Operational Procedures |
|
4 |
|
||
the distance flown in 120 minutes or, if approved by the Authority, up to 180 minutes for |
|||||
|
|
|
|
||
turbojet aeroplanes, at the one-engine-inoperative cruise speed determined in accordance |
|
|
|
|
|
with subparagraph (b) below; |
|
|
|
|
|
3. Performance Class B or C aeroplanes: |
|
|
|
|
|
(i) The distance flown in 120 minutes at the one-engine-inoperative cruise speed determined |
|
|
|
|
|
|
|
|
|
||
in accordance with subparagraph (b) below; or |
|
|
4 |
|
|
(ii) 300 nautical miles, whichever is less. |
|
|
|
|
|
|
|
Procedures |
|||
adequate aerodrome for each two-engine aeroplane type or variant operated, not exceeding |
|
|
|||
(b) An operator shall determine a speed for the calculation of the maximum distance to an |
|
|
|
|
|
VMO, based upon the true airspeed that the aeroplane can maintain with one-engine-inoperative. |
|
|
Operational |
||
(c) An operator must ensure that the following data, specific to each type or variant, is included |
|
|
|||
|
|
|
|
||
in the OM: |
|
|
|
|
|
1.The one-engine-inoperative cruise speed determined in accordance with subparagraph (b) above; and
2.The maximum distance from an adequate aerodrome determined in accordance with subparagraphs (a) and (b) above.
Extended Range Operations with Twin-engine Aeroplanes (ETOPS)
Before an operator can conduct flights beyond the threshold distances stated for non-ETOPS operations, approval must be obtained from the Authority. This will be annotated on the AOC. It is also a requirement that the operator must maintain a reliability programme to monitor the equipment fitted to the aeroplane that is critical for ETOPS operations.
Before each ETOPS flight is conducted, the operator is to ensure that a suitable en route alternate aerodrome is available within either the approved diversion time, or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter.
Establishment of Minimum Flight Altitudes
The operator is required to establish minimum flight altitudes for all route segments to be flown which require terrain clearance. The altitudes and the method of calculating must take into account the performance requirements of EU-OPS parts F - I.
The method of calculating the altitudes is to be approved by the Authority.
If the minimum altitude specified by a state is higher than that specified by the operator, the higher altitude is to be used.
When establishing the minimum flight altitude, the operator is to take into account:
•The position accuracy of the aeroplane.
•Inaccuracies in the operation of altimeters.
•The characteristics of the underlying terrain.
•The probability of encountering adverse weather (e.g. severe turbulence and descending air currents); and
•Inaccuracies in aeronautical charts.
41
4 |
|
Operational Procedures |
|
||
|
|
|
Procedures Operational 4
When taking into account the points above, consideration is to be given to:
•Corrections for temperature and pressure variations from standard values.
•ATC requirements; and
•Any foreseeable contingencies along the planned route.
Fuel Policy
The operator is required to establish a fuel policy for flight planning and re-planning purposes to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operation. The planning is to be based on procedures contained in the OM and the operating conditions under which the flight is to be conducted. This will use data provided by the aeroplane manufacturer, or current aeroplane specific data resulting from a fuel consumption monitoring system. Operating conditions will include realistic aeroplane fuel consumption, anticipated masses, expected meteorological conditions and airspace restrictions.
A commander shall only commence a flight or continue a flight in the event of in-flight replanning, if satisfied that the aeroplane carries at least the planned amount of useable fuel (and oil) to complete the flight safely.
The pre-flight calculation of fuel required is to include taxi fuel, trip fuel, and reserve fuel consisting of:
•Contingency fuel.
•Alternate fuel.
•Final reserve fuel.
•Additional fuel if required by the type of operation (i.e. ETOPS) and,
Any extra fuel required by the commander.
In flight re-planning fuel calculation is to consider trip fuel for the remainder of the flight, reserve fuel consisting of:
•Contingency fuel.
•Alternate fuel.
•Final reserve fuel.
Any additional fuel reserve required by the commander.
Carriage of Persons with Reduced Mobility (PRMs)
PRMs are defined as those people whose mobility is restricted because of sensory or locomotory incapacity, intellectual deficiency, age, illness or any other reason resulting in the need for special attention and adaptation of the services normally provided to passengers. Operators are required to establish procedures for the carriage of PRMs such that they are not allocated or occupy seats where their presence would:
•Impede the crew in their duties.
•Obstruct access to emergency equipment.
•Impeded the emergency evacuation of the aeroplane.
The commander is to be notified when PRMs are to be carried on board. Generally, PRMs
42
Operational Procedures |
|
4 |
|
||
|
|
|
should not occupy seats adjacent to emergency exits and the number of PRMs should not exceed the number of able bodied persons capable of assisting with an emergency evacuation.
Carriage of Inadmissible Passengers, Deportees or Persons in Custody
Definitions:
4
• |
Inadmissible Passenger. A passenger carried in an aeroplane from a destination state to |
Procedures |
|
|
which the passenger did not have right of access (i.e. no visa, excluded from a visa waiver |
||
|
|
||
|
scheme, or no right of residence). |
Operational |
|
• Deportee. A person subject to judicial deportation (legally expelled) from a state to a state |
|||
|
|||
|
to which that person has right of access/residence. |
|
|
• |
Person In custody. A person in the charge of a law enforcement officer being escorted |
|
|
|
from one state to another for judicial reasons. |
|
|
Operators are required to establish procedures for the carriage of inadmissible passengers, deportees or persons in custody to ensure that the safety of the aeroplane and its occupants. The commander is to be notified when such persons are carried on board.
Where a passenger is found to be inadmissible, the operator will be required to return the person to the state of departure or to another state to which that person has right of access. Initially the operator will be required to bear the cost of transportation, but recover the cost from the person through a civil legal action. In practice, operators require passengers without visas or passengers who are not citizens of the state of departure or state of destination, to purchase return tickets. In some cases, the operator may decline to sell a ticket to a person who is potentially inadmissible.
Stowage of Baggage and Cargo and Galley Equipment
Operators are required to establish procedures for the stowage of baggage and cargo. The procedures are to ensure that hand baggage and cargo is adequately stowed and must take into account that:
•Each item carried in a cabin must be stowed in a location capable of retaining it.
•Mass limitation for stowages must not be exceeded.
•Under seat stowages must not be used unless the seat is equipped with a retaining bar and the baggage is of the correct size.
•Items must not be stowed in toilets or against bulkheads that are incapable of restraining articles moving forward, sideways or upwards. Where permitted, max mass must be adjacently placarded (stated on a notice).
•Baggage lockers must not be loaded so that the latched doors cannot be closed securely.
•Baggage and cargo must not be placed where it would impede an emergency evacuation.
Before take-off and landing, and whenever the “fasten seat belt” signs are illuminated, the commander is to ensure that baggage is stowed where it will not impede evacuation or cause injury by falling, and galley equipment is properly secured.
43
4 |
|
Operational Procedures |
|
||
|
|
|
Procedures Operational 4
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.
Passenger Briefing
A briefing is to be given to all passengers before the flight commences. This can be delivered either verbally or by audio-visual means. A briefing card is also to be provided giving instructions for the use of emergency exits and emergency equipment. Additionally, the briefing before take-off is to cover:
•Smoking regulations.
•Seat position and tray stowage.
•Location of emergency exits.
•Location and use of floor escape path markings.
•Stowage of hand baggage.
•Restrictions on the use of portable electronic devices.
•Location and the content of the briefing card.
Passengers are to receive a demonstration of:
•Seat belt fastening and unfastening.
•Use of oxygen equipment.
•Location and use of life jackets (if required to be fitted).
After take-off passengers are to be reminded of the smoking regulations, the use of safety belts and the recommendation to use the seat belts at all times even though the seat belt light is not illuminated.
Before landing, further reminders are to be given concerning the smoking regulations, use of seat belts, seat and tray stowage, hand bag stowage and restrictions on the use of portable electronic equipment. Also after landing further reminders are to be given concerning smoking and the use of seat belts until the aircraft finally comes to rest.
In an emergency during flight, passengers are to be briefed and instructed as may be appropriate to the circumstances.
Flight Preparation
For each flight as part of the operation, an operational flight plan (OFP) is to be formulated. From this the ATC flight plan will be produced. The OFP will be the main briefing reference for the flight and cabin crew. It is usual for the OFP to be produced by the planning department but it must be signed by (and ownership transferred to) the commander.
Before commencing the flight, the commander is to satisfy him/herself that:
•The aeroplane is airworthy.
•The aeroplane will not be operated contrary to the provisions of the Configuration Deviation List (CDL).
44