Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 1906

b) the differences between the cleared flight level and the indicated pressure altitude actually flown shall be symmetric about a mean of 0 m, with a standard deviation no greater than 13.3 m (43.7 ft), and in addition, the decrease in the frequency of differences with increasing difference magnitude shall be at least exponential. 2007/70/II. szám ANNEX 6 — PART I APP 5-1 1/11/01 23/11/06 No. 30 APPENDIX 5. SAFETY OVERSIGHT OF AIR OPERATORS (Note.— See Chapter 4, 4.2.1.7) 1. Primary aviation legislation 1.1 The State of the Operator shall enact and implement laws that enable the State to regulate civil aviation through a Civil Aviation Authority (CAA) or equivalent organization established for that purpose. The legislation shall empower the Authority to discharge the oversight responsibilities of the State. The legislation shall provide for the making of regulations, the certification and continued supervision of air operators, and the resolution of safety issues identified by the Authority. Note.— The term Authority as used in this Appendix refers to the Civil Aviation Authority as well as equivalent organizations, including inspectors and staff. 1.2 The State of the Operator shall ensure that the laws of the State require air operators to provide the Authority with access to their personnel, aircraft, operations and facilities and associated records for the purpose of certification and continued surveillance. Note.— Guidance on the critical elements of a system that enables a State to discharge its responsibility for inspection, certification and continued surveillance of operations is contained in the Safety Oversight Manual (Doc 9734), Part A — The Establishment and Management of a State’s Safety Oversight System, the Manual of Procedures for Operations Inspection, Certification and Continued Surveillance (Doc 8335) and the Airworthiness Manual (Doc 9760). 2. Specific operating regulations 2.1 The State of the Operator shall adopt regulations that provide for the certification and continued surveillance of aircraft operations and the maintenance of aircraft in conformity with the Annexes to the Convention on International Civil Aviation. 2.2 The State of the Operator shall ensure that its regulations are sufficiently comprehensive, detailed, and current with respect to changes in technology and the operating environment to ensure that satisfactory compliance will result in an acceptable level of safety for the operations undertaken. 3. CAA structure and safety oversight functions 3.1 The State of the Operator shall ensure that the Authority is responsible for the safety oversight of air operators and that it has resources appropriate to the size and complexity of civil air operations under the jurisdiction of the State, to effectively discharge the responsibilities of the State. 3.2 The State of the Operator shall ensure that Authority inspectors have adequate support, credentials, and transportation to accomplish, independently, their certification and continued surveillance tasks. 4. Technical guidance 4.1 The State of the Operator shall ensure that Authority inspectors are provided with technical guidance manuals containing the policies, procedures, and standards to be used in the certification and continued surveillance of air operators. 4.2 The State of the Operator shall ensure that Authority inspectors are provided with technical guidance manuals containing the policies, procedures, and standards to be used in the resolution of safety issues, including enforcement. 4.3 The State of the Operator shall ensure that Authority inspectors are provided with technical guidance manuals that address ethics, personal conduct, and the avoidance of actual or perceived conflicts of interest in the performance of official duties. 5. Qualified technical personnel 5.1 The State of the Operator shall use a methodology to determine its inspector staffing requirements according to the size and complexity of civil air operations in that State. 5.2 Recommendation.— The methodology in 5.1 should be documented. 5.3 The State of the Operator shall establish qualification requirements to ensure that its inspector personnel have operational or technical work experience and training compatible with those activities they are required to certificate or inspect. Note.— Guidance on experience and training for inspectors is contained in the Manual of Procedures for Operations Inspection, Certification and Continued Surveillance (Doc 8335), Chapter 9, 9.4. 5.4 The State of the Operator shall require Authority inspectors to complete initial and recurrent training in relevant technical subjects (including aircraft-specific subjects) and in 2007/70/II. szám Annex 6 — Operation of Aircraft Part I 1/11/01 APP 5-2 23/11/06 No. 30 skills necessary to effectively accomplish their certification and continued surveillance tasks. 5.5 Recommendation.— The State of the Operator should take the necessary measures, such as remuneration and conditions of service, to ensure that qualified inspectors are recruited and retained. 6. Licensing and certification obligations 6.1 The State of the Operator shall use a documented process for the certification of air operators that includes thorough technical evaluations that lead to approval or acceptance of procedures, documents and operations as specified in Annex 6, Part I. 6.2 The State of the Operator shall require, prior to commencement of new commercial air transport operations, air operators to demonstrate that they can safely conduct the proposed operations. Note.— Attachment F contains further information in this regard. 7. Continued surveillance obligations 7.1 The State of the Operator shall use a documented process for the continued surveillance of air operators to verify the continued validity of the air operator certificates issued by the Authority. 7.2 The State of the Operator shall use an ongoing surveillance plan to confirm that operators continue to meet the relevant requirements for initial certification and that each air operator is functioning satisfactorily. 8. Resolution of safety issues 8.1 The State of the Operator shall use a documented process to take appropriate corrective actions, up to and including enforcement measures, to resolve identified safety issues. 8.2 The State of the Operator shall ensure that identified safety issues are resolved in a timely manner through a system which monitors and records progress, including actions taken by the air operator, in resolving such issues. 2007/70/II. szám ANNEX 6 — PART I ATT A-1 1/11/01 ATTACHMENT A. FLIGHT TIME AND FLIGHT DUTY PERIOD LIMITATIONS Supplementary to Chapter 4, 4.2.10.3 1. Purpose and scope 1.1 Flight time and flight duty period limitations are established for the sole purpose of reducing the probability that fatigue of flight crew members may adversely affect the safety of flight. 1.2 In order to guard against this, two types of fatigue must be taken into account, namely, transient fatigue and cumulative fatigue. Transient fatigue may be described as fatigue which is normally experienced by a healthy individual following a period of work, exertion or excitement, and it is normally dispelled by a single sufficient period of sleep. On the other hand cumulative fatigue may occur after delayed or incomplete recovery from transient fatigue or as the aftereffect of more than a normal amount of work, exertion or excitement without sufficient opportunity for recuperation. 1.3 Limitations based on the provisions of this Part will provide safeguards against both kinds of fatigue because they will recognize: 1.3.1 The necessity to limit flight time in such a way as to guard against both kinds of fatigue. 1.3.2 The necessity to limit time spent on duty on the ground immediately prior to a flight or at intermediate points during a series of flights in such a way as to guard particularly against transient fatigue. 1.3.3 The necessity to provide flight crew members with adequate opportunity to recover from fatigue. 1.3.4 The necessity of taking into account other related tasks the flight crew member may be required to perform in order to guard particularly against cumulative fatigue. 2. Definitions 2.1 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. 2.2 Flight duty periods 2.2.1 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 flight crew members may be required to carry out from the moment they report at their place of employment on the day of a flight until they are 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 flight crew members are performing a task assigned to them by the operator. Such a task should, therefore, only be taken into account when making provisions for rest periods as one among many factors which could lead to fatigue. 2.2.2 The definition does not imply the inclusion of such periods as time taken for a flight crew member to travel from home to the place of employment. 2.2.3 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. 2.3 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. 3. Types of limitations 3.1 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. 2007/70/II. szám Annex 6 — Operation of Aircraft Part I 1/11/01 ATT A-2 3.2 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. 2007/70/II. szám ANNEX 6 — PART I ATT B-1 1/11/01 ATTACHMENT B. FIRST-AID MEDICAL SUPPLIES Supplementary to Chapter 6, 6.2.2 a) TYPES, NUMBER, LOCATION AND CONTENTS OF MEDICAL SUPPLIES 1. Types Two types of medical supplies should be provided: first-aid kit(s) for carriage in all aeroplanes and a medical kit for carriage where the aeroplane is authorized to carry more than 250 passengers. 2. Number of first-aid kits The number of first-aid kits should be appropriate to the number of passengers which the aeroplane is authorized to carry: Passenger First-aid kits 0 – 50 51 – 150 151 – 250 More than 250 3. Location 3.1 It is essential that the required first-aid kits be distributed as evenly as practicable throughout the passenger cabin. They should be readily accessible to cabin crew, and, in view of the possible use of medical supplies outside the aeroplane in an emergency situation, they should be located near an exit. 3.2 The medical kit, when carried, should be stored in an appropriate secure location. 4. Contents 4.1 Different factors must be taken into consideration in deciding the contents of first-aid kits and medical kits. The following are typical contents of first-aid and medical kits for carriage aboard an aeroplane. 4.1.1 First-aid kit: — 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 repellant — 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. 4.1.2 Medical kit: Equipment — one pair of sterile surgical gloves — sphygmomanometer — stethoscope — sterile scissors — haemostatic forceps — haemostatic bandages or tourniquet — sterile equipment for suturing wounds — disposable syringes and needles — disposable scalpel handle and blade Drugs — coronary vasodilators — analgesics — diuretics — anti-allergics — steroids — sedatives — ergometrine — where compatible with regulations of the appropriate authority, a narcotic drug in injectable form — injectable broncho dilator. Note.— The United Nations Conference for Adoption of a Single Convention on Narcotic Drugs in March 1961 adopted such a Convention, Article 32 of which contains special provisions concerning the carriage of drugs in medical kits of aircraft engaged in international flight. 2007/70/II. szám ANNEX 6 — PART I ATT C-1 1/11/01 ATTACHMENT C. AEROPLANE PERFORMANCE OPERATING LIMITATIONS Example 1 Purpose and scope The purpose of the following example is to illustrate the level of performance intended by the provisions of Chapter 5 as applicable to the types of aeroplanes described below. The Standards and Recommended Practices in Annex 6 effective on 14 July 1949 contained specifications similar to those adopted by some Contracting States for inclusion in their national performance codes. A very substantial number of civil transport aeroplanes have been manufactured and are being operated in accordance with these codes. Those aeroplanes are powered with reciprocating engines including turbo-compound design. They embrace twin-engined and four-engined aeroplanes over a mass range from approximately 4 200 kg to 70 000 kg over a stalling speed range, V S0 from approximately 100 to 175 km/h (55 to 95 kt) and over a wing loading range from approximately 120 to 360 kg/m2. Cruising speeds range over 555 km/h (300 kt). Those aeroplanes have been used in a very wide range of altitude, air temperature and humidity conditions. At a later date, the code was applied with respect to the evaluation of certification of the so-called “first generation” of turboprop and turbo-jet aeroplanes. Although only past experience can warrant the fact that this example illustrates the level of performance intended by the Standards and Recommended Practices of Chapter 5, it is considered to be applicable over a wide range of aeroplane characteristics and atmospheric conditions. Reservation should however be made concerning the application of this example with respect to conditions of high air temperatures. In certain extreme cases, it has been found desirable to apply additional temperature and/or humidity accountability, particularly for the obstacle limited take-off flight path. This example is not intended for application to aeroplanes having short take-off and landing (STOL) or vertical take-off and landing (VTOL) capabilities. No detailed study has been made of the applicability of this example to operations in all-weather conditions. The validity of this example has not therefore been established for operations which may involve low decision heights and be associated with low minima operating techniques and procedures. 1. Definitions CAS (Calibrated airspeed). The calibrated airspeed is equal to the airspeed indicator reading corrected for position and instrument error. (As a result of the sea level adiabatic compressible flow correction to the airspeed instrument dial, CAS is equal to the true airspeed (TAS) in Standard Atmosphere at sea level.) Declared distances.

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