 1 hour after the estimated time of arrival
at the aerodrome, the weather conditions will be at or above the
applicable landing minima specified in accordance with OPS 1.225.
The ceiling must be taken into account when the only approaches
available are non-precision and/or circling approaches. Any limi-
tation related to one engine inoperative operations must be taken
into account.

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(b) Planning minima for destination and destination alternate aerodromes

An operator shall only select the destination aerodrome and/or
destination alternate aerodrome(s) when the appropriate weather
reports or forecasts, or any combination thereof,
indicate that,
during a period commencing 1 hour before and ending 1 hour
after the estimated time of arrival at the aerodrome, the weather
conditions will be at or above the applicable planning minima as
follows:

1. Planning minima for a destination aerodrome:

(i) RVR/visibility specified in accordance with OPS 1.225; and

(ii) For a non-precision approach or a circling approach, the

ceiling at or above MDH; and

2. Planning minima for destination alternate aerodrome(s):

Table 1

Planning minima — En-route and destination alternates

Type of approach

Planning minima

Cat II and III

Cat I

Non-precision

Cat I (Note 1)

Non-precision (Notes 1 and 2)

Non-precision (Notes 1 and 2)
plus 200 ft/1 000 m

Circling

Circling

Note 1: RVR.

Note 2: The ceiling must be at or above the MDH.

(c) Planning minima for an en-route alternate aerodrome

combination thereof,

An operator shall not select an aerodrome as an en-route alternate
aerodrome unless the appropriate weather reports or forecasts, or
any
period
commencing 1 hour before and ending 1 hour after the expected
time of arrival at the aerodrome, the weather conditions will be at
or above the planning minima in accordance with Table 1 above.

indicate

during

that,

a

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AMENDED PROPOSAL

(d) Planning minima for an ETOPS en-route alternate

An operator shall not select an aerodrome as an ETOPS en-route
alternate aerodrome unless the appropriate weather reports or
forecasts, or any combination thereof,
indicate that, during a
period commencing 1 hour before and ending 1 hour after the
expected time of arrival at the aerodrome, the weather conditions
will be at or above the planning minima prescribed in Table 2
below, and in accordance with the operator's ETOPS approval.

Table 2

Planning minima — ETOPS

Type of approach

Planning minima

(RVR/visibility required and ceiling if applicable)

Table 2

Planning minima — ETOPS

Type of approach

Planning minima

(RVR/visibility required and ceiling if applicable)

Aerodrome with

at least 2 separate
approach procedures
based on 2 separate
aids serving 2 separate
runways. (see IEM OPS
1.295 (c) (i) (ii))

at least 2 separate
approach procedures
based on 2 separate
aids serving 1 runway
or, at least 1 approach
procedure based on 1
aid serving 1 runway

Aerodrome with

at least 2 separate
approach procedures
based on 2 separate
aids serving 2 separate
runways

at least 2 separate
approach procedures
based on 2 separate
aids serving 1 runway
or, at least 1 approach
procedure based on 1
aid serving 1 runway

Precision approach
Cat II,III (ILS, MLS)

Precision approach
Cat I Minima

Non-precision
approach minima

Precision approach
Cat II,III (ILS, MLS)

Precision approach
Cat I Minima

Non-precision
approach minima

Precision approach
Cat I (ILS, MLS)

Non-precision
approach minima

Circling minima or if
not available, non-
precision approach
minima plus 200 ft/
1 000 m

Precision approach
Cat I (ILS, MLS)

Non-precision
approach minima

Circling minima or if
not available, non-
precision approach
minima plus 200 ft/
1 000 m

Non-precision
approach

The lower of non-
precision approach
minima plus 200 ft/
1 000 m or circling
minima

The higher of circling
minima or non-
precision approach
minima plus 200 ft/
1 000 m

Circling approach

Circling minima

Non-precision
approach

The lower of non-
precision approach
minima plus 200 ft/
1 000 m or circling
minima

The higher of circling
minima or non-
precision approach
minima plus 200 ft/
1 000 m

Circling Approach

Circling minima

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OPS 1.300

Unchanged

Submission of ATS flight plan

An operator shall ensure that a flight is not commenced unless an ATS
flight plan has been submitted, or adequate information has been
deposited in order to permit alerting services to be activated if required.

OPS 1.305

Re/defuelling with passengers embarking, on board or disem-
barking

(See Appendix 1 to OPS 1.305)

An operator shall ensure that no aeroplane is re/defuelled with Avgas
or wide cut type fuel (eg. Jet-B or equivalent) or when a mixture of
these types of fuel might occur, when passengers are embarking, on
board or disembarking. In all other cases necessary precautions must
be taken and the aeroplane must be properly manned by qualified
personnel ready to initiate and direct an evacuation of the aeroplane
by the most practical and expeditious means available.

OPS 1.307

Refuelling/defuelling with wide-cut fuel

An operator shall establish procedures for refuelling/defuelling with
wide-cut fuel (eg. Jet B or equivalent) if this is required.

OPS 1.310

Crew members at stations

(a) Flight crew members

1. During take-off and landing each flight crew member required

to be on flight deck duty shall be at his station.

2. During all other phases of

flight each flight crew member
required to be on flight deck duty shall remain at his station
unless his absence is necessary for the performance of his duties
in connection with the operation, or for physiological needs
provided at least one suitably qualified pilot remains at the
controls of the aeroplane at all times.

(b) Cabin crew members

On all the decks of the aeroplane that are occupied by passengers,
required cabin crew members shall be seated at
their assigned
stations during take-off and landing, and whenever deemed
necessary by the commander in the interest of safety.

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OPS 1.315

AMENDED PROPOSAL

Assisting means for emergency evacuation

An operator shall establish procedures to ensure that before taxying,
take-off and landing, and when safe and practicable to do so, an
assisting means for emergency evacuation that deploys automatically,
is armed.

OPS 1.320

Seats, safety belts and harnesses

(a) Crew members

1. During take-off and landing, and whenever deemed necessary by
the commander in the interest of safety, each crew member shall
be properly secured by all safety belts and harnesses provided.

2. During other phases of the flight each flight crew member on
the flight deck shall keep his safety belt fastened while at his
station.

(b) Passengers

1. Before take-off and landing, and during taxying, and whenever
deemed necessary in the interest of safety, the commander shall
ensure that each passenger on board occupies a seat or berth
with his
safety belt, or harness where provided, properly
secured.

2. An operator shall make provision for, and the commander shall
ensure that multiple occupancy of aeroplane seats may only be
allowed on specified seats and does not occur other than by one
adult
a
infant who is properly
supplementary loop belt or other restraint device.

secured by

and one

OPS 1.325

Securing of passenger cabin and galley(s)

(a) An operator shall establish procedures to ensure that before
taxying, take-off and landing all exits and escape paths are unob-
structed.

(b) The commander shall ensure that before take-off and landing, and
whenever deemed necessary in the interest of safety, all equipment
and baggage is properly secured.

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OPS 1.330

AMENDED PROPOSAL

Accessibility of emergency equipment

The commander shall ensure that
remains easily accessible for immediate use.

relevant emergency equipment

OPS 1.335

Smoking on board

(a) The commander shall ensure that no person on board is allowed to

smoke:

1. Whenever deemed necessary in the interest of safety;

2. While the aeroplane is on the ground unless

specifically
permitted in accordance with procedures defined in the
Operations Manual;

3. Outside designated smoking areas,

in the aisle(s) and in the

toilet(s);

4. In cargo compartments and/or other areas where cargo is
carried which is not stored in flame resistant containers or
covered by flame resistant canvas; and

5. In those areas of the cabin where oxygen is being supplied.

OPS 1.340

Meteorological conditions

(a) On an IFR flight a commander shall not:

1. Commence take-off; nor

2. Continue beyond the point from which a revised flight plan

applies in the event of in-flight replanning,

unless information is available indicating that the expected weather
conditions at the destination and/or required alternate aerodrome(s)
prescribed in OPS 1.295 are at or above the planning minima,
prescribed in OPS 1.297.

(b) On an IFR flight a commander shall not continue beyond:

1. The decision point when using the decision point procedure; or

2. The pre-determined point when using the pre-determined point

procedure,

unless information is available indicating that the expected weather
conditions at the destination and/or required alternate aerodrome(s)
prescribed in OPS 1.295 are at or above the applicable aerodrome
operating minima prescribed in OPS 1.225.

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(c) On an IFR flight, a commander shall not continue towards the
information
planned destination aerodrome unless
available indicates
the
weather conditions at the destination, or at least one destination
alternate aerodrome, are at or above the planning applicable
aerodrome operating minima.

the expected time of arrival,

that, at

latest

the

(d) On a VFR flight a commander shall not commence take-off unless
current meteorological reports or a combination of current reports
and forecasts indicate that the meteorological conditions along the
route or that part of the route to be flown under VFR will, at the
appropriate time, be such as to render compliance with these rules
possible.

OPS 1.345

Ice and other contaminants

(a) An operator shall establish procedures to be followed when ground
de-icing and anti-icing and related inspections of the aeroplane(s)
are necessary.

(b) A commander shall not commence take-off unless the external
surfaces are clear of any deposit which might adversely affect the
the aeroplane except as
performance and/or controllability of
permitted in the Aeroplane Flight Manual.

(c) A commander shall not commence a flight under known or
expected icing conditions unless the aeroplane is certificated and
equipped to cope with such conditions.

OPS 1.350

Fuel and oil supply

A commander shall not commence a flight unless he is satisfied that
the aeroplane carries at least the planned amount of fuel and oil to
complete the flight safely, taking into account the expected operating
conditions.

OPS 1.355

Take-off conditions

Before commencing take-off, a commander must satisfy himself that,
according to the information available to him, the weather at the
aerodrome and the condition of
the runway intended to be used
should not prevent a safe take-off and departure.

OPS 1.360

Application of take-off minima

Before commencing take-off, a commander must satisfy himself that
the RVR or visibility in the take-off direction of the aeroplane is equal
to or better than the applicable minimum.

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INITIAL PROPOSAL

OPS 1.365

Minimum flight altitudes

The commander or the pilot to whom conduct of the flight has been
delegated shall not fly below specified minimum altitudes except when
necessary for take-off or landing.

OPS 1.370

Simulated abnormal situations in flight

An operator shall establish procedures to ensure that abnormal or
emergency situations requiring the application of part or all of
abnormal or emergency procedures and simulation of IMC by artificial
means, are not simulated during commercial air transportation flights.

OPS 1.375

In-flight fuel management

(See Appendix 1 to OPS 1.375)

(a) An operator shall establish a procedure to ensure that in-flight fuel

checks and fuel management are carried out.

(b) A commander

shall ensure that

the amount of usable fuel
remaining in flight is not less than the fuel required to proceed
to an aerodrome where a safe landing can be made, with final
reserve fuel remaining.

(c) The commander shall declare an emergency when the actual usable

fuel on board is less than final reserve fuel.

OPS 1.385

Use of supplemental oxygen

A commander shall ensure that
flight crew members engaged in
performing duties essential to the safe operation of an aeroplane in
flight use supplemental oxygen continuously whenever cabin altitude
exceeds 10 000 ft for a period in excess of 30 minutes and whenever
the cabin altitude exceeds 13 000 ft.

OPS 1.390

Cosmic radiation

(a) Active monitoring

1. An operator shall not operate an aeroplane above 15 000 m
(49 000 ft) unless the equipment specified in OPS 1.680 is
serviceable. and

2. The commander or the pilot to whom conduct of the flight has
been delegated shall
initiate a descent as soon as practicable
when the limit values specified in the Operations Manual are
exceeded.

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(b) Passive monitoring

Deleted

An operator shall take account of the in-flight exposure to cosmic
radiation of their flight crew and cabin crew and shall take the
following measures
to
exposure of more than 1 mSv per year:

those crew liable to be subject

for

1. assess their exposure;

2. arrange their working schedules, where practicable,

to keep

exposure below 6 mSv per year;

3.

inform them of
exposure;

the health risk associated with the likely

4. ensure that the working schedules for female crew, once they
have notified the operator that they are pregnant, keep the
equivalent dose to the foetus as low as can reasonably be
achieved and in any case ensure that
the dose does not
exceed 1 mSv for the remainder of the pregnancy;

5. ensure that where exposure is considered likely to exceed 6 mSv
per year, records are kept for each flight or cabin crew member
affected, and that appropriate medical surveillance is applied.

OPS 1.395

Unchanged

Ground proximity detection

When undue proximity to the ground is detected by any flight crew
member or by a ground proximity warning system, the commander or
the pilot to whom conduct of the flight has been delegated shall ensure
that corrective action is initiated immediately to establish safe flight
conditions.

OPS 1.400

Approach and landing conditions

Before commencing an approach to land, the commander must satisfy
himself that, according to the information available to him, the weather
at the aerodrome and the condition of the runway intended to be used
should not prevent a safe approach,
landing or missed approach,
having regard to the performance information contained in the
Operations Manual.

OPS 1.405

Commencement and continuation of approach

(a) The commander or the pilot to whom conduct of the flight has
been delegated may commence an instrument approach regardless
of
the approach shall not be
continued beyond the outer marker, or equivalent position, if the
reported RVR/visibility is less than the applicable minima.

the reported RVR/Visibility but

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AMENDED PROPOSAL

(b) Where RVR is not available, the pilot-in-command may derive an
RVR value by converting the reported visibility in accordance with
Appendix 1 to OPS 1.430, sub-paragraph (h).

(b) Where RVR is not available, RVR values may be derived by
converting the reported visibility in accordance with Appendix 1
to OPS 1.430, sub-paragraph (h).

(c) If, after passing the outer marker or equivalent position in
accordance with (a) above, the reported RVR/visibility falls below
the applicable minimum, the pilot-in-command may continue the
approach to DA/H or MDA/H.

(c) If, after passing the outer marker or equivalent position in
accordance with (a) above, the reported RVR/visibility falls below
the applicable minimum, the approach may be continued to DA/H
or MDA/H.

(d) Where no outer marker or equivalent position exists, the pilot-
in-command shall make the decision to continue or abandon the
approach before descending below 1 000 ft above the aerodrome
on the final approach segment.

(d) Where no outer marker or

the
commander or the pilot to whom conduct of the flight has been
delegated shall make the decision to continue or abandon the
approach before descending below 1 000 ft above the aerodrome
on the final approach segment.

equivalent position exists,

(e) A pilot may continue the approach below DA/H or MDA/H and
the landing may be completed provided that the required visual
reference is established at the DA/H or MDA/H and is maintained.

(e) The approach may be continued below DA/H or MDA/H and the
the required visual
landing may be completed provided that
reference is established at the DA/H or MDA/H and is maintained.

OPS 1.410

Unchanged

Operating procedures — Threshold crossing height

An operator must establish operational procedures designed to ensure
that an aeroplane being used to conduct precision approaches crosses
the threshold by a safe margin, with the aeroplane in the landing
configuration and attitude.

OPS 1.415

Journey log

A commander shall ensure that the Journey log is completed.

OPS 1.420

Occurrence reporting

(a) Flight incidents

1. The operator or commander of an aeroplane shall submit a
report to the Authority of any incident that has endangered
or may have endangered safe operation of a flight.

2. Reports shall be despatched within 72 hours of the event, unless

exceptional circumstances prevent this.

(b) Technical defects and exceedance of technical limitations

A commander
exceedances of
responsible
for
Technical Log.

ensure

shall
technical
the

flight

all

that

technical defects

and
limitations occurring while he was
aeroplane's

recorded in the

are

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(c) Air traffic incidents

in
A commander
accordance with ICAO PANS RAC whenever an aeroplane in
flight has been endangered by:

traffic incident

submit an air

report

shall

1. A near collision with any other flying device; or

2. Faulty air

traffic procedures or

lack of compliance with
applicable procedures by Air Traffic Services or by the flight
crew; or

3. A failure of ATS facilities.

(d) Bird hazards and strikes

1. A commander shall immediately inform the appropriate ground

station whenever a potential bird hazard is observed.

2. A commander shall submit a written bird strike report after
landing whenever an aeroplane for which he is responsible
suffers a bird strike.

(e) In-flight emergencies with dangerous goods on board

If an in-flight emergency occurs and the situation permits, a
commander shall inform the appropriate Air Traffic Services unit
of any dangerous goods on board.

(f) Unlawful interference

Following an act of unlawful interference on board an aeroplane, a
commander shall submit a report, as soon as practicable, to the
local Authority and/or the Authority.

(g) Irregularities of ground and navigational

facilities and hazardous

conditions

A commander shall notify the appropriate ground station as soon
as practicable whenever a potentially hazardous condition such as:

1. An irregularity in a ground or navigational facility; or

2. A meteorological phenomenon; or

3. A volcanic ash cloud; or

4. A high radiation level,

is encountered during flight.

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OPS 1.425

Accident reporting

(a) An operator shall establish procedures to ensure that the nearest
appropriate authority is notified by the quickest available means of
any accident, involving the aeroplane, resulting in serious injury (as
defined in ICAO Annex 13) or death of any person or substantial
damage to the aeroplane or property.

(b) A commander shall submit a report

to the Authority of any
accident on board, resulting in serious injury to, or death of, any
person on board while he was responsible for the flight.

Appendix 1 to OPS 1.270

Stowage of baggage and cargo

Procedures established by an operator to ensure that hand baggage and
cargo is adequately and securely stowed must take account of the
following:

1. Each item carried in a cabin must be stowed only in a location that

is capable of restraining it;

2. Mass limitations placarded on or adjacent to stowages must not be

exceeded;

3. Underseat stowages must not be used unless the seat is equipped
with a restraint bar and the baggage is of such size that it may
adequately be restrained by this equipment;

4. Items must not be stowed in toilets or against bulkheads that are
incapable of
forwards,
sideways or upwards and unless the bulkheads carry a placard
specifying the greatest mass that may be placed there;

against movement

restraining articles

5. Baggage and cargo placed in lockers must not be of such size that

they prevent latched doors from being closed securely;

6. Baggage and cargo must not be placed where it can impede access

to emergency equipment; and

7. Checks must be made before take-off, before landing, and whenever
the pilot-in-command illuminates the fasten seat belts signs (or
otherwise so orders) to ensure that baggage is stowed where it
cannot impede evacuation from the aircraft or cause injury by
falling (or other movement) as may be appropriate to the phase
of flight.

7. Checks must be made before take-off, before landing, and whenever
the fasten seat belts signs are illuminated or it is otherwise so
ordered to ensure that baggage is stowed where it cannot impede
evacuation from the aircraft or cause injury by falling (or other
movement) as may be appropriate to the phase of flight.

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Appendix 1 to OPS 1.305

Unchanged

Re/defuelling with passengers embarking, on board or disembarking

An operator must establish operational procedures for re/defuelling
with passengers embarking, on board or disembarking to ensure the
following precautions are taken:

1. One qualified person must remain at a specified location during
fuelling operations with passengers on board. This qualified
person must be
capable of handling emergency procedures
concerning fire protection and fire-fighting, handling communi-
cations and initiating and directing an evacuation;

2. Crew, staff and passengers must be warned that re/defuelling will

take place;

3. “Fasten Seat Belts” signs must be off;

4. “NO SMOKING” signs must be on, together with interior lighting to

enable emergency exits to be identified;

5. Passengers must be instructed to unfasten their seat belts and refrain

from smoking;

6. Sufficient qualified personnel must be on board and be prepared for

an immediate emergency evacuation;

7. If the presence of fuel vapour is detected inside the aeroplane, or
fuelling must be

any other hazard arises during re/defuelling,
stopped immediately;

8. The ground area beneath the exits

intended for emergency

evacuation and slide deployment areas must be kept clear; and

9. Provision is made for a safe and rapid evacuation.

Appendix 1 to OPS 1.375

In-flight fuel management

(a) In-flight fuel checks

1. A commander must ensure that fuel checks are carried out
intervals. The remaining fuel must be

in-flight at
recorded and evaluated to:

regular

(i) Compare actual consumption with planned consumption;

(ii) Check that the remaining fuel is sufficient to complete the

flight; and

(iii) Determine the expected fuel remaining on arrival at the

destination.

2. The relevant fuel data must be recorded.

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(b) In-flight fuel management

If, as a result of an in-flight fuel check, the expected fuel remaining
on arrival at the destination is less than the required alternate fuel
plus final reserve fuel, the commander must take into account the
traffic and the operational conditions prevailing at the destination
aerodrome, along the diversion route to an alternate aerodrome and
at the destination alternate aerodrome, when deciding to proceed to
the destination aerodrome or to divert, so as to land with not less
than final reserve fuel.

(c) If, as a result of an in-flight fuel check on a flight to an isolated
destination aerodrome, the expected fuel remaining at the point of
last possible diversion is less than the sum of:

1. Fuel to divert to an en-route alternate aerodrome selected in

accordance with OPS 1.297 (c);

2. Contingency fuel; and

3. Final reserve fuel,

the commander must either:

(i) Divert; or

(ii) Proceed to the destination, provided that two separate runways
are available at
the destination and the expected weather
conditions at the destination comply with those specified for
planning in OPS 1.297 (b)(1).

SUBPART E

ALL WEATHER OPERATIONS

OPS 1.430

Aerodrome operating minima — General

(See Appendix 1 to OPS 1.430)

(a) An operator shall establish, for each aerodrome planned to be used,
aerodrome operating minima that are not lower than the values
given in Appendix 1. The method of determination of such minima
must be acceptable to the Authority. Such minima shall not be
lower than any that may be established for such aerodromes by
the State in which the aerodrome is
located, except when
specifically approved by that State.

Note: The above paragraph does not prohibit in-flight calculation of
minima for a non-planned alternate aerodrome if carried out in
accordance with an accepted method.

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(b) In establishing the aerodrome operating minima which will apply
to any particular operation, an operator must take full account of:

1. The type, performance and handling characteristics of

the

aeroplane;

2. The composition of

the flight crew,

their competence and

experience;

3. The dimensions and characteristics of the runways which may

be selected for use;

4. The adequacy and performance of

the available visual and

non-visual ground aids

5. The equipment available on the aeroplane for the purpose of
navigation and/or control of the flight path, as appropriate,
during the take-off,
the landing,
roll-out and the missed approach;

the approach,

the flare,

6. The obstacles

in the approach, missed approach and the
the execution of contingency

climb-out areas
procedures and necessary clearance;

required for

7. The obstacle

clearance
approach procedures; and

altitude/height

for

the

instrument

8. The means to determine and report meteorological conditions.

(c) The aeroplane categories referred to in this Subpart must be derived
in accordance with the method given in Appendix 2 to OPS
1.430(c).

OPS 1.435

Terminology

Terms used in this Subpart and not defined in JAR-1 have the
following meaning:

1. Circling. The visual phase of an instrument approach to bring an
aircraft into position for landing on a runway which is not suitably
located for a straight-in approach.

2. Low Visibility Procedures

an
aerodrome for the purpose of ensuring safe operations during
Category II and III approaches and Low Visibility Take-Offs.

(LVP). Procedures

applied at

3. Low Visibility Take-Off

(LVTO). A take-off where the Runway

Visual Range (RVR) is less than 400 m.

4. Flight control system. A system which includes an automatic

landing system and/or a hybrid landing system.

in the event of a failure,

5. Fail-passive flight control system. A flight control system is fail-
passive if,
there is no significant
out-of-trim condition or deviation of flight path or attitude but
the landing is not completed automatically. For a fail-passive
automatic flight control system the pilot assumes control of the
aeroplane after a failure.

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6. Fail-operational flight control system. A flight control system is
fail-operational if, in the event of a failure below alert height, the
approach, flare and landing, can be completed automatically. In the
event of a failure, the automatic landing system will operate as a
fail-passive system.

7. Fail-operational hybrid landing system. A system which consists of
a primary fail-passive automatic landing system and a secondary
to complete a
independent guidance system enabling the pilot
landing manually after failure of the primary system.

Note: A typical secondary independent guidance system consists of
a monitored head-up display providing guidance which normally
takes the form of command information but it may alternatively be
situation (or deviation) information.

8. Visual approach. An approach when either part or all of an
completed and the

instrument
approach is executed with visual reference to the terrain.

approach procedure

is not

OPS 1.440

Low visibility operations — General operating rules

(See Appendix 1 to OPS 1.440)

(a) An operator shall not conduct Category II or III operations unless:

1. Each aeroplane concerned is certificated for operations with
decision heights below 200 ft, or no decision height, and
equipped in accordance with JAR-AWO or an equivalent
accepted by the Authority;

2. A suitable system for recording approach and/or automatic
landing success and failure is established and maintained to
monitor the overall safety of the operation;

3. The operations are approved by the Authority;

4. The flight crew consists of at least 2 pilots; and

5. Decision Height is determined by means of a radio altimeter.

(b) An operator shall not conduct low visibility take-offs in less than
150 m RVR (Category A, B and C aeroplanes) or 200 m RVR
(Category D aeroplanes) unless approved by the Authority.

OPS 1.445

Low visibility operations — Aerodrome considerations

(a) An operator shall not use an aerodrome for Category II or III
operations unless the aerodrome is approved for such operations
by the State in which the aerodrome is located.

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(b) An operator shall verify that Low Visibility Procedures (LVP) have
been established, and will be enforced, at those aerodromes where
low visibility operations are to be conducted.

OPS 1.450

Low visibility operations — Training and qualifications

(See Appendix 1 to OPS 1.450)

An operator shall ensure that, prior to conducting Low Visibility
Take-Off, Category II and III operations:

1. Each flight crew member:

(i) Completes the training and checking requirements prescribed in
Appendix 1 including simulator training in operating to the
limiting values of RVR and Decision Height appropriate to the
operator's Category II/III approval; and

(ii) Is qualified in accordance with Appendix 1;

2. The training and checking is conducted in accordance with a
detailed syllabus approved by the Authority and included in the
Operations Manual. This training is in addition to that prescribed
in Subpart N; and

3. The flight crew qualification is specific to the operation and the

aeroplane type.

OPS 1.455

Low visibility operations — Operating procedures

(See Appendix 1 to OPS 1.455)

(a) An operator must establish procedures and instructions to be used
for Low Visibility Take-Off and Category II and III operations.
These procedures must be included in the Operations Manual
and contain the duties of flight crew members during taxying,
take-off, approach, flare, landing, roll-out and missed approach as
appropriate.

(b) The commander shall satisfy himself that:

1. The status of the visual and non-visual facilities is sufficient
prior to commencing a Low Visibility Take-Off or a Category
II or III approach;

2. Appropriate LVPs are in force according to information received
from Air Traffic Services, before commencing a Low Visibility
Take-off or a Category II or III approach; and

3. The flight crew members are properly qualified prior

to
commencing a Low Visibility Take-off in an RVR of less than
150 m (Category A, B and C aeroplanes) or 200 m (Cat D
aeroplanes) or a Category II or III approach.

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OPS 1.460

AMENDED PROPOSAL

Low visibility operations — Minimum equipment

(a) An operator must include in the Operations Manual the minimum
equipment that has to be serviceable at the commencement of a
Low Visibility Take-off or a Category II or
III approach in
accordance with the AFM or other approved document.

(b) The commander

the
satisfy himself
aeroplane and of the relevant airborne systems is appropriate for
the specific operation to be conducted.

the status of

shall

that

OPS 1.465

VFR operating minima

(See Appendix 1 to OPS 1.465)

An operator shall ensure that:

1. VFR flights are conducted in accordance with the Visual Flight Rules
and in accordance with the Table in Appendix 1 to OPS 1.465.

2. Special VFR flights are not commenced when the visibility is less
than 3 km and not otherwise conducted when the visibility is less
than 1,5 km.

Appendix 1 to OPS 1.430

Aerodrome operating minima

(a) Take-off minima

1. General

(i) Take-off minima established by the operator must be
expressed as visibility or RVR limits, taking into account
all relevant factors for each aerodrome planned to be used
and the aeroplane characteristics. Where there is a specific
need to see and avoid obstacles on departure and/or for a
forced landing, additional conditions (e.g. ceiling) must be
specified.

(ii) The commander shall not commence take-off unless the
the aerodrome of departure are
weather conditions at
equal to or better than applicable minima for landing at
that
alternate
aerodrome is available.

aerodrome unless

take-off

suitable

a

(iii) When the reported meteorological visibility is below that
required for take-off and RVR is not reported, a take-off
can
may only
determine
take-off
runway is equal to or better than the required minimum.

commenced
the RVR/visibility

commander

along the

be
that

the

if

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(iv) When no reported meteorological visibility or RVR is
available, a take-off may only be commenced if
the
commander can determine that
the RVR/visibility along
the take-off runway is equal to or better than the required
minimum.

2. Visual reference

The take-off minima must be selected to ensure sufficient
guidance to control the aeroplane in the event of both a discon-
tinued take-off
in adverse circumstances and a continued
take-off after failure of the critical power unit.

3. Required RVR/Visibility

(i) For multi-engined aeroplanes, whose performance is such
in the event of a critical power unit failure at any
that,
the aeroplane can either stop or
point during take-off,
continue the take-off to a height of 1 500 ft above the
aerodrome while
required
margins, the take-off minima established by an operator
must be expressed as RVR/Visibility values not lower than
those given in Table 1 below except as provided in
paragraph (4) below:

clearing obstacles by

the

Table 1

RVR/Visibility for take-off

Take-off RVR/Visibility

Facilities

RVR/Visibility
(Note 3)

Nil (Day only)

500 m

Runway edge lighting and/or centreline
marking

250/300 m (Notes 1 and
2)

Runway edge and centerline lighting

200/250 m (Note 1)

Runway edge and centerline lighting
and multiple RVR information

150/200 m (Notes 1 and
4)

Note 1: The higher values apply to Category D aeroplanes.

Note 2: For night operations at least runway edge and runway end lights
are required.

Note 3: The reported RVR/Visibility value representative of the initial
part of the take-off run can be replaced by pilot assessment.

Note 4: The required RVR value must be achieved for all of the relevant
RVR reporting points with the exception given in Note 3 above.

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failure,

(ii) For multi-engined aeroplanes whose performance is such
that they cannot comply with the performance conditions
in sub-paragraph (a)(3)(i) above in the event of a critical
there may be a need to re-land
power unit
immediately and to see and avoid obstacles in the take-off
area. Such aeroplanes may be operated to the following
take-off minima provided they are able to comply with
the applicable obstacle clearance criteria, assuming engine
failure at the height specified. The take-off minima estab-
lished by an operator must be based upon the height from
which the one engine inoperative net take-off flight path
can be constructed. The RVR minima used may not be
lower than either of the values given in Table 1 above or
Table 2 below.

Assumed engine failure height above the runway versus RVR/Visibility

Table 2

Take-off RVR/Visibility — flight path

Assumed engine failure height above the take-off
runway

RVR/Visibility
(Note 2)

< 50 ft

51-100 ft

101-150 ft

151-200 ft

201-300 ft

> 300 ft

200 m

300 m

400 m

500 m

1 000 m

1 500 m
(Note 1)

Note 1: 1 500 m is also applicable if no positive take-off flight path can
be constructed.

Note 2: The reported RVR/Visibility value representative of the initial
part of the take-off run can be replaced by pilot assessment.

(iii) When reported RVR, or meteorological visibility is not
available,
the commander shall not commence take-off
unless he can determine that the actual conditions satisfy
the applicable take-off minima.

4. Exceptions to paragraph (a)(3)(i) above:

(i) Subject to the approval of the Authority, and provided the
requirements in paragraphs (A)
to (E) below have been
satisfied, an operator may reduce the take-off minima to
125 m RVR (Category A, B and C aeroplanes) or 150 m
RVR (Category D aeroplanes) when:

(A) Low Visibility Procedures are in force;

(B) High intensity runway centreline lights spaced 15 m or
less and high intensity edge lights spaced 60 m or less
are in operation;

(C) Flight

crew members have

satisfactorily completed

training in a simulator approved for this procedure;

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(D) A 90 m visual segment is available from the cockpit at

the start of the take-off run; and

(E) The required RVR value has been achieved for all of the

relevant RVR reporting points.

(ii) Subject to the approval of the Authority, an operator of an
aeroplane using an approved lateral guidance system for
take-off may reduce the take-off minima to an RVR less
than 125 m (Category A, B and C aeroplanes) or 150 m
(Category D aeroplanes) but not lower than 75 m provided
runway protection and facilities equivalent to Category III
landing operations are available.

(b) Non-precision approach

1. System minima

An operator must ensure that system minima for non-precision
approach procedures, which are based upon the use of ILS
without glidepath (LLZ only), VOR, NDB, SRA and VDF are
not lower than the MDH values given in Table 3 below.

Table 3

System minima for non-precision approach aids

System minima

Facility

Lowest MDH

ILS (no glide path — LLZ)

SRA (terminating at ½ NM)

SRA (terminating at 1 NM)

SRA (terminating at 2 NM)

VOR

VOR/DME

NDB

VDF (QDM and QGH)

250 ft

250 ft

300 ft

350 ft

300 ft

250 ft

300 ft

300 ft

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2. Minimum descent height

An operator must ensure that the minimum descent height for a
non-precision approach is not lower than either:

(i) The OCH/OCL for the category of aeroplane; or

(ii) The system minimum.

3. Visual Reference

A pilot may not continue an approach below MDA/MDH unless
at least one of the following visual references for the intended
runway is distinctly visible and identifiable to the pilot:

(i) Elements of the approach light system;

(ii) The threshold;

(iii) The threshold markings;

(iv) The threshold lights;

(v) The threshold identification lights;

(vi) The visual glide slope indicator;

(vii) The touchdown zone or touchdown zone markings;

(viii) The touchdown zone lights;

(ix) Runway edge lights; or

(x) Other visual references accepted by the Authority.

4. Required RVR

The lowest minima to be used by an operator for non-precision
approaches are:

Table 4a

RVR for non-precision approach — full facilities

Non-precision approach minima
Full facilities
(Notes 1, 5, 6 and 7)

MDH

RVR/Aeroplane Category

A

B

C

D

250-299 ft

300-449 ft

450-649 ft

800 m

800 m

800 m 1 200 m

900 m 1 000 m 1 000 m 1 400 m

1 000 m 1 200 m 1 200 m 1 600 m

650 ft and above

1 200 m 1 400 m 1 400 m 1 800 m

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Table 4b

RVR for non-precision approach — intermediate facilities

Non-precision approach minima
Intermediate facilities
(Notes 2, 5, 6 and 7)

MDH

RVR/Aeroplane Category

A

B

C

D

250-299 ft

300-449 ft

450-649 ft

1 000 m 1 100 m 1 200 m 1 400 m

1 200 m 1 300 m 1 400 m 1 600 m

1 400 m 1 500 m 1 600 m 1 800 m

650 ft and above

1 500 m 1 500 m 1 800 m 2 000 m

Table 4c

RVR for non-precision approach — basic facilities

Non-precision approach minima
Basic facilities
(Notes 3, 5, 6 and 7)

MDH

RVR/Aeroplane Category

A

B

C

D

250-299 ft

300-449 ft

450-649 ft

1 200 m 1 300 m 1 400 m 1 600 m

1 300 m 1 400 m 1 600 m 1 800 m

1 500 m 1 500 m 1 800 m 2 000 m

650 ft and above

1 500 m 1 500 m 2 000 m 2 000 m

RVR for non-precision approach — Nil approach light facilities

Table 4d

Non-precision approach minima
Nil approach light facilities
(Notes 4, 5, 6 and 7)

MDH

RVR/Aeroplane Category

A

B

C

D

250-299 ft

300-449 ft

450-649 ft

1 000 m 1 500 m 1 600 m 1 800 m

1 500 m 1 500 m 1 800 m 2 000 m

1 500 m 1 500 m 2 000 m 2 000 m

650 ft and above

1 500 m 1 500 m 2 000 m 2 000 m

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AMENDED PROPOSAL

Note 1: Full facilities comprise runway markings, 720 m or more of
HI/MI approach lights, runway edge lights, threshold lights and runway
end lights. Lights must be on.

Note 2: Intermediate facilities comprise runway markings, 420-719 m
of HI/MI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.

Note 3: Basic facilities comprise runway markings, < 420 m of HI/MI
approach lights, any length of LI approach lights, runway edge lights,
threshold lights and runway end lights. Lights must be on.

Note 4: Nil approach light facilities comprise runway markings, runway
edge lights, threshold lights, runway end lights or no lights at all.

Note 5: The tables are only applicable to conventional approaches with
a nominal descent slope of not greater than 4i. Greater descent slopes
will usually require that visual glide slope guidance (e.g. PAPI) is also
visible at the Minimum Descent Height.

Note 5: The tables are only applicable to conventional approaches with
a nominal descent slope of not greater than 4°. Greater descent slopes
will usually require that visual glide slope guidance (e.g. PAPI) is also
visible at the Minimum Descent Height.

Note 6: The above figures are either reported RVR or meteorological
visibility converted to RVR as in sub-paragraph (h) below.

Unchanged

Note 7: The MDH mentioned in Table 4a, 4b, 4c and 4d refers to the
initial calculation of MDH. When selecting the associated RVR, there is
no need to take account of a rounding up to the nearest ten feet, which
may be done for operational purposes, e.g. conversion to MDA.

5. Night operations

For night operations at least runway edge, threshold and runway
end lights must be on.

(c) Precision approach — Category I operations

1. General

A Category I operation is a precision instrument approach and
landing using ILS, MLS or PAR with a decision height not lower
than 200 ft and with a runway visual range not
less than
550 m.

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AMENDED PROPOSAL

2. Decision Height

An operator must ensure that the decision height to be used for
a Category I precision approach is not lower than:

(i) The minimum decision height specified in the Aeroplane

Flight Manual (AFM) if stated;

(ii) The minimum height to which the precision approach aid

can be used without the required visual reference;

(iii) The OCH/OCL for the category of aeroplane; or

(iv) 200 ft.

3. Visual reference

A pilot may not continue an approach below the Category I
decision height, determined in accordance with sub-paragraph
(c)(2) above, unless at least one of the following visual references
for the intended runway is distinctly visible and identifiable to
the pilot:

(i) Elements of the approach light system;

(ii) The threshold;

(iii) The threshold markings;

(iv) The threshold lights;

(v) The threshold identification lights;

(vi) The visual glide slope indicator;

(vii) The touchdown zone or touchdown zone markings;

(viii) The touchdown zone lights; or

(ix) Runway edge lights.

4. Required RVR

The lowest minima to be used by an operator for Category I
operations are:

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INITIAL PROPOSAL

Table 5

AMENDED PROPOSAL

Table 5

RVR for Cat I approach vs. facilities and DH

RVR for Cat I approach vs. facilities and DH

Category I minima

Category I minima

Facilities/RVR (Note 5)

Facilities/RVR (Note 5)

Decision height (Note 7)

Full (Notes 1
and 6)

Interm.
(Notes 2 and
6)

Basic (Notes
3 and 6)

Nil (Notes 4
and 6)

Decision height (Note 7)

Full (Notes 1
and 6)

Interm.
(Notes 2 and
6)

Basic (Notes
3 and 6)

Nil (Notes 4
and 6)

200 ft

201-50 ft

251-300 ft

550 m

700 m

800 m 1 000 m

200 ft

550 m

700 m

800 m 1 000 m

600 m

700 m

800 m 1 000 m

201-250 ft

600 m

700 m

800 m 1 000 m

650 m

800 m

900 m 1 200 m

251-300 ft

650 m

800 m

900 m 1 200 m

301 ft and above

800 m

900 m 1 000 m 1 200 m

301 ft and above

800 m

900 m 1 000 m 1 200 m

Note 1: Full facilities comprise runway markings, 720 m or more of
HI/MI approach lights, runway edge lights, threshold lights and runway
end lights. Lights must be on.

Unchanged

Note 2: Intermediate facilities comprise runway markings, 420-719 m
of HI/MI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.

Note 3: Basic facilities comprise runway markings, < 420 m of HI/MI
approach lights, any length of LI approach lights, runway edge lights,
threshold lights and runway end lights. Lights must be on.

Note 4: Nil approach light facilities comprise runway markings, runway
edge lights, threshold lights, runway end lights or no lights at all.

Note 5: The above figures are either the reported RVR or meteoro-
logical visibility converted to RVR in accordance with paragraph (h).

Note 6: The table is applicable to conventional approaches with a glide
slope angle up to and including 4° (degree).

Note 7: The DH mentioned in the Table 5 refers to the initial calcu-
lation of DH. When selecting the associated RVR, there is no need to
take account of a rounding up to the nearest ten feet, which may be
done for operational purposes, (e.g. conversion to DA).

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AMENDED PROPOSAL

5. Single pilot operations

For single pilot operations, an operator must calculate the
minimum RVR for all approaches in accordance with OPS
1.430 and this Appendix. An RVR of less than 800 m is not
permitted except when using a suitable autopilot coupled to an
ILS or MLS, in which case normal minima apply. The decision
height applied must not be less than 1,25 × the minimum use
height for the autopilot.

6. Night operations

For night operations at least runway edge, threshold and runway
end lights must be on.

(d) Precision approach — Category II operations

1. General

A Category II operation is a precision instrument approach and
landing using ILS or MLS with:

(i) A decision height below 200 ft but not lower than 100 ft;

and

(ii) A runway visual range of not less than 300 m.

2. Decision height

An operator must ensure that the decision height for a Category
II operation is not lower than:

(i) The minimum decision height specified in the AFM,

if

stated;

(ii) The minimum height to which the precision approach aid

can be used without the required visual reference;

(iii) The OCH/OCL for the category of aeroplane;

(iv) The decision height to which the flight crew is authorised to

operate; or

(v) 100 ft.

3. Visual reference

A pilot may not continue an approach below the Category II
decision height determined in accordance with sub-paragraph
(d)(2) above unless visual reference containing a segment of at
least 3 consecutive lights being the centre line of the approach
lights, or touchdown zone lights, or runway centre line lights, or
runway edge lights, or a combination of these is attained and
can be maintained. This visual reference must include a lateral
element of the ground pattern, i.e. an approach lighting crossbar
or the landing threshold or a barette of the touchdown zone
lighting.

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4. Required RVR

The lowest minima to be used by an operator for Category II
operations are:

Table 6

RVR for Cat II approach vs DH

Category II minima

Decision height

100 ft-120 ft

121 ft-140 ft

141 ft and above

Auto-coupled to below DH (see Note 1)

RVR/Aeroplane Category
A, B and C

RVR/Aeroplane Category
D

300 m

400 m

450 m

300 m (Note
2)/350 m

400 m

450 m

Note 1: The reference to “auto-coupled to below DH” in this table means
continued use of the automatic flight control system down to a height
which is not greater than 80 % of the applicable DH. Thus airworthiness
requirements may,
for the
automatic flight control system, affect the DH to be applied.

through minimum engagement height

Note 2: 300 m may be used for a Category D aeroplane conducting an
autoland.

(e) Precision approach — Category III operations

1. General

Category III operations are subdivided as follows:

(i) Category III A operations

A precision instrument approach and landing using ILS or
MLS with:

(A) A decision height lower than 100 ft; and

(B) A runway visual range not less than 200 m.

(ii) Category III B operations

A precision instrument approach and landing using ILS or
MLS with:

(A) A decision height

lower than 50 ft, or no decision

height; and

(B) A runway visual range lower than 200 m but not less

than 75 m.

Note: Where the decision height (DH) and runway visual range (RVR)
do not fall within the same category, the RVR will determine in which
category the operation is to be considered.

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2. Decision height

Unchanged

For operations in which a decision height is used, an operator
must ensure that the decision height is not lower than:

(i) The minimum decision height specified in the AFM,

if

stated;

(ii) The minimum height to which the precision approach aid
can be used without the required visual reference; or

(iii) The decision height to which the flight crew is authorised to

operate.

3. No decision height operations

Operations with no decision height may only be conducted if:

(i) The operation with no decision height is authorised in the

AFM;

(ii) The approach aid and the aerodrome facilities can support

(ii) The approach aid and the aerodrome facilities can support

operations with no decision height;

operations with no decision height; and

and

(iii) The operator has an approval for CAT III operations with

Unchanged

no decision height.

Note: In the case of a CAT III runway it may be assumed
that operations with no decision height can be supported
unless specifically restricted as published in the AIP or
NOTAM.

4. Visual reference

decision height

(i) For Category III A operations, a pilot may not continue an
in
approach below the
accordance with sub-paragraph (e)(2) above unless a visual
reference containing a segment of at least 3 consecutive
lights being the centreline of
the approach lights, or
touchdown zone lights, or runway centre line lights, or
runway edge lights, or a combination of these is attained
and can be maintained.

determined

(i) For Category III A operations, and for category III B
operations with fail-passive flight control systems, a pilot
may not continue an approach below the decision height
determined in accordance with sub-paragraph (e)(2) above
unless a visual reference containing a segment of at least 3
consecutive lights being the centreline of
the approach
lights, or touchdown zone lights, or runway centre line
lights, or runway edge lights, or a combination of these is
attained and can be maintained.

(ii) For Category III B operations with a decision height, a pilot
may not continue an approach below the decision height,
determined in accordance with sub-paragraph (e)(2) above,
unless a visual reference containing at least one centreline
light is attained and can be maintained.

(ii) For Category III B operations with fail-operational

flight
control systems using a decision height, a pilot may not
continue
height,
determined in accordance with sub-paragraph (e)(2) above,
unless a visual reference containing at least one centreline
light is attained and can be maintained.

below the

approach

decision

an

(iii) For Category III operations with no decision height there is
no requirement for visual contact with the runway prior to
touchdown.

Unchanged

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AMENDED PROPOSAL

5. Required RVR

The lowest minima to be used by an operator for Category III
operations are:

RVR for Cat III approach vs. flight control systems and DH

RVR for Cat III approach vs. DH and roll-out control/guidance system

Table 7

Table 7

Category III minima

Category III minima

Flight Control System/RVR (metres)

Approach
category

Decision height (ft)
(Note 2)

Roll-out Control/
Guidance System

RVR (m)

Approach
Category

Decision Height
(ft)

Fail Passive

Fail Operational

Without
roll-out
system

With roll-out guidance or
control system

Fail Passive

Fail Oper-
ational

200 m

200 m

200 m

III A

III B

III B

III B

III A

III B

III B

Less than
100 ft

200 m
(Note 1)

Less than
50 ft

Not auth-
orised

Not auth-
orised

125 m

75 m

No DH

Not auth-
orised

Not auth-
orised

Not auth-
orised

75 m

Note 1: For operations to actual RVR values less than 300 m, a go-
around is assumed in the event of an autopilot failure at or below DH.

Less than 100 ft

Not required

200 m

Less than 100 ft

Fail-passive

150 m (Note 1)

Less than 50 ft

Fail-passive

125 m

Less than 50 ft
or no decision
height

Fail-operational

75 m

Note 1: For aeroplanes certificated in accordance with JAR-AWO
321(b)(3) or equivalent.

Note 2: Flight control system redundancy is determined under JAR-AWO
by the minimum certificated decision height.

(f) Circling

Unchanged

1. The lowest minima to be used by an operator for circling are:

Table 8

Visibility and MDH for circling vs. aeroplane category

Aeroplane category

A

B

C

D

MDH

400 ft

500 ft

600 ft

700 ft

Minimum
meteorological visibility

1 500 m 1 600 m 2 400 m 3 600 m

2. Circling with prescribed tracks is an accepted procedure within

the meaning of this paragraph

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AMENDED PROPOSAL

(g) Visual Approach

An operator shall not use an RVR of less than 800 m for a visual
approach.

(h) Conversion of Reported Meteorological Visibility to RVR

1. An operator must ensure that a meteorological visibility to RVR
conversion is not used for calculating take-off minima, Category
II or III minima or when a reported RVR is available.

2. When converting meteorological visibility to RVR in all other
circumstances than those in sub-paragraph (h)(1) above, an
operator must ensure that the following Table is used:

Table 9

Conversion of visibility to RVR

Lighting elements in operation

RVR = Reported Met. Visibility x

HI approach and runway lighting

Any type of lighting installation
other than above

No lighting

Day

1,5

1,0

1,0

Night

2,0

1,5

Not applicable

Appendix 2 to OPS 1.430 (c)

Aeroplane categories — All weather operations

(a) Classification of aeroplanes

The criteria taken into consideration for the classification of aero-
planes by categories is the indicated airspeed at threshold (VAT)
which is equal to the stalling speed (VSO) multiplied by 1,3 or
VS1G multiplied by 1,23 in the landing configuration at
the
maximum certificated landing mass.
If both VSO and VS1G are
available, the higher resulting VAT shall be used. The aeroplane
categories corresponding to VAT values are in the Table below:

Aeroplane category

VAT

A

B

C

D

E

Less than 91 kt

From 91 to 120 kt

From 121 to 140 kt

From 141 to 165 kt

From 166 to 210 kt

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AMENDED PROPOSAL

The landing configuration which is to be taken into consideration
shall be defined by the operator or by the aeroplane manufacturer.

(b) Permanent change of category (maximum landing mass)

1. An operator may impose a permanent, lower, landing mass, and
use this mass for determining the VAT if approved by the
Authority.

2. The category defined for a given aeroplane shall be a permanent
the changing conditions of

value and thus independent of
day-to-day operations.

Appendix 1 to OPS 1.440

Low visibility operations — General operating rules

(a) General

The following procedures apply to the introduction and approval of
low visibility operations.

(b) Airborne systems operational demonstration

An operator must comply with the requirements prescribed in
paragraph (c) below when introducing an aeroplane type which
is new to the Member States into Category II or III service.

Note: For aeroplane types already used for Category II or III
operations
the in-service proving
programme in paragraph (f) applies instead.

in another Member State,

1. Operational reliability

The Category II and III success rate must not be less than that
required by JAR-AWO.

2. Criteria for a successful approach

An approach is regarded as successful if:

(i) The criteria are as specified in JAR-AWO or its equivalent;

(ii) No relevant aeroplane system failure occurs.

(c) Data collection during airborne system demonstration — General

1. An operator must establish a reporting system to enable checks
and periodic reviews
to be made during the operational
evaluation period before the operator is authorised to conduct
Category II or III operations. The reporting system must cover
all successful and unsuccessful approaches, with reasons for the
latter, and include a record of system component failures. This
reporting system must be based upon flight crew reports and
automatic recordings as prescribed in paragraphs (d) and (e)
below.

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AMENDED PROPOSAL

2. The recordings of approaches may be made during normal line

flights or during other flights performed by the operator.

(d) Data collection during airborne system demonstration — Operations with

DH not less than 50 ft

1. For operations with DH not

less than 50 ft, data must be
recorded and evaluated by the operator and evaluated by the
Authority when necessary.

2. It is sufficient for the following data to be recorded by the flight

crew:

(i) Aerodrome and runway used;

(ii) Weather conditions;

(iii) Time;

(iv) Reason for failure leading to an aborted approach;

(v) Adequacy of speed control;

(vi) Trim at time of automatic flight control system disen-

gagement;

(vii) Compatibility of automatic flight control system,

flight

director and raw data;

(viii) An indication of the position of the aeroplane relative to
ILS centreline when descending through 30 m

the
(100 ft); and

(ix) Touchdown position.

3. The number of approaches, as approved by the Authority, made
during the initial evaluation must be sufficient to demonstrate
that the performance of the system in actual airline service is
such that a 90 % confidence and a 95 % approach success will
result.

(e) Data collection during airborne system demonstration — Operations with

DH less than 50 ft or no DH

or

1. For operations with DH less than 50 ft or no DH, a flight data
appropriate
equipment
recorder,
information, must be used in addition to the flight crew
reports to confirm that the system performs as designed in
actual airline service. The following data is required:

giving

other

the

at
(i) Distribution of
touchdown and,
the
roll-out control system and the maximum values of the
deviations between those points; and

at 30 m (100 ft),
ILS deviations
if appropriate, at disconnection of

(ii) Sink rate at touchdown.

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AMENDED PROPOSAL

2. Any landing irregularity must be fully investigated using all

available data to determine its cause.

(f)

In-service proving

Note: An operator fulfilling the requirements of sub-paragraph (b)
above will be deemed to have satisfied the in-service proving
requirements contained in this paragraph.

1. The system must demonstrate reliability and performance in line
operations consistent with the operational concepts. A sufficient
number of successful landings, as determined by the Authority,
must be accomplished in line operations,
including training
flights, using the autoland and roll-out system installed in each
aeroplane type.

2. The demonstration must be accomplished using a Category II or
Category III ILS. However,
if the operator chooses to do so,
demonstrations may be made on other ILS facilities if sufficient
recorded to determine the cause of unsatisfactory
data is
performance.

3. If an operator has different variants of

the same type of
aeroplane utilising the same basic flight control and display
systems, or different basic flight control and display systems
on the same type of aeroplane, the operator shall show that
the variants
system performance
criteria, but the operator need not conduct a full operational
demonstration for each variant.

comply with the basic

4. Where an operator introduces an aeroplane type which has
already been approved by the Authority of any Member State
III operations a reduced proving
for Category II and/or
programme may be approved.

(g) Continuous monitoring

1. After obtaining the initial authorisation, the operations must be
continuously monitored by the operator to detect any unde-
sirable trends before they become hazardous. Flight crew
reports may be used to achieve this.

2. The following information must be retained for a period of 12

months:

(i) The total number of approaches, by aeroplane type, where
the airborne Category II or III equipment was utilised to
make satisfactory, actual or practice, approaches to the
applicable Category II or III minima; and

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INITIAL PROPOSAL

AMENDED PROPOSAL

(ii) Reports of unsatisfactory approaches and/or automatic
in the

landings, by aerodrome and aeroplane registration,
following categories:

(A) Airborne equipment faults;

(B) Ground facility difficulties;

(C) Missed approaches because of ATC instructions; or

(D) Other reasons.

3. An operator must establish a procedure to monitor

the
performance of the automatic landing system of each aeroplane.

(h) Transitional periods

1. Operators with no previous Category II or III experience

(i) An operator without previous Category II or III operational
experience may be approved for Category II or
III A
operations, having gained a minimum experience of 6
months of Category I operations on the aeroplane type.

III B operations. When

(ii) On completing 6 months of Category II or III A operations
on the aeroplane type the operator may be approved for
Category
an
approval, the Authority may impose higher minima than
the lowest applicable for an additional period. The increase
in minima will normally only refer
to RVR and/or a
restriction against operations with no decision height and
must be selected such that
require any
change of the operational procedures.

they will not

granting

such

2. Operators with previous Category II or III experience

An operator with previous Category II or III experience may
obtain authorisation for
reduced transition period by
a
application to the Authority.

(i) Maintenance of Category II, Category III and LVTO equipment

Maintenance instructions for the on-board guidance systems
must be established by the operator,
in liaison with the
manufacturer, and included in the operator's aeroplane main-
tenance programme prescribed in OPS 1.910 which must be
approved by the Authority.

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Appendix 1 to OPS 1.450

Low visibility operations — Training and qualifications

(a) General

flight crew member

training
An operator must ensure that
programmes
structured
low visibility operations
for
courses of ground, simulator and/or flight training. The operator
may abbreviate the course content as prescribed by sub-paragraphs
(2) and (3) below provided the content of the abbreviated course is
acceptable to the Authority.

include

1. Flight crew members with no Category II or Category III
training programme

experience must
prescribed in sub-paragraphs (b), (c) and (d) below.

complete

full

the

2. Flight crew members with Category II or Category III experience
with another operator may undertake an abbreviated ground
training course.

3. Flight crew members with Category II or Category III experience
with the operator may undertake an abbreviated ground,
simulator and/or flight training course. The abbreviated course
is to include at least the requirements of sub-paragraphs (d)(1),
(d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i).

(b) Ground training

An operator must ensure that the initial ground training course for
low visibility operations covers at least:

1. The characteristics and limitations of the ILS and/or MLS;

2. The characteristics of the visual aids;

3. The characteristics of fog;

4. The operational capabilities and limitations of the particular

airborne system;

5. The effects of precipitation, ice accretion, low level wind shear

and turbulence;

6. The effect of specific aeroplane malfunctions;

7. The use and limitations of RVR assessment systems;

8. The principles of obstacle clearance requirements;

9. Recognition of and action to be taken in the event of failure of

ground equipment;

10. The procedures and precautions to be followed with regard to
surface movement during operations when the RVR is 400 m
or less and any additional procedures required for take-off in
conditions below 150 m (200 m for Category D aeroplanes);

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11. The

significance of decision heights based upon radio
altimeters and the effect of terrain profile in the approach
area on radio altimeter
readings and on the automatic
approach/landing systems;

12. The importance and significance of Alert Height if applicable
and the action in the event of any failure above and below the
Alert Height;

13. The qualification requirements for pilots to obtain and retain
approval to conduct low visibility take-offs and Category II or
III operations; and

14. The importance of correct seating and eye position.

(c) Simulator training and/or flight training

1. An operator must ensure that simulator and/or flight training

for low visibility operations includes:

(i) Checks of satisfactory functioning of equipment, both on

the ground and in flight;

(ii) Effect on minima caused by changes in the status of

ground installations;

(iii) Monitoring of automatic flight control

systems and
autoland status annunciators with emphasis on the
failures of such
action to be taken in the event of
systems;

(iv) Actions to be taken in the event of

failures such as
engines, electrical systems, hydraulics or flight control
systems;

(v) The

effect of known unserviceabilities

and use of

minimum equipment lists;

(vi) Operating limitations resulting from airworthiness certifi-

cation;

(vii) Guidance on the visual cues required at decision height
together with information on maximum deviation
allowed from glidepath or localiser; and

(viii) The importance and significance of Alert Height

if
applicable and the action in the event of any failure
above and below the Alert Height.

2. An operator must ensure that each flight crew member is
trained to carry out his duties and instructed on the coor-
dination required with other crew members. Maximum use
should be made of suitably equipped flight simulators for
this purpose.

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3. Training must be divided into phases

covering normal
operation with no aeroplane or equipment
failures but
including all weather conditions which may be encountered
failure
and detailed scenarios of aeroplane and equipment
which could affect Category II or
the
If
III operations.
aeroplane system involves the use of hybrid or other special
systems
(such as head up displays or enhanced vision
equipment) then flight crew members must practise the use
of these systems in normal and abnormal modes during the
simulator phase of training.

4. Incapacitation procedures appropriate to low visibility take-offs

and Category II and III operations shall be practised.

the flight

5. For aeroplanes with no type specific simulator, operators must
training phase specific to the visual
ensure that
scenarios of Category II operations
conducted in a
is
simulator approved for that purpose by the Authority. Such
include a minimum of 4 approaches. The
training must
training and procedures
that are type specific shall be
practised in the aeroplane.

6. Initial Category II and III training shall

include at least the

following exercises:

(i) Approach using the appropriate flight guidance, autopilots
and control systems installed in the aeroplane,
to the
appropriate decision height and to include transition to
visual flight and landing;

(ii) Approach with all engines operating using the appropriate
flight guidance systems, autopilots and control systems
installed in the aeroplane down to the appropriate
decision height followed by missed approach; all without
external visual reference;

(iii) Where appropriate, approaches utilising automatic flight
systems to provide automatic flare, landing and roll-out;
and

(iv) Normal operation of the applicable system both with and
without acquisition of visual cues at decision height.

7. Subsequent phases of training must include at least:

(i) Approaches with engine failure at various stages on the

approach;

(ii) Approaches with critical equipment failures (e.g. electrical
systems, ground and/or airborne

systems, auto flight
ILS/MLS systems and status monitors);

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(iii) Approaches where failures of autoflight equipment at low

level require either:

(A) Reversion to manual flight to control flare,

landing

and roll out or missed approach; or

(B) Reversion to manual flight or a downgraded automatic
mode to control missed approaches from, at or below
decision height including those which may result in a
touchdown on the runway;

(iv) Failures of

in excessive
the systems which will result
localiser and/or glideslope deviation, both above and
below decision height, in the minimum visual conditions
authorised for the operation. In addition, a continuation to
a manual landing must be practised if a head-up display
forms a downgraded mode of the automatic system or the
head-up display forms the only flare mode; and

(v) Failures and procedures specific to aeroplane type or

variant.

8. The training programme must provide practice in handling

faults which require a reversion to higher minima.

9. The training programme must include the handling of the
aeroplane when, during a fail passive Category III approach,
the fault causes the autopilot
to disconnect at or below
decision height when the last reported RVR is 300 m or less.

10. Where take-offs are conducted in RVRs of 400 m and below,
training must be established to cover systems failures and
engine failure resulting in continued as well as
rejected
take-offs.

(d) Conversion training requirements to conduct low visibility take-off and

Category II and III Operations

An operator shall ensure that each flight crew member completes
the following low visibility procedures training if converting to a
new type or variant of aeroplane in which low visibility take-off
and Category II and III Operations will be conducted. The flight
crew member experience requirements to undertake an abbreviated
course are prescribed in sub-paragraphs (a)(2) and (a)(3), above:

1. Ground training

The appropriate requirements prescribed in sub-paragraph (b)
above, taking into account the flight crew member's Category
II and Category III training and experience.

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2. Simulator training and/or flight training

(i) A minimum of 8 approaches and/or landings in a simulator

approved for the purpose.

(ii) Where no type-specific simulator is available, a minimum of
3 approaches including at least 1 go-around is required on
the aeroplane.

(iii) Appropriate additional training if any special equipment is
required such as head-up displays or enhanced vision
equipment.

3. Flight crew qualification

The flight crew qualification requirements are specific to the
operator and the type of aeroplane operated.

(i) The operator must ensure that each flight crew member
completes a check before conducting Category II or III
operations.

(ii) The check prescribed in sub-paragraph (i) above may be
replaced by successful completion of the simulator and/or
flight training prescribed in sub-paragraph (d)(2) above.

4. Line flying under supervision

An operator must ensure that each flight crew member
undergoes the following line flying under supervision:

(i) For Category II when a manual

landing is required, a

minimum of 3 landings from autopilot disconnect;

(ii) For Category III, a minimum of 3 autolands except that only
1 autoland is
required when the training required in
sub-paragraph (d)(2) above has been carried out in a full
flight simulator usable for zero flight time training.

(e) Type and command experience

commencing Category II/III operations,

Before
following
additional requirements are applicable to commanders, or pilots
to whom conduct of the flight has been delegated, who are new
to the aeroplane type:

the

1. 50 hours or 20 sectors on the type, including line flying under

supervision; and

2. 100 m must be added to the applicable Category II or Category
III RVR minima unless previously qualified for Category II or III
operations with an operator, until a total of 100 hours or 40
sectors,
supervision, has been
achieved on the type.

including line flying under

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3. The Authority may authorise a reduction in the above command
experience requirements for flight crew members who have
Category II or Category III command experience.

(f) Low visibility take-off with RVR less than 150/200 m

1. An operator must ensure that prior to authorisation to conduct
take-offs in RVRs below 150 m (below 200 m for Category D
aeroplanes) the following training is carried out:

(i) Normal take-off in minimum authorised RVR conditions;

(ii) Take-off in minimum authorised RVR conditions with an
engine failure between V1 and V2, or as soon as safety
considerations permit; and

(iii) Take-off in minimum authorised RVR conditions with an
engine failure before V1 resulting in a rejected take-off.

2. An operator must

the

ensure

training required by
that
sub-paragraph (1) above is carried out in an approved simulator.
This training must include the use of any special procedures and
equipment. Where no approved simulator exists, the Authority
may approve such training in an aeroplane without
the
requirement for minimum RVR conditions.
(See Appendix 1
to OPS 1.965.)

3. An operator must ensure that a flight crew member has
completed a check before conducting low visibility take-offs in
RVRs of less than 150 m (less than 200 m for Category D
aeroplanes) if applicable. The check may only be replaced by
successful completion of the simulator and/or flight training
prescribed in sub-paragraph (f)(1) on initial conversion to an
aeroplane type.

(g) Recurrent training and checking — Low visibility operations

1. An operator must ensure that, in conjunction with the normal
recurrent
training and operator proficiency checks, a pilot's
knowledge and ability to perform the tasks associated with the
particular category of operation, for which he is authorised is
checked. The required number of approaches within the validity
period of the operators proficiency check (as described in OPS
1.965 (b)) is to be a minimum of three, one of which may be
substituted by an approach and landing in the aeroplane using
approved Category II and III procedures. One missed approach
shall be flown during the conduct of the operators proficiency
check. If the operator is authorised to conduct take-off with
RVR less than 150/200 m at least one LVTO to the lowest
applicable minima shall be flown during the conduct of the
operators proficiency check.

2. For Category III operations an operator must use a flight

simulator approved for Category III training.

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3. An operator must ensure that, for Category III operations on
aeroplanes with a fail passive flight control system, a missed
approach is completed at least once over the period of three
result of an
consecutive operator proficiency checks
autopilot
failure at or below decision height when the last
reported RVR was 300 m or less.

the

4. The Authority may authorise recurrent training and checking for
Category II and LVTO operations in an aeroplane type where no
approved simulator is available.

Note: Recency for LTVO and Category II/III based upon automatic
approaches and/or auto-lands is maintained by the recurrent
training and checking as prescribed in this paragraph.

Appendix 1 to OPS 1.455

Low visibility operations — Operating procedures

(a) General

Low visibility operations include:

1. Manual take-off (with or without electronic guidance systems);

2. Auto-coupled approach to below DH, with manual flare, landing

and roll-out;

3. Auto-coupled approach followed by auto-flare, auto-landing and

manual roll-out; and

4. Auto-coupled approach followed by auto-flare, auto-landing and

auto-roll-out,

when the applicable RVR is less than 400 m.

Note 1: A hybrid system may be used with any of these modes of
operations.

Note 2: Other forms of guidance systems or displays may be
certificated and approved.

(b) Procedures and operating instructions

1. The precise nature and scope of procedures and instructions
given depend upon the airborne equipment used and the
flight deck procedures followed. An operator must clearly
define flight crew member duties during take-off, approach,
flare, roll-out and missed approach in the Operations Manual.
Particular emphasis must be placed on flight crew responsi-
bilities during transition from non-visual conditions to visual
conditions, and on the procedures to be used in deteriorating
visibility or when failures occur. Special attention must be paid
to the distribution of flight deck duties so as to ensure that the
workload of the pilot making the decision to land or execute a
missed approach enables him to devote himself to supervision
and the decision-making process.

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2. An operator must specify the detailed operating procedures and
instructions in the Operations Manual. The instructions must be
compatible with the limitations and mandatory procedures
the
contained in the Aeroplane Flight Manual and cover
following items in particular:

(i) Checks for the satisfactory functioning of the aeroplane

equipment, both before departure and in flight;

(ii) Effect on minima caused by changes in the status of the

ground installations and airborne equipment;

(iii) Procedures

for
roll-out and missed approach;

the take-off, approach,

flare,

landing,

(iv) Procedures

to be followed in the event of

failures,

warnings and other non-normal situations;

(v) The minimum visual reference required;

(vi) The importance of correct seating and eye position;

(vii) Action which may be necessary arising from a deterio-

ration of the visual reference;

(viii) Allocation of crew duties in the carrying out of

the
procedures according to sub-paragraphs (i)
to (iv) and
(vi) above, to allow the Commander to devote himself
mainly to supervision and decision-making;

(ix) The requirement for all height calls below 200 ft to be
based on the radio altimeter and for one pilot to continue
to monitor the aeroplane instruments until the landing is
completed;

(x) The requirement for the Localiser Sensitive Area to be

protected;

(xi) The use of

information relating to wind velocity,
windshear, turbulence, runway contamination and use of
multiple RVR assessments;

(xii) Procedures to be used for practice approaches and landing
on runways at which the full Category II or Category III
aerodrome procedures are not in force;

(xiii) Operating limitations resulting from airworthiness certifi-

cation; and

(xiv) Information on the maximum deviation allowed from the

ILS glide path and/or localiser.

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Appendix 1 to OPS 1.465

Minimum visibilities for VFR operations

Airspace class

B

C D E

F G

Above 900 m
(3 000 ft)
AMSL or above
300 m
(1 000 ft)
above
whichever
the higher

terrain,
is

and

below

At
900 m
(3 000 ft) AMSL
or
300 m
(1 000 ft) above
terrain,
whichever is the
higher

Distance
from cloud

Clear of
cloud

1 500 m horizontally
300 m (1 000 ft)
vertically

Clear of
cloud
and in sight of
the surface

Flight
visibility

8 km at
(10 000 ft) AMSL (Note 1)

and above 3 050 m

5 km (Note 2)

5 km below 3 050 m (10 000 ft)
AMSL

Note 1: When the height of the transition altitude is lower than 3 050 m
(10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft.

Note 2: Cat A and B aeroplanes may be operated in flight visibilities
down to 3 000 m, provided the appropriate ATS authority permits use
of a flight visibility less than 5 km, and the circumstances are such, that
the probability of encounters with other traffic is low, and the IAS is
140 kt or less.

SUBPART F

PERFORMANCE GENERAL

OPS 1.470

Applicability

(a) An operator shall ensure that multi-engine aeroplanes powered by
turbopropeller engines with a maximum approved passenger
seating configuration of more than 9 or a maximum take-off
mass exceeding 5 700 kg, and all multi-engine turbojet powered
aeroplanes are operated in accordance with Subpart G (Performance
Class A).

(b) An operator shall ensure that propeller driven aeroplanes with a
maximum approved passenger seating configuration of 9 or less,
and a maximum take-off mass of 5 700 kg or less are operated in
accordance with Subpart H (Performance Class B).

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(c) An operator shall ensure that aeroplanes powered by reciprocating
engines with a maximum approved passenger seating configuration
of more than 9 or a maximum take-off mass exceeding 5 700 kg
are operated in accordance with Subpart I (Performance Class C).

(d) Where full compliance with the requirements of the appropriate
Subpart cannot be shown due to specific design characteristics (e.g.
supersonic aeroplanes or
shall apply
seaplanes),
approved performance standards that ensure a level of safety
equivalent to that of the appropriate Subpart.

the operator

(e) Multi-engine aeroplanes powered by turbopropeller engines with a
maximum approved passenger seating configuration of more than
9 and with a maximum take-off mass of 5 700 kg or less may be
permitted by the Authority to operate under alternative operating
limitations to those of Performance Class A which shall not be less
restrictive than those of the relevant requirements of Subpart H;

(f) The provisions of subparagraph (e) above will expire on 1 April

2000.

OPS 1.475

General

(a) An operator shall ensure that the mass of the aeroplane:

1. At the start of the take-off;

or, in the event of in-flight replanning

2. At the point from which the revised operational flight plan

applies,

is not greater than the mass at which the requirements of the
appropriate Subpart can be complied with for the flight to be
undertaken, allowing for expected reductions in mass as the flight
proceeds, and for such fuel
jettisoning as is provided for in the
particular requirement.

(b) An operator shall ensure that

the approved performance Data
is used to determine
contained in the Aeroplane Flight Manual
compliance with the requirements of
the appropriate Subpart,
supplemented as necessary with other data acceptable to the
Authority as prescribed in the relevant Subpart. When applying
the factors prescribed in the appropriate Subpart, account may be
taken of any operational
factors already incorporated in the
Aeroplane Flight Manual performance data to avoid double
application of factors.

(c) When showing compliance with the requirements of the appro-
priate Subpart, due account shall be taken of aeroplane configu-
ration, environmental conditions and the operation of systems
which have an adverse effect on performance.

(d) For performance purposes, a damp runway, other than a grass

runway, may be considered to be dry.

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OPS 1.480

Terminology

AMENDED PROPOSAL

(a) Terms used in Subparts F, G, H, I and J, and not defined in JAR-1,

have the following meaning:

1. Accelerate-stop distance available (ASDA). The length of the
take-off run available plus the length of stopway,
if such
stopway is declared available by the appropriate Authority
and is capable of bearing the mass of the aeroplane under
the prevailing operating conditions.

2. Contaminated runway. A runway

considered to be
contaminated when more than 25 % of the runway surface
area (whether in isolated areas or not) within the required
length and width being used is covered by the following:

is

(i) Surface water more than 3 mm (0,125 in) deep, or by
to more than 3 mm

slush, or loose snow, equivalent
(0,125 in) of water;

(ii) Snow which has been compressed into a solid mass which
resists further compression and will hold together or break
into lumps if picked up (compacted snow); or

(iii) Ice, including wet ice.

3. Damp runway. A runway is considered damp when the surface
is not dry, but when the moisture on it does not give it a shiny
appearance.

4. Dry runway. A dry runway is one which is neither wet nor
contaminated, and includes those paved runways which have
been specially prepared with grooves or porous pavement and
maintained to retain “effectively dry” braking action even when
moisture is present.

5. Landing distance available (LDA). The length of the runway
which is declared available by the appropriate Authority and
suitable for the ground run of an aeroplane landing.

6. Maximum approved passenger

seating configuration. The
maximum passenger
an individual
capacity of
aeroplane, excluding pilot seats or flight deck seats and cabin
crew seats as applicable, used by the operator, approved by the
Authority and specified in the Operations Manual.

seating

7. Take-off distance available (TODA). The length of the take-off

run available plus the length of the clearway available.

8. Take-off mass. The take-off mass of the aeroplane shall be
including everything and everyone

taken to be its mass,
carried at the commencement of the take-off run.

9. Take-off run available (TORA). The length of runway which is
declared available by the appropriate Authority and suitable for
the ground run of an aeroplane taking off.

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10. Wet runway. A runway is considered wet when the runway
surface is covered with water, or equivalent, less than specified
in sub-paragraph (a)(2) above or when there is sufficient
moisture on the runway surface to cause it to appear reflective,
but without significant areas of standing water.

(b) The terms “accelerate-stop distance”, “take-off distance”, “take-off
run”, “net take-off flight path”, “one engine inoperative en-route
net flight path” and “two engines inoperative en-route net flight
path” as relating to the aeroplane have their meanings defined in
the airworthiness requirements under which the aeroplane was
certificated, or as specified by the Authority if it finds that defi-
nition inadequate for showing compliance with the performance
operating limitations.

SUBPART G

PERFORMANCE CLASS A

OPS 1.485

General

(a) An operator shall ensure that, for determining compliance with the
requirements of this Subpart, the approved performance data in the
Aeroplane Flight Manual is supplemented as necessary with other
data acceptable to the Authority if the approved performance Data
in the Aeroplane Flight Manual is insufficient in respect of items
such as:

1. Accounting
conditions
runways; and

for
such as

reasonably

operating
take-off and landing on contaminated

expected

adverse

2. Consideration of engine failure in all flight phases.

(b) An operator shall ensure that,

for the wet and contaminated
runway case, performance data determined in accordance with
JAR 25 × 1591 or equivalent acceptable to the Authority is used.

OPS 1.490

Take-off

(a) An operator shall ensure that the take-off mass does not exceed the
maximum take-off mass specified in the Aeroplane Flight Manual
for the pressure altitude and the ambient
the
aerodrome at which the take-off is to be made.

temperature at

(b) An operator must meet the following requirements when deter-

mining the maximum permitted take-off mass:

1. The accelerate-stop distance must not exceed the accelerate-stop

distance available;

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2. The take-off distance must not exceed the take-off distance
available, with a clearway distance not exceeding half of the
take-off run available;

3. The take-off run must not exceed the take-off run available;

4. Compliance with this paragraph must be shown using a single

value of V1 for the rejected and continued take-off; and

5. On a wet or contaminated runway, the take-off mass must not
exceed that permitted for a take-off on a dry runway under the
same conditions.

(c) When showing compliance with sub-paragraph (b) above, an

operator must take account of the following:

1. The pressure altitude at the aerodrome;

2. The ambient temperature at the aerodrome;

3. The runway surface condition and the type of runway surface;

4. The runway slope in the direction of take-off;

5. Not more than 50 % of the reported head-wind component or
not less than 150 % of the reported tailwind component; and

6. The loss,

if any, of runway length due to alignment of the

aeroplane prior to take-off.

OPS 1.495

Take-off obstacle clearance

(a) An operator shall ensure that the net take-off flight path clears all
obstacles by a vertical distance of at least 35 ft or by a horizontal
distance of at least 90 m plus 0,125 × D, where D is the horizontal
distance the aeroplane has travelled from the end of the take-off
distance available or the end of the take-off distance if a turn is
scheduled before the end of the take-off distance available. For
less than 60 m a horizontal
aeroplanes with a wingspan of
the aeroplane wingspan plus 60 m,
obstacle clearance of half
plus 0,125 × D may be used.

(b) When showing compliance with sub-paragraph (a) above, an

operator must take account of the following:

1. The mass of the aeroplane at the commencement of the take-off

run;

2. The pressure altitude at the aerodrome;

3. The ambient temperature at the aerodrome; and

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4. Not more than 50 % of the reported head-wind component or

not less than 150 % of the reported tailwind component.

(c) When showing compliance with sub-paragraph (a) above:

1. Track changes shall not be allowed up to the point at which the
net take-off flight path has achieved a height equal to one half
the wingspan but not less than 50 ft above the elevation of the
end of the take-off run available. Thereafter, up to a height of
400 ft it is assumed that the aeroplane is banked by no more
than 15°. Above 400 ft height bank angles greater than 15°, but
not more than 25° may be scheduled;

2. Any part of the net take-off flight path in which the aeroplane is
banked by more than than 15° must clear all obstacles within
the horizontal distances specified in sub-paragraphs (a), (d) and
(e) of this paragraph by a vertical distance of at least 50 ft;

3. An operator must use special procedures,

to the
approval of the Authority, to apply increased bank angles of
not more than 20° between 200 ft and 400 ft, or not more
than 30° above 400 ft (See Appendix 1 to OPS 1.495 (c) (3)),
and

subject

4. Adequate allowance must be made for the effect of bank angle
on operating speeds and flight path including the distance
increments resulting from increased operating speeds.

(d) When showing compliance with sub-paragraph (a) above for those
cases where the intended flight path does not require track changes
of more than 15°, an operator need not consider those obstacles
which have a lateral distance greater than:

1. 300 m, if the pilot is able to maintain the required navigational

accuracy through the obstacle accountability area; or

2. 600 m, for flights under all other conditions.

(e) When showing compliance with sub-paragraph (a) above for those
cases where the intended flight path does require track changes of
more than 15°, an operator need not consider those obstacles
which have a lateral distance greater than:

1. 600 m, if the pilot is able to maintain the required navigational

accuracy through the obstacle accountability area; or

2. 900 m for flights under all other conditions.

(f) An operator shall establish contingency procedures to satisfy the
requirements of OPS 1.495 and to provide a safe route, avoiding
to enable the aeroplane to either comply with the
obstacles,
en-route requirements of OPS 1.500, or
the
land at either
aerodrome of departure or at a take-off alternate aerodrome.

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OPS 1.500

En-route — One engine inoperative

AMENDED PROPOSAL

(a) An operator shall ensure that the one engine inoperative en-route
net flight path data shown in the Aeroplane Flight Manual, appro-
priate to the meteorological conditions expected for the flight,
complies with either sub-paragraph (b) or (c) at all points along
the route. The net flight path must have a positive gradient at
1 500 ft above the aerodrome where the landing is assumed to
be made
conditions
requiring the operation of ice protection systems, the effect of
their use on the net flight path must be taken into account.

In meteorological

failure.

engine

after

(b) The gradient of the net flight path must be positive at at least
terrain and obstructions along the route

1 000 ft above all
within 9,3 km (5 nm) on either side of the intended track.

(c) The net flight path must permit the aeroplane to continue flight
from the cruising altitude to an aerodrome where a landing can be
made in accordance with OPS 1.515 or 1.520 as appropriate, the
net flight path clearing vertically, by at least 2 000 ft, all terrain
and obstructions along the route within 9,3 km (5 nm) on either
side of the intended track in accordance with sub-paragraphs (1) to
(4) below:

1. The engine is assumed to fail at the most critical point along the

route;

2. Account is taken of the effects of winds on the flight path;

3. Fuel

jettisoning is permitted to an extent consistent with
if a

reaching the aerodrome with the required fuel reserves,
safe procedure is used; and

4. The aerodrome where the aeroplane is assumed to land after

engine failure must meet the following criteria:

(i) The performance requirements at the expected landing mass

are met; and

(ii) Weather reports or forecasts, or any combination thereof,
and field condition reports indicate that a safe landing can
be accomplished at the estimated time of landing.

(d) When showing compliance with OPS 1.500, an operator must
increase the width margins of subparagraphs (b) and (c) above to
18,5 km (10 nm) if the navigational accuracy does not meet the
95 % containment level.

OPS 1.505

En-route — Aeroplanes with three or more engines, two engines
inoperative

(a) An operator shall ensure that at no point along the intended track
will an aeroplane having three or more engines be more than 90
minutes, at the all-engines long range cruising speed at standard
temperature in still air, away from an aerodrome at which the
performance requirements applicable at
the expected landing
mass are met unless it complies with sub-paragraphs (b) to (f)
below.

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AMENDED PROPOSAL

the aeroplane to continue the flight,

(b) The two engines inoperative en-route net flight path data must
permit
in the expected
meteorological conditions, from the point where two engines are
assumed to fail simultaneously, to an aerodrome at which it is
possible to land and come to a complete stop when using the
prescribed procedure for a landing with two engines inoperative.
The net flight path must clear vertically, by at least 2 000 ft all
terrain and obstructions along the route within 9,3 km (5 nm) on
either side of the intended track. At altitudes and in meteorological
conditions requiring ice protection systems to be operable,
the
effect of their use on the net flight path data must be taken into
account.
the 95 %
the navigational accuracy does not meet
containment level, an operator must increase the width margin
given above to 18,5 km (10 nm).

If

(c) The two engines are assumed to fail at the most critical point of
that portion of the route where the aeroplane is more than 90
minutes, at the all engines long range cruising speed at standard
temperature in still air, away from an aerodrome at which the
performance requirements applicable at
the expected landing
mass are met.

(d) The net flight path must have a positive gradient at 1 500 ft above
the aerodrome where the landing is assumed to be made after the
failure of two engines.

(e) Fuel jettisoning is permitted to an extent consistent with reaching
the aerodrome with the required fuel reserves, if a safe procedure is
used.

(f) The expected mass of the aeroplane at the point where the two
engines are assumed to fail must not be less than that which would
to proceed to an aerodrome where the
include sufficient
landing is assumed to be made, and to arrive there at
least
1 500 ft directly over the landing area and thereafter to fly level
for 15 minutes.

fuel

OPS 1.510

Landing — Destination and alternate aerodromes

(a) An operator shall ensure that the landing mass of the aeroplane
determined in accordance with OPS 1.475 (a) does not exceed the
maximum landing mass specified for the altitude and the ambient
temperature expected for the estimated time of
the
destination and alternate aerodrome.

landing at

(b) For instrument approaches with decision heights below 200 ft, an
operator must verify that the approach mass of the aeroplane,
taking into account the take-off mass and the fuel expected to be
consumed in flight, allows a missed approach gradient of climb,
with the critical engine failed and with the speed and configuration
used for go-around of at least 2,5 %, or the published gradient,
whichever is the greater. The use of an alternative method must
be approved by the Authority.

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INITIAL PROPOSAL

OPS 1.515

Landing — Dry runways

(a) An operator shall ensure that the landing mass of the aeroplane
determined in accordance with OPS 1.475 (a) for the estimated
time of landing at the destination aerodrome and at any alternate
aerodrome allows a full stop landing from 50 ft above the
threshold:

1. For turbo-jet powered aeroplanes, within 60 % of the landing

distance available; or

2. For turbo-propeller powered aeroplanes, within 70 % of

the

landing distance available;

3. For Steep Approach procedures the Authority may approve the
use of
landing distance Data factored in accordance with
sub-paragraphs (a)(1) and (a)(2) above as appropriate, based on
a screen height of less than 50 ft, but not less than 35 ft. (See
Appendix 1 to OPS 1.515(a)(3));

4. When showing compliance with sub-paragraphs (a)(1) and (a)(2)
above, the Authority may exceptionally approve, when satisfied
that there is a need (see Appendix 1), the use of Short Landing
Operations,
in accordance with Appendices 1 and 2 together
with any other supplementary conditions that the Authority
considers necessary in order to ensure an acceptable level of
safety in the particular case.

(b) When showing compliance with sub-paragraph (a) above, an

operator must take account of the following:

1. The altitude at the aerodrome;

2. Not more than 50 % of the head-wind component or not less

than 150 % of the tailwind component; and

3. The runway slope in the direction of landing if greater than

± 2 %.

(c) When showing compliance with sub-paragraph (a) above, it must

be assumed that:

1. The aeroplane will land on the most favourable runway, in still

air; and

2. The aeroplane will

land on the runway most

likely to be
assigned considering the probable wind speed and direction
and the ground handling characteristics of the aeroplane, and
considering other conditions such as landing aids and terrain.

(d) If an operator is unable to comply with sub-paragraph (c)(1) above
for a destination aerodrome having a single runway where a
landing depends upon a specified wind component, an aeroplane
may be despatched if 2 alternate aerodromes are designated which
permit full compliance with sub-paragraphs (a), (b) and (c). Before
commencing an approach to land at the destination aerodrome the
commander must satisfy himself that a landing can be made in full
compliance with OPS 1.510 and sub-paragraphs (a) and (b) above.

(e) If an operator is unable to comply with sub-paragraph (c)(2) above
for the destination aerodrome, the aeroplane may be despatched if
an alternate aerodrome is designated which permits full compliance
with sub-paragraphs (a), (b) and (c).

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OPS 1.520

AMENDED PROPOSAL

Landing — Wet and contaminated runways

(a) An operator shall ensure that when the appropriate weather reports
or forecasts, or a combination thereof, indicate that the runway at
the estimated time of arrival may be wet, the landing distance
available is at
the required landing distance,
determined in accordance with OPS 1.515.

least 115 % of

(b) An operator shall ensure that when the appropriate weather reports
or forecasts, or a combination thereof, indicate that the runway at
the estimated time of arrival may be contaminated, the landing
distance available must be at least the landing distance determined
in accordance with sub-paragraph (a) above, or at least 115 % of
the landing distance determined in accordance with approved
contaminated landing distance data or equivalent, accepted by the
Authority, whichever is greater.

(c) A landing distance on a wet runway shorter than that required by
sub-paragraph (a) above, but not less than that required by OPS
includes
1.515 (a), may be used if the Aeroplane Flight Manual
specific additional
landing distances on wet
information about
runways.

(d) A landing distance on a specially prepared contaminated runway
shorter than that required by sub-paragraph (b) above, but not less
than that required by OPS 1.515 (a), may be used if the Aeroplane
Flight Manual
information about
landing distances on contaminated runways.

specific additional

includes

(e) When showing compliance with sub-paragraphs (b),

(c) and (d)
the criteria of OPS 1.515 shall be applied accordingly
that OPS 1.515 (a)(1) and (2) shall not be applied to

above,
except
sub-paragraph (b) above.

Appendix 1 to OPS 1.495 (c)(3)

Approval of increased bank angles

For the use of the increased bank angles requiring special approval, the
following criteria shall be met:

1. The Aeroplane Flight Manual must contain approved data for the
required increase of operating speed and data to allow the
construction of
the flight path considering the increased bank
angles and speeds.

2. Visual guidance must be available for navigation accuracy. Weather
minima and wind limitations must be specified for each runway and
approved by the Authority.

3. Training in accordance with OPS 1.975.

Appendix 1 to OPS 1.515 (a)(3)

Steep approach procedures

The Authority may approve the application of
steep approach
procedures using glideslope angles of 4,5° or more and with screen
heights of less than 50 ft but not less than 35 ft, provided that the
following criteria are met:

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AMENDED PROPOSAL

1. The Aeroplane Flight Manual must state the maximum approved
limitations, normal, abnormal or
glideslope angle, any other
emergency procedures
as
steep approach as well
the
for
amendments to the field length data when using steep approach
criteria;

2. A suitable glidepath reference system comprising at least a visual
glidepath indicating system must be available at each aerodrome at
which steep approach procedures are to be conducted; and

3. Weather minima must be specified and approved for each runway
to be used with a steep approach. Consideration must be given to
the following:

(i) The obstacle situation;

(ii) The type of glidepath reference and runway guidance such as

visual aids, MLS, 3D-NAV, ILS, LLZ, VOR, NDB;

(iii) The minimum visual reference to be required at DH and MDA;

(iv) Available airborne equipment;

(v) Pilot qualification and special aerodrome familiarisation;

(vi) Aeroplane Flight Manual limitations and procedures; and

(vii) Missed approach criteria.

Appendix 1 to OPS 1.515 (a)(4)

Short landing operations

For the purpose of OPS 1.515 (a)(4), the distance used for the calcu-
lation of the permitted landing mass may consist of the usable length
of the declared safe area plus the declared landing distance available.
The Authority may approve such operations in accordance with the
following criteria:

1. Demonstration of the need for short landing operations. There must
be a clear public interest and operational necessity for the operation,
either due to the remoteness of the airport or to physical limitations
relating to extending the runway.

2. Aeroplane and operational criteria.

(i) Short landing operations will only be approved for aeroplanes
where the vertical distance between the path of the pilot's eye
the wheels with the
and the path of
aeroplane, established on the normal glide path does not
exceed 3 metres.

the lowest part of

(ii) When establishing aerodrome operating minima the visi-
bility/RVR must not be less than 1,5 km. In addition, wind
limitations must be specified in the Operations Manual.

(iii) Minimum pilot experience, training requirements and special
aerodrome familiarisation must be specified for such operations
in the Operations Manual.

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3. It is assumed that the crossing height over the beginning of the

usable length of the declared safe area is 50 ft.

4. Additional criteria. The Authority may impose such additional
conditions as are deemed necessary for a safe operation taking
into account the aeroplane type characteristics, orographic charac-
teristics in the approach area, available approach aids and missed
approach/baulked landing considerations. Such additional conditions
may be, for instance, the requirement for VASI/PAPI -type visual
slope indicator system.

Appendix 2 to OPS 1.515 (a)(4)

Airfield criteria for short landing operations

Airfield criteria

1. The use of the safe area must be approved by the airport authority.

2. The useable length of the declared safe area under the provisions of

1.515 (a)(4), and this Appendix, must not exceed 90 metres.

3. The width of the declared safe area shall not be less than twice the
runway width or twice the wing span, whichever is the greater,
centred on the extended runway centre line.

4. The declared safe area must be clear of obstructions or depressions
which would endanger an aeroplane undershooting the runway and
no mobile object shall be permitted on the declared safety area
while the runway is being used for short landing operations.

5. The slope of the declared safety area must not exceed 5 % upward

nor 2 % downward in the direction of landing.

6. For the purpose of this operation, the bearing strength requirement
of OPS 1.480 (a)(5) need not apply to the declared safe area.

SUBPART H

PERFORMANCE CLASS B

OPS 1.525

General

(a) An operator shall not operate a single-engine aeroplane:

1. At night; or

2. In Instrument Meteorological Conditions except under Special

Visual Flight Rules.

Note: Limitations on the operation of single-engine aeroplanes are
covered by OPS 1.240 (a)(6).

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AMENDED PROPOSAL

(b) An operator shall treat two-engine aeroplanes which do not meet
the climb requirements of Appendix 1 to OPS 1.525 (b) as single-
engine aeroplanes.

OPS 1.530

Take-off

(a) An operator shall ensure that the take-off mass does not exceed the
maximum take-off mass specified in the Aeroplane Flight Manual
for the pressure altitude and the ambient
the
aerodrome at which the take-off is to be made.

temperature at

(b) An operator shall ensure that the unfactored take-off distance, as

specified in the Aeroplane Flight Manual does not exceed:

1. When multiplied by a factor of 1,25, the take-off run available;

or

2. When stopway and/or clearway is available, the following:

(i) The take-off run available;

(ii) When multiplied by a factor of 1,15, the take-off distance

available; and

(iii) When multiplied by a factor of 1,3, the accelerate-stop

distance available.

(c) When showing compliance with sub-paragraph (b) above, an

operator shall take account of the following:

1. The mass of the aeroplane at the commencement of the take-off

run;

2. The pressure altitude at the aerodrome;

3. The ambient temperature at the aerodrome;

4. The runway surface condition and the type of runway surface

5. The runway slope in the direction of take-off and

6. Not more than 50 % of the reported head-wind component or
not less than 150 % of the reported tail-wind component.

OPS 1.535

Take-off obstacle clearance — Multi-engined aeroplanes

(a) An operator shall ensure that the take-off flight path of aeroplanes
with two or more engines, determined in accordance with this
sub-paragraph, clears all obstacles by a vertical margin of at least
50 ft, or by a horizontal distance of at least 90 m plus 0,125 × D,
where D is the horizontal distance travelled by the aeroplane from
the end of the take-off distance available or the end of the take-off
the take-off
distance if a turn is scheduled before the end of
distance available except as provided in sub-paragraphs (b) and
(c) below. When showing compliance with this sub-paragraph it
must be assumed that:

(a) An operator shall ensure that the take-off flight path of aeroplanes
with two or more engines, determined in accordance with this
sub-paragraph, clears all obstacles by a vertical margin of at least
50 ft, or by a horizontal distance of at least 90 m plus 0,125 × D,
where D is the horizontal distance travelled by the aeroplane from
the end of the take-off distance available or the end of the take-off
the take-off
distance if a turn is scheduled before the end of
distance available except as provided in sub-paragraphs (b) and
(c) below. For aeroplanes with a wingspan of less than 60 m a
horizontal obstacle clearance of half the aeroplane wingspan plus
60 m, plus 0,125 × D may be used. When showing compliance
with this sub-paragraph it must be assumed that:

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1. The take-off flight path begins at a height of 50 ft above the
surface at the end of the take-off distance required by OPS
1.530 (b) and ends at a height of 1 500 ft above the surface;

Unchanged

2. The aeroplane is not banked before the aeroplane has reached a
height of 50 ft above the surface, and that thereafter the angle
of bank does not exceed 15°;

3. Failure of the critical engine occurs at the point on the all
the
flight path where visual

engine take-off
purpose of avoiding obstacles is expected to be lost;

reference for

4. The gradient of

the take-off

to the
assumed engine failure height is equal to the average all-engine
gradient during climb and transition to the en-route configu-
ration, multiplied by a factor of 0,77; and

flight path from 50 ft

5. The gradient of the take-off flight path from the height reached
in accordance with sub-paragraph (4) above to the end of the
take-off
to the one engine inoperative
en-route climb gradient shown in the Aeroplane Flight Manual.

flight path is equal

(b) When showing compliance with sub-paragraph (a) above for those
cases where the intended flight path does not require track changes
of more than 15°, an operator need not consider those obstacles
which have a lateral distance greater than:

1. 300 m,

if the flight is conducted under conditions allowing
visual course guidance navigation, or if navigational aids are
available enabling the pilot
to maintain the intended flight
path with the same accuracy (see Appendix 1 to OPS 1.535
(b)(1) and (c)(1)); or

2. 600 m, for flights under all other conditions.

(c) When showing compliance with sub-paragraph (a) above for those
cases where the intended flight path requires track changes of more
than 15°, an operator need not consider those obstacles which have
a lateral distance greater than:

1. 600 m for

flights under conditions allowing visual course
guidance navigation (see Appendix 1 to OPS 1.535 (b)(1) and
(c)(1));

2. 900 m for flights under all other conditions.

(d) When showing compliance with sub-paragraphs (a),

(b) and (c)

above, an operator must take account of the following:

1. The mass of the aeroplane at the commencement of the take-off

run;

2. The pressure altitude at the aerodrome;

3. The ambient temperature at the aerodrome; and

4. Not more than 50 % of the reported head-wind component or
not less than 150 % of the reported tail-wind component.

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INITIAL PROPOSAL

OPS 1.540

AMENDED PROPOSAL

En-route — Multi-engined aeroplanes

(a) An operator shall ensure that the aeroplane, in the meteorological
conditions expected for the flight, and in the event of the failure of
one engine, with the remaining engines operating within the
maximum continuous power conditions specified,
is capable of
continuing flight at or above the relevant minimum altitudes for
safe flight stated in the Operations Manual to a point 1 000 ft
above an aerodrome at which the performance requirements can
be met.

(b) When showing compliance with sub-paragraph (a) above:

1. The aeroplane must not be assumed to be flying at an altitude
exceeding that at which the rate of climb equals 300 ft per
minute with all
engines operating within the maximum
continuous power conditions specified; and

2. The assumed en-route gradient with one engine inoperative shall
be the gross gradient of descent or climb, as appropriate,
respectively increased by a gradient of 0,5 %, or decreased by
a gradient of 0,5 %.

OPS 1.542

En-route — Single-engine aeroplanes

(a) An operator shall ensure that the aeroplane, in the meteorological
conditions expected for the flight, and in the event of engine
is capable of reaching a place at which a safe forced
failure,
landing can be made. For landplanes, a place on land is required,
unless otherwise approved by the Authority.

(b) When showing compliance with sub-paragraph (a) above:

1. The aeroplane must not be assumed to be flying, with the
engine operating within the maximum continuous power
conditions specified, at an altitude exceeding that at which the
rate of climb equals 300 ft per minute; and

2. The assumed en-route gradient shall be the gross gradient of

descent increased by a gradient of 0,5 %.

OPS 1.545

Landing — Destination and alternate aerodromes

An operator shall ensure that
the aeroplane
determined in accordance with OPS 1.475 (a) does not exceed the
maximum landing mass specified for the altitude and the ambient
temperature expected for the estimated time of landing at the desti-
nation and alternate aerodrome.

the landing mass of

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INITIAL PROPOSAL

OPS 1.550

Landing — Dry runway

(a) An operator shall ensure that the landing mass of the aeroplane
determined in accordance with OPS 1.475 (a) for the estimated
time of landing allows a full stop landing from 50 ft above the
the
threshold within 70 % of
destination aerodrome and at any alternate aerodrome.

the landing distance available at

AMENDED PROPOSAL

1. The Authority may approve the use of landing distance data
factored in accordance with this paragraph based on steep
approach procedures using a screen height of less than 50 ft,
but not less than 35 ft (See Appendix 1 to OPS 1.550 (a)); (the
dot removed)

1. The Authority may approve the use of landing distance data
factored in accordance with this paragraph based on a screen
height of less than 50 ft, but not less than 35 ft (See Appendix
1 to OPS 1.550 (a)); (the dot removed)

2. The Authority may approve short

in
accordance with the criteria in Appendix 2 to OPS 1.550 (a).

landing operations,

Unchanged

(b) When showing compliance with sub-paragraph (a) above, an

operator shall take account of the following:

1. The altitude at the aerodrome;

2. Not more than 50 % of the head-wind component or not less

than 150 % of the tail-wind component.

3. The runway surface condition and the type of runway surface;

and

4. The runway slope in the direction of landing;

(c) For despatching an aeroplane in accordance with sub-paragraph (a)

above, it must be assumed that:

1. The aeroplane will land on the most favourable runway, in still

air; and

2. The aeroplane will

land on the runway most

likely to be
assigned considering the probable wind speed and direction
and the ground handling characteristics of the aeroplane, and
considering other conditions such as landing aids and terrain.

(d) If an operator is unable to comply with sub-paragraph (c)(2) above
for the destination aerodrome, the aeroplane may be despatched if
an alternate aerodrome is designated which permits full compliance
with sub-paragraphs (a), (b) and (c) above.

OPS 1.555

Landing — Wet and contaminated runways

(a) An operator shall ensure that when the appropriate weather reports
or forecasts, or a combination thereof, indicate that the runway at
the estimated time of arrival may be wet, the landing distance
available is equal
to or exceeds the required landing distance,
determined in accordance with OPS 1.550, multiplied by a factor
of 1,15.

(b) An operator shall ensure that when the appropriate weather reports
or forecasts, or a combination thereof, indicate that the runway at
the estimated time of arrival may be contaminated, the landing
distance, determined by using data acceptable to the Authority
for these conditions, does not exceed the landing distance available.

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AMENDED PROPOSAL

(c) A landing distance on a wet runway shorter than that required by
sub-paragraph (a) above, but not less than that required by OPS
1.550 (a), may be used if the Aeroplane Flight Manual
includes
landing distances on wet
information about
specific additional
runways.

Appendix 1 to OPS 1.525 (b)

General — Take-off and landing climb

The requirements of this Appendix are based on JAR-23.63 (c)(1) and
JAR-23.63 (c)(2), effective 11 March 1994.

(a) Take-off climb

1. All engines operating

The steady gradient of climb after take-off must be at least 4 %
with:

(A) Take-off power on each engine;

(B) The landing gear extended except that if the landing gear
it may be

can be retracted in not more than 7 seconds,
assumed to be retracted;

(C) The wing flaps in the take-off position(s); and

(D) A climb speed not less than the greater of 1,1 VMC and 1,2

VS1.

2. One engine inoperative

(i) The steady gradient of climb at an altitude of 400 ft above
the take-off surface must be measurably positive with:

(A) The critical engine inoperative and its propeller in the

minimum drag position;

(B) The remaining engine at take-off power;

(C) The landing gear retracted;

(D) The wing flaps in the take-off position(s); and

(E) A climb speed equal to that achieved at 50 ft.

(ii) The steady gradient of climb must be not less than 0,75 % at
an altitude of 1 500 ft above the take-off surface with:

(A) The critical engine inoperative and its propeller in the

minimum drag position;

(B) The remaining engine at not more than maximum

continuous power;

(C) The landing gear retracted;

(D) The wing flaps retracted; and

(E) A climb speed not less than 1,2 VS1.

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AMENDED PROPOSAL

(b) Landing climb

1. All engines operating

The steady gradient of climb must be at least 2,5 % with:

(A) Not more than the power or thrust

that

seconds
controls from the minimum flight idle position;

initiation of movement of

after

is available 8
the power

(B) The landing gear extended;

(C) The wing flaps in the landing position; and

(D) A climb speed equal to VREF.

2. One engine inoperative

The steady gradient of climb must be not less than 0,75 % at an
altitude of 1 500 ft above the landing surface with:

(A) The critical engine inoperative and its propeller in the

minimum drag position;

(B) The

remaining engine

at not more

than maximum

continuous power;

(C) The landing gear retracted;

(D) The wing flaps retracted; and

(E) A climb speed not less than 1,2 VS1.

Appendix 1 to OPS 1.535 (b)(1) and (c)(1)

Take-off flight path — Visual course guidance navigation

In order to allow visual course guidance navigation, an operator must
ensure that the weather conditions prevailing at the time of operation
including ceiling and visibility, are such that
the obstacle and/or
ground reference points can be seen and identified. The Operations
Manual must specify, for the aerodrome(s) concerned, the minimum
weather conditions which enable the flight crew to continuously
to
determine and maintain the correct
ground reference points, so as to provide a safe clearance with
respect to obstructions and terrain as follows:

flight path with respect

(a) The procedure must be well defined with respect

to ground
reference points so that the track to be flown can be analysed
for obstacle clearance requirements;

(b) The procedure must be within the capabilities of the aeroplane with

respect to forward speed, bank angle and wind effects;

(c) A written and/or pictorial description of the procedure must be

provided for crew use; and

(d) The limiting environmental conditions must be specified (e.g. wind,
cloud, visibility, day/night, ambient lighting, obstruction lighting).

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AMENDED PROPOSAL

Appendix 1 to OPS 1.550 (a)

Steep approach procedures

The Authority may approve the application of
steep approach
procedures using glideslope angles of 4,5° or more, and with screen
heights of less than 50 ft but not less than 35 ft, provided that the
following criteria are met:

1. The Aeroplane Flight Manual must state the maximum approved
limitations, normal, abnormal or
glideslope angle, any other
emergency procedures
as
steep approach as well
the
for
amendments to the field length data when using steep approach
criteria;

2. A suitable glidepath reference system, comprising at least a visual
glidepath indicating system, must be available at each aerodrome at
which steep approach procedures are to be conducted; and

3. Weather minima must be specified and approved for each runway
to be used with a steep approach. Consideration must be given to
the following:

(i) The obstacle situation;

(ii) The type of glidepath reference and runway guidance such as

visual aids, MLS, 3D-NAV, ILS, LLZ, VOR, NDB;

(iii) The minimum visual reference to be required at DH and MDA;

(iv) Available airborne equipment;

(v) Pilot qualification and special aerodrome familiarisation;

(vi) Aeroplane Flight Manual limitations and procedures; and

(vii) Missed approach criteria.

Appendix 2 to OPS 1.550 (a)

Short landing operations

For the purpose of OPS 1.550 (a)(2), the distance used for the calcu-
lation of the permitted landing mass may consist of the usable length
of the declared safe area plus the declared landing distance available.
The Authority may approve such operations in accordance with the
following criteria:

1. The use of

the declared safe area must be approved by the

aerodrome Authority;

2. The declared safe area must be clear of obstructions or depressions
which would endanger an aeroplane undershooting the runway,
and no mobile object shall be permitted on the declared safe area
while the runway is being used for short landing operations;

3. The slope of the declared safe area must not exceed 5 % upward

slope nor 2 % downward slope in the direction of landing;

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4. The useable length of the declared safe area under the provisions

of this Appendix shall not exceed 90 metres;

5. The width of the declared safe area shall not be less than twice the

runway width, centred on the extended runway centreline;

6. It is assumed that the crossing height over the beginning of the
usable length of the declared safe area shall not be less than 50 ft.

7. For

the purpose of

strength
this operation,
requirement of OPS 1.480 (a)(5) need not apply to the declared
safe area.

the bearing

8. Weather minima must be specified and approved for each runway
to be used and shall not be less than the greater of VFR or
non-precision approach minima;

9. Pilot requirements must be specified (OPS 1.975 (a) refers);

10. The Authority may impose such additional conditions as are
necessary for safe operation taking into account the aeroplane
type characteristics, approach aids and missed approach/baulked
landing considerations.

SUBPART I

PERFORMANCE CLASS C

OPS 1.560

General

An operator shall ensure that, for determining compliance with the
requirements of this Subpart, the approved performance Data in the
is supplemented, as necessary, with other
Aeroplane Flight Manual
Data acceptable to the Authority if the approved performance Data
in the Aeroplane Flight Manual is insufficient.

OPS 1.565

Take-off

(a) An operator shall ensure that the take-off mass does not exceed the
maximum take-off mass specified in the Aeroplane Flight Manual
for the pressure altitude and the ambient
the
aerodrome at which the take-off is to be made.

temperature at

(b) An operator shall ensure that, for aeroplanes which have take-off
field length data contained in their Aeroplane Flight Manuals that
do not include engine failure accountability, the distance from the
start of the take-off roll required by the aeroplane to reach a height
of 50 ft above the surface with all engines operating within the
maximum take-off power conditions specified, when multiplied by
a factor of either:

1. 1,33 for aeroplanes having two engines; or

2. 1,25 for aeroplanes having three engines; or

3. 1,18 for aeroplanes having four engines,

does not exceed the take-off run available at the aerodrome at
which the take-off is to be made.

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(c) An operator shall ensure that, for aeroplanes which have take-off
field length data contained in their Aeroplane Flight Manuals which
accounts for engine failure, the following requirements are met in
accordance with the specifications in the Aeroplane Flight Manual:

1. The accelerate-stop distance must not exceed the accelerate-stop

distance available;

2. The take-off distance must not exceed the take-off distance
available, with a clearway distance not exceeding half of the
take-off run available;

3. The take-off run must not exceed the take-off run available;

4. Compliance with this paragraph must be shown using a single

value of V1 for the rejected and continued take-off; and

5. On a wet or contaminated runway the take-off mass must not
exceed that permitted for a take-off on a dry runway under the
same conditions.

(d) When showing compliance with sub-paragraphs (b) and (c) above,

an operator must take account of the following:

1. The pressure altitude at the aerodrome;

2. The ambient temperature at the aerodrome;

3. The runway surface condition and the type of runway surface;

4. The runway slope in the direction of take-off;

5. Not more that 50 % of the reported head-wind component or
not less than 150 % of the reported tail-wind component; and

6. The loss,

if any, of runway length due to alignment of the

aeroplane prior to take-off.

OPS 1.570

Take-off obstacle clearance

(a) An operator shall ensure that the take-off flight path with one
engine inoperative clears all obstacles by a vertical distance of at
least 50 ft plus 0,01 × D, or by a horizontal distance of at least
90 m plus 0,125 × D, where D is the horizontal distance the
aeroplane has travelled from the end of
the take-off distance
available. For aeroplanes with a wingspan of less than 60 m a
horizontal obstacle clearance of half the aeroplane wingspan plus
60 m, plus 0,125 × D may be used.

(b) The take-off flight path must begin at a height of 50 ft above the
surface at the end of the take-off distance required by OPS 1.565
(b) or (c) as applicable, and end at a height of 1 500 ft above the
surface.

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(c) When showing compliance with sub-paragraph (a), an operator

must take account of the following:

1. The mass of the aeroplane at the commencement of the take-off

run;

2. The pressure altitude at the aerodrome;

3. The ambient temperature at the aerodrome; and

4. Not more than 50 % of the reported head-wind component or
not less than 150 % of the reported tail-wind component.

(d) When showing compliance with sub-paragraph (a) above, track
changes shall not be allowed up to that point of the take-off
flight path where a height of 50 ft above the surface has been
achieved. Thereafter, up to a height of 400 ft it is assumed that
the aeroplane is banked by no more than 15°. Above 400 ft height
bank angles greater than 15°, but not more than 25° may be
scheduled. Adequate allowance must be made for the effect of
bank angle on operating speeds and flight path including the
distance increments resulting from increased operating speeds.

(e) When showing compliance with sub-paragraph (a) above for those
cases which do not require track changes of more than 15°, an
operator need not consider those obstacles which have a lateral
distance greater than:

1. 300 m, if the pilot is able to maintain the required navigational

accuracy through the obstacle accountability area; or

2. 600 m, for flights under all other conditions.

(f) When showing compliance with sub-paragraph (a) above for those
cases which do require track changes of more than 15°, an operator
need not consider those obstacles which have a lateral distance
greater than:

1. 600 m, if the pilot is able to maintain the required navigational

accuracy through the obstacle accountability area; or

2. 900 m for flights under all other conditions.

(g) An operator shall establish contingency procedures to satisfy the
requirements of OPS 1.570 and to provide a safe route, avoiding
to enable the aeroplane to either comply with the
obstacles,
en-route requirements of OPS 1.580, or
the
land at either
aerodrome of departure or at a take-off alternate aerodrome.

OPS 1.575

En-route — All engines operating

An operator shall ensure that the aeroplane will, in the meteorological
conditions expected for the flight, at any point on its route or on any
planned diversion therefrom, be capable of a rate of climb of at least
300 ft per minute with all engines operating within the maximum
continuous power conditions specified at:

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1. The minimum altitudes for safe flight on each stage of the route to
be flown or of any planned diversion therefrom specified in, or
calculated from the information contained in,
the Operations
Manual relating to the aeroplane; and

2. The minimum altitudes necessary for

compliance with the

conditions prescribed in OPS 1.580 and 1.585, as appropriate.

OPS 1.580

En-route — One engine inoperative

(a) An operator shall ensure that the aeroplane will, in the meteoro-
logical conditions expected for the flight, in the event of any one
engine becoming inoperative at any point on its route or on any
planned diversion therefrom and with the other engine or engines
operating within the maximum continuous power conditions
specified, be capable of continuing the flight from the cruising
altitude to an aerodrome where a landing can be made in
accordance with OPS 1.595 or OPS 1.600 as appropriate,
the
clearing obstacles within 9,3 km (5 nm) either
intended track by a vertical interval of at least:

side of

1. 1 000 ft when the rate of climb is zero or greater; or

2. 2 000 ft when the rate of climb is less than zero.

(b) The flight path shall have a positive slope at an altitude of 450 m
(1 500 ft) above the aerodrome where the landing is assumed to be
made after the failure of one engine.

(c) For the purpose of this sub-paragraph the available rate of climb of
the aeroplane shall be taken to be 150 ft per minute less than the
gross rate of climb specified.

(d) When showing compliance with this paragraph, an operator must
increase the width margins of sub-paragraph (a) above to 18,5 km
(10 nm)
the 95 %
the navigational accuracy does not meet
containment level.

if

(e) Fuel jettisoning is permitted to an extent consistent with reaching
the aerodrome with the required fuel reserves, if a safe procedure is
used.

OPS 1.585

En-route — Aeroplanes with three or more engines, two engines
inoperative

(a) An operator shall ensure that, at no point along the intended track,
will an aeroplane having three or more engines be more than 90
minutes at the all-engine long range cruising speed at standard
temperature in still air, away from an aerodrome at which the
performance requirements applicable at
the expected landing
mass are met unless it complies with sub-paragraphs (b) to (e)
below.

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(b) The two-engines inoperative flight path shown must permit the
aeroplane to continue the flight,
in the expected meteorological
conditions, clearing all obstacles within 9,3 km (5 nm) either
least
side of
2 000 ft, to an aerodrome at which the performance requirements
applicable at the expected landing mass are met.

the intended track by a vertical

interval of at

(c) The two engines are assumed to fail at the most critical point of
that portion of the route where the aeroplane is more than 90
minutes, at the all engines long range cruising speed at standard
temperature in still air, away from an aerodrome at which the
the expected landing
performance requirements applicable at
mass are met.

(d) The expected mass of the aeroplane at the point where the two
engines are assumed to fail must not be less than that which would
include sufficient
to proceed to an aerodrome where the
landing is assumed to be made, and to arrive there at an altitude
of a least 450 m (1 500 ft) directly over the landing area and
thereafter to fly level for 15 minutes.

fuel

(e) For the purpose of this sub-paragraph the available rate of climb of
the aeroplane shall be taken to be 150 ft per minute less than that
specified.

(f) When showing compliance with this paragraph, an operator must
increase the width margins of sub-paragraph (a) above to 18,5 km
(10 nm)
the 95 %
the navigational accuracy does not meet
containment level.

if

(g) Fuel jettisoning is permitted to an extent consistent with reaching
the aerodrome with the required fuel reserves, if a safe procedure is
used.

OPS 1.590

Landing — Destination and alternate aerodromes

the landing mass of

An operator shall ensure that
the aeroplane
determined in accordance with OPS 1.475 (a) does not exceed the
maximum landing mass specified in the Aeroplane Flight Manual for
the altitude and, if accounted for in the Aeroplane Flight Manual, the
ambient temperature expected for the estimated time of landing at the
destination and alternate aerodrome.

OPS 1.595

Landing — Dry runways

(a) An operator shall ensure that the landing mass of the aeroplane
determined in accordance with OPS 1.475 (a) for the estimated
time of landing allows a full stop landing from 50 ft above the
threshold within 70 % of
the
destination and any alternate aerodrome.

the landing distance available at

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(b) When showing compliance with sub-paragraph (a) above, an

operator must take account of the following:

1. The altitude at the aerodrome;

2. Not more than 50 % of the head-wind component or not less

than 150 % of the tail-wind component;

3. The type of runway surface; and

4. The slope of the runway in the direction of landing.

(c) For despatching an aeroplane in accordance with sub-paragraph (a)

above it must be assumed that:

1. The aeroplane will land on the most favourable runway in still

air; and

2. The aeroplane will

land on the runway most

likely to be
assigned considering the probable wind speed and direction
and the ground handling characteristics of the aeroplane, and
considering other conditions such as landing aids and terrain.

(d) If an operator is unable to comply with sub-paragraph (b)(2) above
for the destination aerodrome, the aeroplane may be despatched if
an alternate aerodrome is designated which permits full compliance
with sub-paragraphs (a), (b) and (c).

(d) If an operator is unable to comply with sub-paragraph (c)(2) above
for the destination aerodrome, the aeroplane may be despatched if
an alternate aerodrome is designated which permits full compliance
with sub-paragraphs (a), (b) and (c).

OPS 1.600

Unchanged

Landing — Wet and contaminated runways

(a) An operator shall ensure that when the appropriate weather reports
or forecasts, or a combination thereof, indicate that the runway at
the estimated time of arrival may be wet, the landing distance
available is equal
to or exceeds the required landing distance,
determined in accordance with OPS 1.595, multiplied by a factor
of 1,15.

(b) An operator shall ensure that when the appropriate weather reports
or forecasts, or a combination thereof, indicate that the runway at
the estimated time of arrival may be contaminated, the landing
distance determined by using data acceptable to the Authority for
these conditions, does not exceed the landing distance available.

SUBPART J

MASS AND BALANCE

OPS 1.605

General

(See Appendix 1 to OPS 1.605)

(a) An operator shall ensure that during any phase of operation, the
loading, mass and centre of gravity of the aeroplane complies with
the limitations specified in the approved Aeroplane Flight Manual,
or the Operations Manual if more restrictive.

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(b) An operator must establish the mass and the centre of gravity of
any aeroplane by actual weighing prior to initial entry into service
and thereafter at intervals of 4 years if individual aeroplane masses
are used and 9 years if fleet masses are used. The accumulated
effects of modifications and repairs on the mass and balance
must be accounted for and properly documented. Furthermore,
aeroplanes must be reweighed if the effect of modifications on
the mass and balance is not accurately known.

(c) An operator must determine the mass of all operating items and
crew members included in the aeroplane dry operating mass by
their
weighing or by using standard masses. The influence of
position on the aeroplane centre of gravity must be determined.

(d) An operator must establish the mass of the traffic load, including
any ballast, by actual weighing or determine the mass of the traffic
load in accordance with standard passenger and baggage masses as
specified in OPS 1.620.

(e) An operator must determine the mass of the fuel load by using the
actual density or, if not known, the density calculated in accordance
with a method specified in the Operations Manual.

OPS 1.607

Terminology

(a) Dry operating mass

The total mass of
the aeroplane ready for a specific type of
operation excluding all usable fuel and traffic load. This mass
includes items such as:

1. Crew and crew baggage;

2. Catering and removable passenger service equipment; and

3. Potable water and lavatory chemicals.

(b) Maximum zero fuel mass

The maximum permissible mass of an aeroplane with no usable
fuel. The mass of the fuel contained in particular tanks must be
included in the zero fuel mass when it is explicitly mentioned in
the Aeroplane Flight Manual limitations.

(c) Maximum structural landing mass

The maximum permissible total aeroplane mass upon landing
under normal circumstances.

(d) Maximum structural take-off mass

The maximum permissible total aeroplane mass at the start of the
take-off run.

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(e) Passenger classification

1. Adults, male and female, are defined as persons of an age of 12

years and above.

2. Children are defined as persons who are of an age of two years

and above but who are less than 12 years of age.

3. Infants are defined as persons who are less than 2 years of age.

(f) Traffic load

The total mass of passengers, baggage and cargo,
non-revenue load.

including any

OPS 1.610

Loading, mass and balance

An operator shall specify, in the Operations Manual, the principles and
methods involved in the loading and in the mass and balance system
that meet the requirements of OPS 1.605. This system must cover all
types of intended operations.

OPS 1.615

Mass values for crew

(a) An operator shall use the following mass values to determine the

dry operating mass:

1. Actual masses including any crew baggage; or

2. Standard masses, including hand baggage, of 85 kg for flight

crew members and 75 kg for cabin crew members; or

3. Other standard masses acceptable to the Authority.

(b) An operator must correct the dry operating mass to account for
any additional baggage. The position of this additional baggage
must be accounted for when establishing the centre of gravity of
the aeroplane.

OPS 1.620

Mass values for passengers and baggage

(a) An operator shall compute the mass of passengers and checked
baggage using either the actual weighed mass of each person and
the actual weighed mass of baggage or the standard mass values
specified in Tables 1 to 3 below except where the number of
passenger seats available is less than 10. In such cases passenger
mass may be established by use of a verbal statement by, or on
behalf of, each passenger and adding to it a predetermined constant
to account for hand baggage and clothing. The procedure spec-
ifying when to select
and the
procedure to be followed when using verbal statements must be
included in the Operations Manual.

standard masses

actual or

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(b) If determining the actual mass by weighing, an operator must
ensure that passengers' personal belongings and hand baggage are
included. Such weighing must be conducted immediately prior to
boarding and at an adjacent location.

(c) If determining the mass of passengers using standard mass values,
the standard mass values in Tables 1 and 2 below must be used. The
standard masses include hand baggage and the mass of any infant
below 2 years of age carried by an adult on one passenger seat.
Infants occupying separate passenger seats must be considered as
children for the purpose of this sub-paragraph.

(d) Mass values for passengers — 20 seats or more

1. Where the total number of passenger seats available on an
aeroplane is 20 or more, the standard masses of male and
female in Table 1 are applicable. As an alternative,
in cases
where the total number of passenger seats available is 30 or
more, the “All Adult” mass values in Table 1 are applicable.

2. For the purpose of Table 1, holiday charter means a charter
flight
solely intended as an element of a holiday travel
package. The holiday charter mass values apply provided that
not more than 5 % of passenger seats installed in the aeroplane
are used for the non-revenue carriage of certain categories of
passengers

Table 1

Passenger seats

20 and more

30 and more

Male

Female

All adult

All flights except holiday
charters

88 kg

70 kg

84 kg

Holiday charters

83 kg

69 kg

Children

35 kg

35 kg

76 kg

35 kg

(e) Mass values for passengers — 19 seats or less

1. Where the total number of passenger seats available on an
aeroplane is 19 or less, the standard masses in Table 2 are
applicable.

2. On flights where no hand baggage is carried in the cabin or
where hand baggage is accounted for separately, 6 kg may be
deducted from the above male and female masses. Articles such
as an overcoat, an umbrella, a small handbag or purse, reading
material or a small camera are not considered as hand baggage
for the purpose of this sub-paragraph.

Table 2

Passenger seats

1-5

6-9

Male

Female

Children

104 kg

96 kg

86 kg

35 kg

78 kg

35 kg

10-19

92 kg

74 kg

35 kg

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(f) Mass values for baggage

1. Where the total number of passenger seats available on the
aeroplane is 20 or more the standard mass values given in
Table 3 are applicable for each piece of checked baggage. For
aeroplanes with 19 passenger seats or less, the actual mass of
checked baggage, determined by weighing, must be used.

2. For the purpose of Table 3:

(i) Domestic flight means a flight with origin and destination

within the borders of one State;

(ii) Flights within the European region means flights, other than
domestic flights, whose origin and destination are within
the area specified in Appendix 1 to OPS 1.620 (f); and

(iii) Intercontinental

than flights within the
European region, means a flight with origin and destination
in different continents.

flight, other

Table 3

20 or more seats

Type of flight

Baggage standard mass

Domestic

Within the European region

Intercontinental

All other

11 kg

13 kg

15 kg

13 kg

(g) If an operator wishes to use standard mass values other than those
contained in Tables 1 to 3 above, he must advise the Authority of
his reasons and gain its approval in advance. He must also submit
for approval a detailed weighing survey plan and apply the stat-
istical analysis method given in Appendix 1 to OPS 1.620 (g). After
verification and approval by the Authority of the results of the
weighing survey,
the revised standard mass values are only
applicable to that operator. The revised standard mass values can
only be used in circumstances consistent with those under which
the survey was conducted. Where revised standard masses exceed
those in Tables 1-3, then such higher values must be used.

(h) On any flight

identified as carrying a significant number of
including hand baggage, are expected
passengers whose masses,
to exceed the
standard passenger mass, an operator must
determine the actual mass of such passengers by weighing or by
adding an adequate mass increment.

(i)

If standard mass values for checked baggage are used and a
significant number of passengers
is
expected to exceed the standard baggage mass, an operator must
determine the actual mass of such baggage by weighing or by
adding an adequate mass increment.

check in baggage

that

(j) An operator shall ensure that a commander is advised when a
non-standard method has been used for determining the mass of
the load and that this method is stated in the mass and balance
documentation.

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OPS 1.625

AMENDED PROPOSAL

Mass and balance documentation

(See Appendix 1 to OPS 1.625)

(a) An operator shall establish mass and balance documentation prior
to each flight specifying the load and its distribution. The mass and
balance documentation must enable the commander to determine
that the load and its distribution is such that the mass and balance
limits of the aeroplane are not exceeded. The person preparing the
mass and balance documentation must be named on the document.
The person supervising the loading of the aeroplane must confirm
by signature that the load and its distribution are in accordance
with the mass and balance documentation. This document must be
acceptable to the commander, his acceptance being indicated by
countersignature or equivalent. (See also OPS 1.1055 (a)(12).)

(b) An operator must specify procedures for last minute changes to the

load.

(c) Subject to the approval of the Authority, an operator may use an
alternative to the procedures required by paragraphs (a) and (b)
above.

Appendix 1 to OPS 1.605

Mass and balance — General

(See OPS 1.605)

(a) Determination of the dry operating mass of an aeroplane

1. Weighing of an aeroplane

(i) New aeroplanes are normally weighed at the factory and are
eligible to be placed into operation without reweighing if the
mass and balance records have been adjusted for alterations
or modifications to the aeroplane. Aeroplanes transferred
from one operator with an approved mass
control
to another operator with an approved
programme
programme need not be weighed prior
to use by the
receiving operator unless more than 4 years have elapsed
since the last weighing.

(ii) The individual mass and centre of gravity (CG) position of
each aeroplane shall be re-established periodically. The
maximum interval between two weighings must be defined
by the operator and must meet the requirements of OPS
1.605 (b).
the mass and the CG of each
aeroplane shall be re-established either by:

In addition,

(A) Weighing; or

(B) Calculation,

if

the operator

necessary justification to prove the validity of
method of calculation chosen,

is able to provide the
the

whenever the cumulative changes to the dry operating mass
exceed ± 0,5 % of the maximum landing mass or the cumu-
lative change in CG position exceeds 0,5 % of the mean
aerodynamic chord.

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2. Fleet mass and CG position

(i) For a fleet or group of aeroplanes of the same model and
configuration, an average dry operating mass and CG
position may be used as the fleet mass and CG position,
provided that the dry operating masses and CG positions of
the individual aeroplanes meet the tolerances specified in
sub-paragraph
criteria
(iv) and (a)(3) below are
specified in sub-paragraphs (iii),
applicable.

Furthermore,

below.

the

(ii)

(ii) Tolerances

landing mass

(A) If the dry operating mass of any aeroplane weighed, or
the calculated dry operating mass of any aeroplane of a
fleet, varies by more than ± 0,5 % of the maximum
structural
established dry
operating fleet mass or the CG position varies by
more than ± 0,5 % of the mean aero-dynamic chord
from the fleet CG,
that aeroplane shall be omitted
fleet. Separate fleets may be established,
from that
each with differing fleet mean masses.

from the

(B)

(C)

In cases where the aeroplane mass is within the dry
operating fleet mass tolerance but its CG position falls
the aeroplane
outsides the permitted fleet
may still be operated under
applicable dry
operating fleet mass but with an individual CG position.

tolerance,

the

If an individual aeroplane has, when compared with
the fleet, a physical, accurately
other aeroplanes of
accountable difference (e.g. galley or seat configuration),
that causes exceedance of
this
aeroplane may be maintained in the fleet provided
that appropriate corrections are applied to the mass
and/or CG position for that aeroplane.

tolerances,

the fleet

(D) Aeroplanes for which no mean aerodynamic chord has
been published must be operated with their individual
mass and CG position values or must be subjected to a
special study and approval.

(iii) Use of fleet values

(A) After the weighing of an aeroplane, or if any change
occurs in the aeroplane equipment or configuration, the
operator must verify that this aeroplane falls within the
tolerances specified in sub-paragraph (2)(ii) above.

(B) Aeroplanes which have not been weighed since the last
fleet mass evaluation can still be kept in a fleet operated
with fleet values, provided that the individual values are
revised by computation and stay within the tolerances
If these indi-
defined in sub-paragraph (2)(ii) above.
vidual values no longer
fall within the permitted
tolerances,
the operator must either determine new
fleet values fulfilling the conditions of sub-paragraphs
(2)(i) and (2)(ii) above, or operate the aeroplanes not
falling within the limits with their individual values.

(C) To add an aeroplane to a fleet operated with fleet
values, the operator must verify by weighing or compu-
tation that its actual values fall within the tolerances
specified in sub-paragraph (2)(ii) above.

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(iv) To comply with sub-paragraph (2)(i) above, the fleet values
must be updated at least at the end of each fleet mass
evaluation.

3. Number of aeroplanes to be weighed to obtain fleet values

(i) If “n” is the number of aeroplanes in the fleet using fleet
values,
in the period
between two fleet mass evaluations, a certain number of
aeroplanes defined in the Table below:

the operator must at

least weigh,

Number of aeroplanes in the fleet

Minimum number of weighings

2 or 3

4 to 9

10 or more

n

(n + 3)/2

(n + 51)/10

(ii) In choosing the aeroplanes to be weighed, aeroplanes in the
fleet which have not been weighed for the longest time
should be selected.

(iii) The interval between 2 fleet mass evaluations must not

exceed 48 months.

4. Weighing procedure

(i) The weighing must be accomplished either by the manu-
facturer or by an approved maintenance organisation.

(ii) Normal precautions must be taken consistent with good

practices such as:

(A) Checking for
equipment;

completeness of

the aeroplane and

(B) Determining that fluids are properly accounted for;

(C) Ensuring that the aeroplane is clean; and

(D) Ensuring that weighing is accomplished in an enclosed

building.

(iii) Any equipment used for weighing must be properly cali-
brated, zeroed, and used in accordance with the manu-
facturer's instructions. Each scale must be calibrated either
by the manufacturer, by a civil department of weights and
measures or by an appropriately authorised organisation
within 2 years or within a time period defined by the
is
manufacturer of
less. The
the
aeroplane to be established accurately (see Appendix 1 to
OPS 1.605, paragraph (a)(4)(iii).).

the weighing equipment, whichever

equipment must

the mass of

enable

(iii) Any equipment used for weighing must be properly cali-
brated, zeroed, and used in accordance with the manu-
facturer's instructions. Each scale must be calibrated either
by the manufacturer, by a civil department of weights and
measures or by an appropriately authorised organisation
within 2 years or within a time period defined by the
is
manufacturer of
less. The
the
enable
aeroplane to be established accurately.

the weighing equipment, whichever

equipment must

the mass of

(b) Special standard masses for the traffic load

Unchanged

In addition to standard masses for passengers and checked baggage,
an operator can submit for approval to the Authority standard
masses for other load items.

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(c) Aeroplane loading

1. An operator must ensure that the loading of its aeroplanes is

performed under the supervision of qualified personnel.

2. An operator must ensure that the loading of the freight

consistent with the data used for
aeroplane mass and balance.

the calculation of

is
the

3. An operator must comply with additional structural limits such
as the floor strength limitations, the maximum load per running
metre, the maximum mass per cargo compartment, and/or the
maximum seating limits.

(d) Centre of gravity limits

1. Operational CG envelope

seat

row, of

cargo in individual

Unless seat allocation is applied and the effects of the number of
passengers per
cargo
compartments and of fuel in individual tanks is accounted for
accurately in the balance calculation, operational margins must
be applied to the certificated centre of gravity envelope.
In
determining the CG margins, possible deviations from the
assumed load distribution must be considered. If free seating is
applied,
introduce procedures to ensure
corrective action by flight or cabin crew if extreme longitudinal
seat selection occurs. The CG margins and associated operational
procedures,
including assumptions with regard to passenger
seating, must be acceptable to the Authority.

the operator must

2. In-flight centre of gravity

Further to sub-paragraph (d)(1) above, the operator must show
that the procedures fully account for the extreme variation in
CG travel during flight caused by passenger/crew movement and
fuel consumption/transfer.

Appendix 1 to OPS 1.620 (f)

Definition of the area for flights within the European region

For the purposes of OPS 1.620 (f), flights within the European region,
other than domestic flights, are flights conducted within the area
bounded by rhumb lines between the following points:

— N7200

E04500

— N4000

E04500

— N3500

E03700

— N3000

E03700

— N3000

W00600

— N2700

W00900

— N2700

W03000

— N6700

W03000

— N7200

W01000

— N7200

E04500

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as depicted in Figure 1 below:

Figure 1

European region

Appendix 1 to OPS 1.620 (g)

Procedure for establishing revised standard mass values for
passengers and baggage

(a) Passengers

1. Weight sampling method

The average mass of passengers and their hand baggage must be
determined by weighing, taking random samples. The selection
of random samples must by nature and extent be representative
of the passenger volume, considering the type of operation, the
frequency of
in/outbound flights,
applicable season and seat capacity of the aeroplane.

flights on various routes,

2. Sample size

The survey plan must cover the weighing of at least the greatest
of:

(i) A number of passengers calculated from a pilot sample,
using normal statistical procedures and based on a relative
confidence range (accuracy) of 1 % for all adult and 2 % for
separate male and female average masses; and

(ii) For aeroplanes:

(A) With a passenger seating capacity of 40 or more, a total

of 2 000 passengers; or

(B) With a passenger seating capacity of less than 40, a total

number of 50 × (the passenger seating capacity).

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3. Passenger masses

include the mass of

Passenger masses must
the passengers'
belongings which are carried when entering the aeroplane.
When taking random samples of passenger masses,
infants
shall be weighted together with the accompanying adult (See
also OPS 1620 (c) (d) and (e).

4. Weighing location

The location for the weighing of passengers shall be selected as
close as possible to the aeroplane, at a point where a change in
the passenger mass by disposing of or by acquiring more
personal belongings is unlikely to occur before the passengers
board the aeroplane.

5. Weighing machine

The weighing machine to be used for passenger weighing shall
have a capacity of at least 150 kg. The mass shall be displayed
at minimum graduations of 500 g. The weighing machine must
be accurate to within 0,5 % or 200 g whichever is the greater.

6. Recording of mass values

For each flight the mass of the passengers, the corresponding
passenger category (i.e. male/female/children) and the flight
number must be recorded.

For each flight
passengers,
female/children) and the flight number must be recorded.

the
included in the survey the mass of
the corresponding passenger category (i.e. male/

(b) Checked baggage

Unchanged

The statistical procedure for determining revised standard baggage
mass values based on average baggage masses of the minimum
required sample size is basically the same as for passengers and
the relative
as specified in sub-paragraph (a)(1). For baggage,
confidence range (accuracy) amounts to 1 %. A minimum of
2 000 pieces of checked baggage must be weighed.

(c) Determination of revised standard mass values for passengers and

checked baggage

1. To ensure that,

in preference to the use of actual masses
determined by weighing,
the use of revised standard mass
values for passengers and checked baggage does not adversely
affect operational safety, a statistical analysis must be carried
out. Such an analysis will generate average mass values for
passengers and baggage as well as other data.

2. On aeroplanes with 20 or more passenger seats, these averages

apply as revised standard male and female mass values.

3. On smaller aeroplanes, the following increments must be added
to the average passenger mass to obtain the revised standard
mass values:

Number of passenger seats

Required mass increment

1-5 incl.

6-9 incl.

10-19 incl.

16 kg

8 kg

4 kg

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Alternatively, all adult revised standard (average) mass values
may be applied on aeroplanes with 30 or more passenger
seats. Revised standard (average) checked baggage mass values
are applicable to aeroplanes with 20 or more passenger seats.

4. Operators have the option to submit a detailed survey plan to
the Authority for approval and subsequently a deviation from
the revised standard mass value provided this deviating value is
determined by use of the procedure explained in this Appendix.
Such deviations must be reviewed at intervals not exceeding 5
years.

5. All adult revised standard mass values must be based on a
flights except
male/female ratio of 80/20 in respect of all
holiday charters which are 50/50.
If an operator wishes to
obtain approval for use of a different ratio on specific routes
or flights then data must be submitted to the Authority showing
that the alternative male/female ratio is conservative and covers
at least 84 % of the actual male/female ratios on a sample of at
least 100 representative flights.

6. The average mass values found are rounded to the nearest whole
number in kg. Checked baggage mass values are rounded to the
nearest 0,5 kg figure, as appropriate.

Appendix 1 to OPS 1.625

Mass and balance documentation

(a) Mass and balance documentation

1. Contents

(i) The mass and balance documentation must contain the

following information:

(A) The aeroplane registration and type;

(B) The flight identification number and date;

(C) The identity of the commander;

(D) The identity of the person who prepared the document;

(E) The dry operating mass and the corresponding CG of

the aeroplane;

(F) The mass of the fuel at take-off and the mass of trip

fuel;

(G) The mass of consumables other than fuel;

(H) The components of

the load including passengers,

baggage, freight and ballast;

(I) The take-off mass, landing mass and zero fuel mass;

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(J) The load distribution;

(K) The applicable aeroplane CG positions; and

(L) The limiting mass and CG values.

(ii) Subject to the approval of the Authority, an operator may
omit some of this data from the mass and balance docu-
mentation.

2. Last-Minute change

If any last-minute change occurs after the completion of the
mass and balance documentation, this must be brought to the
attention of the commander and the last-minute change must be
entered on the mass and balance documentation. The maximum
allowed change in the number of passengers or hold load
acceptable as a last-minute change must be specified in the
Operations Manual. If this number is exceeded, new mass and
balance documentation must be prepared.

(b) Computerised systems

Where mass and balance documentation is generated by a
computerised mass and balance system, the operator must verify
the integrity of the output data. He must establish a system to
check that amendments of his
input data are incorporated
properly in the system and that the system is operating correctly
on a continuous basis by verifying the output data at intervals not
exceeding 6 months.

(c) Onboard mass and balance systems

An operator must obtain the approval of the Authority if he wishes
to use an onboard mass and balance computer system as a primary
source for despatch.

(d) Datalink

When mass and balance documentation is sent to aeroplanes via
datalink, a copy of the final mass and balance documentation as
accepted by the commander must be available on the ground.

SUBPART K

INSTRUMENTS AND EQUIPMENT

OPS 1.630

General introduction

(a) An operator shall ensure that a flight does not commence unless
the instruments and equipment required under this Subpart are:

1. Approved, except as specified in sub-paragraph (c), and installed
in accordance with the requirements applicable to them,
including the minimum performance standard and the oper-
ational and airworthiness requirements; and

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2. In operable condition for the kind of operation being conducted

except as provided in the MEL (OPS 1.030 refers).

(b) Instruments and equipment minimum performance standards are
those prescribed in the applicable Joint Technical Standard Orders
(JTSO) as listed in JAR-TSO, unless different performance standards
codes.
are prescribed in the operational or
Instruments
and
performance specifications other than JTSO on the date of OPS
implementation may remain in service, or be installed, unless
additional requirements are prescribed in this Subpart. Instruments
and equipment that have already been approved do not need to
comply with a revised JTSO or a revised specification, other than
JTSO, unless a retroactive requirement is prescribed.

complying with

airworthiness

equipment

design

and

(c) The following items shall not be required to have an equipment

approval:

1. Fuses referred to in OPS 1.635;

2. Electric torches referred to in OPS 1.640 (a)(4);

3. An accurate time piece referred to in OPS 1.650 (b) and 1.652

(b);

4. Chart holder referred to in OPS 1.652 (n).

5. First-aid kits referred to in OPS 1.745;

6. Emergency medical kit referred to in OPS 1.755;

7. Megaphones referred to in OPS 1.810;

8. Survival and pyrotechnic signalling equipment referred to in

OPS 1.835 (a) and (c); and

9. Sea

anchors

and equipment

anchoring or
manoeuvring seaplanes and amphibians on water referred to
in OPS 1.840.

for mooring,

(d) If equipment is to be used by one flight crew member at his station
during flight, it must be readily operable from his station. When a
single item of equipment is required to be operated by more than
one flight crew member it must be installed so that the equipment
is readily operable from any station at which the equipment is
required to be operated.

(e) Those instruments that are used by any one flight crew member
shall be so arranged as to permit the flight crew member to see the
indications readily from his station, with the minimum practicable
deviation from the position and line of vision which he normally
assumes when looking forward along the flight path. Whenever a
single instrument is required in an aeroplane operated by more
than one flight crew member it must be installed so that the
instrument is visible from each applicable flight crew station.

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OPS 1.635

Circuit protection devices

An operator shall not operate an aeroplane in which fuses are used
unless there are spare fuses available for use in flight equal to at least
10 % of the number of fuses of each rating or three of each rating
whichever is the greater.

OPS 1.640

Aeroplane operating lights

An operator shall not operate an aeroplane unless it is equipped with:

(a) For flight by day:

1. Anti-collision light system;

2. Lighting supplied from the aeroplane's electrical system to
and

provide
equipment essential to the safe operation of the aeroplane;

illumination

instruments

adequate

for

all

3. Lighting supplied from the aeroplane's electrical system to

provide illumination in all passenger compartments; and

4. An electric torch for each required crew member

readily
accessible to crew members when seated at their designated
station.

(b) For flight by night, in addition to equipment specified in paragraph

(a) above:

1. Navigation/position lights; and

2. Two landing lights or a single light having two separately

energised filaments; and

3. Lights

to conform with the

for
preventing collisions at sea if the aeroplane is a seaplane or
an amphibian.

international

regulations

OPS 1.645

Windshield wipers

shall not operate an aeroplane with a maximum
An operator
certificated take-off mass of more than 5 700 kg unless
is
equipped at each pilot station with a windshield wiper or equivalent
means to maintain a clear portion of the windshield during precipi-
tation.

it

OPS 1.650

Day VFR operations — Flight and navigational instruments and
associated equipment

An operator shall not operate an aeroplane by day in accordance with
Visual Flight Rules (VFR) unless it is equipped with the flight and
navigational
and, where
applicable, under the conditions stated in the following sub-paragraphs:

and associated equipment

instruments

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(a) A magnetic compass;

(b) An accurate timepiece showing the time in hours, minutes, and

seconds;

(c) A sensitive pressure altimeter calibrated in feet with a sub-scale
setting, calibrated in hectopascals/millibars, adjustable for any
barometric pressure likely to be set during flight;

(d) An airspeed indicator calibrated in knots;

(e) A vertical speed indicator;

(f) A turn and slip indicator, or a turn co-ordinator incorporating a

slip indicator;

(g) An attitude indicator;

(h) A stabilised direction indicator; and

(i) A means of indicating in the flight crew compartment the outside

air temperature calibrated in degrees Celcius.

(j)

that

For flights which do not exceed 60 minutes duration, which take
off and land at the same aerodrome, and which remain within
50 nm of
instruments prescribed in
sub-paragraphs (f), (g) and (h) above, and sub-paragraphs (k)(4),
(k)(5) and (k)(6) below, may all be replaced by either a turn and
slip indicator, or a turn co-ordinator incorporating a slip indicator,
or both an attitude indicator and a slip indicator.

aerodrome,

the

(k) Whenever two pilots are required the second pilot's station shall

have separate instruments as follows:

1. A sensitive pressure altimeter calibrated in feet with a sub-scale
setting calibrated in hectopascals/millibars, adjustable for any
barometric pressure likely to be set during flight;

2. An airspeed indicator calibrated in knots;

3. A vertical speed indicator;

4. A turn and slip indicator, or a turn co-ordinator incorporating

a slip indicator;

5. An attitude indicator; and

6. A stabilised direction indicator.

(l)

Each airspeed indicating system must be equipped with a heated
pitot tube or equivalent means for preventing malfunction due to
either condensation or icing for:

1. aeroplanes with a maximum certificated take-off mass in excess
of 5 700 kg or having a maximum approved passenger seating
configuration of more than 9 seats;

1. aeroplanes with a maximum certificated take-off mass in excess
of 5 700 kg or having a maximum approved passenger seating
configuration of more than 9;

2. aeroplanes

first

issued with an individual

certificate of

Unchanged

airworthiness on or after 1 April 1999

(m) Whenever duplicate instruments are required,

the requirement
embraces separate displays for each pilot and separate selectors
or other associated equipment where appropriate.

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(n) All aeroplanes must be equipped with means for indicating when
required flight

supplied to the

adequately

power
is not
instruments; and

(o) All aeroplanes with compressibility limitations not otherwise
indicated by the required airspeed indicators shall be equipped
with a Mach number indicator at each pilot's station.

OPS 1.652

IFR or night operations — Flight and navigational instruments
and associated equipment

An operator shall not operate an aeroplane in accordance with
Instrument Flight Rules (IFR) or by night in accordance with Visual
Flight Rules (VFR) unless it is equipped with the flight and navigational
instruments and associated equipment and, where applicable, under the
conditions stated in the following sub-paragraphs:

(a) A magnetic compass;

(b) An accurate time-piece showing the time in hours, minutes and

seconds;

(c) Two sensitive pressure altimeters calibrated in feet with sub-scale
settings, calibrated in hectopascals/millibars, adjustable for any
barometric pressure likely to be set during flight;

(d) An airspeed indicating system with heated pitot tube or equivalent
means for preventing malfunctioning due to either condensation
or icing including a warning indication of pitot heater failure. The
pitot heater failure warning indication requirement does not apply
to those aeroplanes with a maximum approved passenger seating
configuration of 9 or less or a maximum certificated take-off mass
of 5 700 kg or less and issued with an individual Certificate of
Airworthiness prior to 1 April 1998;

(e) A vertical speed indicator;

(f) A turn and slip indicator;

(g) An attitude indicator;

(h) A stabilised direction indicator;

(i) A means of indicating in the flight crew compartment the outside

air temperature calibrated in degrees celsius; and

(j) Two independent static pressure systems, except that for propeller-
driven aeroplanes with maximum certificated take-off mass of
5 700 kg or less, one static pressure system and one alternate
source of static pressure is allowed.

(k) Whenever two pilots are required the second pilot's station shall

have separate instruments as follows:

1. A sensitive pressure altimeter calibrated in feet with a sub-scale
setting, calibrated in hectopascals/millibars, adjustable for any
barometric pressure likely to be set during flight and which
may be one of the 2 altimeters required by sub-paragraph (c)
above;

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2. An airspeed indicating system with heated pitot

failure. The pitot heater

tube or
equivalent means for preventing malfunctioning due to either
condensation or icing including a warning indication of pitot
failure warning indication
heater
requirement does not apply to those aeroplanes with a
maximum approved passenger seating configuration of 9 or
less or a maximum certificated take-off mass of 5 700 kg or
less and issued with an individual Certificate of Airworthiness
prior to 1 April 1998;

3. A vertical speed indicator;

4. A turn and slip indicator;

5. An attitude indicator; and

6. A stabilised direction indicator.

(l) Those aeroplanes with a maximum certificated take-off mass in
excess of 5 700 kg or having a maximum approved passenger
seating configuration of more than 9 seats must additionally be
equipped with a single standby attitude indicator
(artificial
horizon), capable of being used from either pilot's station, that:

(l) Those aeroplanes with a maximum certificated take-off mass in
excess of 5 700 kg or having a maximum approved passenger
seating configuration of more than 9 seats must be equipped
with an additional, standby attitude indicator (artificial horizon),
capable of being used from either pilot's station, that:

1. Is powered continuously during normal operation and, after a
the normal electrical generating system is
total
powered from a source independent of the normal electrical
generating system;

failure of

Unchanged

2. Provides reliable operation for a minimum of 30 minutes after
total failure of the normal electrical generating system, taking
into account other loads on the emergency power supply and
operational procedures;

3. Operates independently of any other attitude indicating system;

4. Is operative automatically after total failure of the normal elec-

trical generating system; and

5. Is appropriately illuminated during all phases of operation,

except for aeroplanes with a maximum certificated take-off mass
of 5 700 kg or less, already registered in a Member State on
1 April 1995, equipped with a standby attitude indicator in the
pilot-in-command's instrument panel.

except for aeroplanes with a maximum certificated take-off mass
of 5 700 kg or less, already registered in a Member State on
1 April 1995, equipped with a standby attitude indicator in the
left-hand instrument panel.

(m) In complying with sub-paragraph (l) above,

it must be clearly
evident to the flight crew when the standby attitude indicator,
required by that sub-paragraph, is being operated by emergency
power. Where the standby attitude indicator has its own dedicated
power supply there shall be an associated indication, either on the
instrument or on the instrument panel, when this supply is in use.
This requirement must be complied with no later than 1 April
2000.

Unchanged

(n) A chart holder in an easily readable position which can be

illuminated for night operations.

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(o)

If the standby attitude instrument system is installed and usable
through flight attitudes of 360° of pitch and roll, the turn and slip
indicators may be replaced by slip indicators. Usable means that
the system will operate through 360° in pitch and roll and will not
tumble.

(p) Whenever duplicate instruments are required,

the requirement
embraces separate displays for each pilot and separate selectors
or other associated equipment where appropriate;

(q) All aeroplanes must be equipped with means for indicating when
required flight

supplied to the

adequately

power
is not
instruments; and

(r) All aeroplanes with compressibility limitations not otherwise
indicated by the required airspeed indicators shall be equipped
with a Mach number indicator at each pilot's station.

(s) An operator shall not conduct IFR or night operations unless the
aeroplane is equipped with a headset with boom microphone or
equivalent and a transmit button on the control wheel for each
required pilot.

OPS 1.655

Unchanged

Additional equipment for single pilot operation under IFR or at
night

An operator shall not conduct single pilot IFR operations unless the
aeroplane is equipped with an autopilot with at least altitude hold and
heading mode.

OPS 1.660

Altitude alerting system

An operator shall not operate a turbine propeller powered aeroplane
with a maximum certificated take-off mass in excess of 5 700 kg or
having a maximum approved passenger seating configuration of more
than 9 seats or a turbojet powered aeroplane unless it is equipped with
an altitude alerting system capable of:

1. Alerting the flight crew upon approaching preselected altitude in

1. Alerting the flight crew upon approaching a preselected altitude;

their ascent or descent; and

and

2. Alerting the flight crew by at least an aural signal, when deviating

Unchanged

above or below a preselected altitude,

except for aeroplanes with a maximum certificated take-off mass of
5 700 kg or less having a maximum approved passenger seating
configuration of more than 9 and first
issued with an individual
certificate of airworthiness before 1 April 1972 and already registered
in a Member State on 1 April 1995.

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OPS 1.665

AMENDED PROPOSAL

Ground proximity warning system

(a) An operator shall not operate a turbine powered aeroplane:

1. Having a maximum certificated take-off mass in excess of
15 000 kg or having a maximum approved passenger seating
configuration of more than 30; or

2. Having a maximum certificated take-off mass in excess of
5 700 kg or a maximum approved passenger seating configu-
ration of more than 9 after 1 January 1999

unless it is equipped with a ground proximity warning system.

(b) The ground proximity warning system required by this paragraph
must automatically provide, by means of aural signals, which may
be supplemented by visual signals, timely and distinctive warning to
the flight crew of sink rate, ground proximity, altitude loss after
take-off or
configuration and
downward glideslope deviation.

go-around,

incorrect

landing

OPS 1.668

Airborne collision avoidance system

An operator shall not operate a turbine powered aeroplane:

1. Having a maximum certificated take-off mass

in excess of
15 000 kg or a maximum approved passenger seating configu-
ration of more than 30 after 1 January 2000; or

2. Having a maximum certificated take-off mass in excess of 5 700 kg,
but not more than 15 000 kg, or a maximum approved passenger
seating configuration of more than 19, but not more than 30, after
1 January 2005.

unless it is equipped with an airborne collision avoidance system with
a minimum performance level of at least ACAS II.

OPS 1.670

Airborne weather radar equipment

(a) An operator shall not operate:

1. A pressurised aeroplane; or

2. An unpressurised aeroplane which has a maximum certificated

take-off mass of more than 5 700 kg; or

3. An unpressurised aeroplane having a maximum approved
passenger seating configuration of more than 9 seats after
1 April 1999,

is equipped with airborne weather

radar equipment
unless it
whenever such an aeroplane is being operated at night or in
instrument meteorological conditions in areas where thunderstorms
or other potentially hazardous weather conditions, regarded as
detectable with airborne weather radar, may be expected to exist
along the route.

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(b) For propeller driven pressurised aeroplanes having a maximum
exceeding 5 700 kg with a
certificated take-off mass not
maximum approved
not
exceeding 9 seats the airborne weather radar equipment may be
replaced by other equipment capable of detecting thunderstorms
and other potentially hazardous weather conditions, regarded as
detectable with airborne weather
to
approval by the Authority.

radar equipment,

configuration

passenger

subject

seating

OPS 1.675

Equipment for operations in icing conditions

(a) An operator shall not operate an aeroplane in expected or actual
icing conditions unless it is certificated and equipped to operate in
icing conditions.

(b) An operator shall not operate an aeroplane in expected or actual
icing conditions at night unless it is equipped with a means to
illuminate or detect the formation of ice. Any illumination that is
used must be of a type that will not cause glare or reflection that
would handicap crew members in the performance of their duties.

OPS 1.680

Cosmic radiation detection equipment

An operator shall ensure that aeroplanes intended to be operated above
15 000 m (49 000 ft) are equipped with an instrument to measure
and indicate continuously the dose rate of total cosmic radiation being
received (i.e. the total of ionizing and neutron radiation of galactic and
solar origin) and the cumulative dose on each flight.

OPS 1.685

Flight crew interphone system

An operator shall not operate an aeroplane on which a flight crew of
more than one is required unless it is equipped with a flight crew
interphone system,
including headsets and microphones, not of a
handheld type, for use by all members of the flight crew, except that
for aeroplanes registered in a Member State on 1 April 1995 and first
issued with an individual certificate of airworthiness before 1 April
1975 a flight crew interphone system is required by 1 April 2002.

An operator shall not operate an aeroplane on which a flight crew of
more than one is required unless it is equipped with a flight crew
interphone system,
including headsets and microphones, not of a
handheld type, for use by all members of the flight crew. For aero-
planes already registered in a Member State on 1 April 1995 and first
issued with an individual certificate of airworthiness before 1 April
1975 this requirement will not be applicable until 1 April 2002.

OPS 1.690

Unchanged

Crew member interphone system

(a) An operator shall not operate an aeroplane with a maximum
certificated take-off mass exceeding 15 000 kg or having a
maximum approved passenger seating configuration of more than
19 unless it is equipped with a crew member interphone system
except for aeroplanes first issued with an individual certificate of
airworthiness before 1 April 1965 and already registered in a
Member State on 1 April 1995.

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(b) The crew member interphone system required by this paragraph

must:

1. Operate independently of the public address system except for
handsets, headsets, microphones, selector switches and signalling
devices;

2. Provide a means of two-way communication between the flight

crew compartment and:

(i) Each passenger compartment;

(ii) Each galley located other than on a passenger deck level;

and

(iii) Each remote crew compartment
passenger deck and is not
passenger compartment;

that

easily accessible

is not on the
from a

3. Be readily accessible for use from each of the required flight

crew stations in the flight crew compartment;

4. Be readily accessible for use at required cabin crew member
stations close to each separate or pair of floor level emergency
exits;

5. Have an alerting system incorporating aural or visual signals for
use by flight crew members to alert the cabin crew and for use
by cabin crew members to alert the flight crew;

6. Have a means for the recipient of a call to determine whether it

is a normal call or an emergency call; and

7. Provide on the ground a means of two-way communication
between ground personnel and at least two flight crew members.

OPS 1.695

Public address system

(a) An operator shall not operate an aeroplane with a maximum
approved passenger seating configuration of more than 19 unless
a public address system is installed.

(b) The public address system required by this paragraph must:

1. Operate independently of the interphone systems except

for
handsets, headsets, microphones, selector switches and signalling
devices;

2. Be readily accessible for immediate use from each required flight

crew member station;

3. For each required floor level passenger emergency exit which
has an adjacent cabin crew seat, have a microphone which is
readily accessible to the seated cabin crew member, except that
one microphone may serve more than one exit, provided the
proximity of the exits allows unassisted verbal communication
between seated cabin crew members;

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4. Be capable of operation within 10 seconds by a cabin crew
member at each of those stations in the compartment from
which its use is accessible; and

5. Be audible and intelligible at all passenger seats, toilets and cabin

crew seats and work stations.

OPS 1.700

Cockpit voice recorders — 1

(a) An operator shall not operate an aeroplane first issued with an
individual Certificate of Airworthiness, on or after 1 April 1998,
which:

1. Is multi-engine turbine powered and has a maximum approved

passenger seating configuration of more than 9; or

2. Has a maximum certificated take-off mass over 5 700 kg,

unless it is equipped with a cockpit voice recorder which, with
reference to a time scale, records:

(i) Voice communications transmitted from or received on the

flight deck by radio;

(ii) The aural environment of the flight deck,

including without
interruption, the audio signals received from each boom and
mask microphone in use;

(iii) Voice communications of flight crew members on the flight

deck using the aeroplane's interphone system;

(iv) Voice or audio signals identifying navigation or approach aids

introduced into a headset or speaker; and

(v) Voice communications of flight crew members on the flight

deck using the public address system, if installed.

(b) The cockpit voice recorder shall be capable of retaining information
recorded during at least the last 2 hours of its operation except
that, for those aeroplanes with a maximum certificated take-off
mass of 5 700 kg or less,
this period may be reduced to 30
minutes.

(c) The cockpit voice recorder must start automatically to record prior
to the aeroplane moving under its own power and continue to
record until the termination of the flight when the aeroplane is
no longer capable of moving under its own power. In addition,
depending on the availability of electrical power, the cockpit voice
recorder must start to record as early as possible during the cockpit
checks prior to engine start at the beginning of the flight until the
cockpit checks immediately following engine shutdown at the end
of the flight.

(d) The cockpit voice recorder must have a device to assist in locating

that recorder in water.

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(e) In complying with this section, aeroplanes with a maximum
less may have the

certificated take-off mass of 5 700 kg or
cockpit voice recorder combined with the flight data recorder.

(f) Any aeroplane may be despatched with the cockpit voice recorder

required by this section inoperative provided that:

1. It is not reasonably practicable to repair or replace the cockpit

voice recorder before the commencement of the flight;

2. The aeroplane does not exceed 8 further consecutive flights with

the cockpit voice recorder unserviceable;

3. Not more than 72 hours have elapsed since the cockpit voice

recorder was found to be unserviceable; and

4. Any flight data recorder required to be carried is operative,

unless it is combined with a cockpit voice recorder.

OPS 1.705

Cockpit voice recorders — 2

(a) After 1 April 2000 an operator shall not operate any multi-engined
issued with an individual certificate of
turbine aeroplane first
airworthiness, on or after 1 January 1990 up to and including
31 March 1998 which has a maximum certificated take-off mass
of 5 700 kg or less and a maximum approved passenger seating
configuration of more than 9, unless it is equipped with a cockpit
voice recorder which records:

1. Voice communications transmitted from or received on the

flight deck by radio;

2. The aural environment of the flight deck, including where prac-
ticable, without interruption, the audio signals received from
each boom and mask microphone in use;

3. Voice communications of flight crew members on the flight

deck using the aeroplane's interphone system;

4. Voice or audio signals identifying navigation or approach aids

introduced into a headset or speaker; and

5. Voice communications of flight crew members on the flight

deck using the public address system, if installed.

(b) The cockpit voice recorder shall be capable of retaining information
recorded during at least the last 30 minutes of its operation.

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(c) The cockpit voice recorder must start

the termination of

to record prior to the
aeroplane moving under its own power and continue to record
the flight when the aeroplane is no
until
In addition,
longer capable of moving under its own power.
depending on the availability of electrical power,
the cockpit
voice recorder must start to record as early as possible during
the cockpit checks, prior to the flight until the cockpit checks
immediately following engine shutdown at the end of the flight.

(d) The cockpit voice recorder must have a device to assist in locating

that recorder in water.

(e) An aeroplane may be despatched with the cockpit voice recorder

required by this section inoperative provided that:

1. It is not reasonably practicable to repair or replace the cockpit

voice recorder before the commencement of the flight;

2. The aeroplane does not exceed 8 further consecutive flights with

the cockpit voice recorder unserviceable;

3. Not more than 72 hours have elapsed since the cockpit voice

recorder was found to be unserviceable; and

4. Any flight data recorder required to be carried is operative

unless it is combined with a cockpit voice recorder.

OPS 1.710

Cockpit voice recorders — 3

(a) An operator shall not operate any aeroplane with a maximum
certificated take-off mass over 5 700 kg first issued with an indi-
vidual certificate of airworthiness, before 1 April 1998 unless it is
equipped with a cockpit voice recorder which records:

1. Voice communications transmitted from or received on the flight

deck by radio;

2. The aural environment of the flight deck;

3. Voice communications of flight crew members on the flight deck

using the aeroplane's interphone system;

4. Voice or audio signals identifying navigation or approach aids

introduced into a headset or speaker; and

5. Voice communications of flight crew members on the flight deck

using the public address system, if installed.

(b) The cockpit voice recorder shall be capable of retaining information
recorded during at least the last 30 minutes of its operation.

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(c) The cockpit voice recorder must start

to record prior to the
aeroplane moving under its own power and continue to record
until
the flight when the aeroplane is no
longer capable of moving under its own power.

the termination of

(d) The cockpit voice recorder must have a device to assist in locating

that recorder in water.

(e) An aeroplane may be despatched with the cockpit voice recorder

required by this section inoperative provided that:

1. It is not reasonably practicable to repair or replace the cockpit

voice recorder before the commencement of the flight;

2. The aeroplane does not exceed 8 further consecutive flights with

the cockpit voice recorder unserviceable;

3. Not more than 72 hours have elapsed since the cockpit voice

recorder was found to be unserviceable; and

4. Any flight data recorder required to be carried is operative.

OPS 1.715

Flight data recorders — 1

(a) An operator shall not operate any aeroplane first issued with an
individual Certificate of Airworthiness on or after 1 April 1998
which:

1. Is multi-engine turbine powered and has a maximum approved

passenger seating configuration of more than nine (9); or

2. Has a maximum certificated take-off mass over 5 700 kg,

unless it is equipped with a flight data recorder that uses a digital
method of recording and storing data and a method of readily
retrieving that data from the storage medium is available.

(b) The flight data recorder shall be capable of retaining the data
recorded during at least the last 25 hours of its operation except
that, for those aeroplanes with a maximum certificated take-off
mass of 5 700 kg or less, this period may be reduced to 10 hours.

(c) The flight data recorder must, with reference to a timescale, record:

1. The parameters necessary to determine altitude, airspeed,
heading, acceleration, pitch and roll attitude, radio transmission
keying, thrust or power on each engine, configuration of lift and
drag devices, air temperature, use of automatic flight control
systems and angle of attack;

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2. For those aeroplanes with a maximum certificated take-off mass
over 27 000 kg,
to
determine positions of primary flight controls and pitch trim,
radio altitude and primary navigation information displayed to
the flight crew, cockpit warnings and landing gear position; and

additional parameters necessary

the

3. For aeroplanes specified in (a) above, the flight data recorder
must record any dedicated parameters relating to novel or
unique design or operational characteristics of the aeroplane.

(d) Data must be obtained from aircraft sources which enable accurate

correlation with information displayed to the flight crew.

(e) The flight data recorder must start automatically to record the data
prior to the aeroplane being capable of moving under its own
power
is
stop automatically after
incapable of moving under its own power.

and must

aeroplane

the

(f) The flight data recorder must have a device to assist in locating that

recorder in water.

(g) Aeroplanes with a maximum certificated take-off mass of 5 700 kg
or less may have the flight data recorder combined with the cockpit
voice recorder.

(h) An aeroplane may be despatched with the flight data recorder

required by this section inoperative provided that:

1. It is not reasonably practicable to repair or replace the flight

data recorder before the commencement of the flight;

2. The aeroplane does not exceed 8 further consecutive flights with

the flight data recorder unserviceable;

3. Not more than 72 hours have elapsed since the flight data

recorder was found to be unserviceable; and

4. Any cockpit voice recorder required to be carried is operative,

unless it is combined with the flight data recorder.

OPS 1.720

Flight data recorders — 2

(a) An operator shall not operate any aeroplane first issued with an
individual Certificate of Airworthiness, on or after 1 January 1989
up to and including 31 March 1998 which has a maximum
certificated take-off mass over 5 700 kg unless it
is equipped
with a flight data recorder
that uses a digital method of
recording and storing data and a method of readily retrieving
that data from the storage medium is available.

(b) The flight data recorder shall be capable of retaining the data

recorded during at least the last 25 hours of its operation.

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(c) The flight data recorder must, with reference to a timescale, record:

1. The parameters necessary to determine altitude, airspeed,
heading, acceleration, pitch and roll attitude, radio transmission
keying unless an alternative means is provided to enable the
recordings of the flight data recorder and the cockpit voice
recorder to be synchronised, thrust or power on each engine,
configuration of lift and drag devices, air temperature, use of
automatic flight control systems and angle of attack; and

2. For those aeroplanes with a maximum certificated take-off mass
over 27 000 kg,
to
determine positions of primary flight controls and pitch trim,
radio altitude and primary navigation information displayed to
the flight crew, cockpit warnings and landing gear position.

additional parameters necessary

the

(d) Data must be obtained from aeroplane sources which enable
accurate correlation with information displayed to the flight crew.

(e) The flight data recorder must start to record the data prior to the
aeroplane being capable of moving under its own power and must
stop after the aeroplane is incapable of moving under its own
power.

(f) The flight data recorder must have a device to assist in locating that

recorder in water.

(g) An aeroplane may be despatched with the flight data recorder

required by this section inoperative provided that:

1. It is not reasonably practical to repair or replace the flight data

recorder before the commencement of the flight;

2. The aeroplane does not exceed 8 further consecutive flights with

the flight data recorder unserviceable;

3. Not more than 72 hours have elapsed since the flight data

recorder was found to be unserviceable; and

4. Any cockpit voice recorder required to be carried is operative,

unless it is combined with the flight data recorder.

OPS 1.725

Flight data recorders — 3

(a) An operator shall not operate any turbine-engined aeroplane to
which OPS 1.715 or OPS 1.720 is not applicable and which has
a maximum certificated take-off mass over 5 700 kg unless it is
equipped with a flight data recorder that uses a digital method of
recording and storing data and a method of readily retrieving that
data from the storage medium is available, except that for aero-
planes registered in a Member State on 1 April 1995 and first
issued with an individual Certificate of Airworthiness before
1 April 1975,
is
acceptable until 1 April 2000.

the continued use of non-digital

recorders

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(b) The flight data recorder shall be capable of retaining the data

recorded during at least the last 25 hours of its operation.

(c) The flight data recorder must, with reference to a timescale, record:

1. For aeroplanes first

issued with an individual Certificate of

Airworthiness, before 1 January 1987:

(i) The parameters necessary to determine altitude, airspeed,

heading and normal acceleration; and

(ii) For those aeroplanes with a maximum certificated take-off
mass over 27 000 kg that are of a type first type after
30 September 1969,
the additional parameters necessary
to determine:

(ii) For those aeroplanes with a maximum certificated take-off
mass over 27 000 kg that are of a type first type certificated
after 30 September 1969,
additional parameters
necessary to determine:

the

(A) Radio transmission keying unless an alternative means is
the flight data
to be

provided to enable the recordings of
recorder
synchronised;

and the

recorder

cockpit

voice

Unchanged

(B) The attitude of the aeroplane in achieving its flight path;

and

(C) The basic forces acting upon the aeroplane resulting in
the achieved flight path and the origin of such forces.

2. For aeroplanes first

issued with an individual Certificate of
Airworthiness on or after 1 January 1987 but before 1 January
1989:

(i) The parameters necessary to determine altitude, airspeed,

heading and normal acceleration; and

(ii) For those aeroplanes with a maximum certificated take-off
mass over 27 000 kg that are of a type first type certificated
after 30 September 1969,
additional parameters
necessary to determine:

the

(A) Radio transmission keying unless an alternative means is
the flight data
to be

provided to enable the recordings of
recorder
synchronised; and

and the

recorder

cockpit

voice

(B) Pitch and roll attitude, thrust or power on each engine,
configuration of lift and drag devices, air temperature,
use of automatic flight control systems, position of
primary flight controls and pitch trim, radio altitude
and primary navigation information displayed to the
flight crew, cockpit warnings and landing gear position.

(d) Data must be obtained from aircraft sources which enable accurate

correlation with information displayed to the flight crew.

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(e) The flight data recorder must start to record the data prior to the
aeroplane being capable of moving under its own power and must
stop after the aeroplane is incapable of moving under its own
power.

(f) The flight data recorder must have a device to assist in locating that

recorder in water.

(g) Any aeroplane may be despatched with the flight data recorder

required by this section inoperative provided that:

1. It is not reasonably practicable to repair or replace the flight

data recorder before the commencement of the flight;

2. The aeroplane does not exceed 8 further consecutive flights with

the flight data recorder unserviceable;

3. Not more than 72 hours have elapsed since the flight data

recorder was found to be unserviceable; and

4. Any cockpit voice recorder required to be carried is operative,

unless it is combined with the flight data recorder.

OPS 1.730

Seats, seat safety belts, harnesses and child restraint devices

(a) An operator shall not operate an aeroplane unless it is equipped

with:

1. A seat or berth for each person who is aged two years or more;

2. A safety belt, with or without a diagonal shoulder strap, or a
safety harness for use in each passenger seat for each passenger
aged 2 years or more;

3. A supplementary loop belt or other restraint device for each

infant;

4. Except as provided in sub-paragraph (b) below, a safety belt with
shoulder harness for each flight crew seat and for any seat
alongside a pilot's seat incorporating a device which will auto-
matically restrain the occupant's torso in the event of rapid
deceleration;

5. Except as provided in sub-paragraph (b) below, a safety belt with
shoulder harness for each cabin crew seat and observer's seats.
However, this requirement does not preclude use of passenger
seats by cabin crew members carried in excess of the required
cabin crew complement; and

6. Seats for cabin crew members located near required floor level
emergency exits except that,
if the emergency evacuation of
passengers would be enhanced by seating cabin crew members
elsewhere, other locations are acceptable. Such seats shall be
forward or rearward facing within 15° of the longitudinal axis
of the aeroplane.

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(b) All safety belts with shoulder harness must have a single point

release.

(c) A safety belt with a diagonal shoulder strap for aeroplanes with a
maximum certificated take-off mass not exceeding 5 700 kg or a
safety belt for aeroplanes with a maximum certificated take-off
mass not exceeding 2 730 kg may be permitted in place of a
safety belt with shoulder harness if it is not reasonably practicable
to fit the latter.

OPS 1.731

Fasten seat belt and no smoking signs

An operator shall not operate an aeroplane in which all passenger seats
are not visible from the flight deck, unless it is equipped with a means
of indicating to all passengers and cabin crew when seat belts shall be
fastened and when smoking is not allowed.

OPS 1.735

Internal doors and curtains

An operator shall not operate an aeroplane unless the following
equipment is installed:

(a) In an aeroplane with a maximum approved passenger seating
configuration of more than 19 passengers, a door between the
passenger compartment and the flight deck compartment with a
placard “crew only” and a locking means to prevent passengers
from opening it without
the
flight crew;

the permission of a member of

(b) A means

for opening each door

separates a passenger
compartment from another compartment that has emergency exit
provisions. The means for opening must be readily accessible;

that

(c) If it is necessary to pass through a doorway or curtain separating
the passenger cabin from other areas to reach any required
the door or curtain
emergency exit
must have a means to secure it in the open position;

from any passenger seat,

(d) A placard on each internal door or adjacent to a curtain that is the
means of access to a passenger emergency exit, to indicate that it
must be secured open during take off and landing; and

(e) A means for any member of the crew to unlock any door that is
normally accessible to passengers and that can be locked by
passengers.

OPS 1.745

First-aid kits

(a) An operator shall not operate an aeroplane unless it is equipped
with first-aid kits, readily accessible for use, to the following scale:

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INITIAL PROPOSAL

AMENDED PROPOSAL

Number of passenger seats installed

Number of first-aid kits required

0 to 99

100 to 199

200 to 299

300 and more

1

2

3

4

(b) An operator shall ensure that first-aid kits are:

1. Inspected periodically to confirm, to the extent possible, that
contents are maintained in the condition necessary for their
intended use; and

2. Replenished at regular intervals, in accordance with instructions

contained on their labels, or as circumstances warrant.

OPS 1.755

Emergency medical kit

(a) An operator shall not operate an aeroplane with a maximum
approved passenger seating configuration of more than 30 seats
unless it is equipped with an emergency medical kit if any point
on the planned route is more than 60 minutes flying time (at
normal cruising speed)
from an aerodrome at which qualified
medical assistance could be expected to be available.

(b) The commander shall ensure that drugs are not administered except

by qualified doctors, nurses or similarly qualified personnel.

(c) Conditions for carriage

1. The emergency medical kit must be dust and moisture proof and
shall be carried under security conditions, where practicable, on
the flight deck; and

2. An operator shall ensure that emergency medical kits are:

(i) Inspected periodically to confirm, to the extent possible, that
the contents are maintained in the condition necessary for
their intended use; and

(ii) Replenished at

in accordance with
instructions contained on their labels, or as circumstances
warrant.

intervals,

regular

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OPS 1.760

First-aid oxygen

AMENDED PROPOSAL

(a) An operator shall not operate a pressurised aeroplane at altitudes
above 25 000 ft, when a cabin crew member is required to be
carried, unless it is equipped with a supply of undiluted oxygen
for passengers who, for physiological reasons, might require oxygen
following a cabin depressurisation. The amount of oxygen shall be
calculated using an average flow rate of at least 3 litres Standard
Temperature Pressure Dry (STPD)/minute/person and provided for
the entire flight after cabin depressurisation at cabin altitudes of
more than 8 000 ft for at least 2 % of the passengers carried, but
in no case for less than one person. There shall be a sufficient
number of dispensing units, but in no case less than two, with a
means for cabin crew to use the supply.

(a) An operator shall not operate a pressurised aeroplane at altitudes
above 25 000 ft, when a cabin crew member is required to be
carried, unless it is equipped with a supply of undiluted oxygen
for passengers who, for physiological reasons, might require oxygen
following a cabin depressurisation. The amount of oxygen shall be
calculated using an average flow rate of at least 3 litres Standard
Temperature Pressure Dry (STPD)/minute/person and provided for
the entire flight after cabin depressurisation at cabin pressure
altitudes of more than 8 000 ft for at least 2 % of the passengers
carried, but in no case for less than one person. There shall be a
sufficient number of dispensing units, but in no case less than two,
with a means for cabin crew to use the supply.

(b) The amount of first-aid oxygen required for a particular operation
shall be determined on the basis of cabin pressure altitudes and
flight duration, consistent with the operating procedures established
for each operation and route.

Unchanged

(c) The oxygen equipment provided shall be capable of generating a
mass flow to each user of at least four litres per minute, STPD.
Means may be provided to decrease the flow to not less than two
litres per minute, STPD, at any altitude.

OPS 1.770

Supplemental oxygen — Pressurised aeroplanes

(See Appendix 1 to OPS 1.770)

(a) General

1. An operator

shall not operate a pressurised aeroplane at
pressure altitudes above 10 000 ft unless supplemental oxygen
equipment, capable of
storing and dispensing the oxygen
supplies required by this paragraph, is provided.

2. The

amount of

supplemental oxygen required shall be
determined on the basis of cabin pressure altitude,
flight
duration and the assumption that a cabin pressurisation failure
will occur at the altitude or point of flight that is most critical
from the standpoint of oxygen need, and that, after the failure,
the aeroplane will descend in accordance with emergency
procedures specified in the Aeroplane Flight Manual to a safe
altitude for the route to be flown that will allow continued safe
flight and landing.

3. Following a cabin pressurisation failure,

the cabin pressure
altitude shall be considered the same as the aeroplane pressure
is demonstrated to the Authority that no
altitude, unless it
the cabin or pressurisation system will
probable failure of
to the aeroplane
result
altitude. Under
demonstrated
maximum cabin pressure altitude may be used as a basis for
determination of oxygen supply.

in a cabin pressure altitude equal

circumstances,

these

the

3. Following a cabin pressurisation failure,

the cabin pressure
altitude shall be considered the same as the aeroplane pressure
is demonstrated to the Authority that no
altitude, unless it
the cabin or pressurisation system will
probable failure of
result
to the aeroplane
pressure altitude. Under these circumstances, the demonstrated
maximum cabin pressure altitude may be used as a basis for
determination of oxygen supply.

in a cabin pressure altitude equal

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AMENDED PROPOSAL

(b) Oxygen equipment and supply requirements

Unchanged

1. Flight crew members

If all occupants of

(i) Each member of the flight crew on flight deck duty shall be
supplied with supplemental oxygen in accordance with
Appendix 1.
flight deck seats are
supplied from the flight crew source of oxygen supply
then they shall be considered as flight crew members on
flight deck duty for the purpose of oxygen supply. Flight
deck seat occupants, not supplied by the flight crew source,
are to be considered as passengers for the purpose of
oxygen supply.

(ii) Flight crew members, not covered by sub-paragraph (b)(1)(i)
above, are to be considered as passengers for the purpose of
oxygen supply.

(iii) Oxygen masks shall be located so as to be within the
immediate reach of flight crew members whilst at their
assigned duty station.

(iv) Oxygen masks for use by flight crew members in press-
urised aeroplanes operating above 25 000 ft shall be a
quick donning type of mask.

2. Cabin crew members, additional crew members and passengers

(i) Cabin crew members and passengers shall be supplied with
supplemental oxygen in accordance with Appendix 1,
except when subparagraph (v) below applies. Cabin crew
members carried in addition to the minimum number of
crew
required,
cabin crew members
members,
the
purpose of oxygen supply.

considered as passengers

and additional

shall be

for

(ii) Aeroplanes intended to be operated at pressure altitudes
above 25 000 ft shall be provided with sufficient spare
outlets and masks and/or sufficient portable oxygen units
with masks for use by all required cabin crew members. The
spare outlets and/or portable oxygen units are to be
distributed
cabin to ensure
immediate availability of oxygen to each required cabin
crew member regardless of his location at
the time of
cabin pressurisation failure.

throughout

evenly

the

(iii) Aeroplanes intended to be operated at pressure altitudes
shall be provided with an oxygen
above 25 000 ft
dispensing unit connected to oxygen supply terminals
immediately available to each occupant, wherever seated.
The total number of dispensing units and outlets shall
exceed the number of seats by at least 10 %. The extra
units are to be evenly distributed throughout the cabin.

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(iv) Aeroplanes intended to be operated at pressure altitudes
above 25 000 ft or which,
if operated at or below
25 000 ft, cannot descend safely within 4 minutes to
13 000 ft, and for which the individual Certificate of
Airworthiness was first
issued on or after 9 November
1998, shall be provided with automatically deployable
oxygen
each
immediately
occupant, wherever seated. The total number of dispensing
units and outlets shall exceed the number of seats by at least
10 %. The
evenly distributed
are
throughout the cabin.

extra units

equipment

available

to be

to

(v) The oxygen supply requirements, as specified in Appendix
1, for aeroplanes not certificated to fly at altitudes above
25 000 ft, may be reduced to the entire flight time between
10 000 ft and 13 000 ft cabin pressure altitudes for all
required cabin crew members and for at least 10 % of the
passengers if, at all points along the route to be flown, the
aeroplane is able to descend safely within 4 minutes to a
cabin pressure altitude of 13 000 ft.

OPS 1.775

Supplemental oxygen — Non-pressurised aeroplanes

(See Appendix 1 to OPS 1.775)

(a) General

1. An operator shall not operate a non-pressurised aeroplane at
oxygen
storing and dispensing the oxygen

altitudes
equipment, capable of
supplies required, is provided.

supplemental

10 000 ft

unless

above

2. The amount of supplemental oxygen for sustenance required for
a particular operation shall be determined on the basis of flight
altitudes and flight duration, consistent with the operating
procedures established for each operation in the Operations
Manual and with the routes
to be flown, and with the
emergency procedures specified in the Operations Manual.

3. An aeroplane intended to be operated at pressure altitudes above
10 000 ft shall be provided with equipment capable of storing
and dispensing the oxygen supplies required.

(b) Oxygen supply requirements

1. Flight crew members

Each member of the flight crew on flight deck duty shall be
supplied with supplemental oxygen in accordance with
Appendix 1. If all occupants of flight deck seats are supplied
from the flight crew source of oxygen supply then they shall be
considered as flight crew members on flight deck duty for the
purpose of oxygen supply.

2. Cabin crew members, additional crew members and passengers

Cabin crew members and passengers shall be supplied with
oxygen in accordance with Appendix 1. Cabin crew members
carried in addition to the minimum number of cabin crew
members required, and additional crew members, shall be
considered as passengers for the purpose of oxygen supply.

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OPS 1.780

AMENDED PROPOSAL

Crew protective breathing equipment

(a) An operator shall not operate a pressurised aeroplane or, after
1 April 2000, an unpressurised aeroplane with a maximum
certificated take-off mass
exceeding 5 700 kg or having a
maximum approved seating configuration of more than 19 seats
unless:

1. It has equipment to protect the eyes, nose and mouth of each
flight crew member while on flight deck duty and to provide
oxygen for a period of not less than 15 minutes. The supply for
Protective Breathing Equipment (PBE) may be provided by the
supplemental oxygen required by OPS 1.770 (b)(1) or OPS
1.775 (b)(1). In addition, when the flight crew is more than
one and a cabin crew member is not carried, portable PBE
must be carried to protect the eyes, nose and mouth of one
member of the flight crew and to provide breathing gas for a
period of not less than 15 minutes; and

2. It has sufficient portable PBE to protect the eyes, nose and
mouth of all required cabin crew members and to provide
breathing gas for a period of not less than 15 minutes.

(b) PBE intended for flight crew use must be conveniently located on
the flight deck and be easily accessible for immediate use by each
required flight crew member at their assigned duty station.

(c) PBE intended for cabin crew use must be installed adjacent to each

required cabin crew member duty station.

(d) An additional, easily accessible portable PBE must be provided and
located at or adjacent to the hand fire extinguishers required by
OPS 1.790 (c) and (d) except that, where the fire extinguisher is
the PBE must be stowed
located inside a cargo compartment,
outside but adjacent to the entrance to that compartment.

(e) PBE while in use must not prevent communication where required

by OPS 1.685, OPS 1.690, OPS 1.810 and OPS 1.850.

OPS 1.790

Hand fire extinguishers

An operator shall not operate an aeroplane unless hand fire extin-
guishers are provided for use in crew, passenger and, as applicable,
cargo compartments and galleys in accordance with the following:

(a) The type and quantity of extinguishing agent must be suitable for
the kinds of fires likely to occur in the compartment where the
extinguisher
for personnel
compartments, must minimise the hazard of toxic gas concen-
tration;

to be used

intended

and,

is

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(b) At

least one hand fire extinguisher, containing Halon 1211
(bromochlorodifluoro-methane, CBrCIF2), or equivalent as
the
extinguishing agent, must be conveniently located on the flight
deck for use by the flight crew;

(c) At least one hand fire extinguisher must be located in, or readily
accessible for use in, each galley not located on the main passenger
deck;

(d) At

least one readily accessible hand fire extinguisher must be
available for use in each Class A or Class B cargo or baggage
is
compartment and in each Class E cargo compartment
accessible to crew members in flight; and

that

(e) At least the following number of hand fire extinguishers must be

conveniently located in the passenger compartment(s):

Maximum approved passenger seating
configuration

Number of extinguishers

7 to 30

31 to 60

61 to 200

201 to 300

301 to 400

401 to 500

501 to 600

601 or more

1

2

3

4

5

6

7

8

When two or more extinguishers are required, they must be evenly
distributed in the passenger compartment.

(f) At

least one of

compartment of

the required fire extinguishers located in the
passenger
an aeroplane with a maximum
approved passenger seating configuration of at least 31, and not
more than 60, and at least two of the fire extinguishers located in
the passenger compartment of an aeroplane with a maximum
approved passenger seating configuration of 61 or more must
contain Halon 1211 (bromochlorodifluoromethane, CBrCIF2), or
equivalent as the extinguishing agent.

OPS 1.795

Crash axes and crowbars

(a) An operator shall not operate an aeroplane with a maximum
certificated take-off mass
exceeding 5 700 kg or having a
maximum approved passenger seating configuration of more than
9 seats unless it is equipped with at least one crash axe or crowbar
located on the flight deck. If the maximum approved passenger
seating configuration is more than 200 an additional crash axe
or crowbar must be carried and located in or near the most
rearward galley area.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) Crash axes and crowbars located in the passenger compartment

must not be visible to passengers.

OPS 1.800

Marking of break-in points

if designated areas of

An operator shall ensure that,
the fuselage
suitable for break-in by rescue crews in emergency are available on
an aeroplane, such areas shall be marked as shown below. The colour
of the markings shall be red or yellow, and if necessary they shall be
the corner
outlined in white to contrast with the background.
If
apart,
markings
lines
than 2 metres
intermediate
there is no more than 2
9 cm × 3 cm shall be inserted so that
metres between adjacent marks.

are more

OPS 1.805

Means for emergency evacuation

(a) An operator

shall not operate an aeroplane with passenger

emergency exit sill heights:

1. Which are more than 1,83 metres (6 feet) above the ground
with the aeroplane on the ground and the landing gear
extended; or

2. Which would be more than 1,83 metres (6 feet) above the
ground after the collapse of, or failure to extend of, one or
more legs of the landing gear and for which a Type Certificate
was first applied for on or after 1 April 2000,

unless it has equipment or devices available at each exit, where
sub-paragraphs (1) or (2) apply, to enable passengers and crew to
reach the ground safely in an emergency.

(b) Such equipment or devices need not be provided at overwing exits
if the designated place on the aeroplane structure at which the
escape route terminates is less than 1,83 metres (6 feet) from the
the landing gear
ground with the aeroplane on the ground,
extended, and the flaps in the take off or
landing position,
whichever flap position is higher from the ground.

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(c) In aeroplanes required to have a separate emergency exit for the

flight crew and:

1. For which the lowest point of the emergency exit is more than
1,83 metres (6 feet) above the ground with the landing gear
extended; or,

2. For which a Type Certificate was first applied for on or after
1 April 2000, would be more than 1.83 metres (6 ft) above the
ground after the collapse of, or failure to extend of, one or more
legs of the landing gear,

there must be a device to assist all members of the flight crew in
descending to reach the ground safely in an emergency.

OPS 1.810

Megaphones

An operator shall not operate an aeroplane with a maximum approved
passenger seating configuration of more than 60 and carrying one or
more passengers unless it is equipped with portable battery-powered
megaphones readily accessible for use by crew members during an
emergency evacuation, to the following scales:

1. For each passenger deck:

Passenger seating configuration

Number of megaphones required

61 to 99

100 or more

1

2

2. For aeroplanes with more than one passenger deck,

in all cases
when the total passenger seating configuration is more than 60,
at least 1 megaphone is required.

OPS 1.815

Emergency lighting

(a) An operator shall not operate a passenger carrying aeroplane which
has a maximum approved passenger seating configuration of more
than 9 unless it is provided with an emergency lighting system
having an independent power supply to facilitate the evacuation
of the aeroplane. The emergency lighting system must include:

1. For aeroplanes which have a maximum approved passenger

seating configuration of more than 19:

(i) Sources of general cabin illumination;

(ii) Internal lighting in floor level emergency exit areas; and

(iii) Illuminated emergency exit marking and locating signs.

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(iv) For aeroplanes for which the application for the type
certificate or equivalent was filed before 1 May 1972, and
when flying by night, exterior emergency lighting at all
overwing exits, and at exits where descent assist means
are required.

(v) For aeroplanes for which the application for the type
certificate or equivalent was filed on or after 1 May 1972,
and when flying by night, exterior emergency lighting at all
passenger emergency exits.

(vi) For aeroplanes for which the type certificate was first issued
on or after 1 January 1958, floor proximity emergency
passenger
escape
compartment(s).

path marking

system in

the

2. For aeroplanes which have a maximum approved passenger
certificated
for

seating configuration of 19 or
according to JAR-25 or
normal, utility, aerobatic and commuter category aeroplanes:

the applicable

less and are

requirements

(i) Sources of general cabin illumination;

(ii) Internal lighting in emergency exit areas; and

(iii) Illuminated emergency exit marking and locating signs.

3. For aeroplanes which have a maximum approved passenger
seating configuration of 19 or less and are not certificated
according to JAR-25 or
for
normal, utility, aerobatic and commuter category aeroplanes,
sources of general cabin illumination.

the applicable

requirements

(b) After 1 April 1998 an operator shall not, by night, operate a
passenger carrying aeroplane which has a maximum approved
passenger seating configuration of 9 or less unless it is provided
with a source of general cabin illumination to facilitate the
evacuation of the aeroplane. The system may use dome lights or
other sources of illumination already fitted on the aeroplane and
which are capable of remaining operative after the aeroplane's
battery has been switched off.

OPS 1.820

Automatic Emergency Locator Transmitter

(a) An operator shall not operate an aeroplane unless it is equipped
with an automatic Emergency Locator Transmitter (ELT) attached to
the aeroplane in such a manner that, in the event of a crash, the
probability of the ELT transmitting a detectable signal is maximised
and the possibility of the ELT transmitting at any other time is
minimised.

(b) An operator must ensure that the ELT is capable of transmitting on

the distress frequencies prescribed in ICAO Annex 10.

(a) An operator shall not operate an aeroplane first issued with an
individual Certificate of Airworthiness on or after 1 January 2002
unless it is equipped with an automatic Emergency Locator Trans-
mitter (ELT) capable of transmitting on 121.5 MHz and 406 MHz.

(b) An operator shall not operate on or after 1 January 2002 an
aeroplane first issued with an individual Certificate of Airworthiness
before 1 January 2002 unless it is equipped with any type of ELT
capable of transmitting on 121.5 MHz and 406 MHz, except that
aeroplanes equipped on or before 1 April 2000 with an automatic
ELT transmitting on 121.5 MHz but not on 406 MHz may
continue in service until 31 December 2004.

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(c) An operator shall ensure that all ELTs that are capable of trans-
mitting on 406 MHz shall be coded in accordance with ICAO
Annex 10 and registered with the national agency responsible for
initiating search and rescue or another nominated agency.

OPS 1.825

Life jackets

Unchanged

(a) Land aeroplanes

An operator shall not operate a land aeroplane:

1. When flying over water and at a distance of more than 50

nautical miles from the shore; or

2. When taking off or landing at an aerodrome where the take-off
or approach path is so disposed over water that in the event of
a mishap there would be a likelihood of a ditching,

unless it is equipped with life jackets equipped with a survivor
locator light, for each person on board. Each life jacket must be
stowed in a position easily accessible from the seat or berth of the
person for whose use it is provided. Life jackets for infants may be
substituted by other approved flotation devices equipped with a
survivor locator light.

(b) Seaplanes and amphibians

An operator shall not operate a seaplane or an amphibian on water
unless it is equipped with life jackets equipped with a survivor
locator light, for each person on board. Each life jacket must be
stowed in a position easily accessible from the seat or berth of the
person for whose use it is provided. Life jackets for infants may be
substituted by other approved flotation devices equipped with a
survivor locator light.

OPS 1.830

Life-rafts and survival ELTs for extended overwater flights

(a) On overwater flights, an operator shall not operate an aeroplane at
a distance away from land, which is suitable for making an
emergency landing, greater than that corresponding to:

1. 120 minutes at cruising speed or 400 nautical miles, whichever
is the lesser, for aeroplanes capable of continuing the flight to
an aerodrome with the critical power unit(s) becoming inop-
erative at any point along the route or planned diversions; or

2. 30 minutes at cruising speed or 100 nautical miles, whichever is
the equipment
for all other aeroplanes, unless

the lesser,
specified in sub-paragraphs (b) and (c) below is carried.

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(b) Sufficient life-rafts to carry all persons on board. Unless excess rafts
of enough capacity are provided, the buoyancy and seating capacity
beyond the rated capacity of
the rafts must accommodate all
occupants of the aeroplane in the event of a loss of one raft of
the largest rated capacity. The life-rafts shall be equipped with:

1. A survivor locator light; and

2. Life saving equipment

including means of sustaining life as

appropriate to the flight to be undertaken; and

(c) At least two survival Emergency Locator Transmitters (ELT (S))
capable of transmitting on the distress frequencies prescribed in
ICAO Annex 10, Volume V, Chapter 2.

OPS 1.835

Survival equipment

An operator shall not operate an aeroplane across areas in which
search and rescue would be especially difficult unless it is equipped
with the following:

(a) Signalling equipment

to make the pyrotechnical distress signals

described in ICAO Annex 2;

(b) At least one ELT (S)

is capable of transmitting on the distress
frequencies prescribed in ICAO Annex 10, Volume V, Chapter 2;
and

(c) Additional survival equipment for the route to be flown taking

account of the number of persons on board

except that the equipment specified in sub-paragraph (c) need not be
carried when the aeroplane either:

1. Remains within a distance from an area where search and rescue is

not especially difficult corresponding to:

(i) 120 minutes at the one engine inoperative cruising speed for
aeroplanes capable of continuing the flight to an aerodrome
with the critical power unit(s) becoming inoperative at any
point along the route or planned diversions; or

(ii) 30 minutes at cruising speed for all other aeroplanes,

or,

2. For aeroplanes certificated to JAR-25 or equivalent, no greater
distance than that corresponding to 90 minutes at cruising speed
from an area suitable for making an emergency landing.

OPS 1.840

Seaplanes and amphibians — Miscellaneous equipment

An operator shall not operate a seaplane or an amphibian on water
unless it is equipped with:

1. A sea anchor and other equipment necessary to facilitate mooring,
anchoring or manoeuvring the aircraft on water, appropriate to its
size, weight and handling characteristics; and

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2. Equipment for making the sound signals prescribed in the Inter-
sea, where

for preventing collisions at

national Regulations
applicable.

Appendix 1 to OPS 1.770

Oxygen — Minimum requirements for supplemental oxygen for
pressurised aeroplanes during and following emergency descent (note
1)

(a)

Supply for

1. All occupants of
flight deck seats
on
deck
flight
duty

2. All required
cabin crew
members

Table 1

(b)

Duration and cabin pressure altitude

Entire flight
time when the cabin pressure
altitude exceeds 13 000 ft and entire flight
altitude
time when
pressure
cabin
exceed
exceeds 10 000 ft but does not
13 000 ft after the first 30 minutes at those
altitudes, but in no case less than:

the

(i) 30 minutes for aeroplanes certificated to
fly at altitudes not exceeding 25 000 ft
(Note 2)

(ii) 2 hours for aeroplanes certificated to fly at
altitudes more than 25 000 ft (Note 3).

Entire flight time when cabin pressure altitude
than 30
exceeds 13 000 ft but not
minutes
time
when cabin pressure altitude is greater than
10 000 ft but does not exceed 13 000 ft
after the first 30 minutes at these altitudes

(Note 2), and entire

flight

less

3. 100 % of

passengers (Note
5)

Entire flight
altitude exceeds 15 000 ft but
less then 10 minutes (Note 4).

time when the cabin pressure
in no case

4. 30 % of

passengers (Note
5)

Entire flight
altitude
exceed 15 000 ft

time when the cabin pressure
exceeds 14 000 ft but does not

5. 10 % of

passengers (Note
5)

time when the cabin pressure
Entire flight
altitude
exceeds 10 000 ft but does not
exceed 14 000 ft after the first 30 minutes
at these altitudes

Note 1: The supply provided must take account of the cabin pressure
altitude and descent profile for the routes concerned.

Note 2: The required minimum supply is that quantity of oxygen
necessary for a constant rate of descent from the aeroplane's maximum
certificated operating altitude to 10 000 ft in 10 minutes and followed
by 20 minutes at 10 000 ft.

Note 3: The required minimum supply is that quantity of oxygen
necessary for a constant rate of descent from the aeroplane's maximum
certificated operating altitude to 10 000 ft in 10 minutes and followed
by 110 minutes at 10 000 ft. The oxygen required in OPS 1.780 (a)(1)
may be included in determining the supply required.

Note 4: The required minimum supply is that quantity of oxygen
necessary for a constant rate of descent from the aeroplane's maximum
certificated operating altitude to 15 000 ft in 10 minutes.

Note 5: For the purpose of this table “passengers” means passengers
actually carried and includes infants.

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Appendix 1 to OPS 1.775

Supplemental oxygen for non-pressurised aeroplanes

(a)

Supply for

1. All occupants of
flight deck seats
on
deck
flight
duty

2. All required
cabin crew
members

3. 100 % of

passengers (See
Note)

Table 1

(b)

Duration and pressure altitude

Entire flight time at pressure altitudes above
10 000 ft

Entire flight time at pressure altitudes above
13 000 ft and for any period exceeding 30
minutes at pressure altitudes above 10 000 ft
but not exceeding 13 000 ft.

Entire flight time at pressure altitudes above
13 000 ft.

4. 10 % of

passengers (See
Note)

Entire flight time after 30 minutes at pressure
altitudes greater
than 10 000 ft but not
exceeding 13 000 ft

Note: For the purpose of this table “passengers” means passengers
actually carried and includes infants under the age of 2.

SUBPART L

COMMUNICATION AND NAVIGATION EQUIPMENT

OPS 1.845

General introduction

(a) An operator shall ensure that a flight does not commence unless
the communication and navigation equipment required under this
Subpart is:

1. Approved and installed in accordance with the requirements
including the minimum performance

applicable
standard and the operational and airworthiness requirements;

to them,

2. Installed such that the failure of any single unit required for
either communication or navigation purposes, or both, will
not result in the failure of another unit required for communi-
cations or navigation purposes;

3. In operable condition for the kind of operation being conducted

except as provided in the MEL (OPS 1.030 refers); and

4. So arranged that if equipment is to be used by one flight crew
member at his station during flight it must be readily operable
from his station. When a single item of equipment is required to
be operated by more than one flight crew member it must be
installed so that the equipment is readily operable from any
station at which the equipment is required to be operated.

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(b) Communication and navigation equipment minimum performance
standards are those prescribed in the applicable Joint Technical
Standard Orders (JTSO) as listed in JAR-TSO, unless different
standards are prescribed in the operational or
performance
airworthiness codes. Communication and navigation equipment
complying with design and performance specifications other than
JTSO on the date of OPS implementation may remain in service, or
be installed, unless additional requirements are prescribed in this
Subpart. Communication and navigation equipment which has
already been approved does not need to comply with a revised
JTSO or a revised specification, other than JTSO, unless a retro-
active requirement is prescribed.

OPS 1.850

Radio equipment

(a) An operator shall not operate an aeroplane unless it is equipped
with radio required for the kind of operation being conducted.

(b) Where two independent (separate and complete) radio systems are
required under this Subpart, each system must have an independent
antenna installation except that, where rigidly supported non-wire
antennae or other antenna installations of equivalent reliability are
used, only one antenna is required.

(c) The radio communication equipment required to comply with
paragraph (a) above must also provide for communications on
the aeronautical emergency frequency 121,5 MHz.

OPS 1.855

Audio selector panel

An operator shall not operate an aeroplane under IFR unless it is
equipped with an audio selector panel accessible to each required
flight crew member.

OPS 1.860

Radio equipment for operations under VFR over routes navigated
by reference to visual landmarks

An operator shall not operate an aeroplane under VFR over routes that
can be navigated by reference to visual landmarks, unless it is equipped
with the radio equipment
(communication and SSR transponder
equipment) necessary under normal operating conditions to fulfil the
following:

(a) Communicate with appropriate ground stations;

(b) Communicate with appropriate air traffic control facilities from any
point in controlled airspace within which flights are intended;

(c) Receive meteorological information; and

(d) Reply to SSR interrogations as required for the route being flown.

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OPS 1.865

AMENDED PROPOSAL

Communication and navigation equipment for operations under
IFR, or under VFR over routes not navigated by reference to
visual landmarks

(a) An operator shall not operate an aeroplane under IFR, or under
VFR over routes that cannot be navigated by reference to visual
landmarks, unless the aeroplane is equipped with communication
and navigation equipment in accordance with the requirements of
air traffic services in the area(s) of operation.

(a) An operator shall not operate an aeroplane under IFR, or under
VFR over routes that cannot be navigated by reference to visual
landmarks, unless the aeroplane is equipped with radio (communi-
cation and SSR transponder)
in
accordance with the requirements of air traffic services in the
area(s) of operation.

and navigation equipment

(b) Radio equipment

Unchanged

An operator shall esure that radio equipment comprises not less
than:

An operator shall ensure that radio equipment comprises not less
than:

1. Two independent radio communication systems necessary under
normal operating conditions to communicate with an appro-
priate ground station from any point on the route including
diversions;

Unchanged

2. SSR transponder equipment as required for the route being

flown.

(c) Navigation equipment

An operator shall esure that navigation equipment

An operator shall ensure that navigation equipment

1. Comprises not less than:

Unchanged

(i) One VOR receiving system, one ADF system, one DME;

(ii) One ILS or MLS where ILS or MLS is required for approach

navigation purposes;

(iii) One Marker Beacon receiving system where a Marker
Beacon is required for approach navigation purposes

(iv) An Area Navigation System when area navigation is

required for the route being flown;

(v) An additional DME system on any route, or part thereof,

where navigation is based only on DME signals;

(vi) An additional VOR receiving system on any route, or part
thereof, where navigation is based only on VOR signals;

(vii) ADF system on any route, or part thereof, where navi-

gation is based only on NDB signals; or

2. Complies with the Required Navigation Performance (RNP) Type

for operation in the airspace concerned.

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(d) An operator may operate an aeroplane that is not equipped with
the navigation equipment specified in sub-paragraph(s) (a)(5) and/or
(a)(6) above, provided that it is equipped with alternative equipment
authorised, for the route being flown, by the Authority. The relia-
bility and the accuracy of alternative equipment must allow safe
navigation for the intended route.

(d) An operator may operate an aeroplane that is not equipped with
the navigation equipment specified in sub-paragraph(s) (a)(5) and/or
(a)(6) (c)(1)(vi) and/or (c)(1)(vii) above, provided that it is equipped
with alternative equipment authorised, for the route being flown,
by the Authority. The reliability and the accuracy of alternative
equipment must allow safe navigation for the intended route.

OPS 1.870

Unchanged

Additional navigation equipment for operations in MNPS airspace

is equipped with navigation equipment

(a) An operator shall not operate an aeroplane in MNPS airspace unless
it
that complies with
minimum navigation performance specifications prescribed in
ICAO Doc 7030 in the
form of Regional Supplementary
Procedures.

(b) The navigation equipment required by this paragraph must be

visible and usable by either pilot seated at his duty station.

(c) For unrestricted operation in MNPS airspace an aeroplane must be
equipped with two independent Long Range Navigation Systems
(LRNS).

(d) For operation in MNPS airspace along notified special routes an
aeroplane must be equipped with one Long Range Navigation
System (LRNS), unless otherwise specified.

OPS 1.872

Equipment for operation in defined airspace with Reduced
Vertical Separation Minima (RVSM)

(See also OPS 1.241)

An operator shall ensure that aeroplanes operated in RVSM airspace
are equipped with:

1. Two independent altitude alerting systems

1. Two independent altitude measurement systems

2. An altitude alerting system

Unchanged

3. An automatic altitude control system; and

4. A secondary surveillance radar (SSR)

transponder with altitude
reporting system that can be connected to the altitude measurement
system in use for altitude keeping.

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INITIAL PROPOSAL

SUBPART M

AEROPLANE MAINTENANCE

OPS 1.875

General

(a) An operator shall not operate an aeroplane unless it is maintained
and released to service by an organisation appropriately approved/
accepted in accordance with JAR-145 except
that pre-flight
inspections need not necessarily be carried out by the JAR-145
organisation.

(b) This Subpart prescribes

requirements
needed to comply with the operator certification requirements in
OPS 1.180.

aeroplane maintenance

OPS 1.880

Terminology

The following definitions from JAR-145 shall apply to this Subpart:

(a) Preflight inspection — means the inspection carried out before
flight to ensure that the aeroplane is fit for the intended flight. It
does not include defect rectification.

(b) Approved standard — means a manufacturing/design/maintenance/

quality standard approved by the Authority.

(c) Approved by the Authority — means approved by the Authority
in accordance with a procedure approved by the

directly or
Authority.

OPS 1.885

Application for and approval of the operator's maintenance
system

(a) For the approval of the maintenance system, an applicant for the
issue, variation and renewal of an AOC shall submit the

initial
documents specified in OPS 1.185(b).

(b) An applicant for the initial issue, variation and renewal of an AOC
who meets the requirements of this Subpart, in conjunction with an
appropriate JAR-145 approved/accepted maintenance organisation's
exposition, is entitled to approval of the maintenance system by the
Authority.

Note: Detailed requirements are given in OPS 1.180(a)(3) and 1.180(b),
and OPS 1.185.

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OPS 1.890

Maintenance responsibility

(a) An operator shall ensure the airworthiness of the aeroplane and the
serviceability of both operational and emergency equipment by:

1. The accomplishment of preflight inspections;

AMENDED PROPOSAL

2. The rectification to an approved standard of any defect and
the
if

damage affecting safe operation,
minimum equipment
available for the aeroplane type;

list and configuration deviation list

taking into account

3. The accomplishment of all maintenance in accordance with the
programme

aeroplane maintenance

approved
specified in OPS 1.910;

operator's

4. The analysis of

the effectiveness of

the operator's approved

aeroplane maintenance programme;

5. The accomplishment of any operational directive, airworthiness
directive and any other continued airworthiness requirement
made mandatory by the Authority; and

6. The accomplishment of modifications in accordance with an
approved standard and, for non-mandatory modifications, the
establishment of an embodiment policy.

(b) An operator shall ensure that the Certificate of Airworthiness for

each aeroplane operated remains valid in respect of:

1. The requirements in sub-paragraph (a) above;

2. Any calendar expiry date specified in the Certificate; and

3. Any other maintenance condition specified in the Certificate.

(c) The requirements specified in sub-paragraph (a) above must be
performed in accordance with procedures acceptable to the
Authority.

OPS 1.895

Maintenance management

(a) An operator must be appropriately approved in accordance with
JAR-145 to carry out the requirements specified in OPS 1.890(a)(2),
(5) and (6) except when the Authority is satisfied that the
(3),
maintenance
JAR-145
approved/accepted organisation.

contracted to an appropriate

can be

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) An operator must employ a person or group of persons acceptable
to the Authority to ensure that all maintenance is carried out on
time to an approved standard such that the maintenance responsi-
bility requirements prescribed in OPS 1.890 are satisfied, and to
the quality system required by OPS
ensure the functioning of
1.900. The person, or
the
nominated postholder referred to in OPS 1.175(i)(2).

senior person as appropriate,

is

(b) An operator must employ a person or group of persons acceptable
to the Authority to ensure that all maintenance is carried out on
time to an approved standard such that the maintenance responsi-
bility requirements prescribed in OPS 1.890 are satisfied. The
person, or senior person as appropriate,
is the nominated post-
holder referred to in OPS 1.175(i)(2). The nominated postholder
for maintenance is also responsible for any corrective action
resulting from the quality monitoring of OPS 1.900(a).

(c) The nominated postholder

should not be
employed by a JAR-145 approved/accepted Organisation under
contract
specifically agreed by the
Authority.

to the Operator, unless

for maintenance

(c) When an operator is not appropriately approved in accordance
with JAR-145, arrangements must be made with such an organi-
sation to carry out the requirements specified in OPS 1.890(a)(2),
(3), (5) and (6). A written maintenance contract must be agreed
between the operator and the JAR-145 approved/accepted main-
tenance organisation detailing the functions specified in OPS
1.890(a)(2),
the
quality functions of OPS 1.900. This contract, together with all
amendments, must be acceptable to the Authority. The Authority
does not
require the commercial elements of a maintenance
contract.

(5) and (6) and defining the support of

(3),

(d) When an operator is not appropriately approved in accordance
with JAR-145, arrangements must be made with such an organi-
sation to carry out the requirements specified in OPS 1.890(a)(2),
(3), (5) and (6). Except as otherwise specified in paragraphs (e), (f)
and (g) below, the arrangement must be in the form of a written
maintenance contract between the operator and the JAR-145
approved/accepted maintenance
the
functions
(5) and (6) and
the quality functions of OPS 1.900.
defining the support of
Aeroplane base and scheduled line maintenance and engine main-
tenance
amendments, must be
acceptable to the Authority. The Authority does not require the
commercial elements of a maintenance contract.

specified in OPS 1.890(a)(2),

together with all

organisation

contracts,

detailing

(3),

(e) Notwithstanding paragraph (d) above, the operator may have a
contract with with an organisation that is not JAR-145 approved/
accepted, provided that

1. for aeroplane or engine maintenance contracts, the contracted
organisation is an OPS operator of the same type of aeroplane,

2. all maintenance is ultimately performed by JAR-145 approved/

accepted organisations,

3. such a

contract details

functions
(5) and (6) and defines the support of

specified in OPS
the

the

1.890(a)(2),
quality functions of OPS 1.900,

(3),

4. the contract, together with all amendments, is acceptable to the
Authority. The Authority does not require the commercial
elements of a maintenance contract.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(f) Notwithstanding paragraph (d) above, in the case of an aeroplane
needing occasional line maintenance, the contract may be in the
form of individual work orders to the maintenance organisation.

(g) Notwithstanding paragraph (d) above,

in the case of aeroplane
component maintenance,
the
engine maintenance,
including
contract may be in the form of individual work orders to the
maintenance organisation.

(d) An operator must provide suitable office accommodation at appro-
priate locations for the personnel specified in sub-paragraph (b)
above.

(h) An operator must provide suitable office accommodation at appro-
priate locations for the personnel specified in sub-paragraph (b)
above.

OPS 1.900

Quality system

Unchanged

(a) For maintenance purposes,

required by OPS 1.035, must additionally include at
following functions:

the operator's quality system, as
the

least

1. Monitoring that the activities of OPS 1.890 are being performed

in accordance with the accepted procedures;

2. Monitoring that all contracted maintenance is carried out in

accordance with the contract; and

3. Monitoring the continued compliance with the requirements of

this Subpart.

(b) Where the operator is approved in accordance with JAR-145, the
quality system may be combined with that required by JAR-145.

OPS 1.905

Operator's maintenance management exposition

(a) An operator must provide an operator's maintenance management
the organisation structure
details of

exposition containing
including:

1. The nominated postholder responsible for

the maintenance
system required by OPS 1.175(i)(2) and the person, or group
of persons, referred to in OPS 1.895(b);

2. The procedures that must be followed to satisfy the maintenance
responsibility of OPS 1.890 and the quality functions of OPS
1.900, except that where the operator is appropriately approved
as a maintenance organisation in accordance with JAR-145,
such details may be included in the JAR-145 exposition.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) An operator's maintenance management

exposition and any

subsequent amendment must be approved by the Authority.

OPS 1.910

Operator's aeroplane maintenance programme

(a) An operator must ensure that

the aeroplane is maintained in
accordance with the operator's aeroplane maintenance programme.
The programme must contain details, including frequency, of all
maintenance required to be carried out. The programme will be
required to include a reliability programme when the Authority
determines that such a reliability programme is necessary.

(b) An operator's

aeroplane maintenance programme

and any

subsequent amendment must be approved by the Authority.

OPS 1.915

Operator's aeroplane technical log

(a) An operator must use an aeroplane technical log system containing

the following information for each aeroplane:

1. Information about each flight necessary to ensure continued

flight safety;

2. The current aeroplane certificate of release to service;

3. The current maintenance statement giving the aeroplane main-
tenance status of what scheduled and out of phase maintenance
is next due except that the Authority may agree to the main-
tenance statement being kept elsewhere;

4. All outstanding deferred defects that affect the operation of the

aeroplane; and

5. Any necessary guidance instructions on maintenance support

arrangements.

(b) The aeroplane technical log and any subsequent amendment must

be approved by the Authority.

OPS 1.920

Maintenance records

(a) An operator shall ensure that the aeroplane technical log is retained

for 24 months after the date of the last entry.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) An operator shall ensure that a system has been established to
the following

in a form acceptable to the Authority,

keep,
records for the periods specified:

1. All detailed maintenance records in respect of the aeroplane and
any aeroplane component fitted thereto — 24 months after the
aeroplane or aeroplane component was released to service;

2. The total time and flight cycles as appropriate, of the aeroplane
and all life-limited aeroplane components — 12 months after
the aeroplane has been permanently withdrawn from service;

3. The time and flight cycles as appropriate, since last overhaul of
the aeroplane or aeroplane component subjected to an overhaul
life — until the aeroplane or aeroplane component overhaul has
been superseded by another overhaul of equivalent work scope
and detail;

the

4. The current aeroplane inspection status such that compliance
aeroplane maintenance
operator's
the aeroplane or
inspection has been superseded by

with
programme can be established — until
aeroplane
another inspection, of equivalent work scope and detail;

component

approved

5. The current status of airworthiness directives applicable to the
aeroplane and aeroplane components — 12 months after the
aeroplane has been permanently withdrawn from service; and

6. Details of current modifications and repairs to the aeroplane,
engine(s), propeller(s) and any other aeroplane component
vital
to flight safety — 12 months after the aeroplane has
been permanently withdrawn from service.

(c) An operator shall ensure that when an aeroplane is permanently
transferred from one operator to another operator the records
specified in paragraphs (a) and (b) are also transferred and the
time periods prescribed will continue to apply to the new operator.

OPS 1.930

Continued validity of the air operator certificate in respect of the
maintenance system

An operator must comply with OPS 1.175 and 1.180 to ensure
continued validity of the air operator's certificate in respect of the
maintenance system.

OPS 1.935

Equivalent safety case

shall not

An operator
to those
prescribed in this Subpart unless needed and an equivalent safety
case has first been approved subject
to the applicable common
review procedures and has been approved to do so by the Authority.

introduce alternative procedures

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INITIAL PROPOSAL

SUBPART N

FLIGHT CREW

AMENDED PROPOSAL

OPS 1.940

Composition of flight crew

(See Appendices 1 and 2 to OPS 1.940)

(a) An operator shall ensure that:

1. The composition of the flight crew and the number of flight
crew members at designated crew stations are both in
compliance with, and no less than the minimum specified in,
the Aeroplane Flight Manual (AFM);

2. The flight crew includes additional flight crew members when
required by the type of operation, and is not reduced below the
number specified in the Operations Manual;

3. All flight crew members hold an applicable and valid licence
acceptable to the Authority and are suitably qualified and
competent to conduct the duties assigned to them;

4. Procedures are established, acceptable to the Authority,

to
inexperienced flight crew

prevent
members;

the crewing together of

5. One pilot amongst

the flight crew, qualified as a pilot-
in-command in accordance with the applicable regulations in
the
the
crew licensing,
commander who may delegate the conduct of the flight
to
another suitably qualified pilot; and

is designated as

field of

flight

6. When a dedicated system panel operator is required by the AFM,
the flight crew includes one crew member who holds a flight
engineer's licence or is a suitably qualified flight crew member
and acceptable to the Authority.

7. An operator shall ensure that when engaging the services of
flight crew members who are self-employed and/or working
on a freelance or part-time basis, the requirements of Subpart
N are complied with. In this respect, particular attention must be
paid to the total number of aircraft types or variants that a flight
crew member may fly for the purposes of commercial air trans-
portation, which must not exceed the requirements prescribed in
OPS 1.980 and OPS 1.981,
including when his services are
engaged by another operator

(b) Minimum flight crew for operations under IFR or at night

For operations under IFR or at night, an operator shall ensure that:

1. For all turbo-propeller aeroplanes with a maximum approved
passenger seating configuration of more than 9 and for all
turbo-jet aeroplanes, the minimum flight crew is 2 pilots; or

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INITIAL PROPOSAL

AMENDED PROPOSAL

2. Aeroplanes other than those covered by sub-paragraph (b)(1)
above are operated by a single pilot provided that
the
requirements of Appendix 2 to OPS 1.940 are satisfied. If the
requirements of Appendix 2 are not satisfied, the minimum
flight crew is 2 pilots.

OPS 1.945

Conversion training and checking

(See Appendix 1 to OPS 1.945)

(a) An operator shall ensure that:

1. A flight crew member completes a type rating course which
satisfies the requirements governing flight crew licences when
changing from one type of aeroplane to another type or class
for which a new type or class rating is required;

2. A flight crew member completes an operator's conversion

course before commencing unsupervised line flying;

(i) When changing to an aeroplane for which a new type or

class rating is required; or

(ii) When changing operator;

3. Conversion training is conducted by suitably qualified persons in
accordance with a detailed course syllabus included in the
Operations Manual acceptable to the Authority;

4. The amount of training required by the operator's conversion
course is determined after due note has been taken of the flight
crew member's previous training as recorded in his training
records prescribed in OPS 1.985;

5. The minimum standards of qualification and experience required
of flight crew members before undertaking conversion training
are specified in the Operations Manual;

6. Each flight crew member undergoes the checks required by OPS
1.965(b) and the training and checks required by OPS 1.965(d)
before commencing line flying under supervision;

7. Upon completion of line flying under supervision, the check

required by OPS 1.965(c) is undertaken;

8. Once an operator's conversion course has been commenced, a
flight crew member does not undertake flying duties on another
type or class until the course is completed or terminated; and

9. Crew resource management

training is incorporated in the

conversion course.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) In the case of changing aeroplane type or class, the check required
by OPS 1.965(b) may be combined with the type or class rating
skill test.

(c) The operator's conversion course and the type or class rating

course may be combined.

OPS 1.950

Differences training and familiarisation training

(a) An operator shall ensure that a flight crew member completes:

1. Differences training

1. Differences training which requires additional knowledge and
training on an appropriate training device for the aeroplane:

(i) When operating another variant of an aeroplane of the same
type or another type of the same class currently operated; or

Unchanged

(ii) When a change of equipment and/or procedures on types or
variants currently operated, requires additional knowledge
and training on an appropriate training device;

(ii) When changing equipment and/or procedures on types or

variants currently operated;

2. Familiarisation training

2. Familiarisation training which requires

the

acquisition of

additional knowledge:

(i) When operating another aeroplane of

the same type or

Unchanged

variant; or

(ii) When a change of equipment and/or procedures on types or
the acquisition of

requires

variants currently operated,
additional knowledge.

(ii) When changing equipment and/or procedures on types or

variants currently operated.

(b) The operator shall specify in the Operations Manual when such

Unchanged

differences training or familiarisation training is required.

OPS 1.955

Nomination as commander

(a) An operator shall ensure that for upgrade to commander from

co-pilot and for those joining as commanders:

1. A minimum level of experience, acceptable to the Authority, is

specified in the Operations Manual; and

2. For multi-crew operations, the pilot completes an appropriate

command course.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) The command course required by sub-paragraph (a)(2) above must
be specified in the Operations Manual and include at least the
following:

1. Training in a flight simulator (including line orientated flying

training) and/or flying training;

2. An operator proficiency check operating as commander;

3. Commander's responsibilities;

4. Line training in command under supervision. A minimum of 10
sectors is required for pilots already qualified on the aeroplane
type;

5. Completion of a commander's line check as prescribed in OPS
1.965(c) and route and aerodrome competence qualifications as
prescribed in OPS 1.975; and

6. Crew resource management training.

OPS 1.960

Commanders holding a Commercial Pilot Licence

An operator shall ensure that:

1. A Commercial Pilot Licence (CPL) holder does not operate as a
commander of an aeroplane certificated in the Aeroplane Flight
Manual for single pilot operations unless:

(i) When conducting passenger carrying operations under Visual
(VFR) outside a radius of 50 nm from an
Flight Rules
aerodrome of departure,
the pilot has a minimum of 500
hours total flight time on aeroplanes or holds a valid Instrument
Rating; or

(ii) When operating on a multi-engine type under Instrument Flight
Rules (IFR), the pilot has a minimum of 700 hours total flight
time on aeroplanes which includes 400 hours as pilot-
in-command of which 100 hours have been under
IFR
including 40 hours multi-engine operation. The 400 hours as
pilot-in-command may be substituted by hours operating as
co-pilot on the basis of two hours co-pilot is equivalent to
one hour as pilot-in-command provided those hours were
gained within an established multi-pilot crew system prescribed
in the Operations Manual;

2. In addition to sub-paragraph (a)(1)(ii) above, when operating under
IFR as a single pilot, the requirements prescribed in Appendix 2 to
OPS 1.940 are satisfied; and

3. In multi-pilot crew operations, in addition to sub-paragraph (a)(1)
the

above, and prior
to the pilot operating as commander,
command course prescribed in OPS 1.955(a)(2) is completed.

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INITIAL PROPOSAL

AMENDED PROPOSAL

OPS 1.965

Recurrent training and checking

(See Appendices 1 and 2 to OPS 1.965)

(a) General

An operator shall ensure that:

1. Each flight crew member undergoes recurrent

training and
checking and that all such training and checking is relevant to
the type or variant of aeroplane on which the crew member is
certificated to operate;

1. Each flight crew member undergoes recurrent

training and
checking and that all such training and checking is relevant to
the type or variant of aeroplane on which the flight crew
member operates;

2. A recurrent training and checking programme is established in

Unchanged

the Operations Manual and approved by the Authority;

3. Recurrent training is conducted by the following personnel:

(i) Ground and refresher training — by a suitably qualified

(i) Ground and refresher

training — by suitably qualified

person;

personnel;

(ii) Aeroplane/flight simulator training — by a Type Rating
Instructor

a Type Rating

Instructor/Examiner or by
(synthetic flight instruction);

(ii) Aeroplane/flight simulator training — by a Type Rating
Instructor (TRI), or in the case of
the flight simulator
content, a Synthetic Flight Instructor (SFI), providing that
the TRI or SFI satisfies the operator's experience and
knowledge requirements sufficient to instruct on the items
specified in Appendix 1 to OPS 1.965(a)(1)(i)(A) and (B);

(iii) Emergency and safety equipment training and checking —

(iii) Emergency and safety equipment training — by suitably

by suitably qualified personnel; and

qualified personnel; and

(iv) Crew Resource Management (CRM) training — by suitably

Unchanged

qualified personnel;

4. Recurrent checking is conducted by the following personnel:

(i) Operator proficiency checks — by a Type Rating Examiner;

and

(i) Operator proficiency checks — by a Type Rating Examiner
or, if the check is conducted in a flight simulator qualified
and approved for the purpose in accordance with the
applicable regulations in the field of Synthetic Training
Devices, a Synthetic Flight Examiner;

(ii) Line checks — by commanders nominated by the operator

Unchanged

and acceptable to the Authority;

(iii) Emergency and safety equipment checking — by suitably

qualified personnel.

5.

. . .

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INITIAL PROPOSAL

AMENDED PROPOSAL

(b) Operator proficiency check

Unchanged

1. An operator shall ensure that:

(i) Each flight crew member undergoes operator proficiency
checks to demonstrate his competence in carrying out
normal, abnormal and emergency procedures; and

(ii) The check is conducted without external visual reference
when the flight crew member will be required to operate
under IFR;

(ii) The check is conducted without external visual reference
when the flight crew member will be required to operate
under IFR;

(iii) Each flight crew member undergoes operator proficiency
checks as part of a normal flight crew complement.

2. The period of validity of an operator proficiency check shall be
6 calendar months in addition to the remainder of the month of
issue. If issued within the final 3 calendar months of validity of a
previous operator proficiency check, the period of validity shall
extend from the date of issue until 6 calendar months from the
expiry date of that previous operator proficiency check.

Unchanged

(c) Line check

An operator shall ensure that each flight crew member undergoes a
line check on the aeroplane to demonstrate his competence in
carrying out normal
line operations described in the Operations
Manual. The period of validity of a line check shall be 12
calendar months,
in addition to the remainder of the month of
issue. If issued within the final 3 calendar months of validity of a
previous line check the period of validity shall extend from the date
of issue until 12 calendar months from the expiry date of that
previous line check.

(d) Emergency and safety equipment training and checking

An operator shall ensure that each flight crew member undergoes
training and checking on the location and use of all emergency and
safety equipment carried. The period of validity of an emergency
and safety equipment check shall be 12 calendar months in
addition to the remainder of the month of issue. If issued within
the final 3 calendar months of validity of a previous emergency and
safety check, the period of validity shall extend from the date of
issue until 12 calendar months from the expiry date of
that
previous emergency and safety equipment check.

(e) Crew resource management

An operator shall ensure that each flight crew member undergoes
crew resource management training as part of recurrent training.

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INITIAL PROPOSAL

AMENDED PROPOSAL

(f) Ground and refresher training

An operator shall ensure that each flight crew member undergoes
ground and refresher training every 12 calendar months. If the
training is conducted within 3 calendar months prior to the
expiry of the 12 calendar months period, the next ground and
refresher training must be completed within 12 calendar months
of the original expiry date of the previous ground and refresher
training.

An operator shall ensure that each flight crew member undergoes
ground and refresher training at least every 12 calendar months. If
the training is conducted within 3 calendar months prior to the
expiry of the 12 calendar months period, the next ground and
refresher training must be completed within 12 calendar months
of the original expiry date of the previous ground and refresher
training.

(g) Aeroplane/flight simulator training

Unchanged

simulator

An operator shall ensure that each flight crew member undergoes
aeroplane/flight
least every 12 calendar
training at
months. If the training is conducted within 3 calendar months
prior to the expiry of the 12 calendar months period, the next
aeroplane/flight simulator training must be completed within 12
calendar months of
the previous
aeroplane/flight simulator training.

the original expiry date of

OPS 1.968

Pilot qualification to operate in either pilot's seat

(See Appendix 1 to OPS 1.968)

An operator shall ensure that:

1. A pilot who may be assigned to operate in either pilot's seat

completes appropriate training and checking; and

2. The training and checking programme is specified in the Operations

Manual and is acceptable to the Authority.

OPS 1.970

Recent experience

(a) An operator shall ensure that:

1. Commander. A pilot does not operate an aeroplane as
commander unless he has carried out at least three take-offs
and three landings as pilot flying in an aeroplane of the same
type or a flight simulator, qualified and approved for the
purpose in accordance with the applicable regulations in the
field of synthetic training devices, of the aeroplane type to be
used, in the preceding 90 days; and

2. Co-pilot. A co-pilot does not serve at the flight controls during
take-off and landing unless he has served as a pilot at the
controls during take-off and landing in an aeroplane of the
same type or a flight simulator qualified and approved for the
purpose in accordance with the applicable regulations in the
field of synthetic training devices of the aeroplane type to be
used, in the preceding 90 days.

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AMENDED PROPOSAL

(b) The 90 day period prescribed in sub-paragraphs (a)(1) and (2)
above may be extended up to a maximum of 120 days by line
flying under the supervision of a type rating instructor or examiner.
For periods beyond 120 days, the recency requirement is satisfied
by a training flight or use of an approved flight simulator.

OPS 1.975

OPS 1.975

Pilot-in-command — Route and aerodrome competence qualifi-
cation

Route and aerodrome competence qualification

(a) An operator shall ensure that, prior to being assigned as pilot-
in-command, the pilot has obtained adequate knowledge of the
route to be flown and of the aerodromes (including alternates),
facilities and procedures to be used.

(a) An operator

that, prior

shall ensure

to being assigned as
commander or as pilot to whom the conduct of the flight may
be delegated by the commander, the pilot has obtained adequate
knowledge of
the aerodromes
the route to be flown and of
(including alternates), facilities and procedures to be used.

(b) The period of validity of the route and aerodrome competence
qualification shall be 12 calendar months in addition to the
remainder of:

Unchanged

1. The month of qualification; or

2. The month of
aerodrome.

the latest operation on the route or to the

(c) Route and aerodrome competence qualification shall be revalidated
by operating on the route or to the aerodrome within the period of
validity prescribed in sub-paragraph (b) above.

(d) If revalidated within the final 3 calendar months of the validity of
the previous route and aerodrome competence qualification, the
period of validity shall extend from the date of revalidation until
12 calendar months from the expiry date of that previous route
and aerodrome competence qualification.

OPS 1.978

Advanced qualification programme

(a) The periods of validity of OPS 1.965 and 1.970 may be extended,
where the Authority has approved an advanced qualification
programme established by the operator.

(b) The advanced qualification programme must contain training and
checking which establishes and maintains a proficiency that is not
less than the provisions prescribed in OPS 1.945, 1.965 and 1.970.

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INITIAL PROPOSAL

OPS 1.980

AMENDED PROPOSAL

Operation on more than one type or variant

(See Appendix 1 to OPS 1.980)

(a) An operator shall ensure that a flight crew member does not
operate on more than one type or variant unless the flight crew
member is competent to do so.

(b) When considering operations of more than one type or variant, an
operator shall ensure that the differences and/or similarities of the
aeroplanes concerned justify such operations, taking account of the
following:

1. The level of technology;

2. Operational procedures;

3. Handling characteristics.

(c) An operator shall ensure that a flight crew member operating more
than one type or variant complies with all of the requirements
prescribed in Subpart N for each type or variant unless the
Authority has approved the use of credit(s)
related to the
training, checking and recent experience requirements.

(d) An operator shall specify appropriate procedures and/or oper-
ational restrictions, approved by the Authority, in the Operations
Manual,
for any operation on more than one type or variant
covering:

1. The flight crew members' minimum experience level;

2. The minimum experience level on one type or variant before
beginning training for and operation of another type or variant;

3. The process whereby flight crew qualified on one type or variant

will be trained and qualified on another type or variant;

4. All applicable recent experience requirements for each type or

variant.

OPS 1.981

Operation of helicopter and aeroplane

When a flight crew member operates both helicopters and aeroplanes:

1. An operator shall ensure that operations of helicopter and aeroplane

are limited to one type of each.

2. The operator shall specify appropriate procedures and/or oper-
ational restrictions, approved by the Authority, in the Operations
Manual.

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OPS 1.985

Training records

An operator shall:

1. Maintain records of

checking and qualification
training,
prescribed in OPS 1.945, 1.955, 1.965, 1.968 and 1.975
undertaken by a flight crew member; and

all

2. Make the records of all conversion courses and recurrent training
to the flight crew member

and checking available, on request,
concerned.

Appendix 1 to OPS 1.940

In-flight relief of flight crew members

(a) A flight crew member may be relieved in flight of his duties at the

controls by another suitably qualified flight crew member.

(b) Relief of the commander

The commander may be relieved by:

The commander may delegate conduct of the flight to:

(i) Another pilot qualified as commander; or

(i) Another qualified commander; or

(ii) A pilot-in-command

(PIC)

qualifired

as

detailed

in

(ii) For operations only above FL 200, a pilot qualified as detailed

sub-paragraph (c) below.

in sub-paragraph (c) below.

(c) Minimum requirements for PIC relieving the commander:

(c) Minimum requirements for a pilot relieving the commander:

1. Valid Airline Transport Pilot Licence;

Unchanged

2. Conversion training and checking (including type

rating

training) as prescribed in OPS 1.945;

3. All recurrent training and checking as prescribed in OPS 1.965;

3. All recurrent training and checking as prescribed in OPS 1.965

and OPS 1.968;

4. Recent experience as prescribed in OPS 1.970;

4. Route competence qualification as prescribed in OPS 1.975.

5. PIC route competence qualification as prescribed in OPS 1.975;

Deleted

and

6. To operate in the role of PIC in the cruise only and not below

FL 200.

(d) Relief of the co-pilot

Unchanged

The co-pilot may be relieved by:

(i) Another suitably qualified pilot; or

(ii) A cruise relief co-pilot qualified as detailed in sub-paragraph (e)

below.

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(e) Minimum requirements for cruise relief co-pilot

1. Valid Commercial Pilot Licence with Instrument Rating;

2. Conversion training and checking, including type rating training,
as prescribed in OPS 1.945 except the requirement for take-off
and landing training;

3. All recurrent training and checking as prescribed in OPS 1.965
except the requirement for take-off and landing training; and

4. To operate in the role of co-pilot in the cruise only and not

below FL 200.

5. Recent experience as prescribed in OPS 1.970 is not required.
The pilot shall, however, carry out flight simulator recency and
refresher flying skill training at intervals not exceeding 90 days.
This refresher training may be combined with the training
prescribed in OPS 1.965.

(f) Relief of the system panel operator

A system panel operator may be relieved in flight by a crew
member who holds a Flight Engineer's licence or by a suitably
qualified flight crew member and acceptable to the Authority.

Appendix 2 to OPS 1.940

Single pilot operations under IFR or at night

Aeroplanes referred to in OPS 1.940(b)(2) may be operated by a single
pilot under IFR or at night when the following requirements are
satisfied:

1. The operator shall

include in the Operations Manual a pilot's
conversion and recurrent training programme which includes the
additional requirements for a single pilot operation;

2. In particular, the cockpit procedures must include:

(i) Engine management and emergency handling;

(ii) Use of normal, abnormal and emergency checklist;

(iii) ATC communication;

(iv) Departure and approach procedures;

(v) Autopilot management; and

(vi) Simplified in-flight documentation;

(vi) Use of simplified in-flight documentation;

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3. The recurrent checks required by OPS 1.965 shall be performed in
the single-pilot role on the type or class of aeroplane in an
environment representative of the operation;

Unchanged

4. The pilot shall have a minimum of 50 hours flight time on the
specific type or class of aeroplane under IFR of which 10 hours is as
pilot-in-command; and

4. The pilot shall have a minimum of 50 hours flight time on the
specific type or class of aeroplane under IFR of which 10 hours is as
commander; and

5. The minimum required recent experience for a pilot engaged in a
single-pilot operation under IFR or at night shall be 5 IFR flights,
including 3 instrument approaches, carried out during the preceding
90 days on the type or class of aeroplane in the single-pilot role.
This requirement may be replaced by an IFR instrument approach
check on the type or class of aeroplane.

Unchanged

Appendix 1 to OPS 1.945

Operator's conversion course

(a) An operator's conversion course shall include:

1. Ground training and checking including aeroplane systems,

normal, abnormal and emergency procedures;

2. Emergency and safety equipment training and checking which

must be completed before aeroplane training commences;

3. Crew resource management training;

4. Aeroplane/flight simulator training and checking; and

5. Line flying under supervision and line check.

(b) The conversion course shall be conducted in the order set out in

sub-paragraph (a) above.

(c) When a flight crew member has not previously completed an
in
the flight crew member
if applicable, ditching

operator's conversion course,
addition to sub-paragraph (a) above,
undergoes general
procedures training using the equipment in water.

the operator shall ensure that

first aid training and,

Appendix 1 to OPS 1.965

Recurrent training and checking — Pilots

(a) Recurrent training

Recurrent training shall comprise:

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1. Ground and refresher training

(i) The ground and refresher training programme shall include:

(A) Aeroplane systems;

(B) Operational procedures

and requirements

including

ground de-/anti-icing and pilot incapacitation; and

(C) Accident/Incident and occurrence review.

(ii) Knowledge of the ground and refresher training shall be

verified by a questionnaire or other suitable methods.

2. Aeroplane/Flight simulator training

(i) The aeroplane/flight simulator training programme shall be
established such that all major failures of aeroplane systems
and associated procedures will have been covered in the
preceding 3 year period.

(ii) When engine-out manoeuvres

are

carried out

in an

aeroplane, the engine failure shall be simulated.

(iii) Aeroplane/flight simulator training may be combined with

the operator proficiency check.

3. Emergency and safety equipment training

(i) The emergency and safety equipment training programme
may be combined with emergency and safety equipment
checking and shall be conducted in an aeroplane or a
suitable alternative training device.

(ii) Every year the emergency and safety equipment training

programme must include the following:

(A) Actual donning of a lifejacket where fitted;

(B) Actual donning of protective breathing equipment;

(B) Actual donning of protective breathing equipment

where fitted;

(C) Actual handling of fire extinguishers;

Unchanged

(D) Instruction on the location and use of all emergency and

safety equipment carried on the aeroplane;

(E)

Instruction on the location and use of all types of exits;
and

(F) Security procedures.

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(iii) Every 3 years the programme of training must include the

following:

(A) Actual operation of all types of exits;

(B) Demonstration of the method used to operate a slide

where fitted;

(C) Actual fire-fighting using equipment representative of
aeroplane on an actual or
that
carried in the
simulated fire except
that, with Halon extinguishers,
an alternative method acceptable to the Authority may
be used;

(D) The effects of smoke in an enclosed area and actual use
of all relevant equipment in a simulated smoke-filled
environment;

(E) Actual handling of pyrotechnics,

real or simulated,

where fitted; and

(F) Demonstration in the use of the life-raft(s) where fitted.

4. Crew resource management training

(b) Recurrent checking

Recurrent checking shall comprise:

1. Operator proficiency checks;

(i) Where applicable, operator proficiency checks shall include

the following manoeuvres:

(A) Rejected take-off when a flight simulator is available,

otherwise touch drills only;

(B) Take-off with engine failure between V1 and V2 or as

soon as safety considerations permit;

(C) Precision instrument approach to minima with, in the
case of multi-engined aeroplanes, one engine inop-
erative;

(D) Non-precision approach to minima;

(E) Missed approach on instruments from minima with, in
the case of multi-engined aeroplanes, one engine inop-
erative; and

(F) Landing with one engine inoperative. For single-engined

aeroplanes a practice forced landing is required.

(ii) When engine out manoeuvres are carried out
aeroplane, the engine failure must be simulated.

in an

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INITIAL PROPOSAL

AMENDED PROPOSAL

(iii) In addition to the checks prescribed in sub-paragraphs (i)(A)
to (F) above, the requirements governing the issue of flight
crew licences must be completed every 12 months and may
be combined with the operator proficiency check.

(iv) For a pilot operating VFR only, the checks prescribed in
sub-paragraphs (i)(C) to (E) above may be omitted except
for an approach and go-around in a multi-engine aeroplane
with one engine inoperative.

(v) Operator proficiency checks must be conducted by a Type

Rating Examiner.

2. Emergency and safety equipment checks

The items to be checked shall be those for which training has
been carried out in accordance with sub-paragraph (a)(3) above.

3. Line checks

(i) Line checks must establish the ability to perform satisfac-
torily a complete line operation including pre-flight and
post-flight procedures and use of the equipment provided,
as specified in the Operations Manual.

(ii) The flight crew must be assessed on their crew resource

management skills.

(iii) When pilots are assigned duties as pilot flying and pilot

non-flying they must be checked in both functions.

(iv) Line checks must be completed in an aeroplane.

(v) Line checks must be conducted by commanders nominated

by the operator and acceptable to the Authority.

Appendix 2 to OPS 1.965

Recurrent training and checking — System panel operators

(a) The recurrent training and checking for system panel operators
shall meet the requirements for pilots and any additional specific
duties, omitting those items that do not apply to system panel
operators.

(b) Recurrent training and checking for system panel operators shall,
whenever possible, take place concurrently with a pilot undergoing
recurrent training and checking.

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(c) A line check shall be conducted by a commander nominated by the
operator and acceptable to the Authority or by a system panel
operator type rating instructor or examiner.

Appendix 1 to OPS 1.968

Pilot qualification to operate in either pilot's seat

(a) Commanders whose duties also require them to operate in the
right-hand seat and carry out the duties of co-pilot, or commanders
required to conduct
from the
right-hand seat, shall complete additional training and checking
as
specified in the Operations Manual, concurrent with the
operator proficiency checks prescribed in OPS 1.965(b). This
additional training must include at least the following:

training or examining duties

1. An engine failure during take-off;

2. A one engine inoperative approach and go-around; and

3. A one engine inoperative landing.

(b) When engine-out manoeuvres are carried out in an aeroplane, the

engine failure must be simulated.

(c) When operating in the right-hand seat, the checks required by OPS
for operating in the left-hand seat must, in addition, be valid and
current.

(d) A pilot relieving the commander as pilot-in-command shall demon-
strate practice of drills and procedures, concurrent with the
operator proficiency checks prescribed in OPS 1.965(b), which
would otherwise have been the commander's responsibility as pilot-
in-command. Where the differences between left and right seats are
not significant
then
practice may be conducted in either seat.

(for example because of use of autopilot)

(d) A pilot

commander

relieving the

shall have demonstrated,
concurrent with the operator proficiency checks prescribed in
OPS 1.965(b), practice of drills and procedures, which would not,
the
normally, be
responsibility. Where
differences between left and right seats are not significant
(for
example because of use of autopilot)
then practice may be
conducted in either seat.

relieving pilot's

the

(e) A pilot other than the commander occupying the left-hand seat
shall demonstrate practice of drills and procedures, concurrent
with the operator proficiency checks prescribed in OPS 1.965(b),
which would otherwise have been the commander's responsibility
acting as pilot non-flying. Where the differences between left and
right seats are not significant
(for example because of use of
autopilot) then practice may be conducted in either seat.

Unchanged

Appendix 1 to OPS 1.980

Operation on more than one type or variant

(a) When a flight crew member operates more than one aeroplane type
or variant within one or more licence endorsement (type — multi-
pilot), an operator shall ensure that:

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1. The minimum flight

specified in the
Operations Manual is the same for each type or variant to be
operated;

crew complement

2. A flight crew member does not operate more than two
for which a separate licence

aeroplane types or variants
endorsement is required; and

3. Only aeroplanes within one licence endorsement are flown in
any one flight duty period unless the operator has established
procedures to ensure adequate time for preparation.

(b) When a flight crew member operates more than one aeroplane
(class- and/or type-single pilot), but not
class,
within a single licence endorsement, an operator must comply
with the following:

type or variant

1. A flight crew member shall not operate more than:

(i) Three piston-engined aeroplane types or variants; or

(ii) Three turbo-propeller aeroplane types or variants; or

(iii) One turbo-propeller aeroplane type or variant and one

piston engined aeroplane type or variant; or.

(iv) One turbo-propeller aeroplane type or variant and any

aeroplane within a particular class.

2. OPS 1.965 for each type or variant operated unless the operator
and/or operational

has demonstrated specific procedures
restrictions, which are acceptable to the Authority.

(c) When a flight crew member operates more than one aeroplane type
or variant (type — single pilot and type — multi pilot), but not
within a single licence endorsement, an operator must comply with
the following:

1. Subparagraphs (a)(1), (a)(2) and (a)(3) above;

2. Subparagraph (d) below.

(d) When a flight crew member operates more than one aeroplane type
or variant (type — multi pilot), but not within a single licence
endorsement, an operator must comply with the following:

1. Subparagraphs (a)(1), (a)(2) and (a)(3) above;

2. Before exercising the privileges of 2 licence endorsements:

(i) Flight crew members must have completed two consecutive
operator proficiency checks and must have 500 hours in the
relevant
transport
operations with the same operator.

crew position in commercial

air

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(ii) In the case of a pilot having experience with an operator
and exercising the privileges of 2 licence endorsements, and
then being promoted to command with the same operator
on one of those types, the required minimum experience as
commander is 6 months and 300 hours, and the pilot must
have completed 2 consecutive operator proficiency checks
before
licence
again
endorsements.

exercise

eligible

being

to

2

3. Before commencing training for and operation of another type
or variant, flight crew members must have completed 3 months
and 150 hours flying on the base aeroplane, and this must
include at least one proficiency check.

4. After completion of the initial line check on the new type, 50
hours flying or 20 sectors must be achieved solely on aeroplanes
of the new type rating.

5. OPS 1.970 for each type operated unless credits have been
allowed by the Authority in accordance with sub-paragraph 7
below.

6. The period within which line flying experience is required on

each type must be specified in the Operations Manual.

7. Where credits are sought to reduce the training and checking
and recent experience requirements between aeroplane types,
the operator must demonstrate to the Authority which items
need not be repeated on each type or variant because of simi-
larities

(i) OPS 1.965(b) requires two operator proficiency checks
every year. When credit
is given in accordance with
sub-paragraph 7 above for operator proficiency checks to
alternate between the two types, each operator proficiency
check revalidates the operator proficiency check for the
other type. Provided that the period between licence profi-
ciency checks does not exceed that prescribed in the
applicable regulation in the field of flight crew licensing
the relevant requirements on flight crew
for each type,
and
satisfied.
licensing will be
approved recurrent
training must be specified in the
Operations Manual.

In addition relevant

(ii) OPS 1.965(c) requires one line check every year. When
credit is given in accordance with sub-paragraph 7 above
for line checks to alternate between types or variants, each
line check revalidates the line check for the other type or
variant.

(iii) Annual emergency and safety equipment

training and

checking must cover all requirements for each type.

8. OPS 1.965 for each type or variant operated unless credits have
accordance with
the Authority

in

been
allowed
sub-paragraph 7 above.

by

(e) When a flight crew member operates combinations of aeroplane
types or variants (class — single pilot and type — multi pilot) an
operator must demonstrate that specific procedures and/or oper-
ational restrictions are approved in accordance with OPS 1.980(d).

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SUBPART O

CABIN CREW

OPS 1.988

Applicability

An operator shall ensure that all crew members, other than flight crew
members, assigned by the operator
in the passenger
compartment of an aeroplane comply with the requirements of this
Subpart and the applicable safety rules except
for additional crew
members solely assigned to non-safety related duties.

to duties

(a) For the purpose of this Regulation,“cabin crew member” means any
crew member, assigned by the operator or the commander to
duties in the passenger compartment of an aeroplane, but who
shall not act as a flight crew member, with the exception of

— medical staff;

— security staff;

— child minders;

— escorts;

— technical staff;

— entertainers;

— interpreters.

(b) An operator shall ensure that all cabin crew members comply with
the requirements of this subpart and any other safety requirements
applicable to cabin crew.

OPS 1.989

Identification

No operator shall make a person identifiable as member of the cabin
crew on board of any of his aircraft unless the requirements set out in
this subpart and in any other safety requirements applicable to cabin
crew, have been fulfilled.

OPS 1.990

Number and composition of cabin crew

Unchanged

(a) An operator shall not operate an aeroplane with a maximum
approved passenger seating configuration of more than 19, when
carrying one or more passengers, unless at least one cabin crew
member is included in the crew for the purpose of performing
duties, specified in the Operations Manual, in the interests of the
safety of passengers.

(b) When complying with sub-paragraph (a) above, an operator shall
ensure that the minimum number of cabin crew is the greater of:

1. One cabin crew member for every 50, or fraction of 50,
passenger seats installed on the same deck of the aeroplane; or

2. The number of cabin crew who actively participated in the
aeroplane cabin during the relevant emergency evacuation
demonstration, or who were assumed to have taken part in
if the maximum approved
the relevant analysis, except that,
passenger
than the number
evacuated during the demonstration by at least 50 seats, the
number of cabin crew may be reduced by 1 for every whole
multiple of 50 seats by which the maximum approved passenger
seating configuration falls below the certificated maximum
capacity.

seating configuration is

less

(c) The Authority may under exceptional circumstances require an
operator to include in the crew additional cabin crew members.

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(d) In unforeseen circumstances the required minimum number of

cabin crew may be reduced provided that:

1. The number of passengers has been reduced in accordance with

procedures specified in the Operations Manual; and

2. A report is submitted to the Authority after completion of the

flight.

(e) An operator shall ensure that when engaging the services of cabin
crew members who are self-employed and/or working on a
freelance or part-time basis, the requirements of subpart O are
complied with. In this respect, particular attention must be paid
to the total number of aircraft types or variants that a cabin crew
member may fly for the purposes of commercial air transportation,
which must not exceed the requirements prescribed in OPS 1.1030,
including when his services are engaged by another operator.

OPS 1.995

Minimum requirements

(a) An operator shall ensure that each cabin crew member fulfils the

applicable minimum age and medical requirements.

(b) An operator

shall ensure that each cabin crew member

is
competent to perform his duties in accordance with procedures
specified in the Operations Manual.

(b) An operator

shall ensure that all cabin crew members are
competent to perform their duties in accordance with procedures
specified in the Operations Manual.

OPS 1.998

Identification of cabin crew

An operator shall ensure that all cabin crew members wear the
operator's uniform and are clearly identifiable to the passengers.

OPS 1.1000

Unchanged

Senior cabin crew members

(a) An operator shall nominate a senior cabin crew member whenever

more than one cabin crew member is assigned.

(b) The senior cabin crew member shall have responsibility to the
commander for the conduct and co-ordination of cabin safety
and emergency procedure(s) specified in the Operations Manual.

(c) Where required by OPS 1.990 to carry more than one cabin crew
member, an operator shall not appoint a person to the post of
senior cabin crew member unless that person has at least one
year's experience as an operating cabin crew member and has
completed an appropriate course

(c) Where required by OPS 1.990 to carry more than one cabin crew
member, an operator shall not appoint a person to the post of
senior cabin crew member unless that person has at least one
year's experience as an operating cabin crew member and has
completed an appropriate course covering the following as a
minimum:

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AMENDED PROPOSAL

1. Pre-flight briefing:

(i) operating as a crew,

(ii) allocation of cabin crew stations and responsibilities,

(iii) consideration of the particular flight,

including aeroplane
type, equipment, area and type of operation, and categories
of passengers with particular attention to disabled, infants
and stretcher cases, and

2. Co-operation within the crew:

(i) discipline, responsibilities and chain of command,

(ii) importance of co-ordination and communication,

(iii) pilot incapacitation, and

3. Review of operator's requirements and legal requirements:

(i) passenger safety briefing, safety cards,

(ii) securing of galleys,

(iii) stowage of cabin baggage,

(iv) electronic equipment,

(v) procedures when fuelling with passengers on board,

(vi) turbulence,

(vii) documentation, and

4. Human factors and crew resource management, and

5. Accident and incident reporting, and

6. Flight and duty time limitations and rest requirements.

(d) An operator shall establish procedures to select the next most
suitably qualified cabin crew member to operate as senior cabin
crew member in the event of the nominated senior cabin crew
member becoming unable to operate. Such procedures must be
acceptable to the Authority and take account of a cabin crew
member's operational experience.

Unchanged

OPS 1.1002

Single cabin crew member operations

(a) An operator shall ensure that each new entrant cabin crew member
who does not have previous comparable experience completes the
following, before operating as a single cabin crew member:

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1. Training in addition to that required by appendix 1 to OPS
emphasis on the

1.1010, which shall
following to reflect single cabin crew member operations:

include particular

(i) Responsibility to the commander for the conduct of cabin
the

procedures

emergency

specified

in

safety
and
Operations Manual;

(ii) Importance of co-ordination and communication with the
flight crew, management of unruly or disruptive passengers;

(iii) Review of operator's requirements and legal requirements;

(iv) Documentation;

(v) Accident and incident reporting;

(vi) Flight and duty time limitations, and

2. Familiarisation flying of at least 20 hours and 15 sectors.

(b) An operator shall ensure, before a cabin crew member is assigned
to operate as a single cabin crew member, that this cabin crew
member is competent to perform his/her duties in accordance with
the procedures specified in the Operations Manual.

OPS 1.1005

Initial training

Unchanged

An operator shall ensure that each cabin crew member successfully
in accordance
completes initial training, approved by the Authority,
an attestation of
with the
professional
successfully
undertaken by a cabin crew member.

and holds
the

requirements

competence

describing

applicable

training

conversion

An operator shall ensure that each cabin crew member has, before
undertaking
initial
training, approved by the Authority, in accordance with the applicable
requirements and holds an attestation of professional competence
describing the content of the training undergone.

successfully

completed

training,

OPS 1.1010

Unchanged

Conversion and differences training

An operator shall ensure that each cabin crew member has completed
appropriate training,
in accordance with the applicable rules and as
specified in the Operations Manual, before undertaking assigned duties
as follows:

(a) An operator shall ensure that each cabin crew member has
completed appropriate training as specified in the Operations
Manual, before undertaking assigned duties as follows:

(See Appendix 1 to OPS 1.1010)

1. Conversion training

Unchanged

A conversion course must be completed before being:

(i) First assigned by the operator to operate as a cabin crew

member; or

(ii) Assigned to operate another aeroplane type; and

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2. Differences training

Differences training must be completed before operating:

(i) On a variant of an aeroplane type currently operated; or

(ii) With different safety equipment, safety equipment location, or
normal and emergency safety procedures on currently operated
aeroplane types or variants.

(b) An operator shall determine the content of the conversion and
differences training taking account of the cabin crew member's
previous
cabin crew member's
recorded in the
training records required by OPS 1.1035.

training as

(c) An operator shall ensure that:

1. Conversion training is conducted in a structured and realistic

manner, in accordance with Appendix 1 to OPS 1.1010;

2. Differences training is conducted in a structured manner; and

3. Conversion training, and if necessary differences

training,
includes the use of all safety equipment and all normal and
emergency procedures applicable to the type or variant of
aeroplane and involves
training and practice on either a
representative training device or on the actual aeroplane.

OPS 1.1012

Unchanged

Familiarisation flights

An operator shall ensure that,
following completion of conversion
training, each cabin crew member completes familiarisation prior to
operating as one of the minimum number of cabin crew required by
OPS 1.990(b).

An operator shall ensure that,
following completion of conversion
training, each cabin crew member completes familiarisation prior to
operating as one of the minimum number of cabin crew required by
OPS 1.990.

OPS 1.1015

Recurrent training

Unchanged

(See Appendix 1 to OPS 1.1015)

(a) An operator shall ensure that each cabin crew member undergoes
recurrent
training, covering the actions assigned to each crew
member in normal and emergency procedures and drills relevant
to the type(s) and/or variant(s) of aeroplane on which they operate
in accordance with Appendix 1 to OPS 1.1015.

Unchanged

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(b) An operator shall ensure that the recurrent training and checking
programme approved by the Authority includes theoretical and
practical instruction, together with individual practice, as prescribed
in Appendix 1 to OPS 1.1015.

(c) The period of validity of recurrent

training and the associated
checking required by OPS 1.1025 shall be 12 calendar months in
addition to the remainder of the month of issue. If issued within
the final 3 calendar months of validity of a previous check, the
period of validity shall extend from the date of issue until 12
calendar months from the expiry date of that previous check.

OPS 1.1020

Refresher training

(See Appendix 1 to OPS 1.1020)

(a) An operator shall ensure that each cabin crew member who has
been absent from all flying duties for more than 6 months and still
remains within the period of the previous check required by OPS
1.1025(b)(3)
the
Operations Manual as prescribed in Appendix 1 to OPS 1.1020.

completes

refresher

specified

training

in

(b) An operator shall ensure that when a cabin crew member has not
been absent from all flying duties, but has not, during the preceding
6 months, undertaken duties on a type of aeroplane as a cabin crew
member required by OPS 1.990 (b), before undertaking such duties
on that type, the cabin crew member either:

1. Completes refresher training on the type; or

2. Operates

two re-familiarisation sectors during commercial

operations on the type.

OPS 1.1025

Checking

An operator shall ensure that during or following completion of the
training required by OPS 1.1010 and 1.1015, each cabin crew member
undergoes a check covering the training received in order to verify his
proficiency in carrying out normal and emergency safety duties. These
checks must be performed by personnel acceptable to the Authority.

(a) An operator shall ensure that during or following completion of
the training required by OPS 1.1010 and 1.1015, each cabin crew
member undergoes a check covering the training received in order
to verify his proficiency in carrying out normal and emergency
safety duties. These checks must be performed by personnel
acceptable to the Authority.

(b) An operator shall ensure that each cabin crew member undergoes

checks as follows:

1. Conversion and differences

training. The

items

listed in

Appendix 1 to OPS 1.1010; and

2. Recurrent

training. The items listed in Appendix 1 to OPS

1.1015 as appropriate.

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OPS 1.1030

Unchanged

Operation on more than one type or variant

(a) An operator shall ensure that each cabin crew member does not
operate on more than three aeroplane types except that, with the
approval of the Authority, the cabin crew member may operate on
four
and
emergency procedures for at least two of the types are similar.

types, provided that

equipment

aeroplane

safety

(b) For

the purposes of sub-paragraph (a) above, variants of an
aeroplane type are considered to be different types if they are
not similar in all the following aspects:

1. Emergency exit operation;

2. Location and type of safety equipment; and

3. Emergency procedures.

OPS 1.1035

Training records

An operator shall:

1. Maintain records of all

training and checking required by OPS

1.1005, 1.1010, 1.1015, 1.1020 and 1.1025; and

2. Make the records of all conversion and recurrent

training and
checking available, on request, to the cabin crew member concerned

2. Make the records of all conversion and recurrent

checking available, on request,
concerned; and

to the

training and
cabin crew member

3. Keep the attestation of professional competence up to date, showing
the dates and contents of the conversion and recurrent training
received.

Appendix 1 to OPS 1.1010

Conversion and differences training

(a) General

An operator shall ensure that:

1. conversion and differences training is conducted by suitably

qualified personnel; and

2. during conversion and differences training, training is given on
the location,
safety and survival
equipment carried on the aeroplane, as well as all normal and
emergency procedures related to the aeroplane type, variant and
configuration to be operated.

removal and use of all

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(b) Fire and smoke training

An operator shall ensure that either:

1. Each cabin crew member is given realistic and practical training
in the use of all fire-fighting equipment including protective
clothing representative of that carried in the aeroplane. This
training must include:

(i) extinguishing a fire characteristic of an aeroplane interior
fire except that, in the case of Halon extinguishers, an alter-
native extinguishing agent may be used; and

(ii) the donning and use of protective breathing equipment in

an enclosed, simulated smoke-filled environment; or

2. Each cabin crew member

training
requirements of Appendix 1 to OPS 1.1015 sub-paragraph
(c)(3).

recurrent

fulfills

the

(c) Operations of doors and exits

An operator shall ensure that:

1. Each cabin crew member operates and actually opens all normal
and emergency exits for passenger evacuation in an aeroplane or
representative training device; and

2. the operation of all other exits, such as flight deck windows is

demonstrated.

(d) Evacuation slide training

An operator shall ensure that:

1. each cabin crew member descends an evacuation slide from a
height representative of the aeroplane's main deck sill height;

2. the slide is fitted to an aeroplane or a representative training

device; and

3. a further descent is made when the cabin crew member qualifies
on an aeroplane type in which the main deck exit sill height
differs significantly from any aeroplane type previously operated.

(e) Evacuation procedures and other emergency situations

An operator shall ensure that:

1. emergency evacuation training includes

the recognition of
planned or unplanned evacuations on land or water. This
training must include recognition of when exits are unusable
or when evacuation equipment is unserviceable; and

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2. each cabin crew member is trained to deal with the following:

(i) an in-flight fire, with particular emphasis on identifying the

actual source of the fire;

(ii) severe air turbulence;

(iii) sudden decompression, including the donning of portable
oxygen equipment by each cabin crew member; and

(iv) other in-flight emergencies.

(f) Crowd control

An operator shall ensure that training is provided on the practical
aspects of crowd control
in various emergency situations, as
applicable to the aeroplane type.

(g) Pilot incapacitation

An operator shall ensure that, unless the minimum flight crew is
more than two, each cabin crew member is trained to assist if a
pilot becomes incapacitated. This training shall include a demon-
stration of:

1. the pilot's seat mechanism;

2. fastening and unfastening the pilot's seat harness;

3. use of the pilot's oxygen equipment; and

4. use of pilot's checklists.

(h) Safety equipment

An operator shall ensure that each cabin crew member is given
realistic training on, and demonstration of, the location and use of
safety equipment including the following:

1. slides, and where non-self-supporting slides are carried, the use

of any associated ropes;

2.

life-rafts and slide-raft,
and/or carried in, the raft;

including the equipment attached to,

3.

lifejackets, infant lifejackets and flotation cots;

4. dropout oxygen system;

5. first-aid oxygen;

6. fire extinguishers;

7. fire axe or crow-bar;

8. emergency lights including torches;

9. communication equipment, including megaphones;

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10. survival packs, including their contents;

11. pyrotechnics (actual or representative devices);

12. first-aid kits, their contents and emergency medical equipment;

and

13. other cabin safety equipment or systems where applicable.

(i) Passenger briefing/safety demonstrations

An operator shall ensure that training is given in the preparation of
passengers for normal and emergency situations in accordance with
OPS 1.285.

Appendix 1 to OPS 1.1015

Recurrent training

(a) An operator shall ensure that recurrent training is conducted by

suitably qualified persons.

(b) An operator shall ensure that every 12 calendar months the

programme of practical training includes the following:

1. emergency procedures including pilot incapacitation;

2. evacuation procedures including crowd control techniques;

3. touch-drills by each cabin crew member for opening normal

and emergency exits for passenger evacuation;

4. the location and handling of emergency equipment, including
oxygen systems, and the donning by each cabin crew member
of
lifejackets, portable oxygen and protective breathing
equipment (PBE);

5. first aid and the contents of the first-aid kits;

6. stowage of articles in the cabin;

7. dangerous goods procedures as prescribed in Subpart R;

8. security procedures;

9.

incident and accident review; and

10. crew resource management.

(c) An operator shall ensure that, every three years, recurrent training

also includes:

1. the operation and actual opening of all normal and emergency
exits for passenger evacuation in an aircraft or representative
training device;

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2. demonstration of the operation of all other exits;

3. realistic and practical

fire-fighting
equipment, including protective clothing, representative of that
carried in the aircraft.

training in the use of all

This training must include:

(i) extinguishing a fire characteristic of an aeroplane interior
fire except that, in the case of Halon extinguishers, an alter-
native extinguishing agent may be used; and

(ii) the donning and use of protective breathing equipment by
each cabin crew member in an enclosed, simulated smoke-
filled environment.

4. use of pyrotechnics (actual or representative devices); and

5. demonstration of the use of the life-raft, or slide-raft, where

fitted.

(d) An operator shall ensure that all appropriate requirements of
Annex III, OPS 1 are included in the training of cabin crew
members.

Appendix 1 to OPS 1.1020

Unchanged

Refresher training

An operator shall ensure that refresher training is conducted by
suitable qualified persons and, for each cabin crew member, includes
at least the following:

1. Emergency procedures including pilot incapacitation;

2. Evacuation procedures including crowd control techniques;

3. The operation and actual opening of all normal and emergency exits
for passenger evacuation in an aeroplane or representative training
device;

4. Demonstration of the operation of all other exits including flight

deck windows; and

5. The location and handling of emergency equipment,

including
oxygen systems, and the donning of lifejackets, portable oxygen
and protective breathing equipment.

SUBPART P

MANUALS, LOGS AND RECORDS

OPS 1.1040

General rules for Operations Manuals

(a) An operator shall ensure that the Operations Manual contains all
instructions and information necessary for operations personnel to
perform their duties.

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(b) An operator shall ensure that

the Operations
Manual, including all amendments or revisions, do not contravene
the conditions contained in the Air Operator Certificate (AOC) or
any applicable regulations and are acceptable to, or, where
applicable, approved by, the Authority.

the contents of

(c) Unless otherwise approved by the Authority, or prescribed by
national law, an operator must prepare the Operations Manual in
the English language. In addition, an operator may translate and use
that manual, or parts thereof, into another language.

(d) Should it become necessary for an operator to produce new
Operations Manuals or major parts/volumes thereof, he must
comply with sub-paragraph (c) above.
In all other cases, an
operator must comply with sub-paragraph (c) above as soon as
possible and in no case later than 1 December 2000.

(e) An operator may issue an Operations Manual in separate volumes.

(f) An operator shall ensure that all operations personnel have easy
access to a copy of each part of the Operations Manual which is
relevant to their duties. In addition, the operator shall supply crew
members with a personal copy of, or sections from, Parts A and B
of the Operations Manual as are relevant for personal study.

(g) An operator shall ensure that the Operations Manual is amended or
revised so that the instructions and information contained therein
are kept up to date. The operator shall ensure that all operations
personnel are made aware of such changes that are relevant to their
duties.

(h) Each holder of an Operations Manual, or appropriate parts of it,
shall keep it up to date with the amendments or revisions supplied
by the operator.

the

in advance of

(i) An operator shall supply the Authority with intended amendments
and revisions
effective date. When the
amendment concerns any part of the Operations Manual which
must be approved in accordance with OPS, this approval shall be
obtained before
effective. When
immediate amendments or revisions are required in the interest
of
they may be published and applied immediately,
provided that any approval required has been applied for.

amendment becomes

safety,

the

(j) An operator

shall

incorporate all amendments and revisions

required by the Authority.

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(k) An operator must ensure that information taken from approved
documents, and any amendment of such approved documentation,
is correctly reflected in the Operations Manual and that
the
Operations Manual contains no information contrary to any
approved documentation. However,
this requirement does not
prevent an operator
from using more conservative data and
procedures.

(l) An operator must ensure that

the Operations
Manual are presented in a form in which they can be used
without difficulty.

the contents of

(m) An operator may be permitted by the Authority to present the
Operations Manual or parts thereof
in a form other than on
printed paper. In such cases, an acceptable level of accessibility,
usability and reliability must be assured.

(n) The use of an abridged form of the Operations Manual does not

exempt the operator from the requirements of OPS 1.130.

OPS 1.1045

Operations Manual — structure and contents

(a) An operator shall ensure that the main structure of the Operations

(See Appendix 1 to OPS 1.1045)

Manual is as follows:

Part A — General/Basic

This part shall comprise all non type-related operational policies,
instructions and procedures needed for a safe operation.

Part B — Aeroplane operating matters

This part shall comprise all type-related instructions and procedures
needed for a safe operation. It shall take account of any differences
between types, variants or
individual aeroplanes used by the
operator.

Part C — Route and aerodrome instructions and information

This part shall comprise all instructions and information needed for
the area of operation.

Part D — Training

This part shall comprise all
required for a safe operation.

training instructions for personnel

(b) An operator shall ensure that

the Operations
Manual are in accordance with Appendix 1 to OPS 1.1045 and
relevant to the area and type of operation.

the contents of

(c) An operator

shall ensure that,
Operations Manual is acceptable to the Authority.

the detailed structure of

the

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OPS 1.1050

Aeroplane Flight Manual

An operator shall keep a current approved Aeroplane Flight Manual or
equivalent document for each aeroplane that it operates.

OPS 1.1055

Journey log

(a) An operator shall retain the following information for each flight in

the form of a journey log:

1. Aeroplane registration;

2. Date;

3. Name(s) of crew member(s);

4. Duty assignment of crew member(s);

5. Place of departure;

6. Place of arrival;

7. Time of departure (off-block time);

8. Time of arrival (on-block time);

9. Hours of flight;

10. Nature of flight;

11. Incidents, observations (if any); and

12. Commander's signature (or equivalent).

(b) An operator may be permitted not to keep an aeroplane journey
log, or parts thereof, by the Authority if the relevant information is
available in other documentation.

(c) An operator shall ensure that all entries are made concurrently and

that they are permanent in nature.

OPS 1.1060

Operational flight plan

(a) An operator must ensure that the operational flight plan used and

the entries made during flight contain the following items:

1. Aeroplane registration;

2. Aeroplane type and variant;

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3. Date of flight;

4. Flight identification;

5. Names of flight crew members;

6. Duty assignment of flight crew members;

7. Place of departure;

8. Time of departure (actual off-block time, take-off time);

9. Place of arrival (planned and actual);

10. Time of arrival (actual landing and on-block time);

11. Type of operation (ETOPS, VFR, Ferry flight, etc.);

12. Route

and route
distances, time and tracks;

segments with checkpoints/waypoints,

13. Planned cruising speed and flying times between check-points/

waypoints. Estimated and actual times overhead;

14. Safe altitudes and minimum levels;

15. Planned altitudes and flight levels;

16. Fuel calculations (records of in-flight fuel checks);

17. Fuel on board when starting engines;

18. Alternate(s) for destination and, where applicable, take-off and
en-route, including information required in sub-paragraphs 12,
13, 14 and 15 above;

19. Initial ATS Flight Plan clearance and subsequent re-clearance;

20. In-flight re-planning calculations; and

21. Relevant meteorological information.

(b) Items which are readily available in other documentation or from
an acceptable source or are irrelevant to the type of operation may
be omitted from the operational flight plan.

(c) An operator must ensure that the operational flight plan and its use

is described in the Operations Manual.

(d) An operator shall ensure that all entries on the operational flight
plan are made concurrently and that they are permanent in nature.

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OPS 1.1065

Document storage periods

An operator shall ensure that all records and all relevant operational
and technical information for each individual flight, are stored for the
periods prescribed in Appendix 1 to OPS 1.1065.

OPS 1.1070

Operator's maintenance management exposition

An operator shall keep a current approved maintenance management
exposition as prescribed in OPS 1.905.

OPS 1.1071

Aeroplane technical log

An operator shall keep an aeroplane technical log as prescribed in OPS
1.915.

Appendix 1 to OPS 1.1045

Operations Manual contents

An operator shall ensure that the Operations Manual contains the
following:

A — GENERAL/BASIC

0. ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

0.1. Introduction

(a) A statement that the manual complies with all applicable regu-
lations and with the terms and conditions of the applicable Air
Operator Certificate.

(b) A statement that the manual contains operational instructions that

are to be complied with by the relevant personnel.

(c) A list and brief description of the various parts, their contents,

applicability and use.

(d) Explanations and definitions of terms and words needed for the use

of the manual.

0.2. System of amendment and revision

(a) Who is responsible for the issuance and insertion of amendments

(a) Details of the person(s) responsible for the issuance and insertion of

and revisions.

amendments and revisions.

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(b) A record of amendments and revisions with insertion dates and

Unchanged

effective dates.

(c) A statement that hand written amendments and revisions are not
permitted except in situations requiring immediate amendment or
revision in the interest of safety.

(d) A description of the system for the annotation of pages and their

effective dates.

(e) A list of effective pages.

(f) Annotation of changes (on text pages and, as far as practicable, on

charts and diagrams).

(g) Temporary revisions.

(h) A description of

the distribution system for

the manuals,

amendments and revisions.

1. ORGANISATION AND RESPONSIBILITIES

1.1. Organisational structure

A description of the organisational structure including the general
company organigram and operations department organigram. The
the relationship between the Operations
organigram must depict
Department and the other Departments of the company. In particular,
the subordination and reporting lines of all Divisions, Departments etc.,
which pertain to the safety of flight operations, must be shown.

1.2. Nominated postholders

The name of each nominated postholder
operations,
operations, as prescribed in OPS 1.175(i). A description of
function and responsibilities must be included.

flight
system, crew training and ground
their

the maintenance

responsible for

1.3. Responsibilities and duties of operations management personnel

A description of the duties, responsibilities and authority of operations
management personnel pertaining to the safety of flight operations and
the compliance with the applicable regulations.

1.4. Authority, duties and responsibilities of the commander

A statement defining the authority, duties and responsibilities of the
commander.

1.5. Duties and responsibilities of crew members other than the commander

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2. OPERATIONAL CONTROL AND SUPERVISION

2.1. Supervision of the operation by the operator

A description of the system for supervision of the operation by the
operator (see OPS 1.175(g)). This must show how the safety of flight
operations and the qualifications of personnel are supervised.
In
particular,
the procedures related to the following items must be
described:

(a) Licence and qualification validity;

(b) Competence of operations personnel; and

(c) Control, analysis and storage of records, flight documents, additional

information and data.

2.2. System of promulgation of additional operational

instructions and

information

A description of any system for promulgating information which may
in the
be of an operational nature but
Operations Manual. The applicability of
this information and the
responsibilities for its promulgation must be included.

is supplementary to that

2.3. Accident prevention and flight safety programme

A description of the main aspects of the flight safety programme.

2.4. Operational control

A description of
exercise operational control with respect to flight safety.

the procedures and responsibilities necessary to

2.5. Powers of the Authority

A description of the powers of the Authority.

3. QUALITY SYSTEM

A description of the quality system adopted including at least:

(a) Quality policy;

(b) A description of the Organisation of the Quality System; and

(c) Allocation of duties and responsibilities.

4. CREW COMPOSITION

4.1. Crew composition

An explanation of the method for determining crew compositions
taking account of the following:

(a) The type of aeroplane being used;

(b) The area and type of operation being undertaken;

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(c) The phase of the flight;

(d) The minimum crew requirement and flight duty period planned;

(e) Experience (total and on type), recency and qualification of the crew

members; and

(f) The designation of

the commander and,
if necessitated by the
the
the procedures
duration of
the relief of
for
commander or other members of the flight crew. (See Appendix
1 to OPS 1.940);

the flight,

(g) The designation of the senior cabin crew member and, if necess-
itated by the duration of the flight, the procedures for the relief of
the senior cabin crew member and any other member of the cabin
crew.

4.2. Designation of the commander

The rules applicable to the designation of the commander.

4.3. Flight crew incapacitation

Instructions on the succession of command in the event of flight crew
incapacitation.

4.4. Operation of more than one type

A statement indicating which aeroplanes are considered as one type for
the purpose of:

(a) Flight crew scheduling; and

(b) Cabin crew scheduling.

5. QUALIFICATION REQUIREMENTS

A description of the required licence, rating(s), qualification/
5.1.
training,
for routes and aerodromes), experience,
competency (e.g.
checking and recency for operations personnel
their
duties. Consideration must be given to the aeroplane type, kind of
operation and composition of the crew.

to conduct

5.2. Flight crew

(a) Commander.

(b) Pilot relieving the commander.

(c) Co-pilot.

(d) Pilot under supervision.

(e) System panel operator.

(f) Operation on more than one type or variant.

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5.3. Cabin crew

(a) Senior cabin crew member.

(b) Cabin crew member.

(i) Required cabin crew member.

(ii) Additional cabin crew member and cabin crew member during

familiarisation flights.

(c) Operation on more than one type or variant.

5.4. Training, checking and supervision personnel

(a) For flight crew.

(b) For cabin crew.

5.5. Other operations personnel

6. CREW HEALTH PRECAUTIONS

6.1. Crew health precautions

The relevant regulations and guidance to crew members concerning
health including:

(a) Alcohol and other intoxicating liquor;

(b) Narcotics;

(c) Drugs;

(d) Sleeping tablets;

(e) Pharmaceutical preparations;

(f) Immunisation;

(g) Deep diving;

(h) Blood donation;

(i) Meal precautions prior to and during flight;

(j) Sleep and rest; and

(k) Surgical operations.

7. FLIGHT TIME LIMITATIONS

7.1. Flight and duty time limitations and rest requirements

The scheme developed by the operator in accordance with existing
national requirements.

The scheme developed by the operator in accordance with applicable
requirements.

7.2. Exceedances of flight and duty time limitations and/or reductions of rest

Unchanged

periods

Conditions under which flight and duty time may be exceeded or rest
periods may be reduced and the procedures used to report
these
modifications.

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8. OPERATING PROCEDURES

8.1. Flight preparation instructions

As applicable to the operation:

8.1.1. Minimum flight altitudes

A description of
minimum altitudes including:

the method of determination and application of

(a) A procedure to establish the minimum altitudes/flight levels for

VFR flights; and

(b) A procedure to establish the minimum altitudes/flight levels for IFR

flights.

8.1.2. Criteria for determining the usability of aerodromes

8.1.3. Methods for the determination of aerodrome operating minima

The method for establishing aerodrome operating minima for IFR
flights in accordance with OPS 1 Subpart E. Reference must be made
to procedures for the determination of the visibility and/or runway
visual range and for the applicability of the actual visibility observed
by the pilots, the reported visibility and the reported runway visual
range.

8.1.4.
En-route operating minima for VFR flights or VFR portions of
a flight and, where single engined aeroplanes are used, instructions for
route selection with respect to the availability of surfaces which permit
a safe forced landing.

8.1.5. Presentation and application of aerodrome and en-route operating

minima

8.1.6. Interpretation of meteorological information

Explanatory material on the decoding of MET forecasts and MET
reports relevant to the area of operations, including the interpretation
of conditional expressions.

8.1.7. Determination of the quantities of fuel, oil and water methanol carried

The methods by which the quantities of fuel, oil and water methanol to
be carried are determined and monitored in flight. This section must
also include instructions on the measurement and distribution of the
fluid carried on board. Such instructions must take account of all
circumstances likely to be encountered on the flight,
including the
possibility of in-flight replanning and of failure of one or more of
the aeroplane's power plants. The system for maintaining fuel and
oil records must also be described.

8.1.8. Mass and centre of gravity

The general principles of mass and centre of gravity including:

(a) Definitions;

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(b) Methods, procedures and responsibilities

for preparation and

acceptance of mass and centre of gravity calculations;

(c) The policy for using either standard and/or actual masses;

(d) The method for determining the applicable passenger, baggage and

cargo mass;

(e) The applicable passenger and baggage masses for various types of

operations and aeroplane type;

(f) General

instruction and information necessary for verification of

the various types of mass and balance documentation in use;

(g) Last minute changes procedures;

(h) Specific gravity of fuel, oil and water methanol; and

(i) Seating policy/procedures.

8.1.9. ATS flight plan

Procedures and responsibilities for the preparation and submission of
the air traffic services flight plan. Factors to be considered include the
means of submission for both individual and repetitive flight plans.

8.1.10. Operational flight plan

Procedures and responsibilities for the preparation and acceptance of
the operational flight plan. The use of the operational flight plan must
be described including samples of the operational flight plan formats in
use.

8.1.11. Operator's Aeroplane Technical Log

The responsibilities and the use of the operator's Aeroplane Technical
Log must be described, including samples of the format used.

8.1.12. List of documents, forms and additional

information to be carried.

8.2. Ground handling instructions

8.2.1. Fuelling procedures

A description of fuelling procedures, including:

(a) Safety precautions during refuelling and defuelling including when
an APU is in operation or when a turbine engine is running and
the prop-brakes are on;

(b) Refuelling and defuelling when passengers are embarking, on board

or disembarking; and

(c) Precautions to be taken to avoid mixing fuels.

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8.2.2. Aeroplane, passengers and cargo handling procedures related to safety

A description of the handling procedures to be used when allocating
seats and embarking and disembarking passengers and when loading
and unloading the aeroplane. Further procedures, aimed at achieving
safety whilst
the aeroplane is on the ramp, must also be given.
Handling procedures must include:

(a) Children/infants,

sick passengers

and persons with reduced

mobility;

(b) Transportation of inadmissible passengers, deportees or persons in

custody;

(c) Permissible size and weight of hand baggage;

(d) Loading and securing of items in the aeroplane;

(e) Special loads and classification of load compartments;

(f) Positioning of ground equipment;

(g) Operation of aeroplane doors;

(h) Safety on the ramp,

including fire prevention, blast and suction

areas;

(i) Start-up, ramp departure and arrival procedures;

(j) Servicing of aeroplanes; and

(k) Documents and forms for aeroplane handling;

(l) Multiple occupancy of aeroplane seats.

8.2.3. Procedures for the refusal of embarkation

Procedures to ensure that persons who appear to be intoxicated or who
demonstrate by manner or physical indications that they are under the
influence of drugs, except medical patients under proper care, are
refused embarkation. This does not apply to medical patients under
proper care.

8.2.4. De-icing and anti-icing on the ground

A description of the de-icing and anti-icing policy and procedures for
aeroplanes on the ground. These shall include descriptions of the types
icing and other contaminants on aeroplanes whilst
and effects of
stationary, during ground movements
In
addition, a description of the fluid types used must be given including:

and during take-off.

(a) Proprietary or commercial names;

(b) Characteristics;

(c) Effects on aeroplane performance;

(d) Hold-over times; and

(e) Precautions during usage.

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8.3. Flight procedures

8.3.1. VFR/IFR policy

A description of the policy for allowing flights to be made under VFR,
or of requiring flights to be made under IFR, or of changing from one
to the other.

8.3.2. Navigation procedures

A description of all navigation procedures relevant to the type(s) and
area(s) of operation. Consideration must be given to:

(a) Standard navigational procedures including policy for carrying out
independent cross-checks of keyboard entries where these affect the
flight path to be followed by the aeroplane;

(b) MNPS and POLAR navigation and navigation in other designated

areas;

(c) RNAV;

(d) In-flight replanning; and

(e) Procedures in the event of system degradation; and

(f) RVSM

8.3.3. Altimeter setting procedures

8.3.4. Altitude alerting system procedures

8.3.5. Ground Proximity Warning System procedures

8.3.6. Policy and procedures for the use of TCAS/ACAS

8.3.7. Policy and procedures for in-flight fuel management

8.3.8. Adverse and potentially hazardous atmospheric conditions

Procedures for operating in, and/or avoiding adverse and potentially
hazardous atmospheric conditions including:

(a) Thunderstorms;

(b) Icing conditions;

(c) Turbulence;

(d) Windshear;

(e) Jetstream;

(f) Volcanic ash clouds;

(g) Heavy precipitation;

(h) Sand storms;

(i) Mountain waves; and

(j) Significant temperature inversions.

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8.3.9. Wake turbulence

Wake turbulence separation criteria,
types, wind conditions and runway location.

taking into account aeroplane

8.3.10. Crew members at their stations

The requirements for crew members to occupy their assigned stations
or seats during the different phases of flight or whenever deemed
necessary in the interest of safety.

8.3.11. Use of safety belts for crew and passengers

The requirements for crew members and passengers to use safety belts
and/or harnesses during the different phases of flight or whenever
deemed necessary in the interest of safety.

8.3.12. Admission to flight deck

The conditions for the admission to the flight deck of persons other
than the flight crew. The policy regarding the admission of inspectors
from the Authority must also be included.

8.3.13. Use of vacant crew seats

The conditions and procedures for the use of vacant crew seats.

8.3.14. Incapacitation of crew members

incapacitation of crew
Procedures to be followed in the event of
members in flight. Examples of the types of incapacitation and the
means for recognising them must be included.

8.3.15. Cabin safety requirements

Procedures covering:

(a) Cabin preparation for flight, in-flight requirements and preparation
for landing including procedures for securing cabin and galleys;

(b) Procedures to ensure that passengers are seated where, in the event
that an emergency evacuation is required, they may best assist and
not hinder evacuation from the aeroplane;

(c) Procedures to be followed during passenger embarkation and

disembarkation; and

(d) Procedures in the event of fuelling with passengers on board or

embarking and disembarking;

(e) Smoking on board.

8.3.16. Passenger briefing procedures

The contents, means and timing of passenger briefing in accordance
with OPS 1.285.

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8.3.17. Procedures for aeroplanes operated whenever required cosmic or solar

radiation detection equipment is carried

Procedures for the use of cosmic or solar radiation detection equipment
and for recording its readings including actions to be taken in the event
that limit values specified in the Operations Manual are exceeded. In
addition, the procedures, including ATS procedures, to be followed in
the event that a decision to descend or re-route is taken.

8.4. All Weather Operations

A description of
Weather operations (See also OPS Subpart D and E).

the operational procedures associated with All

8.5. ETOPS

A description of the ETOPS operational procedures.

8.6. Use of the Minimum Equipment and Configuration Deviation List(s)

8.7. Non revenue flights

Procedures and limitations for:

(a) Training flights;

(b) Test flights;

(c) Delivery flights;

(d) Ferry flights;

(e) Demonstration flights; and

(f) Positioning flights,

including the kind of persons who may be carried on such flights.

8.8. Oxygen requirements

8.8.1.
be provided and used.

An explanation of the conditions under which oxygen must

8.8.2. The oxygen requirements specified for:

(a) Flight crew;

(b) Cabin crew; and

(c) Passengers.

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9. DANGEROUS GOODS AND WEAPONS

Information, instructions and general guidance on the transport

9.1.
of dangerous goods including:

(a) Operator's policy on the transport of dangerous goods;

(b) Guidance on the requirements for acceptance,
stowage and segregation of dangerous goods;

labelling, handling,

(c) Procedures

for

responding to emergency situations

involving

dangerous goods;

(d) Duties of all personnel involved as per OPS 1.1215; and

(e) Instructions on the carriage of the operator's employees.

The conditions under which weapons, munitions of war and

9.2.
sporting weapons may be carried.

10. SECURITY

10.1.
nature which must
operations personnel. Policies and procedures
reporting crime on board such as unlawful
bomb threats, and hijacking must also be included.

Security instructions and guidance of a non-confidential
include the authority and responsibilities of
for handling and
interference, sabotage,

10.2.

A description of preventative security measures and training.

Note: Parts of the security instructions and guidance may be kept
confidential.

11. HANDLING OF ACCIDENTS AND OCCURRENCES

Procedures for the handling, notifying and reporting of accidents and occur-
rences

This section must include:

(a) Definitions of accidents and occurrences and the relevant respon-

sibilities of all persons involved;

(b) The descriptions of which company departments, Authorities or
other institutions have to be notified by which means and in
which sequence in case of an accident;

(c) Special notification requirements in the event of an accident or

occurrence when dangerous goods are being carried;

(d) A description of the requirements to report specific occurrences

and accidents;

(e) The forms used for reporting and the procedure for submitting

them to the Authority shall also be included; and

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(f)

the operator develops

If
safety related reporting
additional
procedures for its own internal use, a description of the applica-
bility and related forms to be used.

12. RULES OF THE AIR

Rules of the Air including:

(a) Visual and instrument flight rules;

(b) Territorial application of the Rules of the Air;

(c) Communication procedures including COM-failure procedures;

(d) Information and instructions relating to the interception of civil

aeroplanes;

(e) The circumstances in which a radio listening watch is to be main-

tained;

(f) Signals;

(g) Time system used in operation;

(h) ATC clearances, adherence to flight plan and position reports;

(i) Visual signals used to warn an unauthorised aeroplane flying in or

about to enter a restricted, prohibited or danger area;

(j) Procedures for pilots observing an accident or receiving a distress

transmission;

(k) The ground/air visual codes for use by survivors, description and

use of signal aids; and

(l) Distress and urgency signals.

B — AEROPLANE OPERATING MATTERS — TYPE RELATED

Taking account of the differences between types, and variants of types,
under the following headings:

0. GENERAL INFORMATION AND UNITS OF MEASUREMENT

General

Information (e.g. aeroplane dimensions),

0.1.
including a
description of the units of measurement used for the operation of
the aeroplane type concerned and conversion tables.

1. LIMITATIONS

A description of the certified limitations and the applicable

1.1.
operational limitations including:

(a) Certification status (e.g. JAR-23, JAR-25, ICAO Annex 16 (JAR-36

and JAR-34) etc.);

(b) Passenger seating configuration for each aeroplane type including a

pictorial presentation;

(c) Types of operation that are approved (e.g. VFR/IFR, CAT II/III, RNP

Type, flight in known icing conditions etc.);

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(d) Crew composition;

(e) Mass and centre of gravity;

(f) Speed limitations;

(g) Flight envelope(s);

(h) Wind limits including operations on contaminated runways;

(i) Performance limitations for applicable configurations;

(j) Runway slope;

(k) Limitations on wet or contaminated runways;

(l) Airframe contamination; and

(m) System limitations.

2. NORMAL PROCEDURES

2.1.
The normal procedures and duties assigned to the crew, the
appropriate check-lists, the system for use of the check-lists and a
statement covering the necessary coordination procedures between
flight and cabin crew. The following normal procedures and duties
must be included:

(a) Pre-flight;

(b) Pre-departure;

(c) Altimeter setting and checking;

(d) Taxi, take-off and climb;

(e) Noise abatement;

(f) Cruise and descent;

(g) Approach, landing preparation and briefing;

(h) VFR approach;

(i)

Instrument approach;

(j) Visual approach and circling;

(k) Missed approach;

(l) Normal landing;

(m) Post landing; and

(n) Operation on wet and contaminated runways.

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3. ABNORMAL AND EMERGENCY PROCEDURES

the appropriate check-lists,

3.1.
The abnormal and emergency procedures and duties assigned to
the
the crew,
check-lists and a statement covering the necessary co-ordination
procedures between flight and cabin crew. The following abnormal
and emergency procedures and duties must be included:

the system for use of

(a) Crew incapacitation;

(b) Fire and smoke drills;

(c) Unpressurised and partially pressurised flight;

(d) Exceeding structural limits such as overweight landing;

(e) Exceeding cosmic radiation limits;

(f)

Lightning strikes;

(g) Distress communications and alerting ATC to emergencies;

(h) Engine failure;

(i)

System failures;

(j) Guidance for diversion in case of serious technical failure;

(k) Ground proximity warning;

(l) TCAS warning;

(m) Windshear; and

(n) Emergency landing/ditching.

4. PERFORMANCE

Performance data must be provided in a form in which it can

4.0.
be used without difficulty.

4.1. Performance data

Performance material which provides the necessary data for compliance
with the performance requirements prescribed in OPS 1 Subparts F, G,
H and I must be included to allow the determination of:

(a) Take-off climb limits — mass, altitude, temperature;

(b) Take-off field length (dry, wet, contaminated);

(c) Net flight path data for obstacle clearance calculation or, where

applicable, take-off flight path;

(d) The gradient losses for banked climbouts;

(e) En-route climb limits;

(f) Approach climb limits;

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(g) Landing climb limits;

(h) Landing field length (dry, wet, contaminated) including the effects
of an in-flight failure of a system or device, if it affects the landing
distance;

(i) Brake energy limits; and

(j) Speeds applicable for the various flight stages (also considering wet

or contaminated runways).

4.1.1. Supplementary data covering flights in icing conditions

Any certificated performance related to an allowable configuration, or
configuration deviation,
such as anti-skid inoperative, must be
included.

required for

If performance data,

4.1.2.
appropriate
as
performance class, is not available in the approved AFM, then other
data acceptable to the Authority must be included. Alternatively, the
Operations Manual may contain cross-reference to the approved data
contained in the AFM where such data is not likely to be used often or
in an emergency.

the

4.2. Additional performance data

Additional performance data where applicable including:

(a) All engine climb gradients;

(b) Drift-down data;

(c) Effect of de-icing/anti-icing fluids;

(d) Flight with landing gear down;

(e) For aeroplanes with 3 or more engines, one engine inoperative

ferry flights; and

(f) Flights conducted under the provisions of the CDL.

5. FLIGHT PLANNING

Data and instructions necessary for pre-flight and in-flight
5.1.
planning including factors
speed schedules and power
such as
settings. Where applicable, procedures for engine(s)-out operations,
ETOPS (particularly the one-engine-inoperative
speed and
maximum distance
aerodrome determined in
accordance with OPS 1.245) and flights to isolated aerodromes must
be included.

to an adequate

cruise

The method for calculating fuel needed for the various stages of

5.2.
flight, in accordance with OPS 1.255.

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6. MASS AND BALANCE

Instructions and data for the calculation of the mass and balance
including:

(a) Calculation system (e.g. Index system);

(b) Information and instructions for completion of mass and balance
documentation, including manual and computer generated types;

(c) Limiting masses and centre of gravity for the types, variants or

individual aeroplanes used by the operator; and

(d) Dry operating mass and corresponding centre of gravity or index.

7. LOADING

Procedures and provisions for loading and securing the load in the
aeroplane.

8. CONFIGURATION DEVIATION LIST

The Configuration Deviation List(s) (CDL), if provided by the manu-
facturer, taking account of the aeroplane types and variants operated
including procedures to be followed when an aeroplane is being
despatched under the terms of its CDL.

9. MINIMUM EQUIPMENT LIST

The Minimum Equipment List (MEL) taking account of the aeroplane
types and variants operated and the type(s)/area(s) of operation. The
MEL must include the navigational equipment and take into account
the required performance for the route and area of operation.

10. SURVIVAL AND EMERGENCY

EQUIPMENT

INCLUDING

OXYGEN

A list of the survival equipment to be carried for the routes to
10.1.
be flown and the procedures for checking the serviceability of this
equipment prior to take-off. Instructions regarding the location, accessi-
bility and use of survival and emergency equipment and its associated
check list(s) must also be included.

The procedure for determining the amount of oxygen required
10.2.
and the quantity that
is available. The flight profile, number of
occupants and possible cabin decompression must be considered.
The information provided must be in a form in which it can be
used without difficulty.

11. EMERGENCY EVACUATION PROCEDURES

11.1. Instructions for preparation for emergency evacuation including crew

co-ordination and emergency station assignment

11.2. Emergency evacuation procedures

A description of the duties of all members of the crew for the rapid
evacuation of an aeroplane and the handling of the passengers in the
event of a forced landing, ditching or other emergency.

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12. AEROPLANE SYSTEMS

A description of the aeroplane systems, related controls and indications
and operating instructions.

C — ROUTE AND AERODROME INSTRUCTIONS AND
INFORMATION

1.
Instructions and information relating to communications, navi-
gation and aerodromes including minimum flight levels and altitudes
for each route to be flown and operating minima for each aerodrome
planned to be used, including:

(a) Minimum flight level/altitude;

(b) Operating minima for departure, destination and alternate aero-

dromes;

(c) Communication facilities and navigation aids;

(d) Runway data and aerodrome facilities;

(e) Approach, missed approach and departure procedures including

noise abatement procedures;

(f) COM-failure procedures;

(g) Search and rescue facilities in the area over which the aeroplane is

to be flown;

(h) A description of the aeronautical charts that must be carried on
board in relation to the type of flight and the route to be flown,
including the method to check their validity;

(i) Availability of aeronautical information and MET services;

(j) En-route COM/NAV procedures;

(k) Aerodrome categorisation for flight crew competence qualification

(l) Special

aerodrome

limitations

(performance

limitations

and

operating procedures).

D — TRAINING

1.
Training syllabi and checking programmes for all operations
personnel assigned to operational duties in connection with the prep-
aration and/or conduct of a flight.

2.

Training syllabi and checking programmes must include:

For flight crew. All relevant items prescribed in Subpart E and

2.1.
N;

2.2.

For cabin crew. All relevant items prescribed in Subpart O;

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2.3.

For operations personnel concerned, including crew members

(a) All relevant items prescribed in Subpart R (Transport of dangerous

goods by air); and

(b) All relevant items prescribed in Subpart S (Security).

For operations personnel other

2.4.
dispatcher, handling personnel etc.)

than crew members

(e.g.

All other relevant items prescribed in OPS pertaining to their duties.

3. Procedures

3.1.

Procedures for training and checking.

Procedures to be applied in the event that personnel do not

3.2.
achieve or maintain the required standards.

3.3.
Procedures to ensure that abnormal or emergency situations
requiring the application of part or all of abnormal or emergency
procedures and simulation of
IMC by artificial means, are not
simulated during commercial air transportation flights.

Description of documentation to be stored and storage periods.

4.
(See Appendix 1 to OPS 1.1065.)

Appendix 1 to OPS 1.1065

Document storage periods

An operator shall ensure that the following information/documentation
is stored in an acceptable form, accessible to the Authority, for the
periods shown in the Tables below.

Note: Additional
prescribed in Subpart M.

information relating to maintenance records

is

Table 1

Information used for the preparation and execution of a flight

Information used for the preparation and execution of the flight as described in
OPS 1.135

Operational flight plan

3 months

Aeroplane technical log

24 months after the date of the
last entry

specific

Route
NOTAM/AIS
briefing documentation if edited
by the operator

3 month

Mass and balance documentation

3 month

Notification
including dangerous goods

special

of

loads

3 months

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Table 2

Reports

Reports

Journey log

report(s)

for
any occurrence,

recording
Flight
details of
as
prescribed in OPS 1.420, or any
event which the
commander
deems necessary to report/record

3 months

3 months

Reports on exceedances of duty
and/or reducing rest periods

3 months

Table 3

Flight crew records

Flight crew records

Flight, duty and rest time

15 months

Licence

as
is

crew
As
long
member
the
priviledges of the licence for the
operator

the
flight
exercising

Conversion training and checking

3 years

Command
checking)

course

(including

3 years

Recurrent training and checking

3 years

Training and checking to operate
in either pilot's seat

3 years

Recent experience
refers)

(OPS 1.970

15 months

Route
competence (OPS 1.975 refers)

aerodrome

and

and qualification for
Training
specific
when
operations
required by OPS (e.g. ETOPS
CAT II/III operations)

3 years

3 years

Dangerous
appropriate

goods

training

as

3 years

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Table 4

Cabin crew records

Cabin crew records

Flight, duty and rest
Rest time

time and

15 months

training, conversion and
(including

training

Initial
differences
checking)

Recurrent training and refresher
(including checking)

As
long
member
operator

as
is

the

cabin crew
employed by the

Until 12 months after the cabin
crew member has left the employ
of the operator

Dangerous
appropriate

goods

training

as

3 years

Table 5

Records for other operations personnel

Records for other operations personnel

Training/qualification records of
other personnel
for whom an
approved training programme is
required by OPS

Last 2 training records

Table 6

Other records

Other records

Records on cosmic and solar
radiation dosage

Until 12 months after the crew
member has left the employ of
the operator

Quality system records

5 years

SUBPART Q

FLIGHT AND DUTY TIME LIMITATIONS AND REST
REQUIREMENTS

An operator shall draw up a schedule for crew members laying down,
in accordance with applicable requirements, flight and duty time limi-
tations and rest periods.

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SUBPART R

Unchanged

TRANSPORT OF DANGEROUS GOODS BY AIR

OPS 1.1150

Terminology

Terms used in this Subpart have the following meanings:

1. Acceptance Check List: A document used to assist in carrying out
a check on the external appearance of packages of dangerous
goods and their associated documents to determine that all appro-
priate requirements have been met.

2. Cargo aircraft: Any aircraft which is carrying goods or property
the following are not
In this context

but not passengers.
considered to be passengers:

(i) A crew member;

(ii) An operator's

and carried in
employee permitted by,
accordance with, the instructions contained in the Operations
Manual;

(iii) An authorised representative of an Authority; or

(iv) A person with duties in respect of a particular shipment on

board.

3. Dangerous goods accident: An occurrence associated with and
related to the transport of dangerous goods which results in
fatal or serious injury to a person or major property damage.

4. Dangerous goods incident: An occurrence, other than a dangerous
goods accident, associated with and related to the transport of
dangerous goods, not necessarily occurring on board an aircraft,
which results in injury to a person, property damage,
fire,
breakage, spillage, leakage of fluid or radiation or other evidence
that the integrity of the packaging has not been maintained. Any
occurrence relating to the transport of dangerous goods which
seriously jeopardises the aircraft or its occupants is also deemed
to constitute a dangerous goods incident.

5. Dangerous goods transport document: A document which is
It is completed by the
specified by the Technical
Instructions.
transport and
for air
person who offers dangerous goods
goods. The
dangerous
information about
contains
document bears
the
that
a
dangerous goods are fully and accurately described by their
proper shipping names and UN numbers (if assigned) and that
they are correctly classified, packed, marked,
labelled and in a
proper condition for transport.

signed declaration indicating

those

6. Freight container: A freight container is an article of transport
equipment
for radioactive materials, designed to facilitate the
transport of such materials, either packaged or unpackaged, by
one or more modes of transport.
(Note: see Unit Load Device
where the dangerous goods are not radioactive materials.)

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7. Handling agent: An agency which performs on behalf of

the
operator some or all of the latter's functions including receiving,
loading, unloading, transferring or other processing of passengers
or cargo.

8. Overpack: An enclosure used by a single shipper to contain one or
more packages and to form one handling unit for convenience of
handling and stowage. (Note: a unit load device is not included in
this definition.)

9. Package: The complete product of the packing operation consisting

of the packaging and its contents prepared for transport.

10. Packaging: Receptacles and any other components or materials
necessary for the receptacle to perform its containment function
and to ensure compliance with the packing requirements.

11. Proper shipping name: The name to be used to describe a
particular article or substance in all shipping documents and
notifications and, where appropriate, on packagings.

12. Serious injury: An injury which is sustained by a person in an

accident and which:

(i) Requires hospitalisation for more than 48 hours, commencing
within seven days from the date the injury was received; or

(ii) Results in a fracture of any bone (except simple fractures of

fingers, toes or nose); or

(iii) Involves lacerations which cause severe haemorrhage, nerve,

muscle or tendon damage; or

(iv) Involves injury to any internal organ; or

(v) Involves second or third degree burns, or any burns affecting

more than 5 % of the body surface; or

(vi) Involves verified exposure to infectious substances or injurious

radiation.

13. State of origin: The Authority in whose territory the dangerous

goods were first loaded on an aircraft.

14. Technical instructions: The latest effective edition of the Technical
Instructions for the Safe Transport of Dangerous Goods by Air
(Doc 9284-AN/905),
any
Addendum, approved and published by decision of the Council
of the International Civil Aviation Organization.

Supplement

including

and

the

15. UN Number: The four-digit number assigned by the United
Nations Committee of Experts on the Transport of Dangerous
Goods to identify a substance or a particular group of substances.

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16. Unit load device: Any type of aircraft container, aircraft pallet with
a net, or aircraft pallet with a net over an igloo. (Note: an overpack
is not included in this definition; for a container containing radio-
active materials see the definition for freight container.)

OPS 1.1155

Approval to transport dangerous goods

An operator shall not transport dangerous goods unless approved to
do so by the Authority.

OPS 1.1160

Scope

(a) An operator shall comply with the provisions contained in the
Technical Instructions on all occasions when dangerous goods are
carried, irrespective of whether the flight is wholly or partly within
or wholly outside the territory of a State.

(b) Articles and substances which would otherwise be classed as
this
Instructions,

to the extent specified in the Technical

excluded from the provisions of

dangerous goods are
Subpart,
provided:

1. They are required to be aboard the aeroplane in accordance with

the relevant applicable rules or for operating reasons;

2. They are carried as catering or cabin service supplies;

3. They are carried for use in flight as veterinary aid or as a

humane killer for an animal;

4. They are carried for use in flight for medical aid for a patient,

provided that:

(i) Gas cylinders have been manufactured specifically for the
purpose of containing and transporting that particular gas;

(ii) Drugs, medicines and other medical matter are under the
control of trained personnel during the time when they are
in use in the aeroplane;

(iii) Equipment containing wet cell batteries is kept and, when
necessary secured, in an upright position to prevent spillage
of the electrolyte; and

(iv) Proper provision is made to stow and secure all

the
equipment during take-off and landing and at all other
times when deemed necessary by the commander in the
interests of safety; or

5. They are carried by passengers or crew members.

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(c) Articles and substances intended as replacements for those in (b)(1)
above shall be transported on an aeroplane as specified in the
Technical Instructions.

OPS 1.1165

Limitations on the transport of dangerous goods

(a) An operator shall

take all reasonable measures to ensure that
articles and substances that are specifically identified by name or
generic description in the Technical Instructions as being forbidden
for transport under any circumstances are not carried on any
aeroplane.

(b) An operator shall

take all reasonable measures to ensure that
articles and substances or other goods that are identified in the
Technical Instructions as being forbidden for transport in normal
circumstances are only transported when:

1. They are exempted by the States concerned under the provisions

of the Technical Instructions; or

2. The Technical

Instructions indicate they may be transported

under an approval issued by the State of origin.

OPS 1.1170

Classification

An operator shall take all reasonable measures to ensure that articles
and substances are classified as dangerous goods as specified in the
Technical Instructions.

OPS 1.1175

Packing

to ensure that
An operator
dangerous goods are packed as specified in the Technical Instructions.

reasonable measures

take all

shall

OPS 1.1180

Labelling and marking

(a) An operator shall

packages, overpacks and freight
marked as specified in the Technical Instructions.

take all reasonable measures to ensure that
labelled and
containers are

(b) Where dangerous goods are carried on a flight which takes place
wholly or partly outside the territory of a State,
labelling and
marking must be in the English language in addition to any
other language requirements.

OPS 1.1185

Dangerous goods transport document

(a) An operator shall ensure that, except when otherwise specified in
the Technical Instructions, dangerous goods are accompanied by a
dangerous goods transport document.

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(b) Where dangerous goods are carried on a flight which takes place
the English
transport

wholly or partly outside the territory of a State,
language must be used for
document in addition to any other language requirements.

the dangerous goods

OPS 1.1195

Acceptance of dangerous goods

(a) An operator shall not accept dangerous goods for transport until
the package, overpack or freight container has been inspected in
accordance with the acceptance procedures
in the Technical
Instructions.

(b) An operator or his handling agent shall use an acceptance check
list. The acceptance check list shall allow for all relevant details to
be checked and shall be in such form as will allow for the recording
of the results of the acceptance check by manual, mechanical or
computerised means.

OPS 1.1200

Inspection for damage, leakage or contamination

An operator shall ensure that:

1. Packages, overpacks and freight containers are inspected for
evidence of leakage or damage immediately prior to loading on
an aeroplane or
load device, as specified in the
Technical Instructions;

into a unit

2. A unit load device is not loaded on an aeroplane unless it has been
inspected as required by the Technical Instructions and found free
from any evidence of leakage from, or damage to, the dangerous
goods contained therein;

3. Leaking or damaged packages, overpacks or freight containers are

not loaded on an aeroplane;

4. Any package of dangerous goods found on an aeroplane and which
appears to be damaged or leaking is removed or arrangements made
for its removal by an appropriate authority or organisation. In this
case the remainder of the consignment shall be inspected to ensure
it is in a proper condition for transport and that no damage or
contamination has occurred to the aeroplane or its load; and

5. Packages, overpacks and freight containers are inspected for signs of
damage or leakage upon unloading from an aeroplane or from a
unit load device and, if there is evidence of damage or leakage, the
area where the dangerous goods were stowed is inspected for
damage or contamination.

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OPS 1.1205

Removal of contamination

An operator shall ensure that:

1. Any contamination found as a result of the leakage or damage of

dangerous goods is removed without delay; and

2. An aeroplane which has been contaminated by radioactive materials
is immediately taken out of service and not returned until the
radiation level at any accessible surface and the non-fixed contami-
nation are not more than the values specified in the Technical
Instructions.

OPS 1.1210

Loading restrictions

(a) Passenger cabin and flight deck

An operator shall ensure that dangerous goods are not carried in an
aeroplane cabin occupied by passengers or on the flight deck,
unless otherwise specified in the Technical Instructions.

(b) Cargo compartments

An operator
shall ensure that dangerous goods are loaded,
segregated, stowed and secured on an aeroplane as specified in
the Technical Instructions.

(c) Dangerous goods designated for carriage only on cargo aircraft

An operator shall ensure that packages of dangerous goods bearing
the “Cargo Aircraft Only” label are carried on a cargo aircraft and
loaded as specified in the Technical Instructions.

OPS 1.1215

Provision of information

(a) Information to ground staff

An operator shall ensure that:

1. Information is provided to enable ground staff to carry out their
duties with regard to the transport of dangerous goods,
including the actions to be taken in the event of incidents and
accidents involving dangerous goods; and

2. Where applicable, the information referred to in sub-paragraph

(a)(1) above is also provided to his handling agent.

(b) Information to passengers and other persons

1. An operator shall ensure that information is promulgated as
required by the Technical Instructions so that passengers are
warned as to the types of goods which they are forbidden
from transporting aboard an aeroplane; and

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2. An operator and, where applicable, his handling agent shall
ensure that notices are provided at acceptance points for
cargo giving information about
the transport of dangerous
goods.

(c) Information to crew members

An operator shall ensure that
information is provided in the
Operations Manual to enable crew members to carry out their
responsibilities in regard to the transport of dangerous goods,
including the actions to be taken in the event of emergencies
arising involving dangerous goods.

(d) Information to the commander

An operator shall ensure that the commander is provided with
written information, as specified in the Technical Instructions.

(e) Information in the event of an aeroplane incident or accident

1. The operator of an aeroplane which is involved in an aeroplane
incident shall, on request, provide any information required to
minimise the hazards created by any dangerous goods carried.

2. The operator of an aeroplane which is involved in an aeroplane
inform the appropriate
accident

accident shall, as soon as possible,
authority of
in which the
the State
occurred of any dangerous goods carried.

aeroplane

OPS 1.1220

Training programmes

(a) An operator shall establish and maintain staff training programmes,
as required by the Technical Instructions, which must be approved
by the Authority.

(b) Operators not holding a permanent approval to carry dangerous goods

An operator shall ensure that:

1. Staff who are engaged in general cargo handling have received
training to carry out their duties in respect of dangerous goods.
As a minimum this training must cover the areas identified in
Column 1 of Table 1 and be to a depth sufficient to ensure that
an awareness is gained of the hazards associated with dangerous
goods and how to identify such goods; and

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2. The following personnel:

(i) Crew members;

(ii) Passenger handling staff; and

(iii) Security staff employed by the operator who deal with the

screening of passengers and their baggage,

have received training which, as a minimum, must cover the
areas identified in Column 2 of Table 1 and be to a depth
sufficient to ensure that an awareness is gained of the hazards
associated with dangerous goods, how to identify them and
what requirements apply to the carriage of such goods by
passengers.

Table 1

Areas of training

General philosophy

Limitations on dangerous goods in air
transport

Package marking and labelling

Dangerous
baggage

goods

in

passengers

Emergency procedures

Note: “×” indicates an area to be covered.

1

×

×

×

2

×

×

×

×

×

(c) Operators holding a permanent approval to carry dangerous goods

An operator shall ensure that:

1. Staff who are engaged in the acceptance of dangerous goods
their
have received training and are qualified to carry out
duties. As a minimum this training must cover
the areas
identified in Column 1 of Table 2 and be to a depth sufficient
to ensure the staff can take decisions on the acceptance or
refusal of dangerous goods offered for carriage by air;

2. Staff who are engaged in ground handling, storage and loading
of dangerous goods have received training to enable them to
their duties in respect of dangerous goods. As a
carry out
minimum this training must cover
the areas identified in
Column 2 of Table 2 and be to a depth sufficient to ensure
that an awareness is gained of
the hazards associated with
dangerous goods, how to identify such goods and how to
handle and load them;

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3. Staff who are engaged in general cargo handling have received
training to enable them to carry out their duties in respect of
dangerous goods. As a minimum this training must cover the
areas identified in Column 3 of Table 2 and be to a depth
sufficient to ensure that an awareness is gained of the hazards
associated with dangerous goods, how to identify such goods
and how to handle and load them;

4. Flight crew members have received training which, as a
minimum, must cover the areas identified in Column 4 of
Table 2. Training must be to a depth sufficient to ensure that
an awareness is gained of the hazards associated with dangerous
goods and how they should be carried on an aeroplane; and

5. The following personnel:

(i) Passenger handling staff;

(ii) Security staff employed by the operator who deal with the

screening of passengers and their baggage; and

(iii) Crew members other than flight crew members,

have received training which, as a minimum, must cover the
areas identified in Column 5 of Table 2. Training must be to a
depth sufficient to ensure that an awareness is gained of the
hazards associated with dangerous goods and what requirements
apply to the carriage of such goods by passengers or, more
generally, their carriage on an aeroplane.

(d) An operator shall ensure that all staff who require dangerous goods
training receive recurrent training at intervals of not longer than 2
years.

(e) An operator shall ensure that records of dangerous goods training
in accordance with
staff

trained

all

are maintained
sub-paragraph (d) above.

for

(f) An operator shall ensure that his handling agent's staff are trained
in accordance with the applicable column of Table 1 or Table 2.

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Table 2

AMENDED PROPOSAL

Table 2

Areas of training

General philosophy

Limitations on dangerous goods
in the air transport

Classification
dangerous goods

and

list

of

General packing requirements
and packing instructions

Packaging specifications mar-
kings

Package marking and labelling

Documentation
shipper

from

the

of

dangerous
including the use of a

Acceptance
goods,
checklist

Loading, restrictions on loading
and segregation

Inspections
leakage
procedures

for

or
and decontamination

damage

Provision of
commander

information to

Dangerous goods in pas-
sengers' baggage

Emergency procedures

1

×

×

×

×

×

×

×

×

×

×

×

×

×

3

×

×

2

×

×

×

5

×

×

4

×

×

×

Areas of training

General philosophy

Limitations on dangerous goods
in the air transport

Classification
dangerous goods

and

list

of

General packing requirements
and packing instructions

Packaging specifications mar-
kings

×

×

×

×

Package marking and labelling

Documentation
shipper

from

the

of

dangerous
including the use of a

Acceptance
goods,
checklist

×

×

Loading, restrictions on loading
and segregation

×

×

×

×

×

Inspections
leakage
procedures

for

or
and decontamination

damage

×

×

Provision of
commander

information to

×

×

Dangerous goods in pas-
sengers' baggage

Emergency procedures

1

×

×

×

×

×

×

×

×

×

×

×

×

×

5

×

×

3

×

×

2

×

×

×

4

×

×

×

×

×

×

×

×

×

×

×

×

×

×

×

×

×

×

Note: “×” indicates an area to be covered.

Note: “×” indicates an area to be covered.

OPS 1.1225

Unchanged

Dangerous goods incident and accident reports

An operator shall report dangerous goods incidents and accidents to
the Authority. An initial report shall be despatched within 72 hours of
the event unless exceptional circumstances prevent this.

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SUBPART S

SECURITY

OPS 1.1235

Security requirements

An operator shall ensure that all appropriate personnel are familiar,
and comply, with the relevant requirements of the national security
programmes of the State of the operator.

OPS 1.1240

Training programmes

An operator shall establish, maintain and conduct approved training
programmes which enable the operator's personnel to take appropriate
action to prevent acts of unlawful
interference such as sabotage or
unlawful seizure of aeroplanes and to minimise the consequences of
such events should they occur.

OPS 1.1245

Reporting acts of unlawful interference

Following an act of unlawful interference on board an aeroplane the
commander or,
in his absence the operator, shall submit, without
delay, a report of such an act to the designated local authority and
the Authority in the State of the operator.

OPS 1.1250

Aeroplane search procedure checklist

An operator shall ensure that all aeroplanes carry a checklist of the
procedures to be followed for that type in searching for concealed
weapons, explosives, or other dangerous devices.

OPS 1.1255

Flight crew compartment security

installed,

If
the flight crew compartment door on all aeroplanes
operated for the purpose of carrying passengers shall be capable of
being locked from within the compartment in order to prevent unauth-
orised access.’