Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 2664

i) cockpit environment. 2.3 For reasons of flight safety, the operator has the responsibility to ensure that crew members engaged in duties other than flight duties performed on behalf of the employer are provided with at least the minimum required rest periods before engaging in flight duties. 3. Definitions Deadheading crew. A crew member positioned by the operator in flight or by surface transport. Duty period. The time during which a flight crew member carries out any duty at the behest of the flight crew member’s employer. Flight duty period. The total time from the moment a flight crew member commences duty, immediately subsequent to a rest period and prior to making a flight or a series of flights, to the moment the flight crew member is relieved of all duties having completed such flight or series of flights. Flight sector. A flight or one of a series of flights which commences at a parking place of the aircraft and terminates at a parking place of the aircraft. 2007/70/II. szám Annex 6 — Operation of Aircraft Part III 1/11/01 ATT C-2 It is composed of: — flight preparation, — flight time, — post-flight period after the flight sector or series of flight sectors. Flight time — helicopters. The total time from the moment a helicopter’s rotor blades start turning until the moment the helicopter finally comes to rest at the end of the flight, and the rotor blades are stopped. Rest period. Any period of time on the ground during which a flight crew member is relieved of all duties by the operator. Series of flights. Two or more flight sectors accomplished in between two rest periods. Standby. A defined period during which a crew member may be called for duty with minimum notice. Turnaround time. The time spent on the ground during a flight duty period between two flight sectors. 4. Comments about the definitions 4.1 Flight time The definition of flight time is of necessity very general but in the context of limitations it is, of course, intended to apply to flight crew members in accordance with the relevant definition of a flight crew member. Pursuant to that latter definition, licensed crew personnel travelling as passengers cannot be considered flight crew members, although this should be taken into account in arranging rest periods. 4.2 Flight duty periods 4.2.1 The definition of flight duty period is intended to cover a continuous period of duty which always includes a flight or a series of flights. It is meant to include all duties a flight crew member may be required to carry out from the moment the flight crew member reports at the place of employment on the day of a flight until relieved of duties, having completed the flight or series of flights. It is considered necessary that this period should be subject to limitations because a flight crew member’s activities within the limits of such period would eventually induce fatigue — transient or cumulative — which could endanger the safety of a flight. There is on the other hand (from the point of view of flight safety) insufficient reason to establish limitations for any other time during which a flight crew member is performing a task assigned by the operator. Such task should, therefore, only be taken into account when making provisions for rest periods as one among many factors which could lead to fatigue. 4.2.2 The definition does not imply the inclusion of such periods as time taken for a flight crew member to travel from the flight crew member’s home to the place of employment. 4.2.3 An important safeguard may be established if States and operators recognize the right of a crew member to refuse further flight duty when suffering from fatigue of such a nature as to affect adversely the safety of flight. 4.3 Rest periods The definition of rest period implies an absence of duty and is intended to be for the purpose of recovering from fatigue; the way in which this recovery is achieved is the responsibility of the individual. 5. Types of limitations 5.1 Limitations are broadly divided by time; for example, the majority of States reporting to ICAO prescribe daily, monthly and yearly flight time limitations, and a considerable number also prescribe quarterly flight time limitations. It will probably be sufficient to prescribe flight duty period limitations on a daily basis. It must be understood, however, that these limitations will vary considerably taking into account a variety of situations. 5.2 In formulating regulations or rules governing flight time limitations the size of the crew complement and the extent to which the various tasks to be performed can be divided among the crew members should be taken into account; and in the case where adequate facilities for relief are provided in the aircraft in such a way that a crew member may have horizontal rest and a degree of privacy, flight duty periods could be extended. Adequate rest facilities on the ground are required at places where relief periods are to be given. Also States or operators should give due weight to the following factors: traffic density; navigational and communication facilities; rhythm of work/sleep cycle; number of landings and take-offs; aircraft handling and performance characteristics and weather conditions. 6. Pro forma table For example, the following pro forma table is provided to illustrate one of many forms in which the Standard at Section II, 2.2.9.3, may be implemented. 2007/70/II. szám Attachment C Annex 6 — Operation of Aircraft ATT C-3 1/11/01 Crew Maximum flight duty period in 24 hours Maximum flight time (hours) Rest periods Daily 24 hours Monthly Quarterly Annually Daily Per week Pilot-in-command 1st Officer 2007/70/II. szám ANNEX 6 — PART III ATT D-1 1/11/01 ATTACHMENT D. MEDICAL SUPPLIES Supplementary to Section II, Chapter 4, 4.2.2 a) The following is suggested as being typical contents of a firstaid kit for carriage aboard a helicopter: — a handbook on first aid — “ground-air visual signal code for use by survivors” as contained in Annex 12 — materials for treating injuries — ophthalmic ointment — a decongestant nasal spray — insect repellent — emollient eye drops — sunburn cream — water-miscible antiseptic/skin cleanser — materials for treatment of extensive burns — oral drugs as follows: analgesic, antispasmodic, central nervous system stimulant, circulatory stimulant, coronary vasodilator, antidiarrhoeic and motion sickness medications. — an artificial plastic airway and splints. 2007/70/II. szám ANNEX 6 — PART III ATT E-1 1/11/01 ATTACHMENT E. MINIMUM EQUIPMENT LIST (MEL) Supplementary to Section II, Chapter 4, 4.1.2 1. If deviations from the requirements of States in the certification of aircraft were not permitted an aircraft could not be flown unless all systems and equipment were operable. Experience has proved that some unserviceability can be accepted in the short term when the remaining operative systems and equipment provide for continued safe operations. 2. The State should indicate through approval of a minimum equipment list those systems and items of equipment that may be inoperative for certain flight conditions with the intent that no flight can be conducted with inoperative systems and equipment other than those specified. 3. A minimum equipment list, approved by the State of the Operator, is therefore necessary for each aircraft, based on the master minimum equipment list established for the aircraft type by the organization responsible for the type design in conjunction with the State of Design. 4. The State of the Operator should require the operator to prepare a minimum equipment list designed to allow the operation of an aircraft with certain systems or equipment inoperative provided an acceptable level of safety is maintained. 5. The minimum equipment list is not intended to provide for operation of the aircraft for an indefinite period with inoperative systems or equipment. The basic purpose of the minimum equipment list is to permit the safe operation of an aircraft with inoperative systems or equipment within the framework of a controlled and sound programme of repairs and parts replacement. 6. Operators are to ensure that no flight is commenced with multiple minimum equipment list items inoperative without determining that any interrelationship between inoperative systems or components will not result in an unacceptable degradation in the level of safety and/or undue increase in the flight crew workload. 7. The exposure to additional failures during continued operation with inoperative systems or equipment must also be considered in determining that an acceptable level of safety is being maintained. The minimum equipment list may not deviate from requirements of the flight manual limitations section, emergency procedures or other airworthiness requirements of the State of Registry or of the State of the Operator unless the appropriate airworthiness authority or the flight manual provides otherwise. 8. Systems or equipment accepted as inoperative for a flight should be placarded where appropriate and all such items should be noted in the aircraft technical log to inform the flight crew and maintenance personnel of the inoperative system or equipment. 9. For a particular system or item of equipment to be accepted as inoperative, it may be necessary to establish a maintenance procedure, for completion prior to flight, to deactivate or isolate the system or equipment. It may similarly be necessary to prepare an appropriate flight crew operating procedure. 10. The responsibilities of the pilot-in-command in accepting a helicopter for operation with deficiencies in accordance with a minimum equipment list are specified in Section II, Chapter 2, 2.3.1. 2007/70/II. szám ANNEX 6 — PART III ATT F-1 1/11/01 23/11/06 No. 11 ATTACHMENT F. AIR OPERATOR CERTIFICATION AND VALIDATION Supplementary to Section II, Chapter 2, 2.2.1 1. Purpose and scope 1.1 Introduction The purpose of this Attachment is to provide guidance concerning the actions required by States in connection with the operator certification requirements in Chapter 2, 2.2.1, particularly the means of accomplishing and recording those actions. 1.2 Prior certification required In accordance with Standard 2.2.1.4, the issuance of an air operator certificate (AOC) is “dependent upon the operator demonstrating” to the State that its organization, training, flight operations and maintenance arrangements are adequate considering the nature and extent of the operations to be conducted. The certification process involves the State’s evaluation of each operator and a determination that the operator is capable of conducting safe operations before initial issuance of an AOC or the addition of any subsequent authorizations to an AOC. 1.3 Standard certification practices The State of the Operator is required by Standard 2.2.1.7 to establish a certification system to ensure compliance with the required standards for the type of operation to be conducted. Several States have developed policies and procedures to comply with this certification requirement as industry capabilities evolve. While those States did not develop their certification practices in coordination with each other, their practices are remarkably similar and consistent in their requirements. The effectiveness of their practices has been validated over many years, resulting in improved safety records of operators throughout the world. Many of these certification practices have been incorporated by reference in ICAO provisions. 2. Required technical safety evaluations 2.1 Approval and acceptance actions 2.1.1 The certification and continued surveillance of an air operator includes actions taken by a State on matters submitted for its review. The actions can be categorized as approvals or acceptances depending on the nature of the response by the State to the matter submitted for its review. 2.1.2 An approval is an active response by the State to a matter submitted for its review. An approval constitutes a finding or determination of compliance with the applicable standards. An approval will be evidenced by the signature of the approving official, the issuance of a document or certificate, or some other formal action taken by the State. 2.1.3 An acceptance does not necessarily require an active response by the State to a matter submitted for its review. A State may accept a matter submitted to it for review as being in compliance with the applicable standards if the State does not specifically reject all or a portion of the matter under review, usually after some defined period of time after submission. 2.1.4 The phrase “approved by the State” or similar phrases using the word “approval” are frequently used in Part III, Section II. Provisions indicating a review and implying approval or at least “acceptance” by the State occur even more frequently in Part III, Section II. In addition to these specific phrases, Part III, Section II contains numerous references to requirements which would, as a minimum, create the need for at least a technical review by the State. This Attachment groups and outlines those specific Standards and Recommended Practices for ease of use by States. 2.1.5 The State should make or arrange for a technical safety evaluation before issuing the approval or acceptance. The evaluation should:

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