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• The instruments and equipment required (by subpart K of EU-OPS) are available (fitted and |
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serviceable - except as permitted by the MEL). |
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• The necessary parts of the OM are available on board the aeroplane. |
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• The documents required by EU-OPS are on board the aeroplane. |
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• Current maps and charts (or equivalent data - current FMS database) are available to cover |
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Procedures |
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the flight including any diversion which may be anticipated. The documentation should |
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include any necessary conversion tables e.g. height in feet to height in metres. |
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• Ground facilities and services are available and adequate. |
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• OM requirements concerning fuel, oil, oxygen, minimum safe altitudes, AOM and availability |
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of diversion aerodromes can be complied with. |
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• The load is properly distributed and properly secured. |
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• The mass of the aeroplane at the start of the take-off roll will be such that the flight can be |
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conducted in accordance with EU-OPS; and |
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• Any additional limitations required by the operator or the Authority can be complied with. |
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ATS Flight Plan
The operator is to ensure that an ATS flight plan is submitted (filed) or adequate information is communicated to the ATS Authority to allow the alerting service to be activated, for each flight. The ATS flight plan is produced and filed after the operational flight planning process has been completed.
Refuelling and De-fuelling
The refuelling of aeroplanes is not permitted with Avgas or wide cut fuels (e.g. Jet B - a mixture of gasoline and kerosene), when passengers are on board, embarking or disembarking. If other fuels are being used (e.g. Jet A1) then procedures are to be established to ensure that the aeroplane is properly manned by qualified personnel ready to initiate an immediate evacuation by the most expeditious means.
Crew Members at Duty Stations
Each member of the flight crew is to be at the designated duty station for take-off and landing. During all other phases of flight, each crew member is to remain alert and at the duty station, unless the duty in connection with the operation requires absence, or for physiological needs. At least one suitably qualified pilot is to be at the controls at all times.
If unexpected fatigue is experienced, the commander may authorize a rest period if workload permits (not to be included in flight time limitation considerations).
All cabin crew are to be seated at their assigned stations during critical phases of flight.
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Operational Procedures |
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Procedures Operational 4
Seats, Safety Belts and Harnesses
Crew Members
Each crew member is to be properly secured by all safety belts and harnesses for take-off and landing and at any other time the commander deems necessary. During other phases of flight, each flight crew member is to keep the safety belt fastened when seated at the duty station.
Passengers
Each passenger is to occupy a seat and the seat belt (or harness) is to be properly fastened before take-off and landing, during taxiing and whenever deemed necessary in the interest of safety by the commander. Designated seats may be occupied by one adult and an infant if the infant is properly secured by a supplemental loop belt or other restraint.
Smoking
The commander is to prohibit smoking:
•Whenever deemed necessary in the interest of safety.
•While the aeroplane is on the ground (unless permitted in accordance with OM).
•Outside designated smoking areas, in the aisles and in the toilets.
•In cargo compartments or other areas where cargo is carried not stored in flame resistant containers; and
•In cabin areas where oxygen is being supplied.
Ice and Other Contaminants
The commander is not permitted to commence the take-off run unless all the surfaces of the aeroplane are clear of all deposits which might adversely affect the performance of the aeroplane. The operator is to establish procedures for the de-icing and anti-icing of aeroplanes.
Use of Supplemental Oxygen
The Commander is to ensure that all flight crew members performing essential duties use supplemental oxygen continuously whenever the cabin altitude exceeds 10 000 ft for a period in excess of 30 minutes, and at all times whenever the cabin altitude exceeds 13 000 ft.
Ground Proximity Detection
When undue proximity to the ground is detected by any flight crew member or warning system, the commander or pilot at the controls of the aeroplane is to take corrective action to establish a safe flight condition.
Occurrence Reporting
Accident and Serious Incident Reporting
An operator shall establish procedures for reporting accidents and serious incidents taking into account responsibilities described as follows.
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Operational Procedures |
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1. A commander shall notify the operator of any accident or serious incident occurring while |
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he/she was responsible for the flight. In the event that the commander is incapable of providing |
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such notification, this task shall be undertaken by any other member of the crew if they are |
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able to do so, note being taken of the succession of command specified by the operator. |
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2. An operator shall ensure that the Authority in the state of the operator, the nearest |
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appropriate Authority (if not the Authority in the state of the operator), and any other |
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organization required by the state of the operator to be informed, are notified by the quickest |
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means available of any accident or serious incident and — in the case of accidents only — at least |
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before the aeroplane is moved unless exceptional circumstances prevent this. |
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3. The commander or the operator of an aeroplane shall submit a report to the Authority in |
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the state of the operator within 72 hours of the time when the accident or serious incident |
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occurred. |
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Specific Reports. |
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Occurrences for which specific notification and reporting methods must be used are described |
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below: |
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1. Air traffic incidents. A commander shall without delay notify the air traffic service unit concerned of the incident and shall inform them of his/her intention to submit an air traffic incident report after the flight has ended whenever an aircraft in flight has been endangered by:
(i)a near collision with any other flying device;
(ii)faulty air traffic procedures or lack of compliance with applicable procedures by air traffic services or by the flight crew;
(iii)failure of air traffic services facilities.
In addition, the commander shall notify the Authority of the incident.
2.Airborne collision avoidance system (ACAS) resolution advisory (RA). A commander shall notify the air traffic service unit concerned and submit an ACAS report to the Authority whenever an aircraft in flight has manoeuvred in response to an ACAS RA.
3.Bird hazards and strikes
(i)A commander shall immediately inform the local air traffic service unit whenever a potential bird hazard is observed.
(ii)If he/she is aware that a bird strike has occurred, a commander shall submit a written bird strike report after landing to the Authority whenever an aircraft for which he/she is responsible suffers a bird strike that results in significant damage to the aircraft or the loss or malfunction of any essential service. If the bird strike is discovered when the commander is not available, the operator is responsible for submitting the report.
4.Dangerous goods incidents and accidents. An operator shall report dangerous goods incidents and accidents to the Authority and the appropriate Authority in the state where the accident or incident occurred. The first report shall be dispatched within 72 hours of the event unless exceptional circumstances prevent this and include the details that are known at that time. If necessary, a subsequent report must be made as soon as possible giving whatever additional information has been established.
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5. Unlawful interference. Following an act of unlawful interference on board an aircraft, the |
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commander or, in his/her absence, the operator shall submit a report, as soon as practicable to |
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the local Authority and to the Authority in the state of the operator. |
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6. Encountering potential hazardous conditions. A commander shall notify the appropriate air |
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traffic services unit as soon as practicable whenever a potentially hazardous condition such as |
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an irregularity in a ground or navigational facility, a meteorological phenomenon or a volcanic |
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ash cloud is encountered during flight. |
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