1 august 2006 jar-ops 1: commercial air transportation … · jar–ops 1.175 contents and...

oint Aviation Authorities

Postal Address: P.O. Box 3000

2130 KA Hoofddorp Visiting Address: Saturnusstraat 50

The Netherlands Tel: 31 (0)23 - 5679700 Fax: 31 (0)23 – 5621714

www.jaa.nl

Chief Executive’s office:

Administration Division:

31 (0)23 – 5679765/780

31 (0)23 - 5679780

Licensing Division:

Operations Division:

31 (0)23 - 5679733/756

31 (0)23 - 5679785

Airworthiness Division:

31 (0)23 - 5679710/780

1 August 2006

JAR-OPS 1: Commercial Air Transportation (Aeroplanes) Please find attached a copy of Amendment 11 to JAR-OPS 1, effective 1 August 2006 Instructions on how to incorporate the affected pages are available at the end of this letter. The associated Comment Response Document, detailing the comments made during consultation and the JAA response to those comments, is available on the JAA website (www.jaa.nl). Customers who have purchased copies of JAR-OPS 1 and wish to receive future amendments, should ensure that they have made suitable arrangements with Information Handling Services, to whom any queries regarding the sale and distribution of JAA documents can be directed. Addresses of the worldwide IHS offices are listed on the JAA website (www.jaa.nl) and IHS’s website (www.global.ihs.com). Queries regarding the technical content of the code should be made to the JAA Headquarters, using the following email address: [email protected]. Luz Mendes NPA & Publications Administrator

of 2

JAR-OPS 1, Amendment 11, 1 August 2006

Please replace and insert the following pages included in this package as follows:

Cover (2 pages)

Contents (details) (pages C-9 to C-10 / C-15 to C-18)

Checklist (pages CL-1 to CL-8)

Preamble (pages P-21 to P-22)

Section 1

Replace Subpart N (pages 1-N-1 to 1-N-8 / 1-N-9 to 1-N-14)

Replace Subpart O (pages 1-O-1 to 1-O-12)

Section 2

Replace Subpart N (pages 2-N-3 to 2-N-10)

Replace Subpart O (pages 2-O-3 to 2-O-10)

Joint Aviation Requirements

JAR–OPS 1

Commercial Air Transportation

(Aeroplanes)

Joint Aviation Authorities

Printed and distributed by Global Engineering Documents, 15 Inverness Way East, Englewood, Colorado 80112, U S A on behalf of the Joint Aviation Authorities

Committee.

Joint Aviation Requirements

JAR–OPS 1

Commercial Air Transportation

(Aeroplanes)

Amendment 11

1 August 2006

All rights reserved

01.08.06 ii Amendment 11

The members of the Joint Aviation Authorities Committee are representatives of the Civil Aviation

Authorities of the countries that have signed the ‘Arrangements Concerning the Development and the

Acceptance of Joint Aviation Requirements’. A list of these countries is kept by European Civil Aviation

Conference, 3 bis Villa Emile Bergerat, 92522 NEUILLY SUR SEINE Cedex, France. A list of these

countries.* at the issue date of this document can be found at the end of this page.

Further printed copies of the Joint Aviation Authorities Documents can be purchased from Global Engineering

Documents, whose world wide offices are listed on the JAA website (www.jaa.nl) and Global website

(http://www.global.ihs.com/.

For electronic versions of Joint Aviation Authorities Documents please refer to the website of Information

Handling Services (IHS) on www.ihsaviation.com, where you will find information on how to order.

Enquiries regarding the contents should be addressed to the JAA Headquarters, Saturnusstraat 50,

PO Box 3000, 2130 KA HOOFDDORP, The Netherlands ([email protected]).

* These countries are:

Albania, Armenia, Austria, Belgium, Bosnia and Hercegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, European Aviation Safety Agency, Finland, The Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Monaco, Netherlands, Norway, Poland, Portugal, Republic of Moldova, Romania, Serbia & Montenegro, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, & United Kingdom.

JAR-OPS 1

Amendment 6 C-1 01.08.03

CONTENTS (general layout)

JAR-OPS 1

COMMERCIAL AIR TRANSPORTATION (AEROPLANES) FOREWORD CHECK LIST OF PAGES PREAMBLE SECTION 1 - REQUIREMENTS

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 0 - CABIN CREW

SUBPART P - MANUALS, LOGS AND RECORDS

SUBPART Q - FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

SUBPART R - TRANSPORT OF DANGEROUS GOODS BY AIR

SUBPART S - SECURITY SECTION 2 - ADVISORY CIRCULARS JOINT (ACJ) / ACCEPTABLE MEANS OF COMPLIANCE (AMC)/

INTERPRETATIVE AND EXPLANATORY MATERIAL (IEM)

ACJ/AMC/IEM B - GENERAL

ACJ/AMC/IEM C - OPERATOR CERTIFICATION & SUPERVISION

ACJ/AMC/IEM D - OPERATIONAL PROCEDURES

ACJ/AMC/IEM E - ALL WEATHER OPERATIONS

JAR-OPS 1

01.08.03 C-2 Amendment 6

ACJ/AMC/IEM G - PERFORMANCE CLASS A

ACJ/AMC/IEM H - PERFORMANCE CLASS B

ACJ/AMC/IEM I - PERFORMANCE CLASS C

ACJ/AMC/IEM J - MASS & BALANCE

ACJ/AMC/IEM K - INSTRUMENTS AND EQUIPMENT

ACJ/AMC/IEM L - COMMUNICATION AND NAVIGATION EQUIPMENT

ACJ/AMC/IEM M - AEROPLANE MAINTENANCE

ACJ/AMC/IEM N - FLIGHT CREW

ACJ/AMC/IEM 0 - CABIN CREW

ACJ/AMC/IEM P - MANUALS, LOGS & RECORDS

ACJ/AMC/IEM Q - FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

ACJ/AMC/IEM R - TRANSPORT OF DANGEROUS GOODS BY AIR

[ ACJ S - SECURITY ]

JAR-OPS 1


CONTENTS (details)

JAR-OPS 1

COMMERCIAL AIR TRANSPORTATION (AEROPLANES)

SUBPART A — APPLICABILITY

Paragraph Page

SECTION 1 - REQUIREMENTS 1-0-1

General and Presentation

JAR–OPS 1.001 Applicability 1-A-1

Appendix 1 to JAR–OPS 1.001 Late compliance dates contained in JAR–OPS 1 1-A-2

SUBPART B — GENERAL

JAR–OPS 1.005 General 1-B-1

JAR–OPS 1.010 Exemptions 1-B-1

JAR–OPS 1.015 Operational Directives 1-B-1

JAR–OPS 1.020 Laws, Regulations and Procedures – Operator’s Responsibilities 1-B-1

JAR–OPS 1.025 Common Language 1-B-1

JAR–OPS 1.030 Minimum Equipment Lists – Operator’s Responsibilities 1-B-1

JAR–OPS 1.035 Quality system 1-B-1

JAR–OPS 1.037 Accident prevention and flight safety programme 1-B-2

JAR–OPS 1.040 Additional crew members 1-B-2

JAR–OPS 1.045 Intentionally blank 1-B-2

JAR–OPS 1.050 Search and rescue information 1-B-2

JAR–OPS 1.055 Information on emergency and survival equipment carried 1-B-2

JAR–OPS 1.060 Ditching 1-B-2

JAR–OPS 1.065 Carriage of weapons of war and munitions of war 1-B-3

JAR–OPS 1.070 Carriage of sporting weapons and ammunition 1-B-3

JAR–OPS 1.075 Method of carriage of persons 1-B-3

JAR–OPS 1.080 Offering dangerous goods for transport by air 1-B-3

JAR–OPS 1.085 Crew responsibilities 1-B-3

JAR–OPS 1.090 Authority of the commander 1-B-4

JAR–OPS 1.095 [ Authority to taxy an aeroplane ] 1-B-4

JAR–OPS 1.100 Admission to flight deck 1-B-5

JAR–OPS 1.105 Unauthorised carriage 1-B-5

JAR–OPS 1.110 Portable electronic devices 1-B-5

JAR–OPS 1.115 Alcohol and drugs 1-B-5

JAR–OPS 1.120 Endangering safety 1-B-5

JAR–OPS 1.125 Documents to be carried 1-B-5

JAR–OPS 1.130 Manuals to be carried 1-B-5

JAR–OPS 1.135 Additional information and forms to be carried 1-B-6

JAR–OPS 1.140 Information retained on the ground 1-B-6

JAR–OPS 1.145 Power to inspect 1-B-6

JAR–OPS 1.150 Production of documentation and records 1-B-6

JAR–OPS 1.155 Preservation of documentation 1-B-7

JAR–OPS 1.160 Preservation, production and use of flight recorder recordings 1-B-7

JAR–OPS 1.165 Leasing 1-B-7

JAR–OPS 1.170 Intentionally blank 1-B-8

JAR-OPS 1

Paragraph Page


Appendix 1 to

JAR-OPS 1.005(a) Operations of performance class B aeroplanes 1-B-9

Appendix 1 to

JAR-OPS 1.125 Documents to be carried 1-B-15

SUBPART C — OPERATOR CERTIFICATION AND SUPERVISION

JAR–OPS 1.175 General rules for Air Operator Certification 1-C-1

JAR–OPS 1.180 Issue, variation and continued validity of an AOC 1-C-2

JAR–OPS 1.185 Administrative requirements 1-C-2

JAR–OPS 1.190 Intentionally blank 1-C-2

Appendix 1 to JAR–OPS 1.175 Contents and conditions of the Air Operator Certificate 1-C-3 Appendix 2 to JAR–OPS 1.175 The management and organisation of an AOC holder 1-C-4

SUBPART D — OPERATIONAL PROCEDURES

JAR–OPS 1.195 Operational Control and Supervision 1-D-1

JAR–OPS 1.200 Operations manual 1-D-1

JAR–OPS 1.205 Competence of operations personnel 1-D-1

JAR–OPS 1.210 Establishment of procedures 1-D-1

JAR–OPS 1.215 Use of Air Traffic Services 1-D-1

JAR–OPS 1.216 In flight Operational Instructions 1-D-1

JAR–OPS 1.220 Authorisation of Aerodromes by the Operator 1-D-1

JAR–OPS 1.225 Aerodrome Operating Minima 1-D-1

JAR–OPS 1.230 Instrument departure and approach procedures 1-D-2

JAR–OPS 1.235 Noise abatement procedures 1-D-2

JAR–OPS 1.240 Routes and areas of operation 1-D-2

JAR–OPS 1.241 Operation in defined airspace with Reduced Vertical Separation

Minima (RVSM) 1-D-2

JAR–OPS 1.243 Operations in areas with [specified] navigation performance

requirements 1-D-2

JAR–OPS 1.245 Maximum distance from an adequate aerodrome for

two-engined aeroplanes without an ETOPS Approval 1-D-2

JAR–OPS 1.246 Extended range operations with two-engined aeroplanes (ETOPS) 1-D-3

JAR–OPS 1.250 Establishment of minimum flight altitudes 1-D-4

JAR–OPS 1.255 Fuel policy 1-D-4

JAR–OPS 1.260 Carriage of Persons with Reduced Mobility 1-D-5

JAR–OPS 1.265 Carriage of inadmissible passengers, deportees or persons in

custody 1-D-5

JAR–OPS 1.270 Stowage of baggage and cargo 1-D-5

JAR–OPS 1.275 Intentionally blank 1-D-5

JAR–OPS 1.280 Passenger Seating 1-D-5

JAR–OPS 1.285 Passenger briefing 1-D-5

JAR–OPS 1.290 Flight preparation 1-D-6

JAR–OPS 1.295 Selection of aerodromes 1-D-6

JAR–OPS 1.297 Planning minima for IFR flights 1-D-7

JAR–OPS 1.300 Submission of ATS Flight Plan 1-D-8

JAR–OPS 1.305 Refuelling/defuelling with passengers embarking, on board or

disembarking 1-D-8

JAR−OPS 1.307 Refuelling/Defuelling with wide-cut fuel 1-D-9

JAR–OPS 1.308 Push back and Towing 1-D-9

JAR–OPS 1.310 Crew Members at stations 1-D-9

JAR–OPS 1.315 Assisting means for emergency evacuation 1-D-9

JAR–OPS 1.320 Seats, safety belts and harnesses 1-D-9

JAR-OPS 1 Paragraph Page


JAR–OPS 1.325 Securing of passenger cabin and galley(s) 1-D-10

JAR–OPS 1.330 Accessibility of emergency equipment 1-D-10

JAR–OPS 1.335 Smoking on board 1-D-10

JAR–OPS 1.340 Meteorological Conditions 1-D-10

JAR–OPS 1.345 Ice and other contaminants – ground procedures 1-D-10

JAR–OPS 1.346 Ice and other contaminants – flight procedures 1-D-10

JAR–OPS 1.350 Fuel and oil supply 1-D-10

JAR–OPS 1.355 Take-off conditions 1-D-11

JAR–OPS 1.360 Application of take-off minima 1-D-11

JAR–OPS 1.365 Minimum flight altitudes 1-D-11

JAR–OPS 1.370 Simulated abnormal situations in flight 1-D-11

JAR–OPS 1.375 In-flight fuel management 1-D-11

JAR–OPS 1.380 Intentionally blank 1-D-11

JAR–OPS 1.385 Use of supplemental oxygen 1-D-11

JAR–OPS 1.390 Cosmic radiation 1-D-11

JAR–OPS 1.395 Ground proximity detection 1-D-12

JAR–OPS 1.398 Use of Airborne Collision Avoidance System (ACAS) 1-D-12

JAR–OPS 1.400 Approach and landing conditions 1-D-12

JAR–OPS 1.405 Commencement and continuation of approach 1-D-12

JAR–OPS 1.410 Operating procedures – Threshold crossing height 1-D-[13]

JAR–OPS 1.415 Journey log 1-D-13

JAR–OPS 1.420 Occurrence reporting 1-D-13

JAR–OPS 1.425 Reserved 1-D-14

Appendix 1 to

JAR–OPS 1.270 Stowage of baggage and cargo 1-D-15

Appendix 1 to Refuelling/defuelling with passengers embarking,

JAR-OPS 1.305 on board or disembarking 1-D-16

Appendix 1 to

JAR–OPS 1.375 In-flight fuel management 1-D-17

SUBPART E — ALL WEATHER OPERATIONS

JAR–OPS 1.430 Aerodrome Operating Minima – General 1-E-1

JAR–OPS 1.435 Terminology 1-E-1

JAR–OPS 1.440 Low visibility operations – General operating rules 1-E-2

JAR–OPS 1.445 Low visibility operations – Aerodrome considerations 1-E-2

JAR–OPS 1.450 Low visibility operations – Training and Qualifications 1-E-2

JAR–OPS 1.455 Low visibility operations – Operating Procedures 1-E-2

JAR–OPS 1.460 Low visibility operations – Minimum equipment 1-E-2

JAR–OPS 1.465 VFR Operating minima 1-E-3

Appendix 1 to

JAR–OPS 1.430 Aerodrome Operating Minima 1-E-4

Appendix 2 to

JAR–OPS 1.430 (c) Aeroplane categories – All Weather Operations 1-E-10

Appendix 1 to

JAR–OPS 1.440 Low Visibility Operations – General Operating Rules 1-E-11

Appendix 1 to

JAR–OPS 1.450 Low Visibility Operations – Training & Qualifications 1-E-13

Appendix 1 to

JAR–OPS 1.455 Low Visibility Operations – Operating procedures 1-E-17

Appendix 1 to

JAR−OPS 1.465 Minimum Visibilities for VFR Operations 1-E-18

JAR-OPS 1

Paragraph Page


SUBPART F — PERFORMANCE GENERAL

JAR–OPS 1.470 Applicability 1-F-1

JAR–OPS 1.475 General 1-F-1

JAR–OPS 1.480 Terminology 1-F-1

SUBPART G — PERFORMANCE CLASS A

JAR–OPS 1.485 General 1-G-1

JAR–OPS 1.490 Take-off 1-G-1

JAR–OPS 1.495 Take-off obstacle clearance 1-G-1

JAR–OPS 1.500 En-route – One Engine Inoperative 1-G-2

JAR–OPS 1.505 En-route – Aeroplanes With Three Or More Engines,

Two Engines Inoperative 1-G-3

JAR–OPS 1.510 Landing – Destination And Alternate Aerodromes 1-G-3

JAR–OPS 1.515 Landing – Dry Runways 1-G-3

JAR–OPS 1.520 Landing – Wet and contaminated runways 1-G-4

Appendix 1 to

JAR–OPS 1.495(c)(3) Approval of increased bank angles 1-G-5

Appendix 1 to

JAR–OPS 1.515(a)(3) Steep Approach Procedures 1-G-6

Appendix 1 to

JAR–OPS 1.515(a)(4) Short Landing Operations 1-G-7

Appendix 2 to

JAR–OPS 1.515(a)(4) Airfield Criteria for Short Landing Operations 1-G-8

SUBPART H — PERFORMANCE CLASS B

JAR–OPS 1.525 General 1-H-1

JAR–OPS 1.530 Take-off 1-H-1

JAR–OPS 1.535 Take-off Obstacle Clearance – Multi-Engined Aeroplanes 1-H-1

JAR–OPS 1.540 En-Route – Multi-engined aeroplanes 1-H-2

JAR–OPS 1.542 En-Route – Single-engine aeroplanes 1-H-2

JAR–OPS 1.545 Landing – Destination and Alternate Aerodromes 1-H-2

JAR–OPS 1.550 Landing – Dry runway 1-H-3

JAR–OPS 1.555 Landing – Wet and Contaminated Runways 1-H-3

Appendix 1 to

JAR–OPS 1.525(b) General – Take-off and Landing Climb 1-H-4

Appendix 1 to

JAR–OPS 1.535(b)(1) & (c)(1) Take-off Flight Path – Visual Course Guidance Navigation 1-H-5

Appendix 1 to

JAR–OPS 1.550(a) Steep Approach Procedures 1-H-6

Appendix 2 to

JAR–OPS 1. 550(a) Short Landing Operations 1-H-7

SUBPART I — PERFORMANCE CLASS C

JAR–OPS 1.560 General 1-I-1

JAR–OPS 1.565 Take-off 1-I-1

JAR–OPS 1.570 Take-off Obstacle Clearance 1-I-1

JAR–OPS 1.575 En-Route – All Engines Operating 1-I-2

JAR–OPS 1.580 En-Route – One Engine Inoperative 1-I-2

JAR–OPS 1.585 En-Route – Aeroplanes With Three Or More Engines,

Two Engines Inoperative 1-I-3



JAR–OPS 1.590 Landing – Destination and Alternate Aerodromes 1-I-3

JAR–OPS 1.595 Landing – Dry Runways 1-I-3

JAR–OPS 1.600 Landing – Wet and Contaminated Runways 1-I-4

SUBPART J — MASS AND BALANCE

JAR–OPS 1.605 General 1-J-1

JAR–OPS 1.607 Terminology 1-J-1

JAR–OPS 1.610 Loading, mass and balance 1-J-1

JAR–OPS 1.615 Mass values for crew 1-J-1

JAR–OPS 1.620 Mass values for passengers and baggage 1-J-2

JAR–OPS 1.625 Mass and balance documentation 1-J-3

Appendix 1 to

JAR–OPS 1.605 Mass and Balance – General 1-J-4

Appendix 1 to

JAR–OPS 1.620(f) Definition of the area for flights within the European region 1-J-7

Appendix 1 to Procedure for establishing revised standard mass values

JAR–OPS 1.620(g) for passengers and baggage 1-J-8

Appendix 1 to

JAR–OPS 1.625 Mass and Balance Documentation 1-J-10

SUBPART K — INSTRUMENTS AND EQUIPMENT

JAR–OPS 1.630 General introduction 1-K-1

JAR–OPS 1.635 Circuit protection devices 1-K-1

JAR–OPS 1.640 Aeroplane operating lights 1-K-1

JAR–OPS 1.645 Windshield wipers 1-K-2

JAR–OPS 1.650 Day VFR operations – Flight and navigational instruments

and associated equipment 1-K-2

JAR–OPS 1.652 IFR or night operations – Flight and navigational instruments

and associated equipment 1-K-3

JAR–OPS 1.655 Additional equipment for single pilot operation under IFR 1-K-4

JAR–OPS 1.660 Altitude alerting system 1-K-4

JAR–OPS 1.665 Ground proximity warning system and terrain awareness

warning system 1-K-4

JAR–OPS 1.668 Airborne Collision Avoidance System 1-K-5

JAR–OPS 1.670 Airborne weather radar equipment 1-K-5

JAR–OPS 1.675 Equipment for operations in icing conditions 1-K-5

JAR–OPS 1.680 Cosmic radiation detection equipment 1-K-5

JAR–OPS 1.685 Flight crew interphone system 1-K-6

JAR–OPS 1.690 Crew member interphone system 1-K-6

JAR–OPS 1.695 Public address system 1-K-6

JAR–OPS 1.700 Cockpit voice recorders–1 1-K-6



JAR–OPS 1.715 Flight data recorders–1 1-K-8



JAR–OPS 1.727 Combination Recorder 1-K-10

JAR–OPS 1.730 Seats, seat safety belts, harnesses and child restraint devices 1-K-10

JAR–OPS 1.731 Fasten Seat belt and No Smoking signs 1-K-11

JAR–OPS 1.735 Internal doors and curtains 1-K-11

JAR–OPS 1.740 Intentionally blank 1-K-11

JAR-OPS 1

Paragraph Page


JAR–OPS 1.745 First-Aid Kits 1-K-11


JAR–OPS 1.755 Emergency Medical Kit 1-K-11

JAR–OPS 1.760 First-aid oxygen 1-K-12


JAR–OPS 1.770 Supplemental oxygen – pressurised aeroplanes 1-K-12

JAR–OPS 1.775 Supplemental oxygen – Non-pressurised aeroplanes 1-K-13

JAR–OPS 1.780 Crew Protective Breathing Equipment 1-K-13


JAR–OPS 1.790 Hand fire extinguishers 1-K-14

JAR–OPS 1.795 Crash axes and crowbars 1-K-14

JAR–OPS 1.800 Marking of break-in points 1-K-15

JAR–OPS 1.805 Means for emergency evacuation 1-K-15

JAR–OPS 1.810 Megaphones 1-K-15

JAR–OPS 1.815 Emergency lighting 1-K-15

JAR–OPS 1.820 Emergency Locator Transmitter 1-K-16

JAR–OPS 1.825 Life Jackets 1-K-16

JAR–OPS 1.830 Life-rafts and survival ELTs for extended overwater flights 1-K-17

JAR–OPS 1.835 Survival equipment 1-K-17

JAR–OPS 1.840 Seaplanes and amphibians – Miscellaneous equipment 1-K-17

Appendix 1 to

JAR–OPS 1.715 Flight Data recorders – 1 – List of parameters to be recorded 1-K-19

Appendix 1 to


Appendix 1 to


Appendix 1 to Oxygen – Minimum Requirements for Supplemental

JAR–OPS 1.770 Oxygen for Pressurised Aeroplanes (Note 1) 1-K-26

Appendix 1 to

JAR–OPS 1.775 Supplemental Oxygen for non-pressurised Aeroplanes 1-K-27

SUBPART L — COMMUNICATION AND NAVIGATION EQUIPMENT

JAR–OPS 1.845 General introduction 1-L-1

JAR–OPS 1.850 Radio Equipment 1-L-1

JAR–OPS 1.855 Audio Selector Panel 1-L-1

JAR–OPS 1.860 Radio equipment for operations under VFR over routes navigated

by reference to visual landmarks 1-L-1

JAR–OPS 1.865 Communication and Navigation equipment for operations under

IFR, or under VFR over routes not navigated by reference to

visual landmarks 1-L-1

JAR–OPS 1.866 Transponder equipment 1-L-2

JAR–OPS 1.870 Additional navigation equipment for operations in MNPS airspace 1-L-2

JAR–OPS 1.872 Equipment for operation in defined airspace with Reduced Vertical

Separation Minima (RVSM) 1-L-2

SUBPART M — AEROPLANE MAINTENANCE

JAR–OPS 1.875 General 1-M-1

JAR–OPS 1.880 Terminology 1-M-1

JAR–OPS 1.885 Application for and approval of the operator’s maintenance system 1-M-1

JAR–OPS 1.890 Maintenance responsibility 1-M-1

JAR–OPS 1.895 Maintenance Management 1-M-2

JAR–OPS 1.900 Quality System 1-M-2

JAR–OPS 1.905 Operator’s Maintenance Management Exposition 1-M-3



JAR–OPS 1.910 Operator’s Aeroplane Maintenance Programme 1-M-3

JAR–OPS 1.915 Operator’s Aeroplane Technical Log 1-M-3

JAR–OPS 1.920 Maintenance Records 1-M-3

JAR–OPS 1.925 Intentionally blank 1-M-4

JAR–OPS 1.930 Continued Validity of the Air Operator Certificate in Respect

of the Maintenance System 1-M-4

JAR–OPS 1.935 Equivalent Safety Case 1-M-4

SUBPART N — FLIGHT CREW

JAR–OPS 1.940 Composition of Flight Crew 1-N-1

JAR–OPS 1.943 Initial Operator’s Crew Resource Management (CRM) training 1-N-1

JAR–OPS 1.945 Conversion training and checking 1-N-2

JAR–OPS 1.950 Differences training and Familiarisation training 1-N-3

JAR–OPS 1.955 Nomination as commander 1-N-3

JAR–OPS 1.960 Commanders holding a Commercial Pilot Licence 1-N-3

JAR–OPS 1.965 Recurrent training and checking 1-N-4

JAR–OPS 1.968 Pilot qualification to operate in either pilot’s seat 1-N-5

JAR–OPS 1.970 Recent experience 1-N-5

JAR–OPS 1.975 Route and Aerodrome Competence qualification 1-N-5

JAR–OPS 1.978 Alternative Training and Qualification Programme 1-N-6

JAR–OPS 1.980 Operation on more than one type or variant 1-N-6

JAR−OPS 1.981 Operation of helicopters and aeroplanes 1-N-7

JAR–OPS 1.985 Training records 1-N-7

Appendix 1 to

JAR–OPS 1.940 In-flight relief of flight crew members 1-N-8

Appendix 2 to

JAR–OPS 1.940 Single pilot operations under IFR or at night 1-N-9

Appendix 1 to

JAR–OPS 1.945 Operator’s Conversion Course 1-N-10

Appendix 1 to

JAR–OPS 1.965 Recurrent training and checking – Pilots 1-N-11

Appendix 2 to

JAR–OPS 1.965 Recurrent training and checking – System Panel Operators 1-N-14

Appendix 1 to

JAR–OPS 1.968 Pilot qualification to operate in either pilot’s seat 1-N-15

Appendix 1 to

JAR–OPS 1.978 Alternative Training and Qualification Programme 1-N-16

Appendix 1 to

JAR-OPS 1.980 Operation on more than one type or variant 1-N-18

SUBPART O — CABIN CREW

JAR–OPS 1.988 Applicability 1-O-1

JAR–OPS 1.989 Terminology 1-O-1

JAR–OPS 1.990 Number and composition of cabin crew 1-O-1

JAR–OPS 1.995 Minimum requirements 1-O-1

JAR–OPS 1.996 Single Cabin crew operations 1-O-1

JAR–OPS 1.1000 Senior cabin crew members 1-O-2

JAR–OPS 1.1005 Initial training 1-O-2

JAR–OPS 1.1010 Conversion and Differences training 1-O-3

JAR–OPS 1.1012 Familiarisation 1-O-3

JAR–OPS 1.1015 Recurrent training 1-O-3

JAR–OPS 1.1020 Refresher training 1-O-4

JAR-OPS 1

Paragraph Page

01.03.06 C-10 Amendment 10

JAR–OPS 1.1025 Checking 1-O-4

JAR–OPS 1.1030 Operation on more than one type or variant 1-O-4

JAR–OPS 1.1035 Training records 1-O-4

Appendix 1 to

JAR–OPS 1.1005 Initial training 1-O-5

Appendix 1 to

JAR–OPS 1.1010 Conversion and Differences training 1-O-7

Appendix 1 to

JAR–OPS 1.1015 Recurrent training 1-O-9

Appendix 2 to JAR–OPS

1.1005/1.1010/1015 Training 1-O-10

Appendix 1 to

JAR–OPS 1.1020 Refresher training 1-O-12

SUBPART P — MANUALS, LOGS AND RECORDS

JAR–OPS 1.1040 General Rules for Operations Manuals 1-P-1

JAR–OPS 1.1045 Operations Manual – structure and contents 1-P-1

JAR–OPS 1.1050 Aeroplane Flight Manual 1-P-2

JAR–OPS 1.1055 Journey log 1-P-2

JAR–OPS 1.1060 Operational flight plan 1-P-2

JAR–OPS 1.1065 Document storage periods 1-P-3

JAR–OPS 1.1070 Operator’s maintenance management exposition 1-P-3

JAR–OPS 1.1071 Aeroplane Technical Log 1-P-3

Appendix 1 to

JAR–OPS 1.1045 Operations Manual Contents 1-P-4

Appendix 1 to

JAR–OPS 1.1065 Document storage periods 1-P-13

SUBPART Q — FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

RESERVED

SUBPART R — TRANSPORT OF DANGEROUS GOODS BY AIR

JAR–OPS 1.1150 Terminology 1-R-1

JAR–OPS 1.1155 Approval to Transport Dangerous Goods 1-R-2

JAR–OPS 1.1160 Scope 1-R-2

JAR–OPS 1.1165 Limitations on the Transport of Dangerous Goods 1-R-2

JAR–OPS 1.1170 Classification 1-R-3

JAR–OPS 1.1175 Packing 1-R-3

JAR–OPS 1.1180 Labelling and Marking 1-R-3

JAR–OPS 1.1185 Dangerous Goods Transport Document 1-R-3

JAR–OPS 1.1190 Intentionally blank 1-R-3

JAR–OPS 1.1200 Inspection for Damage, Leakage or Contamination 1-R-3

JAR–OPS 1.1205 Removal of Contamination 1-R-3

JAR–OPS 1.1210 Loading Restrictions 1-R-4

JAR–OPS 1.1215 Provision of Information 1-R-4

JAR–OPS 1.1220 Training programmes 1-R-4

JAR–OPS 1.1225 Dangerous Goods Incident and Accident Reports 1-R-6

JAR–OPS 1.1230 Intentionally blank 1-R-6



SUBPART S — SECURITY

JAR–OPS 1.1235 Security requirements 1-S-1

JAR–OPS 1.1240 Training programmes 1-S-1

JAR–OPS 1.1245 Reporting acts of unlawful interference 1-S-1

JAR–OPS 1.1250 Aeroplane search procedure checklist 1-S-1

JAR–OPS 1.1255 Flight crew compartment security 1-S-1

INTENTIONALLY LEFT BLANK

JAR-OPS 1

01.03.06 C-12 Amendment 10

SECTION 2 - ADVISORY CIRCULARS JOINT (ACJ)/ACCEPTABLE MEANS OF COMPLIANCE (AMC)/INTERPRETATIVE/EXPLANATORY MATERIAL (IEM)

Paragraph Page

General and Presentation 2-0-1

ACJ/AMC/IEM B – GENERAL

ACJ to Appendix 1

to JAR-OPS 1.005(a) Operations of performance class B aeroplanes 2-B-1

AMC OPS 1.035 Quality System 2-B-4

IEM OPS 1.035 Quality System – Organisation examples 2-B-11

IEM OPS 1.037 Accident prevention and flight safety programme 2-B-12

AMC OPS 1.037(a)(2) Occurrence Reporting Scheme 2-B-12

ACJ OPS 1.037(a)(4) Flight Data Monitoring Programme 2-B-13

IEM OPS 1.065 Carriage of weapons of war and munitions of war 2-B-15

IEM OPS 1.070 Carriage of sporting weapons 2-B-15

ACJ OPS 1.085(e)(3) Crew responsibilities 2-B-15

ACJ OPS 1.160(a)(1) and (2) Preservation of Recordings 2-B-16

ACJ OPS 1.165(b)(2) Leasing of aeroplanes between JAA operators 2-B-16

ACJ OPS 1.165(c)(2) Leasing of aeroplanes between a JAA operator and any entity 2-B-16

other than a JAA operator

ACJ/AMC/IEM C — OPERATOR CERTIFICATION & SUPERVISION

IEM OPS 1.175 The management organisation of an AOC holder 2-C-1

IEM OPS 1.175(c)(2) Principal place of business 2-C-1

ACJ OPS 1.175(i) Nominated Postholders – Competence 2-C-1

ACJ OPS 1.175(j) Combination of nominated postholder’s responsibilities 2-C-2

ACJ OPS 1.175(j) & (k) Employment of staff 2-C-3

IEM OPS 1.185(b) Maintenance Management Exposition details 2-C-3

ACJ/AMC/IEM D — OPERATIONAL PROCEDURES

ACJ OPS 1.195 Operational Control 2-D-1

ACJ OPS 1.205 Competence of Operations personnel 2-D-1

AMC OPS 1.210(a) Establishment of procedures 2-D-1

IEM OPS 1.210(b) Establishment of procedures 2-D-1

IEM OPS 1.210(c) Critical phases of flight 2-D-2

ACJ OPS 1.216 In-flight Operational Instructions 2-D-2

IEM OPS 1.220 Authorisation of aerodromes 2-D-2

[[ACJ] OPS 1.243 Operations in areas with [specified] navigation performance

requirements 2-D-3

IEM OPS 1.245(a) Maximum distance from an adequate aerodrome for

two-engined aeroplanes without ETOPS Approval 2-D-4

AMC OPS 1.245(a)(2) Operation of non-ETOPS compliant twin turbojet aeroplanes

between 120 and 180 minutes from an adequate aerodrome 2-D-4

IEM OPS 1.250 Establishment of Minimum Flight Altitudes 2-D-7

AMC OPS 1.255 Fuel Policy 2-D-10

IEM OPS 1.255(c)(3)(i) Contingency Fuel 2-D-13

IEM OPS 1.260 Carriage of persons with Reduced Mobility 2-D-13

AMC OPS 1.270 Cargo carriage in the passenger cabin 2-D-13

ACJ OPS 1.280 Passenger Seating 2-D-14

IEM OPS 1.280 Passenger Seating 2-D-14

ACJ OPS 1.295 Location of an En Route Alternate Aerodrome 2-D-14



IEM OPS 1.295(c)(1)(ii) Separate runways 2-D-15

ACJ OPS 1.297(b)(2) Planning Minima for Alternate Aerodromes 2-D-15

AMC OPS 1.297 Application of aerodrome forecasts 2-D-16

AMC OPS 1.300 Submission of ATS Flight plan 2-D-17

IEM OPS 1.305 Re/defuelling with passengers embarking, on board or

disembarking 2-D-17

IEM OPS 1.307 Refuelling/Defuelling with wide-cut fuel 2-D-17

ACJ OPS 1.308 Push Back and Towing 2-D-18

ACJ OPS 1.310(a)(3) Controlled rest on flight deck 2-D-18

IEM OPS 1.310(b) Cabin crew seating positions 2-D-19

[ACJ OPS 1.345 Ice and other contaminants 2-D-19]

ACJ OPS 1.346 Flight in expected or actual icing conditions 2-D-25

AMC to Appendix 1 to

JAR-OPS 1.375(b)(2) Flight to an isolated aerodrome 2-D-26

ACJ OPS 1.390(a)(1) Assessment of Cosmic Radiation 2-D-27

ACJ OPS 1.390(a)(2) Working Schedules and Record Keeping 2-D-27

ACJ OPS 1.390(a)(3) Explanatory Information 2-D-28

ACJ OPS 1.398 Use of Airborne Avoidance System (ACAS) 2-D-28

IEM OPS 1.400 Approach and Landing Conditions 2-D-28

IEM OPS 1.405(a) Commencement and continuation of approach –

Equivalent position 2-D-28

AMC OPS 1.420(d)(4) Dangerous Goods Occurrence reporting 2-D-28

Appendix 1 to

AMC OPS 1.245(a)(2) Power supply to essential services 2-D-29

Appendix 1 to ACJ OPS 1.295 Fuel Policy: Location of a Fuel en-route alternate 2-D-30

ACJ/AMC/IEM E — ALL WEATHER OPERATIONS

AMC OPS 1.430(b)(4) Effect on Landing Minima of temporarily failed or downgraded

Ground Equipment 2-E-1

IEM OPS 1.430 Documents containing information related to All Weather

Operations 2-E-4

IEM to Appendix 1 to JAR-OPS 1.430 Aerodrome Operating Minima 2-E-4

IEM to Appendix 1

to JAR-OPS 1.430,

paragraphs (d) and (e) Establishment of minimum RVR for Category II and III Operations 2-E-4

IEM to Appendix 1 to

JAR-OPS 1.430, Crew actions in case of autopilot failure at or below decision

paragraph (e)(5) – Table 7 height in fail-passage Category III operations 2-E-6


JAR-OPS 1.430, paragraph (f) Visual Maneuvering (circling) 2-E-7 ACJ to Appendix 1 to

JAR-OPS 1.440 Operational Demonstrations 2-E-8


JAR-OPS 1.440, paragraph (b) Criteria for a successful CAT II/III approach and automatic landing 2-E-9 IEM OPS 1.450(g)(1) Low Visibility Operations - Training & Qualifications 2-E-9

ACJ/AMC/IEM F - PERFORMANCE GENERAL

AMC OPS 1.475(b) Landing - Reverse Thrust Credit 2-F-1

IEM OPS 1.475(b) Factoring of Automatic Landing Distance Performance Data

(Performance Class A Aeroplanes only) 2-F-1



ACJ/AMC/IEM G — PERFORMANCE CLASS A

IEM OPS 1.485(b) General – Wet and Contaminated Runway data 2-G-1

IEM OPS 1.490(c)(3) Take-off – Runway surface condition 2-G-1

IEM OPS 1.490(c)(6) Loss of runway length due to alignment 2-G-1

IEM OPS 1.495(a) Take-off obstacle clearance 2-G-3

AMC OPS 1.495(c)(4) Take-off obstacle clearance 2-G-3

AMC OPS 1.495 (d)(1) & (e)(1)Required Navigational Accuracy 2-G-4

IEM OPS 1.495(f) Engine failure procedures 2-G-4

AMC OPS 1.500 En-Route – One Engine Inoperative 2-G-4

IEM OPS 1.510(b) and (c) Landing – Destination and Alternate Aerodromes 2-G-5

AMC OPS 1.510 & 1.515 Landing – Destination and Alternate Aerodromes

Landing – Dry Runways 2-G-5

IEM OPS 1.515(c) Landing – Dry runway 2-G-6

ACJ/AMC/IEM H — PERFORMANCE CLASS B

AMC OPS 1.530(c)(4) Take-Off Performance Correction Factors 2-H-1

IEM OPS 1.530(c)(4) Take-Off Performance Correction Factors 2-H-1

AMC OPS 1.530(c)(5) Runway Slope 2-H-1

IEM OPS 1.535 Obstacle Clearance in Limited Visibility 2-H-1

AMC OPS 1.535(a) Take-off Flight Path Construction 2-H-2

IEM OPS 1.535(a) Take-off flight path construction 2-H-3

IEM OPS 1.540 En-Route 2-H-5

IEM OPS 1.542 En-route – Single-engined Aeroplanes 2-H-5

AMC OPS 1.542(a) En-Route - Single-engine aeroplanes 2-H-5

AMC OPS 1.545 & 1.550 Landing Destination and Alternate Aerodromes

Landing - Dry runway 2-H-5

AMC OPS 1.550(b)(3) Landing Distance Correction Factors 2-H-6

AMC OPS 1.550(b)(4) Runway Slope 2-H-6

IEM OPS 1.550(c) Landing – Dry Runway 2-H-6

IEM OPS 1.555(a) Landing on Wet Grass Runways 2-H-7

ACJ/AMC/IEM I — PERFORMANCE CLASS C

IEM OPS 1.565(d)(3) Take-off 2-I-1

IEM OPS 1.565(d)(6) Loss of runway length due to alignment 2-I-1

AMC OPS 1.565(d)(4) Runway Slope 2-I-3

AMC OPS 1.570(d) Take-off Flight Path 2-I-3

AMC OPS 1.570(e)(1) & (f)(1) Required navigational accuracy 2-I-3

AMC OPS 1.580 En-Route – One Engine Inoperative 2-I-4

AMC OPS 1.590 & 1.595 Landing – Destination and Alternate Aerodromes

Landing – Dry Runways 2-I-4

AMC OPS 1.595(b)(3) Landing Distance Correction Factors 2-I-5

AMC OPS 1.595(b)(4) Runway Slope 2-I-5

IEM OPS 1.595(c) Landing Runway 2-I-5

ACJ/AMC/IEM J — MASS & BALANCE

IEM OPS 1.605(e) Fuel density 2-J-1

ACJ OPS 1.605 Mass values 2-J-1

AMC to Appendix 1 to

JAR-OPS 1.605 Accuracy of weighing equipment 2-J-1

IEM to Appendix 1

to JAR-OPS 1.605 Centre of gravity limits 2-J-1

AMC OPS 1.620(a) Passenger mass established by use of a verbal statement 2-J-2 IEM OPS 1.620(d)(2) Holiday Charter 2-J-2



IEM OPS 1.620(g) Statistical evaluation of passenger and baggage mass data 2-J-2

IEM OPS 1.620(h) & (i) Adjustment of standard masses 2-J-6

AMC to Appendix 1

to JAR-OPS 1.620(g) Guidance on passenger weighing surveys 2-J-6


JAR-OPS 1.620(g) Guidance on passenger weighing surveys 2-J-6

IEM to Appendix 1

to JAR-OPS 1.625 Mass and balance documentation 2-J-8

ACJ/AMC/IEM K — INSTRUMENTS AND EQUIPMENT

IEM OPS 1.630 Instruments and Equipment - Approval and Installation 2-K-1

AMC OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment 2-K-1

IEM OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment 2-K-2

AMC OPS 1.650(i) & 1.652(i) Flight and Navigational Instruments and Associated Equipment 2-K-2

IEM OPS 1.650(p)/1.652(s) Headset, boom microphone and associated equipment 2-K-3

AMC OPS 1.652(d) & (k)(2) Flight and Navigational Instruments and Associated Equipment 2-K-3

IEM OPS 1.668 Airborne Collision Avoidance System 2-K-3

ACJ OPS 1.680(a)(2) Quarterly Radiation Sampling 2-K-3

AMC OPS 1.690(b)(6) Crew member interphone system 2-K-4

IEM OPS 1.690(b)(7) Crew member interphone system 2-K-4

ACJ OPS 1.700 Cockpit Voice Recorders 2-K-4

ACJ OPS 1.705/1.710 Cockpit Voice Recorders 2-K-4

ACJ OPS 1.700, 1.705

and 1.710 Cockpit Voice Recorders 2-K-5

ACJ OPS 1.715 Flight Data Recorders 2-K-5

ACJ OPS 1.715(g) Extensive Modifications of Aeroplane Systems 2-K-5

ACJ OPS 1.715, 1.720

and 1.725 Flight Data Recorders 2-K-7

ACJ OPS 1.727 Combination recorders 2-K-8

[ACJ OPS 1.730(a)(3) Seats, seat safety belts, harnesses and child restraint devices 2-K-8]

AMC OPS 1.745 First-Aid Kits 2-K-9

AMC OPS 1.755 Emergency Medical Kit 2-K-10

IEM OPS 1.760 First-aid Oxygen 2-K-10

IEM OPS 1.770 Supplemental Oxygen – Pressurised Aeroplanes 2-K-11

ACJ OPS 1.770 (b)(2)(v) Supplemental Oxygen – Pressurised Aeroplanes

(Not certificated to fly above 25000ft) 2-K-11

AMC OPS 1.790 Hand Fire Extinguishers 2-K-12

AMC OPS 1.810 Megaphones 2-K-12

[ ] [ACJ OPS 1.820 Emergency Locator Transmitter (ELT) 2-K-13]

IEM OPS 1.825 Life Jackets 2-K-13

AMC OPS 1.830(b)(2) Life-rafts and ELT for extended overwater flights 2-K-13

[ ] [ ]

IEM OPS 1.835 Survival Equipment 2-K-14

AMC OPS 1.835(c) Survival Equipment 2-K-14

Appendix 1 to AMC OPS

1.720(c)/1.725(c) Parameters to be recorded 2-K-15

ACJ/AMC/IEM L — COMMUNICATION AND NAVIGATION EQUIPMENT

IEM OPS 1.845 Communication and Navigation Equipment - Approval and

Installation 2-L-1

AMC OPS 1.865 Combinations of Instruments and Integrated Flight Systems 2-L-1

ACJ OPS 1.865(c)(1)(i) IFR operations without ADF system 2-L-1

ACJ OPS 1.865(e) FM Immunity Equipment Standards 2-L-2

ACJ OPS 1.870 Additional Navigation Equipment for operations in MNPS Airspace 2-L-2


01.08.06 C-16 Amendment 11

ACJ/AMC/IEM M — AEROPLANE MAINTENANCE

IEM OPS 1.875 Introduction 2-M-1

IEM OPS 1.885(a) Application for and approval of the Operator’s Maintenance System 2-M-1

IEM OPS 1.885(b) Application for and approval of the Operator’s Maintenance System 2-M-1

AMC OPS 1.890(a) Maintenance Responsibility 2-M-2

AMC OPS 1.890(a)(1) Maintenance Responsibility 2-M-2

IEM OPS 1.890(a)(1) Maintenance Responsibility 2-M-3




IEM OPS 1.890(a)(5) Maintenance Responsibility 2-M-4


AMC OPS 1.895(a) Maintenance Management 2-M-4

AMC OPS 1.895(b) Maintenance Management 2-M-5

AMC OPS 1.895(c) Maintenance Management 2-M-5

IEM OPS 1.895(c) Maintenance Management 2-M-6

AMC OPS 1.895(d) Maintenance Management 2-M-6

AMC OPS 1.895(e) Maintenance Management 2-M-6

IEM OPS 1.895(e) Maintenance Management 2-M-7

IEM OPS 1.895(f&g) Maintenance Management 2-M-7

AMC OPS 1.895(h) Maintenance Management 2-M-8

AMC OPS 1.900 Quality system 2-M-8

IEM OPS 1.900 Quality system 2-M-8

AMC OPS 1.905(a) Maintenance Management exposition 2-M-8

AMC OPS 1.910(a) Operator’s Aeroplane Maintenance Programme 2-M-10

AMC OPS 1.910(b) Operator’s Aeroplane Maintenance Programme 2-M-11

[ AMC OPS 1.910(c) Operator’s Aeroplane Maintenance Programme 2-M-11 ]

[ AMC OPS 1.910(d) Operator’s Aeroplane Maintenance Programme 2-M-12 ]

AMC OPS 1.915 Operator’s aeroplane technical log 2-M-12

AMC OPS 1.920 Maintenance Records 2-M-14

IEM OPS 1.920(b)(6) Maintenance Records 2-M-15

AMC OPS 1.920(c) Maintenance Records 2-M-15

IEM OPS 1.930 Continued validity of the Air Operator Certificate in respect of

the maintenance system 2-M-15

IEM OPS 1.935 Equivalent Safety Case 2-M-16

Appendix 1 to Maintenance Management Exposition for an Operator who is

AMC OPS 1.905(a) also approved in accordance with JAR-145. 2-M-17

Appendix 2 to Maintenance Management Exposition for an Operator who is

AMC OPS 1.905(a) NOT approved in accordance with JAR-145. 2-M-19

Appendix 1 to

AMC OPS 1.910(a) & (b) Operator’s aeroplane maintenance programme 2-M-20

ACJ/AMC/IEM N — FLIGHT CREW

AMC OPS 1.940(a)(4) Crewing of inexperienced flight crew members 2-N-1

AMC OPS 1.945 Conversion Course Syllabus 2-N-1

IEM OPS 1.945 Line Flying under Supervision 2-N-3

[ ] [ACJ] OPS [(AMC)]

1.943/1.945(a)(9)/ Crew Resource Management (CRM) 2-N-3

1.955(b)(6)/1.965(e)

[ ] [ACJ] OPS [(IEM)]

1.943/1.945(a)(9)/ Crew Resource Management (CRM) 2-N-6

1.955(b)(6)/1.965(e)

AMC OPS 1.945(a)(9) Crew Resource Management - Use of Automation 2-N-[7]

AMC OPS 1.965(c) Line checks 2-N-7


Amendment 11 C-17 01.08.06

AMC OPS 1.965(d) Emergency and Safety Equipment Training 2-N-7

IEM OPS 1.965 Recurrent training and checking 2-N-7

AMC to Appendix 1

to JAR-OPS 1.965 Pilot incapacitation training 2-N-8 AMC OPS 1.970 Recency 2-N-8

IEM OPS 1.970(a)(2) Co-pilot proficiency 2-N-8

AMC OPS 1.975 Route and aerodrome competence qualification 2-N-[9]

ACJ OPS 1.978 Terminology 2-N-10

ACJ to Appendix

1 to JAR-OPS 1.978(b)(1) Requirements, Scope and Documentation of the Programme 2-N-10

ACJ to Appendix

1 to JAR-OPS 1.978(b)(2) Task Analysis 2-N-11

ACJ to Appendix

1 to JAR-OPS 1.978(b)(3) Training Programme 2-N-11

ACJ to Appendix

1 to JAR-OPS 1.978(b)(4) Training Personnel 2-N-12

ACJ to Appendix

1 to JAR-OPS 1.978(b)(5) Feedback Loop 2-N-12

ACJ to Appendix

1 to JAR-OPS 1.978(b)(6) Crew Performance Measurement and Evaluation 2-N-12

ACJ to Appendix

1 to JAR-OPS 1.978(b)(9) Data Monitoring/Analysis Programme 2-N-13

ACJ to Appendix

1 to JAR-OPS 1.978(c)(1)(i) Safety Case 2-N-14

AMC OPS 1.980 Operation on more than one type or variant 2-N-15

AMC OPS 1.980(b) Methodology - Use of Operator Difference Requirement (ODR)

Tables 2-N-16

IEM OPS 1.980(b) Operation on more than one type or variant - Philosophy and

Criteria 2-N-19

IEM OPS 1.985 Training records 2-N-21

ACJ/AMC/IEM O — CABIN CREW

IEM OPS 1.988 Additional crew members assigned to specialist duties 2-O-1

IEM OPS 1.990 Number and Composition of Cabin Crew 2-O-1

AMC OPS 1.995(a)(2) Minimum requirements 2-O-2

IEM OPS 1.1000(c) Senior Cabin Crew Training 2-O-2

ACJ OPS 1.1005/1.1010/

1.1015 [ ] Crew Resource Management Training 2-O-3

AMC OPS 1.1012 Familiarisation 2-O-5

[ ] [ACJ] OPS 1.1005/1.1010/

1.1015/1.1020 Representative Training Devices 2-O-6

IEM OPS 1.1015 Recurrent training 2-O-6

AMC OPS 1.1020 Refresher Training 2-O-6

IEM OPS 1.1020(a) Refresher training 2-O-[7]

AMC OPS 1.1025 Checking 2-O-7

ACJ OPS 1.1030 Operation on more than one type or variant 2-O-7

IEM OPS 1.1035 Training records 2-O-8

IEM to Appendix 1

to JAR-OPS 1.1005/1.1015/

1.1020 First Aid Training 2-O-8

IEM to Appendix 1

to JAR-OPS 1.1005/1.1010/

1.1015/1.1020 Crowd Control 2-O-9


01.08.06 C-18 Amendment 11

IEM to Appendix 1

to JAR-OPS 1.1005/1.1010/

1.1015/1.1020 Training Methods 2-O-9

IEM to Appendix 1

to JAR-OPS 1.1010/1.1015 Conversion and recurrent training 2-O-9

ACJ/AMC/IEM P — MANUALS, LOGS & RECORDS

IEM OPS 1.1040(b) Elements of the Operations Manual subject to approval 2-P-1

IEM OPS 1.1040(c) Operations Manual - Language 2-P-3

AMC OPS 1.1045 Operations Manual Contents 2-P-3

IEM OPS 1.1045(c) Operations Manual Structure 2-P-3

IEM OPS 1.1055(a)(12) Signature or equivalent 2-P-7

IEM OPS 1.1055(b) Journey log 2-P-7


JAR-OPS 1.1045 Operations Manual Contents 2-P-7

ACJ/AMC/IEM Q — FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

RESERVED

ACJ/AMC/IEM R — TRANSPORT OF DANGEROUS GOODS BY AIR

IEM OPS 1.1150(a)(3) & (a)(4)

Terminology - Dangerous Goods Accident and Dangerous

Good Incident 2-R-1 IEM OPS 1.1155 Approval to transport dangerous goods 2-R-1

IEM OPS 1.1160(b)(1) Dangerous goods on an aeroplane in accordance with the

relevant regulations or for operating reasons 2-R-1

IEM-OPS 1.1160(b)(3) Veterinary aid or a humane killer for an animal 2-R-1

IEM OPS 1.1160(b)(4) Medical Aid for a patient 2-R-2 IEM OPS 1.1160(b)(5) Scope – Dangerous goods carried by passengers or crew 2-R-2

IEM OPS 1.1165(b)(1) States concerned with exemptions 2-R-3

AMC OPS 1.1215(b) Provision of information 2-R-4

AMC OPS 1.1215(e) Information in the Event of an Aeroplane Incident or Accident 2-R-4

AMC OPS 1.1220 Training 2-R-4

IEM OPS 1.1220 Training 2-R-6

AMC OPS 1.1225 Dangerous Goods Incident and Accident Reports 2-R-6

ACJ S — SECURITY

ACJ OPS 1.1240 Training Programmes 2-S-1


JAR-OPS 1

Amendment 3 F-1 01.12.01

FOREWORD

1 The Civil Aviation Authorities of certain European countries have agreed common comprehensive and detailed aviation requirements, referred to as the Joint Aviation Requirements (JAR), with a view to minimising Type Certification problems on joint ventures, to facilitate the export and import of aviation products, to make it easier for maintenance carried out in one European country to be accepted by the Civil Aviation Authority in another European country and to regulate commercial air transport operations.

2 ICAO Annex 6 has been selected to provide the basic structure of JAR–OPS, the JAR for Air Operator

Certification, but with additional sub-division where considered appropriate. The content of Annex 6 has been used and added to where necessary by making use of existing European regulations and the Federal Aviation Requirements of the United States of America where acceptable.

3 JAR–OPS has been issued with no National Variants. It may be felt that the document does not contain all

of the detailed compliance and interpretative information which some Civil Aviation Authorities and Industry organisations would like to see. However, it has been accepted that JAR–OPS should be applied in practice and the lessons learned embodied in future amendments. The Civil Aviation Authorities of the JAA are therefore committed to amendment in the light of experience.

4 Future development of the requirements of JAR–OPS, including the commitment in Paragraph [3], will be

in accordance with the JAA’s Notice of Proposed Amendment (NPA) procedures. These procedures allow for the amendment of JAR–OPS to be proposed by the Civil Aviation Authority of any of the participating countries and by any organisation represented on the Joint Steering Assembly.

5 The Civil Aviation Authorities have agreed they should not unilaterally initiate amendment of their national

codes without having made a proposal for amendment of JAR–OPS in accordance with the agreed procedure.

6 Definitions and abbreviations of terms used in JAR–OPS that are considered generally applicable are

contained in JAR–1, Definitions and Abbreviations. However, definitions and abbreviations of terms used in JAR–OPS that are specific to a Subpart of JAR–OPS are normally given in the Subpart concerned or, exceptionally, in the associated compliance or interpretative material.

7 [Amendments to the text in JAR–OPS are issued as Replacement Pages. These show an effective date

and have the same status and applicability as JAR–OPS from that date.] 8 [New, amended and corrected text will be enclosed within heavy brackets until a subsequent ‘Amendment’

is issued.]

JAR-OPS 1

01.12.01 F-2 Amendment 3


JAR-OPS 1

Amendment 11 CL-1 01.08.06

JOINT AVIATION REQUIREMENTS

CHECK LIST OF PAGES

JAR–OPS 1 COMMERCIAL AIR TRANSPORTATION (AEROPLANES)

AMENDMENT 11 DATED 01.08.06 The following pages of JAR–OPS 1 are now current: Page No Legend Date Title Page Amendment 11 01.08.06 ii Amendment 11 01.08.06 C–1 to C–2 Amendment 6 01.08.03 C–3 Amendment 7 01.09.04 C–4 Amendment 10 01.03.06 C–5 Amendment 10 01.03.06 C–6 to C–8 Amendment 7 01.09.04 C–9 Amendment 11 01.08.06 C–10 Amendment 10 01.03.06 C–11 Amendment 7 01.09.04 C–12 Amendment 10 01.03.06 C–13 Amendment 8 01.01.05 C–14 Amendment 7 01.09.04 C–15 Amendment 9 01.09.05 C–16 Amendment 11 01.08.06 C–17 Amendment 11 01.08.06 C–18 Amendment 11 01.08.06 F–1 Amendment 3 01.12.01 F–2 Amendment 3 01.12.01 CL–1 Amendment 11 01.08.06 CL–2 Amendment 11 01.08.06 CL–3 Amendment 11 01.08.06 CL–4 Amendment 11 01.08.06 CL–5 Amendment 11 01.08.06 CL–6 Amendment 11 01.08.06 CL–7 Amendment 11 01.08.06 CL–8 Amendment 11 01.08.06 P–1 Amendment 3 01.12.01 P–2 Amendment 3 01.12.01 P–3 Amendment 3 01.12.01 P–4 Amendment 3 01.12.01 P–5 Amendment 3 01.12.01 P–6 Amendment 3 01.12.01 P–7 Amendment 3 01.12.01 P–8 Amendment 3 01.12.01

P–9 Amendment 3 01.12.01

P–10 Amendment 3 01.12.01

P–11 Amendment 4 01.07.02 P–12 Amendment 4 01.07.02 P–13 Amendment 4 01.07.02 P–14 Amendment 4 01.07.02 P–15 Amendment 5 01.03.03 P–16 Amendment 7 01.09.04 P–17 Amendment 7 01.09.04 P–18 Amendment 7 01.09.04 P–19 Amendment 9 01.09.05 P–20 Amendment 10 01.03.06 P–21 Amendment 11 01.08.06 P–22 Amendment 11 01.08.06 1–0–1 Amendment 2 01.07.00 1–0–2 Amendment 2 01.07.00

1–A–1 Amendment 7 01.09.04

JAR-OPS 1 Page No Legend Date

01.08.06 CL-2 Amendment 11

1–A–2 Amendment 7 01.09.04 1–B–1 Amendment 7 01.09.04

1–B–2 Amendment 7 01.09.04

1–B–3 Amendment 7 01.09.04

1–B–4 Amendment 7 01.09.04

1–B–5 Amendment 7 01.09.04

1–B–6 Amendment 7 01.09.04

1–B–7 Amendment 7 01.09.04

1–B–8 Amendment 7 01.09.04

1–B–9 Amendment 7 01.09.04

1–B–10 Amendment 7 01.09.04

1–B–11 Amendment 7 01.09.04

1–B–12 Amendment 7 01.09.04

1–B–13 Amendment 10 (edit. ch.) 01.03.06 1–B–14 Amendment 10 (edit. ch.) 01.03.06 1–B–15 Amendment 7 01.09.04

1–B–16 Amendment 7 01.09.04

1–C–1 Amendment 3 01.12.01

1–C–2 Amendment 3 01.12.01

1–C–3 Amendment 3 01.12.01

1–C–4 Amendment 3 01.12.01

1–D–1 Amendment 7 01.09.04

1–D–2 Amendment 10 01.03.06 1–D–3 Amendment 10 01.03.06 1–D–4 Amendment 7 01.09.04

1–D–5 Amendment 7 01.09.04

1–D–6 Amendment 7 01.09.04

1–D–7 Amendment 7 01.09.04

1–D–8 Amendment 7 01.09.04

1–D–9 Amendment 7 01.09.04

1–D–10 Amendment 8 01.01.05

1–D–11 Amendment 8 01.01.05

1–D–12 Amendment 10 01.03.06 1–D–13 Amendment 10 01.03.06

1–D–14 Amendment 10 01.03.06

1–D–15 Amendment 7 01.09.04

1–D–16 Amendment 7 01.09.04

1–D–17 Amendment 7 01.09.04

1–D–18 Amendment 7 01.09.04

1–E–1 Amendment 7 01.09.04

1–E–2 Amendment 7 01.09.04

1–E–3 Amendment 7 01.09.04

1–E–4 Amendment 7 01.09.04

1–E–5 Amendment 7 01.09.04

1–E–6 Amendment 7 01.09.04

1–E–7 Amendment 7 01.09.04

1–E–8 Amendment 7 01.09.04

1–E–9 Amendment 10 (edit. ch.) 01.03.06 1–E–10 Amendment 7 01.09.04

1–E–11 Amendment 7 01.09.04

1–E–12 Amendment 7 01.09.04

1–E–13 Amendment 7 01.09.04

1–E–14 Amendment 7 01.09.04

1–E–15 Amendment 7 01.09.04

1–E–16 Amendment 7 01.09.04

1–E–17 Amendment 7 01.09.04

1–E–18 Amendment 7 01.09.04

1–F–1 Amendment 7 01.09.04

1–F–2 Amendment 7 01.09.04

1–G–1 Amendment 3 01.12.01

1–G–2 Amendment 3 01.12.01

1–G–3 Amendment 3 01.12.01

1–G–4 Amendment 3 01.12.01

1–G–5 Amendment 3 01.12.01

1–G–6 Amendment 3 01.12.01

JAR-OPS 1

Page No Legend Date


1–G–7 Amendment 3 01.12.01

1–G–8 Amendment 3 01.12.01

1–H–1 01.03.98

1–H–2 01.03.98

1–H–3 01.03.98

1–H–4 01.03.98

1–H–5 01.03.98

1–H–6 01.03.98

1–H–7 01.03.98

1–H–8 01.03.98

1–I–1 Amendment 10 (edit. ch.) 01.03.06 1–I–2 Amendment 10 (edit. ch.) 01.03.06 1–I–3 01.03.98

1–I–4 01.03.98

1–J–1 01.03.98

1–J–2 01.03.98

1–J–3 01.03.98

1–J–4 01.03.98

1–J–5 01.03.98

1–J–6 01.03.98

1–J–7 01.03.98

1–J–8 01.03.98

1–J–9 01.03.98

1–J–10 01.03.98

1–K–1 Amendment 9 01.09.05

1–K–2 Amendment 9 01.09.05

1–K–3 Amendment 7 01.09.04

1–K–4 Amendment 7 01.09.04

1–K–5 Amendment 7 (Corrected) 01.09.04

1–K–6 Amendment 7 01.09.04

1–K–7 Amendment 7 01.09.04

1–K–8 Amendment 7 01.09.04

1–K–9 Amendment 7 01.09.04

1–K–10 Amendment 9 01.09.05

1–K–11 Amendment 9 01.09.05

1–K–12 Amendment 7 01.09.04

1–K–13 Amendment 7 01.09.04

1–K–14 Amendment 7 01.09.04

1–K–15 Amendment 7 01.09.04

1–K–16 Amendment 9 01.09.05

1–K–17 Amendment 9 01.09.05

1–K–18 Amendment 7 01.09.04

1–K–19 Amendment 7 01.09.04

1–K–20 Amendment 7 01.09.04

1–K–21 Amendment 7 01.09.04

1–K–22 Amendment 7 01.09.04

1–K–23 Amendment 7 01.09.04

1–K–24 Amendment 7 01.09.04

1–K–25 Amendment 7 01.09.04

1–K–26 Amendment 7 01.09.04

1–K–27 Amendment 7 01.09.04

1–K–28 Amendment 7 01.09.04

1–L–1 Amendment 10 01.03.06 1–L–2 Amendment 10 01.03.06 1–M–1 Amendment 7 01.09.04

1–M–2 Amendment 7 01.09.04

1–M–3 Amendment 7 01.09.04

1–M–4 Amendment 7 01.09.04

1–N–1 Amendment 11 01.08.06

1–N–2 Amendment 11 01.08.06 1–N–3 Amendment 11 01.08.06 1–N–4 Amendment 11 01.08.06 1–N–5 Amendment 11 01.08.06 1–N–6 Amendment 11 (edit. ch.) 01.08.06



1–N–7 Amendment 11 01.08.06 1–N–8 Amendment 10 01.03.06 1–N–9 Amendment 10 01.03.06 1–N–10 Amendment 11 01.08.06 1–N–11 Amendment 11 01.08.06 1–N–12 Amendment 11 01.08.06 1–N–13 Amendment 11 01.08.06 1–N–14 Amendment 10 01.03.06 1–N–15 Amendment 10 01.03.06 1–N–16 Amendment 10 01.03.06 1–N–17 Amendment 10 01.03.06 1–N–18 Amendment 10 01.03.06 1–N–19 Amendment 10 01.03.06 1–N–20 Amendment 10 01.03.06 1–O–1 Amendment 7 01.09.04

1–O–2 Amendment 11 01.08.06 1–O–3 Amendment 11 01.08.06

1–O–4 Amendment 11 01.08.06

1–O–5 Amendment 11 (edit. ch.) 01.08.06

1–O–6 Amendment 11 (edit. ch.) 01.08.06 1–O–7 Amendment 11 01.08.06

1–O–8 Amendment 11 01.08.06

1–O–9 Amendment 11 01.08.06


1–O–11 Amendment 11 01.08.06

1–O–12 Amendment 11 01.08.06 1–P–1 Amendment 7 01.09.04

1–P–2 Amendment 7 01.09.04

1–P–3 Amendment 7 01.09.04

1–P–4 Amendment 7 01.09.04

1–P–5 Amendment 7 01.09.04

1–P–6 Amendment 7 01.09.04

1–P–7 Amendment 7 01.09.04

1–P–8 Amendment 7 01.09.04

1–P–9 Amendment 7 01.09.04

1–P–10 Amendment 7 01.09.04

1–P–11 Amendment 7 01.09.04

1–P–12 Amendment 7 01.09.04

1–P–13 Amendment 7 01.09.04

1–P–14 Amendment 7 01.09.04

1–Q–1 01.03.98

1–Q–2 01.03.98

1–R–1 Amendment 3 01.12.01

1–R–2 Amendment 3 01.12.01

1–R–3 Amendment 3 01.12.01

1–R–4 Amendment 3 (Corrected) 01.12.01

1–R–5 Amendment 3 01.12.01

1–R–6 Amendment 3 01.12.01

1–S–1 Amendment 9 (edit. ch.) 01.09.05

1–S–2 Amendment 7 01.09.04

2–0–1 Amendment 2 01.07.00

2–0–2 Amendment 2 01.07.00

2–B–1 Amendment 7 01.09.04

2–B–2 Amendment 7 01.09.04

2–B–3 Amendment 7 01.09.04

2–B–4 Amendment 7 01.09.04

2–B–5 Amendment 7 01.09.04

2–B–6 Amendment 7 01.09.04

2–B–7 Amendment 7 01.09.04

2–B–8 Amendment 7 01.09.04

2–B–9 Amendment 7 01.09.04

2–B–10 Amendment 7 01.09.04

2–B–11 Amendment 7 01.09.04

2–B–12 Amendment 7 01.09.04

2–B–13 Amendment 7 01.09.04

JAR-OPS 1

Page No Legend Date


2–B–14 Amendment 7 01.09.04

2–B–15 Amendment 7 01.09.04

2–B–16 Amendment 7 01.09.04

2–B–17 Amendment 7 01.09.04

2–B–18 Amendment 7 01.09.04

2–C–1 Amendment 3 01.12.01

2–C–2 Amendment 3 01.12.01

2–C–3 Amendment 3 01.12.01

2–C–4 Amendment 3 01.12.01

2–D–1 Amendment 7 01.09.04

2–D–2 Amendment 7 01.09.04

2–D–3 Amendment 10 01.03.06 2–D–4 Amendment 7 01.09.04

2–D–5 Amendment 7 01.09.04

2–D–6 Amendment 7 01.09.04

2–D–7 Amendment 7 01.09.04

2–D–8 Amendment 7 01.09.04

2–D–9 Amendment 7 01.09.04

2–D–10 Amendment 7 01.09.04

2–D–11 Amendment 7 01.09.04

2–D–12 Amendment 7 01.09.04

2–D–13 Amendment 7 01.09.04

2–D–14 Amendment 7 01.09.04

2–D–15 Amendment 7 01.09.04

2–D–16 Amendment 7 01.09.04

2–D–17 Amendment 7 01.09.04

2–D–18 Amendment 8 01.01.05

2–D–19 Amendment 8 01.01.05

2–D–20 Amendment 8 01.01.05

2–D–21 Amendment 8 01.01.05

2–D–22 Amendment 8 01.01.05

2–D–23 Amendment 8 01.01.05

2–D–24 Amendment 8 01.01.05

2–D–25 Amendment 8 01.01.05

2–D–26 Amendment 8 01.01.05

2–D–27 Amendment 8 01.01.05

2–D–28 Amendment 8 01.01.05

2–D–29 Amendment 8 01.01.05

2–D–30 Amendment 8 01.01.05

2–E–1 Amendment 3 01.12.01

2–E–2 Amendment 3 01.12.01

2–E–3 Amendment 3 01.12.01

2–E–4 Amendment 3 01.12.01

2–E–5 Amendment 3 01.12.01

2–E–6 Amendment 3 01.12.01

2–E–7 Amendment 3 01.12.01

2–E–8 Amendment 3 01.12.01

2–E–9 Amendment 3 01.12.01

2–E–10 Amendment 3 01.12.01

2–F–1 01.03.98

2–F–2 01.03.98

2–G–1 Amendment 3 01.12.01

2–G–2 Amendment 3 01.12.01

2–G–3 Amendment 3 01.12.01

2–G–4 Amendment 3 01.12.01

2–G–5 Amendment 3 01.12.01

2–G–6 Amendment 3 01.12.01

2–H–1 01.03.98

2–H–2 01.03.98

2–H–3 01.03.98

2–H–4 01.03.98

2–H–5 01.03.98

2–H–6 01.03.98

2–H–7 01.03.98



2–H–8 01.03.98

2–H–9 01.03.98

2–H–10 01.03.98

2–I–1 01.03.98

2–I–2 01.03.98

2–I–3 01.03.98

2–I–4 01.03.98

2–I–5 01.03.98

2–I–6 01.03.98

2–J–1 Amendment 3 01.12.01

2–J–2 Amendment 3 01.12.01

2–J–3 Amendment 3 01.12.01

2–J–4 Amendment 3 01.12.01

2–J–5 Amendment 3 01.12.01

2–J–6 Amendment 3 01.12.01

2–J–7 Amendment 3 01.12.01

2–J–8 Amendment 3 01.12.01

2–K–1 Amendment 7 01.09.04

2–K–2 Amendment 7 01.09.04

2–K–3 Amendment 7 01.09.04

2–K–4 Amendment 7 01.09.04

2–K–5 Amendment 7 01.09.04

2–K–6 Amendment 7 01.09.04

2–K–7 Amendment 7 01.09.04

2–K–8 Amendment 9 01.09.05

2–K–9 Amendment 9 01.09.05

2–K–10 Amendment 9 01.09.05

2–K–11 Amendment 9 01.09.05

2–K–12 Amendment 9 01.09.05

2–K–13 Amendment 9 01.09.05

2–K–14 Amendment 9 01.09.05

2–K–15 Amendment 9 01.09.05

2–K–16 Amendment 9 01.09.05

2–K–17 Amendment 9 01.09.05

2–K–18 Amendment 9 01.09.05

2–L–1 Amendment 7 01.09.04

2–L–2 Amendment 7 01.09.04

2–M–1 Amendment 7 01.09.04

2–M–2 Amendment 7 01.09.04

2–M–3 Amendment 7 01.09.04

2–M–4 Amendment 7 01.09.04

2–M–5 Amendment 7 01.09.04

2–M–6 Amendment 7 01.09.04

2–M–7 Amendment 7 01.09.04

2–M–8 Amendment 7 01.09.04

2–M–9 Amendment 7 01.09.04

2–M–10 Amendment 7 01.09.04

2–M–11 Amendment 7 01.09.04

2–M–12 Amendment 7 01.09.04

2–M–13 Amendment 7 01.09.04

2–M–14 Amendment 7 01.09.04

2–M–15 Amendment 7 01.09.04

2–M–16 Amendment 7 01.09.04

2–M–17 Amendment 7 01.09.04

2–M–18 Amendment 7 01.09.04

2–M–19 Amendment 7 01.09.04

2–M–20 Amendment 7 01.09.04

2–M–21 Amendment 7 01.09.04

2–M–22 Amendment 7 01.09.04

2–N–1 Amendment 7 01.09.04

2–N–2 Amendment 7 01.09.04

2–N–3 Amendment 11 01.08.06

2–N–4 Amendment 11 01.08.06

2–N–5 Amendment 11 01.08.06

JAR-OPS 1

Page No Legend Date


2–N–6 Amendment 11 01.08.06

2–N–7 Amendment 11 01.08.06

2–N–8 Amendment 11 01.08.06

2–N–9 Amendment 11 01.08.06

2–N–10 Amendment 10 01.03.06

2–N–11 Amendment 10 01.03.06 2–N–12 Amendment 10 01.03.06 2–N–13 Amendment 10 01.03.06 2–N–14 Amendment 10 01.03.06 2–N–15 Amendment 10 01.03.06 2–N–16 Amendment 10 01.03.06 2–N–17 Amendment 10 01.03.06 2–N–18 Amendment 10 01.03.06 2–N–19 Amendment 10 01.03.06 2–N–20 Amendment 10 01.03.06 2–N–21 Amendment 10 01.03.06 2–N–22 Amendment 10 01.03.06 2–O–1 Amendment 7 01.09.04

2–O–2 Amendment 7 01.09.04

2–O–3 Amendment 11 (edit. ch.) 01.08.06 2–O–4 Amendment 11 (edit. ch.) 01.08.06


2–O–6 Amendment 11 01.08.06 2–O–7 Amendment 11 01.08.06

2–O–8 Amendment 11 01.08.06

2–O–9 Amendment 11 01.08.06

2–O–10 Amendment 11 01.08.06

2–P–1 Amendment 5 01.03.03

2–P–2 Amendment 10 (edit. ch.) 01.03.06

2–P–3 Amendment 5 01.03.03




2–P–7 Amendment 5 01.03.03

2–P–8 Amendment 5 01.03.03

2–Q–1 01.03.98

2–Q–2 01.03.98

2–R–1 Amendment 3 01.12.01

2–R–2 Amendment 3 01.12.01

2–R–3 Amendment 3 01.12.01

2–R–4 Amendment 3 01.12.01

2–R–5 Amendment 3 01.12.01

2–R–6 Amendment 3 01.12.01

2–R–7 Amendment 3 01.12.01

2–R–8 Amendment 3 01.12.01

2–S–1 Amendment 6 01.08.03

2–S–2 Amendment 6 01.08.03


JAR-OPS 1



JAR-OPS 1

Amendment 3 P-1 01.12.01

PREAMBLE

JAR–OPS 1

Issued 22.05.95

JAR–OPS 1 consists of 19 Subparts. However, the second published version does not contain Subpart Q (Flight and Duty Time Limitations and Rest Requirements) and where all Subpart Q material should be located is shown as ‘Reserved’. Until, or unless, Subpart Q is adopted, the existing national regulations governing Flight and Duty Time Limitations and Rest Requirements will apply. Where reference is made in JAR–OPS 1 to other JAR codes which have not yet been implemented (e.g. JAR–FCL) the equivalent existing national regulations will apply until such time as the referenced code has been implemented. Change 1 01.03.98

The second Issue of JAR-OPS 1 contains a large number of amendments which reflect the results of NPA-OPS-7 and NPA-OPS-9. It should be noted that, unless otherwise indicated, where amendments in this Issue are more demanding that the requirements in the initial Issue of JAR-OPS 1 (dated 22.5.95), the intended effective date for such requirements is no later than 1 October 1998. For those requirements where this is not the case, and no extra burden is demanded of operators, it is intended that the effective date should be 1 April 1998. In addition to Subpart Q, it should be noted that JAR-OPS 1.245(a)(2) is also ‘ Reserved’. The reason for this is that, following the comments received on this sub-paragraph during NPA-OPS 7, and the resulting changes that it was felt should be made to the text proposed in the NPA, JAR-OPS 1.245(a)(2) will have to be the subject of a further NPA. In addition, a supporting Acceptable Means of Compliance (AMC OPS 1.245(a)(2)) is being developed and will be included in the same NPA. The effect of this sub-paragraph being ‘Reserved’ is that, for those aeroplanes to which it will apply (those having a Maximum Approved Passenger Seating Configuration of 19 or less and a Maximum Take-off Mass less than 45360kg), the existing national rules for this type of operation will continue to be applicable, pending the results of the NPA. SECTION 1 Subpart A (a) Delayed implementation date in JAR-OPS 1(b)(2) arising from NPA-OPS-9. Subpart B (a) Amendment to Section 2 references in JAR-OPS 1.035 and sub-paragraph (a), and addition of sub-

paragraph (e), arising from NPA-OPS-7. (b) Introduction of JAR-OPS 1.037 arising from NPA-OPS-7. (c) Amendment of JAR-OPS 1.050 arising from NPA-OPS-7. (d) Introduction of reference to IEM OPS 1.065 arising from NPA-OPS-7. (e) Introduction of reference to IEM OPS 1.070 arising from NPA-OPS-7. (f) Amendment of JAR-OPS 1.075(a) arising from NPA-OPS-7. (g) Amendment of JAR-OPS 1.080 arising from NPA-OPS-7. (h) Introduction of new sub-paragraphs (a) and (b) to JAR-OPS 1.085 and amendment of sub-paragraph (f)

arising from NPA-OPS-7.

JAR-OPS 1

01.12.01 P-2 Amendment 3

(i) Amendment of JAR-OPS 1.090 arising from NPA-OPS-7. (j) Amendment of JAR-OPS 1.105 arising from NPA-OPS 7. (k) Amendment of JAR-OPS 1.110 arising from NPA-OPS-7. (l) Amendment of JAR-OPS 1.115 arising from NPA-OPS-7. (m) Amendment of JAR-OPS 1.120 arising from NPA-OPS-7. Subpart C (a) Introduction of reference to IEM OPS 1.175(c)(2) arising from NPA-OPS-7. (b) Introduction of reference to RVSM in sub-paragraph (h) of Appendix 1 to JAR-OPS 1.175 arising from

NPA-OPS-7. Subpart D (a) Introduction of reference to IEM OPS 1.210(b) arising from NPA-OPS-7. (b) Introduction of JAR-OPS 1.241 arising from NPA-OPS-7. (c) Introduction of JAR-OPS 1.243 arising from NPA-OPS-7. (d) Amendment of JAR-OPS 1.245 arising from NPA-OPS-7. (e) Introduction of JAR-OPS 1.246 arising from NPA-OPS-7. (f) Introduction of reference to AMC OPS 1.270 arising from NPA-OPS-7. (g) Introduction of reference to AMC OPS 1.255 in JAR-OPS 1.297(b) arising from NPA-OPS-7. (h) Introduction of JAR-OPS 1.307 arising from NPA-OPS-7. (i) Addition of JAR-OPS 1.340(c) arising from NPA-OPS-7. (j) Amendment of JAR-OPS 1.345(a) arising from NPA-OPS-7. (k) Amendment of JAR-OPS 1.365 arising from NPA-OPS-7. (l) Amendment of JAR-OPS 1.390(b) arising from NPA-OPS-7. (m) Amendment of JAR-OPS 1.395 arising from NPA-OPS-7. (n) Amendment of JAR-OPS 1.405(a) arising from NPA-OPS-7. Subpart E (a) Introduction of reference to IEM to Appendix 1 to JAR-OPS 1.440(b) arising from NPA-OPS-7. (b) Amendment of sub-paragraphs (e)(1) and (e)(2) in Appendix 1 to JAR-OPS 1.450 arising from NPA-

OPS-7. (c) Amendment of sub-paragraphs (g)(1), (g)(3) and (g)(4) and addition of Note in Appendix 1 to JAR-OPS

1.450 arising from NPA-OPS-7. Subpart F (a) Introduction of reference to AMC OPS 1.475(b) and IEM OPS 1.475(b) arising from NPA-OPS-7.

JAR-OPS 1


Subpart G (a) Introduction of reference to IEM OPS 1.490(c)(6) arising from NPA-OPS-7. (b) Introduction of reference to IEM OPS 1.490(a) arising from NPA-OPS-7. (c) Addition of JAR-OPS 1.495(c)(3) arising from NPA-OPS-7. (d) Introduction of reference to AMC OPS 1.495(d)(1) and (e)(1) arising from NPA-OPS-7. (e) Introduction of reference to IEM OPS 1.495(f) arising from NPA-OPS-7. (f) Amendment of JAR-OPS 1.515(a) (including the addition of JAR-OPS 1.515(a)(4)) arising from NPA-

OPS-7. (g) Introduction of Appendix 1 to JAR-OPS 1.495(c)(3) arising from NPA-OPS-7. (h) Introduction of Appendix 1 to JAR-OPS 1.515(a)(4) arising from NPA-OPS-7. (i) Introduction of Appendix 2 to JAR-OPS 1.515(a)(4) arising from NPA-OPS-7. Subpart H (a) Introduction of reference to AMC OPS 1.542(a) arising from NPA-OPS-7. (b) Amendment of JAR-OPS 1.550(a) arising from NPA-OPS-7. (c) Introduction of reference to AMC OPS 1.555(a) arising from NPA-OPS-7. (d) Introduction of Appendix 2 to JAR-OPS 1.550(a) arising from NPA-OPS-7. Subpart I (a) Introduction of reference to IEM OPS 1.565(d)(6) arising from NPA-OPS-7. (b) Amendment of JAR-OPS 1.570(a) arising from NPA-OPS-7. (c) Introduction of reference to AMC OPS 1.570(e)(1) and (f)(1) arising from NPA-OPS-7. Subpart J (a) Addition of JAR-OPS 1.607(e) and corresponding deletion of related text in Appendix 1 to JAR-OPS

1.620(g) arising from NPA-OPS-7. (b) Amendment of JAR-OPS 1.620(a) and 1.620(d)(2) arising from NPA-OPS-7. (c) Amendment of JAR-OPS 1.625(a) arising from NPA-OPS-7. (d) Introduction of reference to AMC to Appendix 1 to JAR-OPS 1.605 paragraph (a)(4)(iii) arising from

NPA-OPS-7. (e) Amendment of Appendix 1 to JAR-OPS 1.620(g), sub-paragraph (a)(2) arising from NPA-OPS-7. Subpart K (a) Amendment of JAR-OPS 1.650(l) arising from NPA-OPS-7. (b) Correction of date in JAR-OPS 1.652(d). (c) Amendment of JAR-OPS 1.652(l) arising from NPA-OPS-7.

JAR-OPS 1


(d) Addition of JAR-OPS 1.652(s) arising from NPA-OPS-7. (e) Amendment of JAR-OPS 1.655 arising from NPA-OPS-7. (f) Addition of JAR-OPS 1.665(a)(2) arising from NPA-OPS-7. (g) Introduction of JAR-OPS 1.668 arising from NPA-OPS-7. (h) Amendment of JAR-OPS 1.731 arising from NPA-OPS-7. (i) Amendment of JAR-OPS 1.770(b)(2)(i), (b)(2)(ii), (b)(2)(iii) and addition of (b)(2)(iv) arising from NPA-

OPS-7. (j) Amendment of JAR-OPS 1.830(c) arising from NPA-OPS-7. (k) Amendment of JAR-OPS 1.835(b) arising from NPA-OPS-7. Subpart L (a) Introduction of reference to IEM OPS 1.845 arising from NPA-OPS-7. (b) Amendment of JAR-OPS 1.845(a)(2) arising from NPA-OPS-7. (c) Introduction of reference to AMC OPS 1.865 arising from NPA-OPS-7. (d) Amendment of JAR-OPS 1.865 arising from NPA-OPS-7. (e) Introduction of JAR-OPS 1.872 arising from NPA-OPS-7. Subpart N (a) Introduction of reference to AMC OPS 1.940(a)(4) arising from NPA-OPS-7. (b) Amendment of JAR-OPS 1.940(a)(5) arising from NPA-OPS-7. (c) Addition of JAR-OPS 1.940(a)(7) arising from NPA-OPS-7. (d) Amendment of JAR-OPS 1.950(a)(1) and (a)(2) arising from NPA-OPS-7. (e) Amendment of JAR-OPS 1.965(a)(3) and (a)(4) arising from NPA-OPS-7. (f) Addition of JAR-OPS 1.965(b)(iii) arising from NPA-OPS-7. (g) Amendment of JAR-OPS 1.965(f) and addition of JAR-OPS 1.965(g) arising from NPA-OPS-7. (h) Amendment of JAR-OPS 1.970 arising from NPA-OPS-7. (i) Amendment of JAR-OPS 1.975(a) arising from NPA-OPS-7. (j) Amendment of JAR-OPS 1.980 arising from NPA-OPS-7. (k) Introduction of JAR-OPS 1.981 arising from NPA-OPS-7. (l) Amendment of Appendix 1 to JAR-OPS 1.940, sub-paragraphs (b) and (c) arising from NPA-OPS-7. (m) Amendment of Appendix 2 to JAR-OPS 1.940, sub-paragraph (a)(4) arising from NPA-OPS-7. (n) Amendment to Appendix 1 to JAR-OPS 1.968, sub-paragraph (d) arising from NPA-OPS-7. (o) Introduction of Appendix 1 to JAR-OPS 1.980 arising from NPA-OPS-7.

JAR-OPS 1


Subpart O (a) Addition of JAR-OPS 1.990(e) arising from NPA-OPS-7. (b) Amendment of JAR-OPS 1.1010(a)(2)(ii) and (c)(3) arising from NPA-OPS-7. (c) Introduction of reference to AMC OPS 1.1012 arising from NPA-OPS-7. (d) Amendment of JAR-OPS 1.1015(a) arising from NPA-OPS-7. (e) Introduction of reference to IEM OPS 1.1020(a) arising from NPA-OPS-7. (f) Amendment of JAR-OPS 1.1025(a) arising from NPA-OPS-7. (g) Amendment of Appendix 1 to JAR-OPS 1.1010, sub-paragraphs (a)(2), (b)(2), (c)(2) and (e) arising from

NPA-OPS-7. (h) Amendment of Appendix 1 to JAR-OPS 1.1015, sub-paragraph (c)(2) arising from NPA-OPS-7. (i) Amendment of Appendix 1 to JAR-OPS 1.1020, sub-paragraph (a)(4) arising from NPA-OPS-7. Subpart P (a) Amendment of JAR-OPS 1.1040(b), (c) and (f) arising from NPA-OPS-7. (b) Amendment of JAR-OPS 1.1045(a) arising from NPA-OPS-7. (c) Amendment of Appendix 1 to JAR-OPS 1.1045, Part A paragraphs 2.3; Addition of 2.5; 3; 4.1(g);

Addition of 4.4; 5.2(b); 7.1; 8.2.2(a); 8.3.2(e) and addition of (f); 8.4; 8.5; Part B paragraphs 1.1; 5.1; 6(c); Part C paragraph (j) and addition of (l); Part D paragraph 2.1 arising from NPA-OPS-7.

(d) Amendment of Appendix 1 to JAR-OPS 1.1065, Table 6 arising from NPA-OPS-7. Subpart R (a) Introduction of reference to IEM OPS 1.1150(a)(3) and (a)(4) arising from NPA-OPS-7. (b) Introduction of reference to IEM OPS 1.1160(b)(4) arising from NPA-OPS-7. SECTION 2 Subpart B (a) Deletion of existing AMCs and IEMs related to JAR-OPS 1.035 and replacement with AMC OPS 1.035

and IEM OPS 1.035 arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.037 arising from NPA-OPS-7. (c) Introduction of IEM OPS 1.065 arising from NPA-OPS-7. (d) Introduction of IEM OPS 1.070 arising from NPA-OPS-7. Subpart C (a) Introduction of IEM OPS 1.175(c)(2) arising from NPA-OPS-7.

JAR-OPS 1


Subpart D (a) Introduction of IEM OPS 1.210(b) arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.243 arising from NPA-OPS-7. (c) Introduction of IEM OPS 1.245(a) arising from NPA-OPS-7. (d) Amendment of AMC OPS 1.255 paragraph 1.3.a.ii arising from NPA-OPS-7. (e) Introduction of AMC OPS 1.270 arising from NPA-OPS-7. (f) Introduction of IEM OPS 1.307 arising from NPA-OPS-7. (g) Introduction of Appendix 1 to AMC OPS 1.255 arising from NPA-OPS-7. Subpart E (a) Introduction of IEM OPS 1.430 arising from NPA-OPS-7. (b) Introduction of IEM to Appendix 1 to JAR-OPS 1.430, paragraphs (d) and (e) arising from NPA-OPS-7. (c) Introduction of IEM to Appendix 1 to JAR-OPS 1.430, paragraph (f) arising from NPA-OPS-7. (d) Introduction of IEM to Appendix 1 to JAR-OPS 1.440, paragraph (b) arising from NPA-OPS-7. (e) Introduction of IEM OPS 1.450(g)(1) arising from NPA-OPS-7. Subpart F (a) Introduction of AMC OPS 1.475(b) arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.475(b) arising from NPA-OPS-7. Subpart G (a) Introduction of IEM OPS 1.490(c)(6) arising from NPA-OPS-7. (b) Introduction of AMC OPS 1.495(d)(1) and (e)(1) arising from NPA-OPS-7. Subpart H (a) Introduction of AMC OPS 1.542(a) arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.555(a) arising from NPA-OPS-7. Subpart I (a) Introduction of IEM OPS 1.565(d)(6) arising from NPA-OPS-7. (b) Introduction of AMC OPS 1.570(e)(1) and (f)(1) arising from NPA-OPS-7. Subpart J (a) Introduction of AMC to Appendix 1 to JAR-OPS 1.605 arising from NPA-OPS-7. (b) Introduction of AMC OPS 1.620(a) arising from NPA-OPS-7. (c) Introduction of IEM OPS 1.620(d)(2) arising from NPA-OPS-7.

JAR-OPS 1


Subpart K (a) Introduction of IEM OPS 1.630 arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.652(s) arising from NPA-OPS-7. (c) Introduction of IEM OPS 1.668 arising from NPA-OPS-7. (d) Introduction of IEM OPS 1.700, 1.705 and 1.710 arising from NPA-OPS-7. (e) Introduction of IEM OPS 1.715, 1.720 and 1.725 arising from NPA-OPS-7. (f) Introduction of AMC OPS 1.830(c) arising from NPA-OPS-7. Subpart L (a) Introduction of IEM OPS 1.845 arising from NPA-OPS-7. Subpart N (a) Introduction of AMC OPS 1.940(a)(4) arising from NPA-OPS-7. (b) Introduction of AMC to Appendix 1 to JAR-OPS 1.965 arising from NPA-OPS-7. (c) Introduction of AMC OPS 1.970 arising from NPA-OPS-7. (d) Introduction of IEM OPS 1.970(a)(2) arising from NPA-OPS-7. (e) Amendment to the title of AMC OPS 1.975 and to sub-paragraphs 4.1 and 5.1 arising from NPA-OPS-7. (f) Introduction of replacement AMC OPS 1.980 arising from NPA-OPS-7. (g) Introduction of AMC OPS 1.980(b) arising from NPA-OPS-7. (h) Introduction of IEM OPS 1.980(b) arising from NPA-OPS-7. Subpart O (a) Introduction of AMC OPS 1.1012 arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.1020(a) arising from NPA-OPS-7. (c) Amendment of IEM to Appendix 1 to JAR-OPS 1.1005/1.1010/1.1015/1.1020 arising from NPA-OPS-7. (d) Introduction of IEM to Appendix 1 to JAR-OPS 1.1005/1.1010/1.1015/1.1020 arising from NPA-OPS-7. Subpart P (a) Introduction of IEM OPS 1.1040(b) arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.1040(c) arising from NPA-OPS-7. (c) Introduction into IEM OPS 1.1045(c) of Part A paragraph 4.4. Subpart R (a) Introduction of IEM OPS 1.1150(a)(3) and (a)(4) arising from NPA-OPS-7. (b) Introduction of IEM OPS 1.1160(b)(3) arising from NPA-OPS-7.

JAR-OPS 1


Amendment 2 01.07.00

Amendment 2 to JAR-OPS 1 contains a number of amendments, reflecting the results of NPA-OPS 10 (initially published in Orange Paper OPS 1/99/1), NPA-OPS 11 (initially published in Orange Paper OPS 1/99/2) and NPA-OPS-13.

In addition to these amendments, the revision status of the individual paragraphs have been incorporated in the affected subparts (subparts E, K, M and R). As and when other subparts are being revised, the amendment status of these will also be incorporated. SECTION 1 Subpart E (a) Introduction of note to Appendix 1 to JAR-OPS 1.430(e)(1) arising from NPA-OPS-10. (b) Introduction of additional text to Appendix 1 to JAR-OPS 1.430(e)(4)(i) and (ii), arising from NPA-OPS-

10. (c) Amendment to table 7 to Appendix 1 to JAR-OPS 1.430 (e)(5), arising from NPA-OPS-10. Subpart K (a) Amendment to JAR-OPS 1.820, arising from NPA-OPS-13. Subpart M (a) Amendment to JAR-OPS 1.890(a)(2), arising from NPA-OPS-11 (b) Amendment to JAR-OPS 1.890(a)(3), arising from NPA-OPS-11. (c) Amendment to JAR-OPS 1.890(a)(5), arising from NPA-OPS-11. (d) Amendment to JAR-OPS 1.895, arising from NPA-OPS-11. (e) Amendment to JAR-OPS 1.920(b)(6), arising from NPA-OPS-11. (f) Amendment to JAR-OPS 1.920(c), arising from NPA-OPS-11. SECTION 2 Subpart E (a) Introduction of IEM to Appendix 1 to JAR-OPS 1.430(e)(5) – Table 7, arising from NPA-OPS-10. Subpart M (a) Amendment to IEM OPS 1.875(1) and (2), arising from NPA-OPS-11. (b) Amendment to AMC OPS 1.890(a)(1), arising from NPA-OPS-11. (c) Introduction of IEM OPS 1.890(a)(1), arising from NPA-OPS-11. (d) Introduction of AMC OPS 1.890(a)(2), arising from NPA-OPS-11. (e) Introduction of AMC OPS 1.890(a)(3), arising from NPA-OPS-11.

JAR-OPS 1


(f) Introduction of IEM OPS 1.890(a)(5), arising from NPA-OPS-11. (g) Introduction of AMC OPS 1.895(b), arising from NPA-OPS-11. (h) Introduction of AMC OPS 1.895(c), arising from NPA-OPS-11. (i) Introduction of IEM OPS 1.895(c), arising from NPA-OPS-11. (j) Renumbering of AMC OPS 1.895(c) to AMC OPS 1.895(d), arising from NPA-OPS-11. (k) Amendment to AMC OPS 1.895(d)(4), arising from NPA-OPS-11. (l) Introduction of AMC OPS 1.895(e), arising from NPA-OPS-11. (m) Introduction of IEM OPS 1.895(e), arising from NPA-OPS-11. (n) Introduction of IEM OPS 1.895(f & g), arising from NPA-OPS-11. (o) Renumbering AMC OPS 1.895(d) to AMC OPS 1.895(h), arising from NPA-OPS-11 (p) Deletion of AMC OPS 1.905(a) (7) & (8), arising from NPA-OPS-11. (q) Renumbering of AMC OPS 1.905(a)(9) to AMC OPS 1.905(a)(7), arising from NPA-OPS-11. (r) Amendment to AMC OPS 1.905(a)(7), arising from NPA-OPS-11. (s) Introduction of AMC OPS 1.905(a)(8) & (9), arising from NPA-OPS-11. (t) Amendment to AMC OPS 1.910(a)(2), arising from NPA-OPS-11. (u) Introduction of AMC OPS 1.910(a)(11) & (12), arising from NPA-OPS-11. (v) Amendment to AMC OPS 1.915(2), arising from NPA-OPS-11. (w) Amendment to AMC OPS 1.915(2)(v), arising from NPA-OPS-11. (x) Amendment to AMC OPS 1.915(2)(Note 2), arising from NPA-OPS-11. (y) Amendment to AMC OPS 1.920(8), arising from NPA-OPS-11. (z) Transfer of AMC OPS 1.920(13) to new AMC OPS 1.920(c), arising from NPA-OPS-11. (aa) Introduction of IEM OPS 1.920(b)(6), arising from NPA-OPS-11. (ab) Introduction of AMC OPS 1.920(c)(1) & (2), arising from NPA-OPS-11. (ac) Amendment to AMC OPS 1.905(a)(6.1), arising from NPA-OPS-11. (ad) Amendment to Appendix 1 to AMC OPS 1.910(a) & (b) (1.1.13), arising from NPA-OPS-11. (ae) Amendment to Appendix 1 to AMC OPS 1.910(a) & (b) (1.1.18), arising from NPA-OPS-11. (af) Amendment to Appendix 1 to AMC OPS 1.910(a) & (b) (2.3), arising from NPA-OPS-11. Subpart R (a) Re-introduction of IEM OPS 1.1220, which was accidentally omitted in Change 1 (b) Re-introduction of AMC OPS 1.1225, which was accidentally omitted in Change 1.

JAR-OPS 1



Amendment 3 to JAR-OPS 1 contains a number of amendments, reflecting the results of NPA-OPS-12, NPA-OPS-14, NPA-OPS-15, NPA-OPS-16, NPA-OPS-17, NPA-OPS-21 and NPA-OPS-23. In addition to these amendments, the revision status of the individual paragraphs have been incorporated in the affected subparts. As and when other subparts are being revised, the amendment status of these will also be incorporated.

SECTION 1

Subpart A

(a) Amendment to JAR-OPS 1.001(a), arising from NPA-OPS-12

Subpart B

(a) Introduction of a new subparagraph (e) to JAR-OPS 1.005, arising from NPA-OPS-21

(b) Amendment to JAR-OPS 1.037, arising from NPA-OPS-15

(c) Amendment to JAR-OPS 1.085(b), arising from NPA-OPS-15

(d) Introduction of new paragraph JAR-OPS 1.085(c), arising from NPA-OPS-15

(e) Re-designation of JAR-OPS 1.085(c),(d),(e) and (f)

(f) Amendment to JAR-OPS 1.125(a), arising from NPA-OPS-12

(g) Introduction of new Appendix 1 to JAR-OPS 1.125, arising from NPA-OPS-12

Subpart C

(a) Amendment to JAR-OPS 1.175, arising from NPA-OPS-15

(b) Amendment to Appendix 2 to JAR-OPS 1.175, arising from NPA-OPS-15

Subpart D



(c) Amendment to JAR-OPS 1.245(a)(2), arising from NPA-OPS-14

(d) Amendment to JAR-OPS 1.295, arising from NPA-OPS-15

(e) Amendment to JAR-OPS 1.297, arising from NPA-OPS-15

(f) Amendment to JAR-OPS 1.340, arising from NPA-OPS-15

(g) Amendment to JAR-OPS 1.345, arising from NPA-OPS-15

(h) Deletion of paragraph JAR-OPS 1.345(c), arising from NPA-OPS-15

(i) Introduction of new paragraph JAR-OPS 1.346, arising from NPA-OPS-15

(j) Amendment to JAR-OPS 1.375(b), arising from NPA-OPS-15

(k) Deletion of paragraph JAR-OPS 1.375(c), arising from NPA-OPS-15

(l) Replacement of JAR-OPS 1.390, arising from NPA-OPS-23

(m) Introduction of new JAR-OPS 1.398, arising from NPA-OPS-15

(n) Amendment to JAR-OPS 1.405(d), arising from NPA-OPS-15

(o) Introduction of new paragraph JAR-OPS 1.405(f), arising from NPA-OPS-15

(p) Replacement of JAR-OPS 1.420, arising from NPA-OPS-15

(q) Introduction of a cross-reference to AMC OPS 1.420(d)(4) in JAR-OPS 1.420(d)(4), arising from NPA-OPS-17

JAR-OPS 1


(r) Deletion of JAR-OPS 1.425, arising from NPA-OPS-15

Subpart E

(a) Amendment to JAR-OPS 1.450(a)(1)(i), arising from NPA-OPS-21

(b) Addition of a “Note” to paragraph (h) of Appendix 1 to JAR-OPS 1.430, arising from NPA-OPS-15

(c) Amendment to Appendix 1 to JAR-OPS 1.430, arising from NPA-OPS-21

(d) Amendment to Appendix 1 to JAR-OPS 1.440, arising from NPA-OPS-15

(e) Amendment to Appendix 1 to JAR-OPS 1.450, arising from NPA-OPS-21

Subpart G

(a) Introduction of new paragraph (b) to JAR-OPS 1.510, arising from NPA-OPS-15

(b) Amendment to JAR-OPS 1.510(c), arising from NPA-OPS-15

Subpart K



(c) Amendment to JAR-OPS 1.665, arising from NPA-OPS-23


(e) Amendment to JAR-OPS 1.760(a), arising from NPA-OPS-15


Subpart L



(c) Introduction of a new JAR-OPS 1.866, arising from NPA-OPS-23

(d) Introduction of new paragraph (e) to JAR-OPS 1.865, arising from NPA-OPS-15

Subpart N


(b) Amendment to Appendix 1 to JAR-OPS 1.940, arising from NPA-OPS-21

(c) Introduction of a new JAR-OPS 1.943. arising from NPA-OPS-16


(e) Amendment to Appendix 1 to JAR-OPS 1.945, arising from NPA-OPS-16

(f) Amendment to Appendix 1 to JAR-OPS 1.945, arising from NPA-OPS-21

(g) Amendment to JAR-OPS 1.955, arising from NPA-OPS-16

(h) Amendment to JAR-OPS 1.955, arising from NPA-OPS-21

(i) Amendment to JAR-OPS 1.965, arising from NPA-OPS-16

(j) Amendment to JAR-OPS 1.965, arising from NPA-OPS-21

(k) Amendment to Appendix 1 to JAR-OPS 1.965, arising from NPA-OPS-16

(l) Amendment to Appendix 1 to JAR-OPS 1.965, arising from NPA-OPS-21

(m) Amendment to JAR-OPS 1.970, arising from NPA-OPS-21

(n) Amendment to JAR-OPS 1.970, arising from NPA-OPS-15

(o) Amendment to subparagraph (d)(7)(i) of Appendix 1 to JAR-OPS 1.980, arising from NPA-OPS-15

JAR-OPS 1


Subpart O

(a) Deletion of subparagraph (b)(7) from Appendix 1 to JAR-OPS 1.1015, arising from NPA-OPS-17

(b) Introduction of new JAR-OPS 1.1010(d), arising from NPA-OPS-15

(c) Deletion of paragraph (b)(2) of Appendix 1 to JAR-OPS 1.1010, arising from NPA-OPS-15

(d) Deletion of Reference in paragraph (e)(2)(iv) of Appendix 1 to JAR-OPS 1.1010, arising from NPA-OPS-15


(f) Amendment to paragraph (c) of Appendix 1 to JAR-OPS 1.1015, arising from NPA-OPS-15

(g) Amendment to Appendix 1 to JAR-OPS 1.1020, arising from NPA-OPS-15

(h) Amendment to JAR-OPS 1.1030, arising from NPA-OPS-15

Subpart P

(a) Amendment to paragraph A2.5 of Appendix 1 to JAR-OPS 1.1045, arising from NPA-OPS-15

(b) Amendment to paragraph A11 of Appendix 1 to JAR-OPS 1.1045, arising from NPA-OPS-15

(c) Introduction of new paragraph A13 of Appendix 1 to JAR-OPS 1.1045, arising from NPA-OPS-15

(d) Amendments to tables 1 and 6 of Appendix 1 to JAR-OPS 1.1065, arising from NPA-OPS-17

Subpart R

(a) Amendments to JAR-OPS 1.1150(a), arising from NPA-OPS-17

(b) Amendment to JAR-OPS 1.1160(c), arising from NPA-OPS-17

(c) Amendment to JAR-OPS 1.1215(d), arising from NPA-OPS-17

(d) Amendments to JAR-OPS 1.1220, arising from NPA-OPS-17


Subpart S


SECTION 2

Subpart B

(a) Introduction of new ACJ OPS 1.037(a)(2), arising from NPA-OPS-15

Subpart C

(a) Introduction of new ACJ OPS 1.175(i), arising from NPA-OPS-15

(b) Introduction of new ACJ OPS 1.175(j), arising from NPA-OPS-15

(c) Introduction of new ACJ OPS 1.175(j) & (k), arising from NPA-OPS-15

Subpart D

(a) Introduction of a new ACJ OPS 1.195, arising from NPA-OPS-15

(b) Introduction of a new AMC OPS 1.245(a)(2), arising from NPA-OPS-14

(c) Amendment of AMC OPS 1.255, arising from NPA-OPS-15

(d) Introduction of a new ACJ OPS 1.280 arising from NPA-OPS-15

JAR-OPS 1


(e) Introduction of a new IEM OPS 1.280 arising from NPA-OPS-15

(f) Insertion of reference to new ACJ OPS material

(g) Introduction of new ACJ OPS 1.295, arising from NPA-OPS-15

(h) Introduction of new ACJ OPS 1.297(b)(2), arising from NPA-OPS-15

(i) Introduction of new ACJ OPS 1.346, arising from NPA-OPS-15

(j) Introduction of new AMC to Appendix 1 to JAR-OPS 1.375(b)(c), arising from NPA-OPS-15

(k) Introduction of new ACJ OPS 1.398, arising from NPA-OPS-15

(l) Introduction of a new AMC OPS 1.420(d)(4), arising from NPA-OPS-17

(m) Introduction of a new Appendix 1 to AMC OPS 1.245(a)(2), arising from NPA-OPS-14

(n) Introduction of a new ACJ OPS 1.390(a)(1), arising from NPA-OPS-23

(o) Introduction of a new ACJ OPS 1.390(a)(2), arising from NPA-OPS-23

(p) Introduction of a new ACJ OPS 1.390(a)(3), arising from NPA-OPS-23

Subpart E

(a) Correction of IEM to Appendix 1 to JAR-OPS 1.440 paragraph (b)

(b) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.440

(c) Deletion of “Note” in paragraph 2c of IEM to Appendix 1 to JAR-OPS 1.430 (d) and (e), arising from NPA-OPS-15

Subpart G

(a) Amendment of IEM OPS 1.510(b) and (c), arising from NPA-OPS-15

Subpart J

(a) Introduction of new ACJ OPS 1.605, arising from NPA-OPS-15

Subpart K

(a) Amendment to IEM OPS 1.650 / 652, arising from NPA-OPS-23

(b) Amendment to IEM OPS 1.652(s), arising from NPA-OPS-23

(c) Introduction of a new ACJ OPS 1.680(a)(2), arising from NPA-OPS-23

(d) Replacement of IEM OPS 1.760, arising from NPA-OPS-15

(e) Introduction of new ACJ OPS 1.770(b)(2)(v), arising from NPA-OPS-15

(f) Amendment to AMC OPS 1.830(b)(2), arising from NPA-OPS-15

(g) Amendment to AMC OPS 1.835(c), arising from NPA-OPS-15

Subpart L

(a) Introduction of new ACJ OPS 1.865(e), arising from NPA-OPS-15

Subpart M

(a) Amendment to AMC OPS 1.915, arising from NPA-OPS-15

Subpart N

(a) Amendment of AMC OPS 1.945, arising from NPA-OPS-21

(b) Introduction of a new AMC OPS 1.945(a)(9) / 1.955(b)(6) and 1.965(e), arising from NPA-OPS-16

JAR-OPS 1


(c) Relocation of AMC OPS 1.945(a)(9) and 1.955(b)(6). arising from NPA-OPS-16

(d) Introduction of a new AMC OPS 1.945(a)(9),arising from NPA-OPS-16

(e) Introduction of a new IEM OPS 1.945(a)(9) / 1.955(b)(6) and 1.965(e), arising from NPA-OPS-16

(f) Amendment to AMC OPS 1.965, arising from NPA-OPS-16

(g) Amendment to IEM OPS 1.965, arising from NPA-OPS-16

(h) Amendment to IEM OPS 1.965, arising from NPA-OPS-21

(i) Amendment to AMC to Appendix 1 to JAR-OPS 1.965, arising from NPA-OPS-21

(j) Amendment to AMC OPS 1.970, arising from NPA-OPS-21

(k) Amendment to AMC OPS 1.975, arising from NPA-OPS-21

(l) Amendment to AMC OPS 1.980, arising from NPA-OPS-21

(m) Amendment to AMC OPS 1.980(b), arising from NPA-OPS-21

Subpart O

(a) Introduction of new ACJ OPS 1.1030, arising from NPA-OPS-15

Subpart R

(a) Amendments to IEM OPS 1.1160(b)(5), arising from NPA-OPS-17

(b) Amendment to IEM OPS 1.1165(b)(1), arising from NPA-OPS-17

(c) Amendment to AMC OPS 1.1215(e), arising from NPA-OPS-17

(d) Amendments to AMC OPS 1.1220, arising from NPA-OPS-17

(e) Amendments to IEM OPS 1.1220, arising from NPA-OPS-17

(f) Amendments to AMC OPS 1.1225, arising from NPA-OPS-17


Amendment 4 to JAR-OPS 1 contains a number of amendments, reflecting the results of NPA-OPS-25.

SECTION 1

Subpart K







(g) Introduction of a new JAR-OPS 1.727, arising from NPA-OPS-25

(h) Introduction of a new Appendix 1 to JAR-OPS 1.715, arising from NPA-OPS-25

(i) Introduction of a new Appendix 1 to JAR-OPS 1.720, arising from NPA-OPS-25

(j) Introduction of a new Appendix 1 to JAR-OPS 1.725, arising from NPA-OPS-25

JAR-OPS 1


SECTION 2

Subpart D

(a) Correction to IEM OPS 1.245(a) arising from NPA-OPS-14

Subpart K

(a) Deletion of IEM OPS 1.655(b), arising from NPA-OPS-25 (as a result of amdt. 3)

(b) Amendment to IEM OPS 1.700, arising from NPA-OPS-25

(c) Amendment to IEM OPS 1.705/1.710, arising from NPA-OPS-25

(d) Deletion of IEM OPS 1.715, arising from NPA-OPS-25

(e) Amendment to IEM OPS 1.700, 1.705 and 1.710, arising from NPA-OPS-25

(f) Amendment to AMC OPS 1.715(c), arising from NPA-OPS-25

(g) Introduction of a new ACJ OPS 1.715(g), arising from NPA-OPS-25

(h) Deletion of IEM OPS 1.715(h), arising from NPA-OPS-25

(i) Deletion of IEM OPS 1.720/1.725, arising from NPA-OPS-25

(j) Amendment to AMC OPS 1.720(c)/1.725(c), arising from NPA-OPS-25

(k) Deletion of IEM OPS 1.720(g)/1.725(g), arising from NPA-OPS-25

(l) Amendment to IEM OPS 1.715, 1.720 and 1.725, arising from NPA-OPS-25

(m) Introduction of new ACJ OPS 1.727, arising from NPA-OPS-25

(n) Amendment to Appendix 1 to AMC OPS 1.720(c)/1.725(c)



SECTION 1

Subpart B

(a) Amendment to JAR-OPS 1.005(a), arising from NPA-OPS-19

(b) Introduction of a new Appendix 1 to JAR-OPS 1.005(a), arising from NPA-OPS-19

SECTION 2

Subpart B

(a) Introduction of a new ACJ to Appendix 1 to JAR-OPS 1.005(a), arising from NPA-OPS-19

Subpart P

(a) Amendment to AMC OPS 1.1045, arising from NPA-OPS-19

JAR-OPS 1




SECTION 1

Subpart S




SECTION 2

Subpart S

(a) Introduction of a new ACJ OPS 1.1240, arising from NPA-OPS-30


Amendment 7 to JAR-OPS 1 contains a number of amendments, reflecting the results of NPA OPS 24, NPA OPS 28, NPA OPS 35, and NPA OPS 30x.

SECTION 1

Subpart A

(a) Amendment to JAR-OPS 1.001(a), arising from NPA OPS 24

Subpart B

(a) Amendment to JAR-OPS 1.037, arising from NPA OPS 35

(b) Amendment to JAR-OPS 1.085(f), arising from NPA OPS 24

(c) Introduction of new JAR-OPS 1.095, arising from NPA OPS 24

(d) Amendment to JAR-OPS 1.125(a), arising from NPA OPS 24

(e) Amendment to JAR-OPS 1.160, arising from NPA OPS 24

(f) Amendment to JAR-OPS 1.165, arising from NPA OPS 24

Subpart D


(b) Introduction of new JAR-OPS 1.216, arising from NPA OPS 24

(c) Amendment to JAR-OPS 1.285(c), arising from NPA OPS 24

(d) Amendment to JAR-OPS 1.290(b)(7), arising from NPA OPS 24

(e) Introduction of new JAR-OPS 1.308, arising from NPA OPS 24

(f) Amendment to JAR-OPS 1.310, arising from NPA OPS 24

(g) Amendment to Appendix 1 to JAR-OPS 1.305, arising from NPA OPS 24

JAR-OPS 1


Subpart E

(a) Amendment to Appendix 1 to JAR-OPS 1.465, arising from NPA OPS 24

Subpart F

(a) Introduction of new JAR-OPS 1.475(e), arising from NPA OPS 24

Subpart K


(b) Amendment to JAR-OPS 1.665, arising from NPA OPS 24

(c) Amendment to JAR-OPS 1.815, arising from NPA OPS 24

Subpart L


Subpart M


Subpart N

(a) Amendment to JAR-OPS 1.940(a)(5), arising from NPA OPS 24

(b) Amendment to JAR-OPS 1.945(a)(1), arising from NPA OPS 24

(c) Amendment to JAR-OPS 1.960(a)(1)(ii), arising from NPA OPS 24

(d) Amendment to JAR-OPS 1.970, arising from NPA OPS 24

(e) Amendment to Appendix 1 to JAR-OPS 1.945, arising from NPA OPS 24

Subpart O

(a) Introduction of new JAR-OPS 1.988, arising from NPA OPS 24

(b) Introduction of new JAR-OPS 1.989, arising from NPA OPS 24

(c) Introduction of new JAR-OPS 1.996, arising from NPA OPS 24

(d) Amendment to JAR-OPS 1.1000, arising from NPA OPS 24

(e) Amendment to JAR-OPS 1.1010, arising from NPA OPS 24

(f) Amendment to Appendix 1 to JAR-OPS 1.1005, arising from NPA OPS 24

(g) Amendment to Appendix 1 to JAR-OPS 1.1010, arising from NPA OPS 24

(h) Amendment to Appendix 1 to JAR-OPS 1.1015, arising from NPA OPS 24

(i) Amendment to Appendix 2 to JAR-OPS 1.1005/1.1010/1.1015, arising from NPA OPS 24

Subpart P


(b) Amendment to Appendix 1 to JAR-OPS 1.1045, arising from NPA OPS 24

Subpart S

(a) Amendment to JAR-OPS 1.1255(c)(2), arising from NPA OPS 30x

JAR-OPS 1


SECTION 2

Subpart B

(a) Amendment to ACJ OPS 1.037, arising from NPA OPS 35

(b) Introduction of new ACJ OPS 1.037(a)(4), arising from NPA OPS 35

(c) Introduction of new ACJ OPS 1.085(e)(3), arising from NPA OPS 24

(d) Introduction of new ACJ OPS 1.160(a)(1) and (2), arising from NPA OPS 24

(e) Introduction of new ACJ OPS 1.165(b)(2), arising from NPA OPS 24

(f) Introduction of new ACJ OPS 1.165(c)(2), arising from NPA OPS 24

(g) Introduction of Appendix to ACJ OPS 1.037(a)(4), arising from NPA OPS 35

Subpart D

(a) Introduction of new ACJ OPS 1.205, arising from NPA OPS 24

(b) Introduction of new ACJ OPS 1.216, arising from NPA OPS 24

(c) Introduction of new ACJ OPS 1.308, arising from NPA OPS 24

(d) Introduction of new ACJ OPS 1.310(a)(3), arising from NPA OPS 24

Subpart K

(a) Amendment to AMC OPS 1.745, arising from NPA OPS 24

(b) Amendment to AMC OPS 1.755, arising from NPA OPS 24

Subpart L

(a) Introduction of new ACJ OPS 1.865(c)(1)(i), arising from NPA OPS 24

(b) Amendment to ACJ OPS 1.870, arising from NPA OPS 24

Subpart M

(a) Amendment to AMC OPS 1.910(b), arising from NPA OPS 35

(b) Introduction of new AMC OPS 1.910(c), arising from NPA OPS 35

(c) Renumbering of ACM OPS 1.910(b) to AMC OPS 1.910(d), arising from NPA OPS 35

(d) Amendment to Appendix 1 to AMC OPS 1.910(a), (b), and (d), arising from NPA OPS 25

Subpart N

(a) Amendment to AMC OPS 1.945, arising from NPA OPS 24

Subpart O

(a) Introduction of ACJ OPS 1.1005/1.1010/1.1015 and ACJ to Appendix 2 to JAR-OPS 1.1005/1.1010/

1/1015, arising from NPA OPS 24

(b) Deletion of AMC to Appendix 1 to JAR-OPS 1.1005 and Appendix 1 to JAR-OPS 1.1015, arising

from NPA OPS 24

(c) Deletion of IEM to Appendix 1 to JAR-OPS 1.1005/1.1015, arising from NPA OPS 24

JAR-OPS 1



Amendment 8 to JAR-OPS 1 contains a number of amendments, reflecting the results of NPA OPS 36.

SECTION 1

Subpart D

(a) Amendment to JAR-OPS 1.345, arising from NPA-OPS 36.

SECTION 2

Subpart D

(a) Introduction of new ACJ-OPS 1.345, arising from NPA-OPS 36


Amendment 9 to JAR-OPS 1 contains a number of amendments, reflecting the results of NPA-OPS 37 and also some editorial changes to Subparts N and S.

SECTION 1

Subpart K

(a) Amendment to JAR-OPS 1.630, arising from NPA-OPS 37

(b) Amendment to JAR-OPS 1.730, arising from NPA-OPS 37

(c) Amendment to JAR-OPS 1.820, arising from NPA-OPS 37

(d) Amendment to JAR-OPS 1.830, arising from NPA-OPS 37

(e) Amendment to JAR-OPS 1.835, arising from NPA-OPS 37

Subpart N (a) Amendment to JAR-OPS 1.970, editorial change

Subpart S

(a) Amendment to JAR-OPS 1.1255, editorial change

SECTION 2

Subpart K

(a) Introduction of new ACJ OPS 1.730(a)(3), arising from NPA-OPS 37

(b) Deletion of IEM OPS 1.820, arising from NPA-OPS 37

(c) Introduction of new ACJ OPS 1.820, arising from NPA-OPS 37

(d) Deletion of AMC OPS 1.830(c), arising from NPA-OPS 37

JAR-OPS 1

01.03.06 P-20 Amendment 10


Amendment 10 to JAR-OPS 1 contains a number of amendments, reflecting the results of NPA-OPS 39A, NPA-FCL/OPS 1 ZFTT and also some editorial changes to Subparts B, E, I, N, O and P.

SECTION 1

Subpart B

(a) Amendment to Appendix 1 to JAR-OPS 1.005(a)(44) and (45), editorial changes

Subpart D

(a) Amendment to JAR-OPS 1.243, arising from NPA-OPS 39A

(b) Amendment to JAR-OPS 1.398, arising from NPA-OPS 39A

Subpart E (a) Amendment to Appendix 1 JAR-OPS 1.430, Table 7, editorial change

Subpart I

(a) Amendment to JAR-OPS 1.570(g), editorial change

Subpart L

(a) Amendment to JAR-OPS 1.865(c)(2), arising from NPA-OPS 39A

Subpart N

(a) Amendment to JAR-OPS 1.945(d) new paragraph, arising from NPA-FCL/OPS 1 ZFTT

(b) Amendment to JAR-OPS 1.965(a)(4)(i), editorial change

(c) Amendment to JAR-OPS 1.978, arising from NPA-OPS 39A

(d) Amendment to JAR-OPS 1.980(d)(1), editorial change

(e) Amendment to Appendix 1 to JAR-OPS 1.945 (deletion of para (c)(1) and (2), arising from NPA-

FCL/OPS 1 ZFTT

(f) Introduction of Appendix 1 to JAR-OPS 1.978, arising from NPA-OPS 39A

(g) Amendment to Appendix 1 to JAR-OPS 1.980, arising from NPA-FCL/OPS 1 ZFTT

Subpart O

(a) Amendment to running header of JAR-OPS 1.1000(b) (continued), editorial change

(b) Amendment to Appendix 1 to JAR-OPS 1.1005(i)(1)(ii), editorial change

(c) Amendment to Appendix 1 to JAR-OPS 1.1015(b)(a)(i), editorial change

(d) Amendment to Appendix 1 to JAR-OPS 1.1020(a), editorial change

(e) Amendment to JAR-OPS 1.1035, editorial change

JAR-OPS 1

Amendment 11 P-21 01.08.06

SECTION 2

Subpart D

(a) Amendment of ACJ OPS 1.243, arising from NPA-OPS 39A

Subpart N

(a) Introduction of new ACJ OPS 1.978, arising from NPA-OPS 39A

(b) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(b)(1), arising from NPA-OPS 39A

(c) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(b)(2), arising from NPA-OPS 39A

(d) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(b)(3), arising from NPA-OPS 39A

(e) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(b)(4), arising from NPA-OPS 39A

(f) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(b)(5), arising from NPA-OPS 39A

(g) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(b)(6), arising from NPA-OPS 39A

(h) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(b)(9), arising from NPA-OPS 39A

(i) Introduction of new ACJ to Appendix 1 to JAR-OPS 1.978(c)(1)(i), arising from NPA-OPS 39A

Subpart O

(a) Amendment of ACJ OPS 1.1005/1.1010/1.1015 and ACJ to Appendix 2 to JAR-OPS

1.1005/1.1010/1.1015, 2.2 and 2.6, editorial changes

(b) Amendment of IEM OPS 1.1015, editorial change

Subpart P

(a) Amendment to running header of IEM OPS 1.1040(b) (continued), editorial change

(b) Amendment to running header of IEM OPS 1.1045(c), editorial change

(c) Amendment of IEM OPS 1.1045(c), editorial change


Amendment 11 to JAR-OPS 1 contains a number of amendments and editorial changes, reflecting the results of NPA-OPS 42 and NPA-OPS 44. It also contains additional editorial changes which are outside the scope of the NPAs.

SECTION 1

Subpart N

(a) Amendment to JAR-OPS 1.943, arising from NPA-OPS 42 (editorial change)

(b) Amendment to JAR-OPS 1.945, arising from NPA-OPS 42 (editorial change)

(c) Amendment to JAR-OPS 1.955, arising from NPA-OPS 42 (editorial change)

(d) Amendment to JAR-OPS 1.965, arising from NPA-OPS 42 (editorial change)

(e) Amendment to JAR-OPS 1.978, editorial change

(f) Amendment to Appendix 1 to JAR-OPS 1.945, arising from NPA-OPS 42 (editorial change)

(g) Amendment to Appendix 1 to JAR-OPS 1.965, arising from NPA-OPS 42

JAR-OPS 1

01.08.06 P-22 Amendment 11

Subpart O

(a) Amendment to JAR-OPS 1.1005, arising from NPA-OPS 44 (editorial change) and additional

editorial change

(b) Amendment to JAR-OPS 1.1010, arising from NPA-OPS 44 (editorial change) and additional

editorial change

(c) Amendment to JAR-OPS 1.1015, arising from NPA-OPS 44 (editorial change) and additional

editorial change

(d) Amendment to JAR-OPS 1.1020, arising from NPA-OPS 44 (editorial change)

(e) Amendment to Appendix 1 to JAR-OPS 1.1005, editorial change

(f) Amendment to Appendix 1 to JAR-OPS 1.1010, arising from NPA-OPS 44 and editorial change

(g) Amendment to Appendix 1 to JAR-OPS 1.1015, arising from NPA-OPS 44 and editorial change

(h) Amendment to Appendix 2 to JAR-OPS 1.1005/1.1010/1.1015, editorial change

(i) Amendment to Appendix 1 to JAR-OPS 1.1020, arising from NPA-OPS 44

SECTION 2

Subpart N

(a) Amendment to AMC OPS 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e), arising from NPA-OPS 42

(b) Amendment to IEM OPS 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e), arising from NPA-OPS 42

Subpart O

(a) Amendment to ACJ OPS 1.1005/1.1010/1.1015, editorial change

(b) Amendment to IEM OPS 1.1005/1.1010/1.1015/1.1020, arising from NPA-OPS 44


SECTION 1 JAR-OPS 1

Amendment 2 1-0-1 01.07.00

SECTION 1 – REQUIREMENTS

1 GENERAL

This Section contains the Requirements for Air Operator Certi f icate Holders. 2 PRESENTATION [2.1 The requirements of JAR–OPS are presented in two columns on loose pages, each page being identif ied by the date of issue and/or the Amendment number under which i t is amended or reissued.] 2.2 Sub-headings are in italic typeface. 2.3 Explanatory Notes not forming part of the requirements appear in smaller typeface. [2.4 New, amended and corrected text wil l be enclosed within heavy brackets unti l a subsequent ‘Amendment’ is issued.]

JAR-OPS 1 SECTION 1

01.07.00 1-0-2 Amendment 2


SECTION 1 JAR-OPS 1 Subpart A

SUBPART A – APPLICABILITY

JAR-OPS 1.001 Applicability (See Appendix 1 to JAR-OPS

1.001)

(a) JAR-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, its registered office] is in a JAA Member State. JAR-OPS 1 does not apply:

(1) to aeroplanes when used in military, customs and police services; nor

(2) to parachute dropping and firefighting flights, and to associated positioning and return flights in which the persons carried are those who would normally be carried on parachute dropping or firefighting; nor

(3) to flights immediately before, during, or immediately after an aerial work activity provided these flights are connected with that aerial work activity and in which, excluding crew members, no more than 6 persons indispensable to the aerial work activity are carried.

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


(1) For operators of aeroplanes over 10 tonnes Maximum Take-Off Mass or with a maximum approved passenger seating configuration of 20 or more, or with mixed fleets of aeroplanes above and below this discriminant, no later than 1 April 1998 unless otherwise indicated.

(2) For operators of all other aeroplanes, no later than 1 October 1999 unless otherwise indicated.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01, Amdt. 7, 01.09.04]


Amendment 7 1-A-1 01.09.04

JAR-OPS 1 Subpart A SECTION 1

01.0904 1-A-2 Amendment 7

Appendix 1 to JAR-OPS 1.001 Late compliance dates contained in JAR-OPS 1

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

JAR-OPS 1.470 (f) Page 1-F-1 – 1 April 2000

JAR-OPS 1.652 ‘Notes’ Page 1-K-3 – 1 April 1999

JAR-OPS 1.652 (m) Page 1-K-4 – 1 April 2000

JAR-OPS 1.665 (a)(2) Page 1-K-4 –1 January 1999

JAR-OPS 1.668 (a)(1) Page 1-K-5 – 1 January 2000

JAR-OPS 1.668 (a)(2) Page 1-K-5 – 1 January 2005

JAR-OPS 1.670 (a)(3) Page 1-K-5 – 1 April 1999

JAR-OPS 1.685 Page 1-K-5 – 1 April 2002

JAR-OPS 1.705 (a) Page 1-K-7 – 1 April 2000



JAR-OPS 1.805 (a)(2) Page 1-K-16 – 1 April 2000

JAR-OPS 1.805 (c)(2) Page 1-K-16 – 1 April 2000


SECTION 1 JAR-OPS 1 Subpart B

Amendment 7 1-B-1 01.09.04

JAR-OPS 1.005 General

(a) An operator shall not operate an aeroplane

for the purpose of commercial air transportation other

than in accordance with JAR-OPS Part 1. For

operations of Performance Class B aeroplanes;

alleviated requirements, can be found in Appendix 1

to JAR-OPS 1.005(a).

(b) An operator shall comply with the

requirements in JAR-26 applicable to aeroplanes

operated for the purpose of commercial air

transportation. Until formal implementation of

JAR-26, current national aviation regulations will

apply.

(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.

(d) Air Taxi and Aeroplane Emergency Medical

Service (EMS) operations shall be conducted in

accordance with the requirements contained in

JAR-OPS Part 1 except for the variations contained in

Subpart Q, Appendices A and B respectively.

(e) All Synthetic Training Devices (STD), such

as Flight Simulators or Flight Training Devices (FTD),

replacing an aeroplane for training and/or checking

purposes are to be qualified in accordance with

JAR-STD requirements and user approved by the

Authority for the exercises to be conducted.

[Amdt. 3, 01.12.01; Amdt. 5, 01.03.03]

JAR-OPS 1.010 Exemptions

The Authority may exceptionally and temporarily

grant an exemption from the provisions of JAR-OPS

Part 1 when satisfied that there is a need and subject to

compliance with any supplementary condition the

Authority considers necessary in order to ensure an

acceptable level of safety in the particular case.

JAR-OPS 1.015 Operational Directives

(a) 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 JAR-OPS Part 1.

JAR-OPS 1.020 Laws, Regulations and

Procedures – Operator’s

Responsibilities

(a) 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.

JAR-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.

JAR-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.

JAR-OPS 1.035 Quality system

(See AMC OPS 1.035 and IEM

OPS 1.035)

(a) An operator shall establish one Quality

System and designate one Quality Manager to

monitor compliance with, and the adequacy of,

procedures required to ensure safe operational

practices and airworthy aeroplanes. Compliance

monitoring must include a feed-back system to the

Accountable Manager (See also JAR-OPS 1.175(h))

to ensure corrective action as necessary.

SUBPART B – GENERAL

JAR-OPS 1 Subpart B SECTION 1

01.09.04 1-B-2 Amendment 7

(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.

(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.

[Ch. 1, 01.03.98]

JAR-OPS 1.037 Accident prevention and

flight safety programme

(See [ACJ] OPS 1.037)

(a) An operator shall establish [and maintain] an

accident prevention and flight safety programme,

which may be integrated with the Quality System,

including:

(1) Programmes to achieve and maintain

risk awareness by all persons involved in

operations; and

(2) An occurrence reporting scheme to

enable the collation and assessment of relevant

incident and accident reports in order to identify

adverse trends or to address deficiencies in the

interests of flight safety. The scheme shall protect

the identity of the reporter and include the

possibility that reports may be submitted

anonymously (See ACJ OPS 1.037(a)(2)); and

(3) Evaluation of relevant information

relating to incidents and accidents and the

promulgation of related information, but not the

attribution of blame; and

(4) [From 1 January 2005, a flight data

monitoring programme for those aeroplanes in

excess of 27 000kg MCTOM. Flight Data

Monitoring (FDM) is the pro-active use of digital

flight data from routine operations to improve

aviation safety. The flight data monitoring

programme shall be non-punitive and contain

adequate safeguards to protect the source(s) of the

data. (See ACJ OPS 1.037 (a)(4)); and]

[(5)] The appointment of a person

accountable for managing the programme.

(b) Proposals for corrective action resulting

from the accident prevention and flight safety

programme shall be the responsibility of the person

accountable for managing the programme.

(c) The effectiveness of changes resulting from

proposals for corrective action identified by the

accident and flight safety programme shall be

monitored by the Quality Manager.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01, Amdt. 7, 01.09.04]

JAR-OPS 1.040 Additional 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.

JAR-OPS 1.045 Intentionally blank

JAR-OPS 1.050 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.

[Ch. 1, 01.03.98]

JAR-OPS 1.055 Information on emergency

and survival equipment

carried

An operator shall ensure that there are available for

immediate communication to rescue coordination

centres, lists 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

supplies, water supplies and the type and frequencies

of emergency portable radio equipment.

JAR-OPS 1.060 Ditching

An operator shall not operate an aeroplane with an

approved 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.

JAR-OPS 1.035 (continued) JAR-OPS 1.037(b) (continued)


Amendment 7 1-B-3 01.09.04

JAR-OPS 1.065 Carriage of weapons of war

and munitions of war

(See IEM OPS 1.065)

(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.

[Ch. 1, 01.03.98]

JAR-OPS 1.070 Carriage of sporting

weapons and ammunition

(See IEM OPS 1.070)

(a) An operator shall take all reasonable

measures to ensure that any sporting weapons

intended to be carried by air are reported to him.

(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 JAR-OPS 1.1160(b)(5)) as defined

in JAR-OPS 1.1150(a)(14).

[Ch. 1, 01.03.98]

JAR-OPS 1.075 Method of carriage of

persons


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.

[Ch. 1, 01.03.98]

JAR-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.

[Ch. 1, 01.03.98]

JAR-OPS 1.085 Crew responsibilities

(See ACJ OPS 1.085(e)(3))

(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.

(b) A crew member shall:

(1) Report to the commander any fault,

failure, malfunction or defect which he believes

may affect the airworthiness or safe operation of

the aeroplane including emergency systems.

(2) Report to the commander any incident

that endangered, or could have endangered, the

safety of operation; and

(3) Make use of the operator’s occurrence

reporting schemes in accordance with JAR-OPS

1.037(a)(2). In all such cases, a copy of the report(s)

shall be communicated to the commander

concerned.

(c) Nothing in paragraph (b) above shall oblige a

crew member to report an occurrence which has

already been reported by another crew member.

(d) 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;

JAR-OPS 1.075(a) (continued)


01.09.04 1-B-4 Amendment 7

(2) Until a reasonable time period has

elapsed after deep water diving;

(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

(5) If he knows or suspects that he is

suffering from fatigue, or feels unfit to the extent

that the flight may be endangered.

(e) 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.

(f) The commander shall:

(1) Be responsible for the [safety of all

crew members, passengers and cargo on board, as

soon as he arrives on board, until he leaves the

aeroplane at the end of the flight;

(2) Be responsible for the operation and

safety of the aeroplane from the moment the

aeroplane is first ready to move for the purpose of

taxying prior to take-off until the moment it finally

comes to rest at the end of the flight and the

engine(s) used as primary propulsion units are shut

down;]

([3]) 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;

([4]) 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;

([5]) 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;

([6]) Have the right to refuse transportation

of inadmissible passengers, deportees or persons in

custody if their carriage poses any risk to the safety

of the aeroplane or its occupants;

([7]) Ensure that all passengers are briefed

on the location of emergency exits and the location

and use of relevant safety and emergency

equipment;

([8]) Ensure that all operational procedures

and check lists are complied with in accordance

with the Operations Manual;

([9]) 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;

([10]) 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 be preserved for incident or accident

investigation nor permit recorded data to be

manually erased during or after flight in the

event of an accident or an incident subject to

mandatory reporting;

([11]) Decide whether or not to accept an

aeroplane with unserviceabilities allowed by the

CDL or MEL; and

([12]) Ensure that the pre-flight inspection

has been carried out.

(g) The commander or the pilot to whom

conduct of the flight has been delegated 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.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04]

JAR-OPS 1.090 Authority of the

commander


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.

Ch. 1, 01.03.98

[JAR-OPS 1.095 Authority to taxy an

aeroplane

(a) An operator shall take all reasonable steps to

ensure that an aeroplane in his charge is not taxied on

the movement area of an aerodrome by a person other

than a flight crew member, unless that person, seated

at the controls: ]

JAR-OPS 1.085(d) (continued) JAR-OPS 1.085(f) (continued)


Amendment 7 1-B-5 01.09.04

[ (1) Has been duly authorised by the

operator or a designated agent and is competent to;

(i) taxy the aeroplane;

(ii) use the radio telephone; and

(2) Has received instruction in respect of

aerodrome layout, routes, signs, marking, lights,

air traffic control signals and instructions,

phraseology and procedures, and is able to

conform to the operational standards required for

safe aeroplane movement at the aerodrome.]

[Amdt. 7, 01.09.04]

JAR-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.

JAR-OPS 1.105 Unauthorised carriage


ensure that no person secretes himself or secretes

cargo on board an aeroplane.

[Ch. 1, 01.03.98]

JAR-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.

[Ch. 1, 01.03.98]

JAR-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.

[Ch. 1, 01.03.98]

JAR-OPS 1.120 Endangering safety


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.

Ch. 1, 01.03.98

JAR-OPS 1.125 Documents to be carried

(See Appendix 1 to JAR-OPS

1.125)

(a) An operator shall ensure that the following

are carried on each flight:

(1) The Certificate of Registration;

(2) The Certificate of Airworthiness;

(3) The original or a copy of the Noise

Certificate (if applicable)[, including an English

translation, where one has been provided by the

Authority responsible for issuing the noise

certificate;]

(4) The original or a copy of the Air

Operator Certificate;

(5) The Aircraft Radio Licence; and

(6) The original or a copy of the 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.

[Amdt. 3, 01.12.01; Amdt. 7, 01.09.04]

JAR-OPS 1.130 Manuals to be carried

(a) 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



01.09.04 1-B-6 Amendment 7

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

JAR-OPS 1.1045, Appendix 1, Part B contains

relevant information for that aeroplane.

JAR-OPS 1.135 Additional information and

forms to be carried

(a) An operator shall ensure that, in addition to

the documents and manuals prescribed in JAR-OPS

1.125 and JAR-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 JAR-OPS 1.1060;

(2) Aeroplane Technical Log containing

at least the information required in JAR-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 personnel, if not

considered as crew, handicapped persons,

inadmissible passengers, deportees and persons in

custody;

(8) Notification of special loads including

dangerous goods including written information to

the commander as prescribed in JAR-OPS

1.1215(d);

(9) Current maps and charts and

associated documents as prescribed in JAR-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 permit the information

detailed 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.

JAR-OPS 1.140 Information retained on the

ground


(1) 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

(ii) The information is retained until

it has been duplicated at the place at which it

will be stored in accordance with JAR–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 (JAR-OPS 1.625 refers); and

(5) Special loads notification.

JAR-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.

JAR-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.

JAR-OPS 1.130(a)(2) (continued)


Amendment 7 1-B-7 01.09.04

JAR-OPS 1.155 Preservation of

documentation


(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

(2) Where a crew member, in respect of

whom an operator has kept a record in accordance

with Subpart Q, becomes a crew member for

another operator, that record is made available to

the new operator.

JAR-OPS 1.160 Preservation, production

and use of flight recorder

recordings

[(See ACJ OPS 1.160(a)(1)

and (2)]

(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

JAR-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 to retrieve and

convert the stored data into engineering

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.

(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 incident subject to

mandatory reporting except with the consent of all

crew members concerned.

(2) The flight data recorder recordings

may not be used 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.

[Amdt. 7, 01.09.04]

JAR-OPS 1.165 Leasing

(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.

(3) JAA operator – An operator

certificated under JAR-OPS Part 1 by one of the

JAA Member States.

(b) Leasing of aeroplanes between JAA

operators

(1) Wet lease-out. A JAA operator

providing an aeroplane and complete crew to

another JAA 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

[(See ACJ OPS 1.165(b)(2))]

(i) Except as provided by

subparagraph (b)(1) above, a JAA operator

utilising an aeroplane from, or providing it to,

another JAA operator, must obtain prior

approval for the operation from his

respective Authority. Any conditions which

JAR-OPS 1.160 (continued)


01.09.04 1-B-8 Amendment 7

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.

(c) Leasing of aeroplanes between a JAA

operator and any entity other than a JAA operator

(1) Dry lease-in

(i) A JAA operator shall not dry

lease-in an aeroplane from an entity other

than a JAA operator, unless approved by the

Authority. Any conditions which are part of

this approval must be included in the lease

agreement.

(ii) A JAA 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 JAR-26, are notified to and are

acceptable to the Authority.

(2) Wet lease-in

[(See ACJ OPS 1.165(c)(2))]

(i) A JAA operator shall not wet

lease-in an aeroplane from an entity other

than a JAA operator without the approval of

the Authority.

(ii) A JAA operator shall ensure that,

with regard to aeroplanes that are wet

leased-in:

(A) The safety standards of the

lessor with respect to maintenance 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 has a

standard Certificate of Airworthiness

issued in accordance with ICAO

Annex 8. Standard Certificates of

Airworthiness issued by a JAA

Member State other than the State

responsible for issuing the AOC, will

be accepted without further showing

when issued in accordance with

JAR-21; and

(D) Any JAA requirement

made applicable by the lessee’s

Authority is complied with.

(3) Dry lease-out

(i) A JAA operator may dry

lease-out an aeroplane for the purpose of

commercial air transportation to any

operator of a State which is signatory to the

Chicago Convention provided that the

following conditions are met:

(A) The Authority has

exempted the JAA operator from the

relevant provisions of JAR-OPS Part 1

and, after the foreign regulatory

authority has accepted responsibility

in writing for surveillance of the

maintenance and operation of the

aeroplane(s), has removed the

aeroplane from its AOC; and

(B) The aeroplane is

maintained according to an approved

maintenance programme.

(4) Wet lease-out. A JAA 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.

[ ]

[Amdt. 7, 01.09.04]



JAR-OPS 1.165(b)(2)(i) (continued) JAR-OPS 1.165(c)(2)(ii) (continued)


Amendment 7 1-B-9 01.09.04

Appendix 1 to JAR-OPS 1.005(a)

Operations of performance class B

aeroplanes.

(See ACJ to Appendix 1 to JAR-OPS 1.005(a))

(a) Terminology

(1) A to A operations – Take-off and

landing are made at the same place.

(2) A to B operations – Take-off and

landing are made at different places.

(3) Night – The hours between the end of

evening civil twilight and the beginning of

morning civil twilight or such other period

between sunset and sunrise, as may be prescribed

by the appropriate authority. (See ACJ to

Appendix 1 to JAR-OPS 1.005(a) para 7)

(b) Operations, to which this Appendix is

applicable, may be conducted in accordance with the

following alleviations.

(1) JAR-OPS 1.035 Quality System:

See: AMC OPS 1.175 for description of

small and very small operators.

In the case of a very small operator, the post

of Quality Manager may be held by a nominated

postholder if external auditors are used. This

applies also where the accountable manager is

holding one or several of the nominated posts.

(2) JAR-OPS 1.037 Accident prevention

and flight safety programme:

(See ACJ to Appendix 1 to JAR-OPS 1.005

(a))

(3) JAR-OPS 1.075 Methods of carriage

of persons:

Not required for VFR operations of single

engine aeroplanes.

(4) JAR-OPS 1.100 Admission to the flight

deck:

(i) An operator must establish rules

for the carriage of passengers in a pilot seat.

(ii) The commander must ensure

that;

(A) Carriage of passengers in

a pilot seat does not cause distraction

and/or interference with the operation

of the flight; and

(B) The passenger occupying

a pilot seat is made familiar with the

relevant restrictions and safety

procedures.

(5) JAR-OPS 1.105 Unauthorised

Carriage:

Not required for VFR operations of single

engine aeroplanes.

(6) JAR-OPS 1.135 Additional

information and forms to be carried:

(i) For A to A VFR operations of

single engine aeroplanes by day, the

following documents need not be carried:

(A) Operational Flight Plan;

(B) Aeroplane Technical Log;

(C) NOTAM/AIS briefing

documentation;

(D) Meteorological

Information;

(E) Notification of special

categories of passengers ... etc.; and

(F) Notification of special

loads including dangerous goods ...

etc.

(ii) For A to B VFR operations of

single engine aeroplanes by day.

Notification of special categories of

passengers as described in JAR-OPS 1.135

(a)(7) does not need to be carried.

(iii) For A to B VFR operations by

day, the Operational Flight Plan may be in a

simplified form and must meet the needs of

the type of operation.

(7) JAR-OPS 1.215 Use of Air Traffic

Services:

For VFR operations of single engine

aeroplanes by day, non-mandatory contact with

ATS shall be maintained to the extent appropriate

to the nature of the operation. Search and rescue

services must be ensured in accordance with

JAR-OPS 1.300.

(8) JAR-OPS 1.225 Aerodrome Operating

Minima:

For VFR operations, the standard VFR

operating minima will normally cover this

requirement. Where necessary, the operator shall

specify additional requirements taking into

account such factors as radio coverage, terrain,

nature of sites for take-off and landing, flight

conditions and ATS capacity

(9) JAR-OPS 1.235 Noise abatement

procedures:

Not applicable to VFR operations of single

engine aeroplanes.

App. 1 to JAR-OPS 1.005(a) (continued)


01.09.04 1-B-10 Amendment 7

(10) JAR-OPS 1.240 Routes and Areas of

Operation:

Subparagraph (a)(1) is not applicable to A to

A VFR operations of single engine aeroplanes by

day.

(11) JAR-OPS 1.250 Establishment of

minimum flight altitudes:

For VFR operations by day, this requirement

is applicable as follows. An operator shall ensure

that operations are only conducted along such

routes or within such areas for which a safe terrain

clearance can be maintained and shall take account

of such factors as temperature, terrain,

unfavourable meteorological conditions (e.g.

severe turbulence and descending air currents,

corrections for temperature and pressure variations

from standard values).

(12) JAR-OPS 1.255 Fuel Policy:

(i) For A to A Flights - An operator

shall specify the minimum fuel contents at

which a flight must end. This minimum, final

reserve, fuel must not be less than the

amount needed to fly for a period of 45

minutes.

(ii) For A to B Flights – An operator

shall ensure that the pre-flight calculation of

usable fuel required for a flight includes;

(A) Taxi fuel - Fuel consumed

before take-off, if significant; and

(B) Trip fuel (Fuel to reach the

destination); and

(C) Reserve fuel -

(1) Contingency fuel -

Fuel that is not less than 5% of

the planned trip fuel or, in the

event of in-flight replanning,

5% of the trip fuel for the

remainder of the flight; and

(2) Final reserve fuel -

Fuel to fly for an additional

period of 45 minutes (piston

engines) or 30 minutes (turbine

engines); and

(D) Alternate fuel - Fuel to

reach the destination alternate via the

destination, if a destination alternate is

required

(E) Extra fuel – Fuel that the

commander may require in addition to

that required under subparagraphs (A)

– (D) above.

(13) JAR-OPS 1.265 Carriage of

inadmissible passengers, deportees or persons in

custody:

For VFR operations of single engine

aeroplanes and where it is not intended to carry

inadmissible passengers, deportees or persons in

custody, an operator is not required to establish

procedures for the carriage of such passengers.

(14) JAR-OPS 1.280 Passenger Seating:

Not Applicable to VFR operations of single

engine aeroplanes.

(15) JAR-OPS 1.285 Passenger Briefing:

Demonstration and briefing shall be given as

appropriate to the kind of operations. In single

pilot operations, the pilot may not be allocated

tasks distracting him from his flying duties.

(16) JAR-OPS 1.290 Flight Preparation:

(i) Operational Flight Plan for A to

A operations - Not Required.

(ii) A to B operations under VFR by

day - An operator shall ensure that a

simplified form of an operational flight plan

which is relevant to the type of operation is

completed for each flight.

(17) JAR-OPS 1.295 Selection of

aerodromes:

Not applicable to VFR operations. The

necessary instructions for the use of aerodromes

and sites for take-off and landing are to be issued

with reference to JAR-OPS 1.220.

(18) JAR-OPS 1.310 Crew members at

stations:

For VFR operations, instructions on this

matter are required only where two pilot operations

are conducted.

(19) JAR-OPS 1.375 In-flight fuel

management:

Appendix 1 to JAR-OPS 1.375 is not

required to be applied to VFR operations of single

engine aeroplanes by day.

(20) JAR-OPS 1.405 Commencement and

continuation of approach:

Not applicable to VFR operations.

(21) JAR-OPS 1.410 Operating procedures

- threshold crossing height:


App. 1 to JAR-OPS 1.005(a) (continued) App. 1 to JAR-OPS 1.005(a) (continued)


Amendment 7 1-B-11 01.09.04

(22) JAR-OPS 1.430 to 1.460, including

appendices:


(23) JAR-OPS 1.530 Take-off:

(i) Subparagraph (a) applies with

the following addition. The Authority may,

on a case by case basis, accept other

performance data produced by the operator

and based on demonstration and/or

documented experience. Subparagraphs (b)

and (c) apply with the following addition.

Where the requirements of this paragraph

cannot be complied with due to physical

limitations relating to extending the runway

and there is a clear public interest and

necessity for the operation, the Authority

may accept, on a case by case basis, other

performance, not conflicting with the

Aeroplane Flight Manual, data relating to

special procedures, produced by the operator

based on demonstration and/or documented

experience.

(ii) An operator wishing to conduct

operations according to subparagraph (i)

must have the prior approval of the Authority

issuing the AOC. Such an approval will:

(A) Specify the type of

aeroplane;

(B) Specify the type of

operation;

(C) Specify the aerodrome(s)

and runways concerned;

(D) Restrict the take-off to be

conducted under VMC;

(E) Specify the crew

qualificaton, and

(F) Be limited to aeroplanes

where the firsts type certificate was

first issued before 1 January 2005.

(iii) The operation must be accepted

by the state in which the aerodrome is

located.

(24) JAR-OPS 1.535 Take-off Obstacle

Clearance – Multi-Engined aeroplanes:

(i) Subparagraphs (a)(3), (a)(4),

(a)(5), (b)(2), (c)(1), (c)(2) and the Appendix

are not applicable to VFR operations by day.

(ii) For IFR or VFR operations by

day, sub-paragraphs (b) and (c) apply with

the following variations.

(A) Visual course guidance is

considered available when the flight

visibility is 1 500 m or more

(B) The maximum corridor

width required is 300 m when flight

visibility is 1 500 m or more.

(25) JAR-OPS 1.545 Landing Destination

and Alternate Aerodromes:

(i) The paragraph applies with the

following addition. Where the requirements

of this paragraph cannot be complied with

due to physical limitations relating to

extending the runway and there is a clear

public interest and operational necessity for

the operation, the Authority may accept, on a

case by case basis, other performance data,

not conflicting with the Aeroplane Flight

Manual relating to special procedures,

produced by the operator based on

demonstration and/or documented

experience.


operations according to subparagraph (I)

must have prior approval of the Authority



aeroplane;


operation;



(D) Restrict the final approach

and landing to be conducted under

VMC;


qualification, and


where the type certificate was first

issued before 1 January 2005.



located.

(26) JAR-OPS 1.550 Landing Dry

Runways:

(i) The paragraph applies with the

following addition. Where the requirements

of this paragraph cannot be complied with

due to physical limitations relating to

extending the runway and there is a clear

public interest and operational necessity for

the operation, the Authority may accept, on a

case by case basis, other performance data,



01.09.04 1-B-12 Amendment 7

not conflicting with the Aeroplane Flight

Manual, relating to special procedures,

produced by the operator based on

demonstration and/or documented

experience.


operations according to subparagraph (i)

must have prior approval of the Authority



aeroplane;


operation;



(D) Restrict the final approach

and landing to be conducted under

VMC;


qualification; and


where the first type certificate was

issued before 1 January 2005.



located.

(27) JAR-OPS 1.640 Aeroplane operating

lights:

The Authority may grant an exemption from

some or all of the requirements of subparagraph (a)

until 1 January 2005 for the operation of single

engine aeroplanes, operated under VFR by day,

first issued with an individual certificate of

airworthiness before 22 May 1995, without an

electrical generating system. This is subject to

approval of any other state overflown

(28) JAR-OPS 1.650 Day VFR operations:

Paragraph 1.650 is applicable with the

following addition. Single engine aeroplanes, first

issued with an individual certificate of

airworthiness before 22 May 1995, may be

exempted from the requirements of subparagraphs

(f), (g), (h) and (i) by the Authority if the fulfilment

would require retrofitting.

(29) JAR-OPS 1.905 Operator’s

Maintenance Management Exposition

The MME may be adapted to the operation to

be conducted.

(30) JAR-OPS 1.915 Aeroplane Technical

Log:

(See ACJ to Appendix 1 to JAR-OPS

1.1005(a))

The Authority may approve an abbreviated

form of Technical Log System, relevant to the type

of operation conducted.

(31) JAR-OPS 1.940 Composition of Flight

Crew:

Subparagraphs (a)(2), (a)(4), and (b) are not

applicable to VFR operations by day, except that

(a)(4) must be applied in full where 2 pilots are

required by JAR-OPS Part 1.

(32) JAR-OPS 1.945 Conversion training

and checking:

(i) Subparagraph (a)(7) - Line

flying under supervision (LIFUS) may be

performed on any aeroplane within the

applicable class. The amount of LIFUS

required is dependant on the complexity of

the operations to be performed.

(ii) Subparagraph (a)(8) is not

required.

(33) JAR-OPS 1.955 Nomination as

commander:

Subparagraph (b) applies as follows.

The Authority may accept an abbreviated

command course relevant to the type of operation

conducted.

(34) JAR-OPS 1.960 Commanders holding

a Commercial Pilot Licence

Subparagraph (a)(1)(i) is not applicable to

VFR operations by day.

(35) JAR-OPS 1.965 Recurrent training

and checking:

(i) Subparagraph (a)(1) shall be

applied as follows for VFR operations by

day. All training and checking shall be

relevant to the type of operation and class of

aeroplane on which the flight crew member

operates with due account taken of any

specialised equipment used.

(ii) Subparagraph (a)(3)(ii) applies

as follows. Training in the aeroplane may be

conducted by a Class Rating Examiner

(CRE), a Flight Examiner (FE) or a Type

Rating Examiner (TRE).

(iii) Subparagraph (a)(4)(i) applies

as follows. Operator proficiency check may

be conducted by a Type Rating Examiner



Amendment 10 1-B-13 01.03.06

(TRE), Class Rating Examiner (CRE) or by a

suitably qualified commander nominated by

the operator and acceptable to the Authority,

trained in CRM concepts and the assessment

of CRM skills.

(iv) Sub-paragraph (b)(2) shall be

applicable as follows for VFR operations by

day. - In those cases where the operations are

conducted during seasons not longer than 8

consecutive months, 1 operator proficiency

check is sufficient. This proficiency check

must be undertaken before commencing

commercial air transport operations.

(36) JAR-OPS 1.968 Pilot qualification for

either pilot's seat:

Appendix 1 is not applicable to VFR

operations of single engine aeroplanes by day.

(37) JAR-OPS 1.975 Route and Aerodrome

Competence:

(i) For VFR operations by day,

subparagraphs (b), (c) and (d) are not

applicable, except that the operator shall

ensure that in the cases where a special

approval by the state of the aerodrome is

required, the associated requirements are

observed.

(ii) For IFR operations or VFR

operations by night, as an alternative to

subparagraphs (b) - (d), route and aerodrome

competence may be revalidated as follows.

(A) Except for operations to

the most demanding aerodromes, by

completion of at least 10 sectors

within the area of operation during the

preceding 12 months in addition to any

required self briefing.

(B) Operations to the most

demanding aerodromes may be

performed only if

(1) The commander has

been qualified at the aerodrome

within the preceding 36 months;

by a visit as an operating flight

crew member or as an observer.

(2) The approach is

performed in VMC from the

applicable minimum sector

altitude; and

(3) An adequate

self-briefing has been made

prior to the flight

(38) JAR-OPS 1.980 More than one type or

variant:

(i) Not applicable if operations are

limited to single pilot classes of piston

engine aeroplanes under VFR by day.

(ii) For IFR and VFR Night

Operations, the requirement in Appendix 1

to JAR-OPS 1.980, subparagraph (d)(2)(i)

for 500 hours in the relevant crew position

before exercising the privileges of 2 licence

endorsements, is reduced to 100 hours or

sectors if one of the endorsements is related

to a class. A check flight must be completed

before the pilot is released for duties as

Commander

(39) JAR-OPS 1.981 Operation of

helicopters and aeroplanes:

Subparagraph (a)(1) is not applicable if

operations are limited to single pilot classes of

piston engine aeroplanes .

(40) JAR-OPS 1.1045 Operations Manual –

structure and contents:

See AMC OPS 1.1045

(41) JAR-OPS 1.1060 Operational flight

plan:

Not required for A to A VFR/Day operations.

For A to B VFR/Day operations the requirement is

applicable but the flight plan may be in a simplified

form relevant to the kind of operations conducted.

(cf. JAR-OPS 1.135).

(42) JAR-OPS 1.1070 MME – Maintenance

Management Exposition:

The MME may be adapted to the operation to

be conducted. (See ACJ to Appendix 1 to

JAR-OPS 1.005(a))

(43) JAR-OPS 1.1071 Aeroplane technical

log:

Applicable as indicated for JAR-OPS 1.915.

(44) Subpart R - Transport of dangerous

goods by air:

See ACJ to Appendix 1 to JAR-OPS

1.[ ]005(a)

(45) JAR-OPS 1.1235 Security

requirements:

See ACJ to Appendix 1 to JAR-OPS

1.[ ]005(a)



01.03.06 1-B-14 Amendment 10

(46) JAR-OPS 1.1240 Training

programmes:

The training programmes shall be adapted to

the kind of operations performed. A self-study

training programme may be acceptable for VFR

operations.

(47) JAR-OPS 1.1250 Aeroplane search

procedure checklist:

Not applicable for VFR operations by day.

[Amdt. 5, 01.03.03; Amdt. 10, 01.03.06]

INTENTIONALLY LEFT BLANK INTENTIONALLY LEFT BLANK

App. 1 to JAR-OPS 1.005(a) (continued)


Amendment 7 1-B-15 01.09.04

Appendix 1 to JAR-OPS 1.125

Documents to be carried

See JAR-OPS 1.125

In case of loss or theft of documents specified in

JAR-OPS 1.125, the operation is allowed to continue

until the flight reaches the base or a place where a

replacement document can be provided.

[Amdt. 3, 01.12.01]




01.09.04 1-B-16 Amendment 7


SECTION 1 JAR-OPS 1 Subpart C

Amendment 3 1-C-1 01.12.01

JAR–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; (See IEM OPS 1.175(c)(2));

(3) Have registered the aeroplanes which are to be operated under the AOC in the State responsible for issuing the AOC; and

(4) Satisfy the Authority that he is able to conduct safe operations.

(d) Notwithstanding sub-paragraph (c)(3) above, an operator may operate, with the mutual agreement of the Authority issuing the AOC and another Authority, aeroplanes registered on the national register of the second-named Authority.

(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 organisation, to determine continued compliance with JAR–OPS.

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

(g) The operator must [ ] [satisfy the Authority that];

[(1) Its organisation and management are suitable and properly matched to the scale and scope of the operation; and

(2) Procedures for the supervision of operations have been defined.]

(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. [(See ACJ OPS 1.035)]

(i) The operator must have nominated post holders, acceptable to the Authority, who are responsible [for the management and supervision of the following areas,]

(1) Flight operations;

(2) The maintenance system;

(3) Crew training; and

(4) Ground operations.

[(See ACJ OPS 1.175(i))]

[(j) A Person may hold more than one of the nominated posts if acceptable to the Authority but, for operators who employ 21 or more full time staff, a minimum of two persons are required to cover the four areas of responsibility. (See ACJ OPS 1.175(j) & (k).)

(k) For operators who employ 20 or less full time staff, one or more of the nominated posts may be filled by the accountable manager if acceptable to the Authority. (See ACJ OPS 1.175(j) & (k).)]

[(l)] The operator must ensure that every flight is conducted in accordance with the provisions of the Operations Manual.

[(m)] The operator must arrange appropriate ground handling facilities to ensure the safe handling of its flights.

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

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

[(p)] 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.

[(q)] The operator must maintain operational support facilities at the main operating base, appropriate for the area and type of operation.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

SUBPART C – OPERATOR CERTIFICATION AND SUPERVISION

JAR-OPS 1.175(h) (continued)

JAR-OPS 1 Subpart C SECTION 1

01.12.01 1-C-2 Amendment 3

JAR–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:

(1) Aeroplanes operated have a standard Certificate of Airworthiness issued in accordance with ICAO Annex 8 by a JAA Member State. Standard Certificates of Airworthiness issued by a JAA Member State other than the State responsible for issuing the AOC, will be accepted without further showing when issued in accordance with JAR–21;

(2) The maintenance system has been approved by the Authority in 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 JAR–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 JAR–OPS 1.175(g) to (o); and

(v) Comply with JAR–OPS 1.175.

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

(c) If the Authority is not satisfied that the requirements of 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.

JAR–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;

(5) The names of major post holders, including those responsible for flight operations, the maintenance system, crew training and ground operations together with their qualifications and experience; and

(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 (see IEM OPS 1.185(b)):

(1) The Operator's Maintenance Management Exposition;

(2) The operator’s aeroplane maintenance programme(s);

(3) The aeroplane technical log;

(4) Where appropriate, the technical specification(s) of the maintenance 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.

JAR–OPS 1.190 Intentionally blank



Amendment 3 1-C-3 01.12.01

Appendix 1 to JAR–OPS 1.175 Contents and conditions of the Air Operator Certificate

An AOC specifies the:

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

(b) Date of issue and period of validity;

(c) Description of the type of operations authorised;

(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 ETOPS RNAV RVSM Transportation of Dangerous Goods.

[Ch. 1, 01.03.98]




01.12.01 1-C-4 Amendment 3

Appendix 2 to JAR–OPS 1.175 The management and organisation of an AOC holder

(a) General [ ] 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 [managerial] competency [together with appropriate technical/operational qualifications] in [ ] aviation.

[ ]

(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)] 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 [Authorities concerned.] [ ]

[(4) Persons nominated as post holders must be contracted to work sufficient hours to fulfil the management functions associated with the scale and scope of the operation.]

[ ]

(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 departments, in particular, must be staffed by trained 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.

[(ii)] The duties and responsibilities of these supervisors must be defined, and any [other] commitments arranged so that they can discharge their supervisory responsibilities.

[(iii)] The supervision of [ ] crew members [and ground staff] must be exercised by individuals possessing experience and personal qualities sufficient to ensure the attainment of the standards specified in the operations manual.

(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, those concerned with operational control, the storage and display of essential records, and flight planning by crews.

(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.

[Amdt. 3, 01.12.01]


Appendix 2 to JAR-OPS 1.175(c)(2) (continued)

SECTION 1 JAR-OPS 1 Subpart D

Amendment 7 1-D-1 01.09.04

JAR-OPS 1.195 Operational Control

(See AMC OPS 1.195)

An operator shall:

(a) Establish and maintain a method of

exercising operational control approved by the

Authority; and

(b) Exercise operational control over any flight

operated under the terms of his AOC.

[Amdt. 3; 01.12.01]

JAR-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.

JAR-OPS 1.205 Competence of Operations

personnel

[(See ACJ OPS 1.205)]

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.

[Amdt. 7, 01.09.04]

JAR-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. (See AMC

OPS 1.210(a).)

(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. (See IEM OPS 1.210 (b).)

(c) An operator shall not require a crew

member to perform any activities during critical

phases of the flight other than those required for the

safe operation of the aeroplane. (See IEM OPS

1.210(c).)

[Ch. 1, 01.03.98]

JAR-OPS 1.215 Use of Air Traffic Services

An operator shall ensure that Air Traffic Services

are used for all flights whenever available.

[JAR-OPS 1.216 In-flight Operational

Instructions

(See ACJ OPS 1.216)

An operator shall ensure that his in-flight

operational instructions involving a change to the air

traffic flight plan shall, when practicable, be co-

ordinated with the appropriate Air Traffic Service

unit before transmission to an aeroplane.]

[Amdt. 7, 01.09.04]

JAR-OPS 1.220 Authorisation of

Aerodromes by the

Operator

(See IEM OPS 1.220)

An operator shall only authorise use of

aerodromes that are adequate for the type(s) of

aeroplane and operation(s) concerned.

JAR-OPS 1.225 Aerodrome Operating

Minima

(a) An operator shall specify aerodrome

operating minima, established in accordance with

JAR-OPS 1.430 for each departure, destination or

alternate aerodrome authorised to be used in

accordance with JAR-OPS 1.220.

(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 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.

SUBPART D – OPERATIONAL PROCEDURES


01.03.06 1-D-2 Amendment 10

JAR-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.

(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 established 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.

JAR-OPS 1.235 N o i s e a b a t e m e n t

p r o c e d u r e s

(a) An operator shall establish operating

procedures for noise abatement during instrument

flight operations in compliance with ICAO PANS

OPS Volume 1 (Doc 8168–OPS/611).

(b) Take-off climb procedures for noise

abatement specified by an operator for any one

aeroplane type should be the same for all

aerodromes.

JAR-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 (JAR-OPS 1.135(a)(9) refers);

(5) If two-engined aeroplanes are used,

adequate aerodromes are available within the

time/distance limitations of JAR-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.

JAR-OPS 1.241 Operation in defined

airspace with Reduced

Vertical Separation Minima

(RVSM)

(See JAA Administrative &

Guidance Material, Section 1,

Part 3, Leaflet 6)

An operator shall not operate an aeroplane in

defined portions of airspace where, based on

Regional Air Navigation Agreement, a vertical

separation minimum of 300m (1 000ft) applies

unless approved to do so by the Authority (RVSM

Approval). (See also JAR-OPS 1.872.)

[Ch. 1, 01.03.98]

JAR-OPS 1.243 Operations in areas with

[speci f ied] navigat ion

performance requirements

(See [ACJ] OPS 1.243)

(a) An operator shall [ensure that] an aeroplane

[operated] in [ ] areas, or [ ] [through] portion[s] of

[ ] airspace, [or on routes where navigation

performance requirements have been specified, is

certified according to these requirements, and, if

required,] [ ] [that] the Authority [has granted the

relevant operational approval. See also JAR-OPS

1.865(c)(2), 1.870 and 1.872.]

[(b) An operator of an aeroplane operating in

areas referred to in (a) shall ensure that all

contingency procedures, specified by the authority

responsible for the airspace concerned, have been

included in the Operations Manual.]

[Ch. 1, 01.03.98; Amdt. 10, 01.03.06]

JAR-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 JAR-OPS 1.246(a)

(ETOPS Approval), an operator shall not operate a

two-engined aeroplane over a route which contains a



Amendment 10 1-D-3 01.03.06

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 A aeroplanes with:

(i) A maximum approved

passenger seating configuration of 19 or

less; and

(ii) A maximum take-off mass less

than 45 360 kg,

the distance flown in 120 minutes or, if approved

by the Authority, up to 180 minutes for turbo-jet

aeroplanes, at the one-engine-inoperative cruise

speed determined in accordance with

subparagraph (b) below (See AMC OPS

1.245(a)(2));

(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

(ii) 300 nautical miles, whichever is

less. (See IEM OPS 1.245(a).)

(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

(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 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.

Note: The speeds and altitudes (flight levels) specified above

are only intended to be used for establishing the maximum

distance from an adequate aerodrome.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

JAR-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 JAR-OPS 1.245 unless approved to

do so by the Authority (ETOPS approval) (See GAI-

20, ACJ 20X6.)

(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

generated serviceability status of the aeroplane,

whichever is shorter. (See also JAR-OPS 1.297(d).)

[Ch. 1, 01.03.98]

JAR-OPS 1.245(a) (continued) JAR-OPS 1.245(b)(2) (continued)


01.09.04 1-D-4 Amendment 7

JAR-OPS 1.250 Establishment of minimum

flight altitudes

(See IEM OPS 1.250)

(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) Every method for establishing minimum

flight altitudes must be 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.

(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 temperature and

pressure variations from standard values;

(2) The ATC requirements; and

(3) Any forseeable contingencies along

the planned route.

JAR-OPS 1.255 Fuel policy

(See AMC OPS 1.255)

(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.

(b) An operator shall ensure that the planning

of flights is at least based upon (1) and (2) below:

(1) Procedures contained in the

Operations Manual and data derived from:

(i) Data provided by the aeroplane

manufacturer; or

(ii) Current aeroplane specific data

derived from a fuel consumption monitoring

system.

(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) Taxy fuel;

(2) Trip fuel;

(3) Reserve fuel consisting of:

(i) Contingency fuel (see IEM OPS

1.255(c)(3)(i));

(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

JAR-OPS 1.255(b) (continued)


Amendment 7 1-D-5 01.09.04

(3) Extra fuel if required by the

commander.

[Amdt. 3, 01.12.01]

JAR-OPS 1.260 Carriage of Persons with

Reduced Mobility

(See IEM OPS 1.260)

(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.

JAR-OPS 1.265 Carriage of inadmissible

passengers, deportees or

persons in custody

An operator shall establish procedures for the

transportation of inadmissible passengers, deportees

or persons in custody to ensure the safety of the

aeroplane and its occupants. The commander must

be notified when the above-mentioned persons are to

be carried on board.

JAR–OPS 1.270 Stowage of baggage and

cargo


1.270 & AMC OPS 1.270)

(a) An operator shall establish procedures to

ensure that only such hand baggage is 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 obstruct aisles and

exits if displaced, is placed in stowages designed to

prevent movement.

[Ch. 1, 01.03.98]


JAR-OPS 1.280 Passenger Seating

(See IEM OPS 1.280)

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.

JAR-OPS 1.285 Passenger briefing

An operator shall ensure that:

(a) General.

(1) Passengers are given a verbal briefing

about safety matters. Parts or all of the briefing

may be provided 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 (JAR-OPS 1.770 and

JAR-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 (JAR-OPS 1.825 refers).

JAR-OPS 1.255(d) (continued)


01.09.04 1-D-6 Amendment 7

(c) After take-off

(1) Passengers are reminded of the

following if applicable:

(i) Smoking regulations; and

(ii) Use of safety belts and/or safety

harnesses [including the safety benefits of

having safety belts fastened when seated

irrespective of seat belt sign illumination.]

(d) Before landing


following if applicable:

(i) Smoking regulations;


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


following:

(i) Smoking regulations; and


harnesses.

(f) In an emergency during flight, passengers

are instructed in such emergency action as may be

appropriate to the circumstances.

[Amdt. 7, 01.09.04]

JAR-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 is not operated

contrary to the provisions of the Configuration

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

JAR-OPS 1.125 and JAR-OPS 1.135 are on

board;

(7) Current maps, charts and associated

documentation or equivalent data are available to

cover the intended operation of the aeroplane

including any diversion which may reasonably be

expected[. This shall include any conversion

tables necessary to support operations where

metric heights, altitudes and flight levels must be

used;]

(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 aerodromes, 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 roll, will be such that

the flight can be conducted in 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.

[Amdt. 7, 01.09.04]

JAR-OPS 1.295 Selection of aerodromes

(See ACJ OPS 1.295)


the selection of destination and/or alternate

aerodromes in accordance with JAR-OPS 1.220

when planning a flight.

(b) An operator must select and specify in the

operational flight plan a take-off alternate if it would

not be possible to return to the aerodrome of

departure for meteorological or performance 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

JAR-OPS 1.285 (continued) JAR-OPS 1.290(b) (continued)


Amendment 7 1-D-7 01.09.04

(ii) The operator’s approved

ETOPS diversion time, subject to any MEL

restriction, up to a maximum of two hours,

at the one-engine-inoperative cruising speed

according to the AFM in still air standard

conditions based on the actual take-off mass

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 remaining engine(s) set at

maximum continuous power.

(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 and useable at the destination and

the appropriate weather reports or forecasts

for the destination aerodrome, or any

combination thereof, indicate that for the

period from one hour before until one hour

after the expected time of arrival at

destination, the ceiling will be at least 2 000

ft or circling height + 500 ft, whichever is

greater, and the visibility will be at least 5

km. (see IEM OPS 1.295(c)(1)(ii)); or

(2) The destination is isolated and no adequate destination alternate exists.

(d) An operator must select two destination alternates when:

(1) The appropriate weather reports or

forecasts for the destination, or any combination

thereof, indicate that 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) No meteorological information is

available.

(e) An operator shall specify any required

alternate(s) in the operational flight plan.

[Amdt. 3, 01.12.01]

JAR-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 JAR-OPS 1.225. The

ceiling must be taken into account when the only

approaches available are non-precision and/or

circling approaches. Any limitation related to one

engine inoperative operations must be taken into

account.

(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 except isolated destination

aerodromes:

(i) RVR/visibility specified in

accordance with JAR-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) and isolated destination

aerodromes:



01.09.04 1-D-8 Amendment 7

Table 1 Planning minima – En-route and

destination alternates

Type of approach Planning Minima

Cat II and III Cat I (Note 1)

Cat I Non-precision (Notes 1 & 2)

Non-precision Non-precision (Notes 1 & 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. An operator shall not select an

aerodrome as an en-route alternate aerodrome unless

the appropriate weather reports or forecasts, or any



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. (See also

AMC OPS 1.255, paragraph 1.3.a.ii.)

(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



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 & 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)(1)(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

Precision Approach Cat II, III (ILS,MLS)

Precision Approach Cat I Minima

Non-Precision Approach Minima

Precision Approach Cat I (ILS,MLS)


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

Non-Precision Approach

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

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

Circling Approach

Circling minima

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

JAR-OPS 1.300 Submission of ATS Flight

Plan

(See AMC OPS 1.300)

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.

JAR–OPS 1.305 Refuelling/defuelling with

passengers embarking, on

board or disembarking


1.305)

(See IEM OPS 1.305)

An operator shall ensure that no aeroplane is

refuelled/defuelled with Avgas or wide cut type fuel

(e.g. 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

JAR-OPS 1.297(b)(2) (continued) JAR-OPS 1.297(d) (continued)


Amendment 7 1-D-9 01.09.04

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.

JAR-OPS 1.307 Refuelling/Defuelling with

wide-cut fuel

(See IEM OPS 1.307)

An operator shall establish procedures for

refuelling/defuelling with wide-cut fuel (e.g. Jet-B or

equivalent) if this is required.

[Ch. 1, 01.03.98]

[JAR-OPS 1.308 Push back and Towing

(See ACJ OPS 1.308)

(a) The operator shall ensure that all push back

and towing procedures comply with appropriate

aviation standards and procedures.

(b) The operator shall ensure that pre- or post-

taxi positioning of the aeroplane is not executed by

towbarless towing unless

(1) an aeroplane is protected by its own

design from damage to the nose wheel steering

system due to towbarless towing operation, or

(2) a system/procedure is provided to

alert the flight crew that such damage may have

or has occurred, or

(3) the towbarless towing vehicle is

designed to prevent damage to the aeroplane

type.]

[Amdt. 7, 01.09.04]

JAR-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.

[(3) During all phases of flight each flight

crew member required to be on flight deck duty

shall remain alert. If a lack of alertness is

encountered, appropriate countermeasures shall

be used. If unexpected fatigue is experienced a

controlled rest procedure, organised by the

commander, can be used if workload permits (see

ACJ OPS 1.310(a)(3)). Controlled rest taken in

this way may never be considered to be part of a

rest period for purposes of calculating flight time

limitations nor used to justify any duty period.]

(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 [critical phases of flight].

(See IEM OPS 1.310(b))

[Amdt. 7, 01.09.04]

JAR-OPS 1.315 Assisting means for

emergency evacuation


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.

JAR-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 and one infant who is

properly secured by a supplementary loop belt or

other restraint device.

JAR-OPS 1.305 (continued) JAR-OPS 1.310(a)(3) (continued)


01.01.05 1-D-10 Amendment 8

JAR-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 unobstructed.

(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.

JAR–OPS 1.330 Accessibility of emergency

equipment

The commander shall ensure that relevant

emergency equipment remains easily accessible for

immediate use.

JAR–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.

JAR–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 JAR-OPS

1.295 are at or above the planning minima,

prescribed in JAR-OPS 1.297.

(b) On an IFR flight a commander shall not

continue beyond:

(1) The decision point when using the

decision point procedure (AMC OPS 1.255,

paragraph 2 refers); or

(2) The pre-determined point when using

the pre-determined point procedure (AMC OPS

1.255, paragraph 4 refers), unless information is

available indicating that the expected weather

conditions at the destination and/or required

alternate aerodrome(s) prescribed in JAR-OPS

1.295 are at or above the applicable aerodrome

operating minima prescribed in JAR-OPS 1.225.

(c) On an IFR flight, a commander shall not

continue towards the planned destination aerodrome

unless the latest information available indicates that,

at the expected time of arrival, the weather

conditions at the destination, or at least one

destination alternate aerodrome, are at or above the

applicable aerodrome operating minima.

(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.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

JAR–OPS 1.345 Ice and other contaminants

– ground procedures

[ (See ACJ OPS 1.345) ]

(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 performance and/or

controllability of the aeroplane except as permitted

in the Aeroplane Flight Manual.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 8, 01.01.05]

JAR–OPS 1.346 Ice and other contaminants

– flight procedures


flights in expected or actual icing conditions. (See

ACJ OPS 1.346 and JAR-OPS 1.675)

(b) A commander shall not commence a flight

nor intentionally fly into expected or actual icing

conditions unless the aeroplane is certificated and

equipped to cope with such conditions.

[Amdt. 3, 01.12.01]

JAR–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



Amendment 8 1-D-11 01.01.05

planned amount of fuel and oil to complete the flight

safely, taking into account the expected operating

conditions.

JAR-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.

JAR-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.

JAR-OPS 1.365 Minimum flight altitudes

(See IEM OPS 1.250)

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.

[Ch. 1, 01.03.98]

JAR-OPS 1.370 Simulated abnormal

situations in flight


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.

JAR-OPS 1.375 In-flight fuel management

(See Appendix 1 to JAR–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.


JAR-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.

JAR-OPS 1.390 Cosmic radiation

(a) An operator shall take account of the in-

flight exposure to cosmic radiation of all crew

members while on duty (including positioning) and

shall take the following measures for those crew

liable to be subject to exposure of more than 1 mSv

per year (See ACJ OPS 1.390(a)(1));

(1) Assess their exposure

(2) Take into account the assessed

exposure when organising working schedules

with a view to reduce the doses of highly exposed

crew members (See ACJ OPS 1.390(a)(2));

(3) Inform the crew members concerned

of the health risks their work involves (See ACJ

OPS 1.390(a)(3));

(4) Ensure that the working schedules for

female crew members, 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 individual records are

kept for those crew members who are liable to

high exposure. These exposures are to be notified

to the individual on an annual basis, and also

upon leaving the operator.

(b) (1) An operator shall not operate an

aeroplane above 15 000m (49 000ft) unless the

equipment specified in JAR-OPS 1.680(a)(1) is

serviceable, or the procedure prescribed in JAR-OPS

1.680(a)(2) is complied with.

(2) The commander or the pilot to whom

conduct of the flight has been delegated shall

JAR-OPS 1.350 (continued) JAR-OPS 1.375 (continued)


01.03.06 1-D-12 Amendment 10

initiate a descent as soon as practicable when the

limit values of cosmic radiation dose rate

specified in the Operations Manual are exceeded.

(See JAR-OPS 1.680(a)(1))

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

JAR-OPS 1.395 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.

[Ch. 1, 01.03.98]

JAR-OPS 1.398 Use of Airborne Collision

Avoidance System (ACAS)

(See ACJ OPS 1.398)


that:

(a) When ACAS is installed and serviceable, it

shall be used in flight in a mode that enables

Resolution Advisories (RA) to be produced unless to

do so would not be appropriate for conditions

existing at the time.

(b) When undue proximity to another aeroplane

(RA) is detected by ACAS, the commander or the

pilot to whom conduct of the flight has been

delegated [must] ensure that [any] corrective action

[indicated by the RA] is initiated immediately,

[unless doing so would jeopardize the safety of the

aeroplane;]

[The corrective action must:

(i) Never be in a sense opposite to

that indicated by the RA

(ii) Be in the correct sense

indicated by the RA even if this is in

conflict with the vertical element of an ATC

instruction.

(iii) Be the minimum possible to

comply with the RA indication.

(c) Prescribed ACAS ATC communications are

specified.

(d) When the conflict is resolved the aeroplane

is promptly returned to the terms of the ATC

instructions or clearance.]

[Amdt. 3, 01.12.01; Amdt. 10, 01.03.06]

JAR-OPS 1.400 Approach and landing

conditions

(See IEM OPS 1.400)

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.

JAR-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

reported RVR/Visibility but the approach shall not

be continued beyond the outer marker, or equivalent

position, if the reported RVR/visibility is less than

the applicable minima. (See IEM OPS 1.405(a).)

(b) Where RVR is not available, RVR values

may be derived by converting the reported visibility

in accordance with Appendix 1 to JAR-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 approach may be continued to DA/H

or MDA/H.

(d) Where no outer marker or equivalent

position exists, 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. If the

MDA/H is at or above 1 000 ft above the

aerodrome, the operator shall establish a height,

for each approach procedure, below which the

approach shall not be continued if the

RVR/visibility is less than the applicable minima.

(e) The approach may be continued 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.

(f) The touch-down zone RVR is always

controlling. If reported and relevant, the mid point

and stop end RVR are also controlling. The

minimum RVR value for the mid-point is 125 m or

the RVR required for the touch-down zone if less,

and 75 m for the stop-end. For aeroplanes equipped

with a roll-out guidance or control system, the

minimum RVR value for the mid-point is 75 m.



Amendment 10 1-D-13 01.03.06

Note. “Relevant”, in this context, means that part of the

runway used during the high speed phase of the landing down

to a speed of approximately 60 knots.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

JAR-OPS 1.410 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.

JAR-OPS 1.415 Journey log

A commander shall ensure that the Journey log is

completed.

JAR-OPS 1.420 Occurrence reporting

(a) Terminology

(1) Incident. An occurrence, other than

an accident, associated with the operation of an

aircraft which affects or could affect the safety of

operation.

(2) Serious Incident. An incident

involving circumstances indicating that an

accident nearly occurred.

(3) Accident. An occurrence associated

with the operation of an aircraft which takes place

between the time any person boards the aircraft

with the intention of flight until such time as all

persons have disembarked, in which:

(i) a person is fatally or seriously

injured as a result of:

(A) being in the aircraft;

(B) direct contact with any

part of the aircraft, including parts

which have become detached from the

aircraft; or,

(C) direct exposure to jet

blast;

except when the injuries are from natural

causes, self-inflicted or inflicted by other

persons, or when the injuries are to

stowaways hiding outside the areas

normally available to the passengers and

crew: or

(ii) the aircraft sustains damage or

structural failure which adversely affects

the structural strength, performance or

flight characteristics of the aircraft; and

would normally require major repair or

replacement of the affected component;

except for engine failure or damage, when

the damage is limited to the engine, its

cowlings or accessories; or for damage

limited to propellers, wing tips, antennas,

tyres, brakes, fairings, small dents or

puncture holes in the aircraft skin: or

(iii) the aircraft is missing or is

completely inaccessible.

(b) Incident Reporting. An operator shall

establish procedures for reporting incidents taking

into account responsibilities described below and

circumstances described in sub-paragraph (d) below.

(1) JAR-OPS 1.085(b) specifies the

responsibilities of crew members for reporting

incidents that endanger, or could endanger, the

safety of operation.

(2) The commander or the operator of an

aeroplane shall submit a report to the Authority of

any incident that endangers or could endanger the

safety of operation.

(3) Reports must be despatched within 72

hours of the time when the incident was identified

unless exceptional circumstances prevent this.

(4) A commander shall ensure that all

known or suspected technical defects and all

exceedances of technical limitations occurring

while he was responsible for the flight are

recorded in the aircraft technical log. If the

deficiency or exceedance of technical limitations

endangers or could endanger the safety of

operation, the commander must in addition

initiate the submission of a report to the Authority

in accordance with paragraph (b)(2) above.

(5) In the case of incidents reported in

accordance with sub- paragraphs (b)(1), (b)(2)

and (b)(3) above, arising from, or relating to, any

failure, malfunction or defect in the aeroplane,

its equipment or any item of ground support

equipment, or which cause or might cause adverse

effects on the continuing airworthiness of the

aeroplane, the operator must also inform the

organisation responsible for the design or the

supplier or, if applicable, the organisation

responsible for continued airworthiness, at the

same time as a report is submitted to the

Authority.

(c) Accident and Serious Incident Reporting.

An operator shall establish procedures for reporting

accidents and serious incidents taking into account

responsibilities described below and circumstances

described in sub-paragraph (d) below.

JAR-OPS 1.405 (continued) JAR-OPS 1.420(a)(3) (continued)


01.03.06 1-D-14 Amendment 10

(1) A commander shall notify the

operator of any accident or serious incident

occurring while he was responsible for the flight.

In the event that the commander is incapable of

providing such notification, this task shall be

undertaken by any other member of the crew if

they are able to do so, note being taken of the

succession of command specified by the operator.

(2) An operator shall ensure that the

Authority in the State of the operator, the nearest

appropriate Authority (if not the Authority in the

State of the operator), and any other organisation

required by the State of the operator to be

informed, are notified by the quickest means

available of any accident or serious incident and -

in the case of accidents only - at least before the

aeroplane is moved unless exceptional

circumstances prevent this.

(3) The commander or the operator of an

aeroplane shall submit a report to the Authority in

the State of the operator within 72 hours of the

time when the accident or serious incident

occurred.

(d) Specific Reports. Occurrences for which

specific notification and reporting methods must be

used are described below;

(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 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

Resolution Advisory. 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 Resolution Advisory.

(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 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

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) 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 service unit

of any dangerous goods on board. After the

aircraft has landed, the commander shall, if the

occurrence has been associated with and was

related to the transport of dangerous goods,

comply also with the reporting requirements

specified in JAR-OPS 1.1225. (See AMC OPS

1.420(d)(4))

(5) Unlawful Interference. Following an

act of unlawful interference on board an aircraft,

the commander or, in his absence, the operator

shall submit a report as soon as practicable to the

local Authority and to the Authority in the State

of the operator. (See also JAR-OPS 1.1245)

(6) Encountering Potential Hazardous

Conditions. A commander shall notify the

appropriate air traffic services unit as soon as

practicable whenever a potentially hazardous

condition such as an irregularity in a ground or

navigational facility, a meteorological

phenomenon or a volcanic ash cloud is

encountered during flight.

[Amdt. 3. 01.12.01]

JAR-OPS 1.425 reserved

[Amdt. 3. 01.12.01]

JAR-OPS 1.420(c) (continued) JAR-OPS 1.420(d)(3) (continued)


Amendment 7 1-D-15 01.09.04


Stowage of baggage and cargo

(a) 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 restraining

articles against movement forwards, sideways or

upwards and unless the bulkheads carry a placard

specifying the greatest mass that may be placed

there;

(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 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.




01.09.04 1-D-16 Amendment 7


Refuelling/defuelling with passengers

embarking, on board or disembarking

(a) 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 communications and initiating and

directing an evacuation;

(2) [A two-way communication shall be

established and shall remain available by the

aeroplane’s inter-communication system or other

suitable means between the ground crew

supervising the refuelling and the qualified

personnel on board the aeroplane;]

([3]) Crew, staff and passengers must be

warned that re/defuelling will take place;

([4]) ‘Fasten Seat Belts’ signs must be off;

([5]) ‘NO SMOKING’ signs must be on,

together with interior lighting to enable

emergency exits to be identified;

([6]) Passengers must be instructed to

unfasten their seat belts and refrain from

smoking;

([7]) Sufficient qualified personnel must be

on board and be prepared for an immediate

emergency evacuation;

([8]) If the presence of fuel vapour is

detected inside the aeroplane, or any other hazard

arises during re/defuelling, fuelling must be

stopped immediately;

([9]) The ground area beneath the exits

intended for emergency evacuation and slide

deployment areas must be kept clear; and

([10]) Provision is made for a safe and rapid

evacuation.

[Amdt. 7, 01.09.04]



Amendment 7 1-D-17 01.09.04


In-flight fuel management

(a) In-flight fuel checks.

(1) A commander must ensure that fuel

checks are carried out in flight at regular

intervals. The remaining fuel must be recorded

and evaluated to:

(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.

(b) In-flight fuel management.

(1) 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 whether to

proceed to the destination aerodrome or to divert,

so as to land with not less than final reserve fuel.

(2) On a flight to an isolated aerodrome:

The last possible point of diversion to any

available en-route alternate aerodrome shall be

determined. Before reaching this point, the

commander shall assess the fuel expected to

remain overhead the isolated aerodrome, the

weather conditions, and the traffic and operational

conditions prevailing at the isolated aerodrome

and at any of the en-route aerodromes before

deciding whether to proceed to the isolated

aerodrome or to divert to an en-route aerodrome.

(See AMC to Appendix 1 to JAR-OPS

1.375(b)(2))]

[Amdt. 3, 01.12.01]



01.09.04 1-D-18 Amendment 7


SECTION 1 JAR-OPS 1 Subpart E

Amendment 7 1-E-1 01.09.04

JAR-OPS 1.430 Aerodrome Operating

Minima – General


1.430 & IEM 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 nonplanned alternate aerodrome if carried out in accordance with an accepted method.

(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; (See

AMC OPS 1.430(b)(4).)

(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 approach, the flare, the landing,

roll-out and the missed approach;

(6) The obstacles in the approach, missed

approach and the climb-out areas required for the

execution of contingency procedures and

necessary clearance;

(7) The obstacle clearance altitude/height

for the instrument approach procedures; and

(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 JAR-OPS 1.430(c).

JAR-OPS 1.435 Terminology

(a) 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 (LVP).

Procedures applied at an aerodrome for the

purpose of ensuring safe operations during

Category II and III approaches and Low Visibility

Take-offs.

(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.

(5) Fail-Passive flight control system. A

flight control system is fail-passive if, in the

event of a failure, 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.

(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 independent guidance system enabling

the pilot to complete a 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 instrument approach

procedure is not completed and the approach is

executed with visual reference to the terrain.

SUBPART E – ALL WEATHER OPERATIONS

JAR-OPS 1 Subpart E SECTION 1

01.09.04 1-E-2 Amendment 7

JAR-OPS 1.440 Low visibility operations –

General operating rules


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.


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.

(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.


Training and Qualifications


1.450)

(a) 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 Flight 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.

[Amdt. 3, 01.12.01]


Operating Procedures


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.


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 shall satisfy himself that

the status of the aeroplane and of the relevant

JAR-OPS 1.450(a)(1 (continued) JAR-OPS 1.450(a)(1)(i) (continued)


Amendment 7 1-E-3 01.09.04

airborne systems is appropriate for the specific

operation to be conducted.

JAR-OPS 1.465 VFR Operating minima


1.465)


(1) VFR flights are conducted in

accordance with the Visual Flight Rules and in

accordance with the Table in Appendix 1 to

JAR–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.




01.09.04 1-E-4 Amendment 7


Aerodrome Operating Minima

(See IEM to Appendix 1 to JAR-OPS 1.430

(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 weather

conditions at the aerodrome of departure

are equal to or better than applicable

minima for landing at that aerodrome

unless a suitable take-off alternate

aerodrome is available.

(iii) When the reported

meteorological visibility is below that

required for take-off and RVR is not

reported, 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.

(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 discontinued 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 that, in the

event of a critical power unit failure at any

point during take-off, the aeroplane can

either stop or continue the take-off to a

height of 1 500 ft above the aerodrome

while clearing obstacles by the 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:

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 & 2)

Runway edge and centreline lighting

200/250 m (Note 1)

Runway edge and centreline lighting and multiple RVR information

150/200 m (Notes 1 & 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.

(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 power unit failure, there may

be a need to re-land 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 established 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.

Appendix 1 to JAR-OPS 1.430 (continued)


Amendment 7 1-E-5 01.09.04

Table 2 – Assumed engine failure

height above the runway versus

RVR/Visibility

Take-off RVR/Visibility – flight path

Assumed engine failure height above the take-off runway

RVR/Visibility (Note 2)

< 50 ft 200 m

51 – 100 ft 300 m

101 – 150 ft 400 m

151 – 200 ft 500 m

201 – 300 ft 1 000 m

> 300 ft 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 sub-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 Pro-

cedures 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 Flight Simulator;

(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

(i) 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) 250 ft

SRA (terminating at ½ NM) 250 ft

SRA (terminating at 1 NM) 300 ft

SRA (terminating at 2 NM) 350 ft

VOR 300 ft

VOR/DME 250 ft

NDB 300 ft

VDF (QDM & QGH) 300 ft

(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;

Appendix 1 to JAR-OPS 1.430 (continued) Appendix 1 to JAR-OPS 1.430 (continued)


01.09.04 1-E-6 Amendment 7

(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 800 m 800 m 800 m 1 200 m

300–449 ft 900 m 1 000 m 1 000 m 1 400 m

450–649 ft 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

Table 4b – RVR for non-precision approach –

intermediate facilities

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


A B C D

250–299 ft 1 000 m 1 100 m 1 200 m 1 400 m

300–449 ft 1 200 m 1 300 m 1 400 m 1 600 m

450–649 ft 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)


A B C D

250–299 ft 1 200 m 1 300 m 1 400 m 1 600 m

300–449 ft 1 300 m 1 400 m 1 600 m 1 800 m

450–649 ft 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

Table 4d – RVR for non-precision approach

– Nil approach light facilities

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


A B C D

250–299 ft 1 500 m 1 500 m 1 600 m 1 800 m

300–449 ft 1 500 m 1 500 m 1 800 m 2 000 m

450–649 ft 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

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 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.

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.



Amendment 7 1-E-7 01.09.04

(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.

(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:

Table 5 – RVR for Cat I approach vs. facilities

and DH

Category I minima

Decision height (Note 7)

Facilities/RVR (Note 5)

Full (Notes 1&6)

Interm. (Notes 2&6)

Basic (Notes 3&6)

Nil (Notes 4&6)

200 ft 550 m 700 m 800 m 1 000 m

201–250 ft 600 m 700 m 800 m 1 000 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

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 above figures are either the reported RVR or meteorological 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.

Note 7: The DH mentioned in the Table 5 refers to the initial calculation 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).

(5) Single pilot operations. For single

pilot operations, an operator must calculate the

minimum RVR for all approaches in accordance

with JAR-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 x 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:



01.09.04 1-E-8 Amendment 7

(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:


specified in the AFM, if stated;



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.


be used by an operator for Category II operations

are:

Table 6 – RVR for Cat II approach vs DH

Category II minima

Decision height Auto-coupled to below DH (Note 1)

RVR/Aeroplane Category A, B & C

RVR/Aeroplane Category D

100 ft–120 ft 300 m 300 m (Note 2)/350 m

121 ft–140 ft 400 m 400 m

141 ft and above 450 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, through minimum engagement height for the automatic flight control system, affect the DH to be applied.

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

(See IEM to Appendix 1 to JAR-OPS 1.430 paragraphs (d) and (e).)

(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.

(2) Decision Height. For operations in

which a decision height is used, an operator must

ensure that the decision height is not lower than:


specified in the AFM, if stated;



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 operations

with no decision height; and

(iii) The operator has an approval

for CAT III operations with 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.



Amendment 10 1-E-9 01.03.06

(4) Visual reference

(i) For Category IIIA operations,

and for Category IIIB 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

centreline lights, or runway edge lights, or

a combination of these is attained and can

be maintained.

(ii) For Category IIIB operations

with fail-operational flight control systems

using 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.

(iii) For Category III operations

with no decision height there is no

requirement for visual contact with the

runway prior to touchdown.


be used by an operator for Category III

operations are:

Table 7 – RVR for Cat III approach vs. DH and

roll-out control/guidance system

(See IEM to Appendix 1 to JAR-OPS 1.430

paragraph (e)(5))

Category III minima

Approach Category

Decision Height (ft.) (Note 3)

Roll-out Control/ Guidance System

RVR (m.)

[I]IIA Less than 100 ft

Not required 200 m (Note 1)

IIIB Less than 100 ft

Fail-passive 150 m (Notes 1& 2)

IIIB Less than 50 ft

Fail-passive 125 m

IIIB Less than 50 ft or No Decision Height

Fail-operational

75 m

Note 1: For fail-passive operations see IEM to

Appendix 1 to JAR-OPS 1.430, paragraph

(e)(5). Crew actions in case of autopilot failure

at or below decision height in fail-passive

Category III operations.

Note 2: For aeroplanes certificated in accordance with

JAR-AWO 321(b)(3) or equivalent.

Note 3: Flight control system redundancy is determined

under JAR-AWO by the minimum certificated

decision height.

(See IEM to Appendix 1 to JAR-OPS 1.430 (d) & (e).)

(f) Circling

(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. (See IEM to Appendix 1 to JAR-OPS

1.430 (f)).

(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.

Note: If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. “RVR more than 1 500 metres”, it is not considered to be a reported RVR in this context and the Conversion Table may be used.

(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

Day Night

HI approach and runway lighting

1·5 2·0

Any type of lighting installation other

than above

1·0 1·5

No lighting 1·0 Not applicable

[Amdt. 2, 01.07.00; Amdt. 3, 01.12.01; Amdt. 10, 01.03.06]



01.09.04 1-E-10 Amendment 7

Appendix 2 to JAR-OPS 1.430(c)

Aeroplane categories – All Weather

Operations

(a) Classification of aeroplanes

The criteria taken into consideration for the

classification of aeroplanes 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 Less than 91 kt

B From 91 to 120 kt

C From 121 to 140 kt

D From 141 to 165 kt

E From 166 to 210 kt

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 value and thus

independent of the changing conditions of day-

to-day operations.




Amendment 7 1-E-11 01.09.04


Low Visibility Operations – General

Operating Rules

(a) General. The following procedures apply to

the introduction and approval of low visibility

operations.

(b) Operational Demonstration. The purpose

of the operational demonstration is to determine or

validate the use and effectiveness of the applicable

aircraft flight guidance systems, training, flight crew

procedures, maintenance programme, and manuals

applicable to the Category II/III programme being

approved.

(1) At least 30 approaches and landings

must be accomplished in operations using the

Category II/III systems installed in each aircraft

type if the requested DH is 50 ft or higher. If the

DH is less than 50 ft, at least 100 approaches and

landings will need to be accomplished unless

otherwise approved by the Authority.

(2) If an operator has different variants

of the same type of aircraft utilising the same

basic flight control and display systems, or

different basic flight control and display systems

on the same type of aircraft, the operator must

show that the various variants have satisfactory

performance, but the operator need not conduct a

full operational demonstration for each variant.

The Authority may also accept a reduction of the

number of approach and landings based on credit

given for the experience gained by another

operator with an AOC issued in accordance with

JAR-OPS 1 using the same aeroplane type or

variant and procedures.

(3) If the number of unsuccessful

approaches exceeds 5 % of the total (e.g.

unsatisfactory landings, system disconnects) the

evaluation programme must be extended in steps

of at least 10 approaches and landings until the

overall failure rate does not exceed 5 %.

(c) Data Collection For Operational

Demonstrations. Each applicant must develop a data

collection method (e.g. a form to be used by the

flight crew) to record approach and landing

performance. The resulting data and a summary of

the demonstration data shall be made available to

the Authority for evaluation.

(d) Data Analysis. Unsatisfactory approaches

and/or automatic landings shall be documented and

analysed.

(e) Continuous Monitoring

(1) After obtaining the initial

authorisation, the operations must be

continuously monitored by the operator to detect

any undesirable 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

(ii) Reports of unsatisfactory

approaches and/or automatic landings, by

aerodrome and aeroplane registration, in

the 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.

(f) 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 IIIA

operations, having gained a minimum

experience of 6 months of Category I

operations on the aeroplane type.

(ii) On completing 6 months of

Category II or IIIA operations on the

aeroplane type the operator may be

approved for Category IIIB operations.

When granting such 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 they will not require any change of the

operational procedures.

(2) Operators with previous Category II

or III experience. An operator with previous

Category II or III experience may obtain

authorisation for a reduced transition period by

application to the Authority.



01.09.04 1-E-12 Amendment 7

(g) 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

maintenance programme prescribed in JAR–OPS

1.910 which must be approved by the Authority.

(h) Eligible Aerodromes and Runways

(1) Each aeroplane type/on-board

equipment/runway combination must be verified

by the successful completion of at least one

approach and landing in Category II or better

conditions, prior to commencing Category III

operations.

(2) For runways with irregular pre-

threshold terrain or other foreseeable or known

deficiencies, each aeroplane type/on-board

equipment/runway combination must be verified

by operations in Category I or better conditions,

prior to commencing Category II or III

operations.

(3) If an operator has different variants

of the same type of aircraft utilising the same

basic flight control and display systems, or

different basic flight control and display systems

on the same type of aircraft, the operator must

show that the various variants have satisfactory

performance, but the operator need not conduct a

full operational demonstration for each

variant/runway combination.

(4) Operators using the same aeroplane

type/variant and on-board equipment

combination and procedures may take credit from

each others’ experience and records in complying

with this paragraph.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]





Amendment 7 1-E-13 01.09.04


Low Visibility Operations – Training &

Qualifications

(a) General. An operator must ensure that

flight crew member training programmes for Low

Visibility Operations include structured courses of

ground, Flight 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.

(1) Flight crew members with no

Category II or Category III experience must

complete the full training programme prescribed

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

(2) Flight crew members with Category II

or Category III experience with another JAA

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, Flight

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);

(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) Flight Simulator training and/or flight

training

(1) An operator must ensure that Flight

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 action

to be taken in the event of failures of such

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 certification;

(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 coordination



01.09.04 1-E-14 Amendment 7

required with other crew members. Maximum use

should be made of Flight Simulators.

(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 and

detailed scenarios of aeroplane and equipment

failure which could affect Category II or III

operations. If the 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 Flight Simulator phase of training.

(4) Incapacitation procedures appropriate

to Low Visibility Take-offs and Category II and

III operations shall be practised.

(5) For aeroplanes with no Flight

Simulator available to represent that specific

aeroplane operators must ensure that the flight

training phase specific to the visual scenarios of

Category II operations is conducted in a

specifically approved Flight Simulator. Such

training must include a minimum of 4

approaches. The 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,

autoflight systems, ground and/or airborne

ILS/MLS systems and status monitors);

(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 the systems which

will result in excessive 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)



Amendment 7 1-E-15 01.09.04

above, taking into account the flight crew

member’s Category II and Category III training

and experience.

(2) Flight Simulator Training and/or

Flight training.

(i) A minimum of 8 approaches

and/or landings in a Flight Simulator.

(ii) Where no Flight Simulator is

available to represent that specific

aeroplane, 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 Flight

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 Flight Simulator usable for zero flight

time conversion.

(e) Type and command experience. Before

commencing Category II/III operations, the

following additional requirements are applicable to

commanders, or pilots to whom conduct of the flight

may be delegated, who are new to the aeroplane

type:

(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 he has previously qualified for

Category II or III operations with a JAA operator,

until a total of 100 hours or 40 sectors, including

line flying under supervision, has been achieved

on the type.

(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 ensure that the

training required by sub-paragraph (1) above is

carried out in a Flight Simulator. This training

must include the use of any special procedures

and equipment. Where no Flight Simulator is

available to represent that specific aeroplane, the

Authority may approve such training in an

aeroplane without the requirement for minimum

RVR conditions. (See Appendix 1 to JAR–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 Flight

Simulator and/or flight training prescribed in

sub-paragraph (f)(1) on 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 operator proficiency check



01.09.04 1-E-16 Amendment 7

(as prescribed in JAR-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 or III

procedures. One missed approach shall be flown

during the conduct of the operator 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 operator

proficiency check. (See IEM OPS 1.450(b)(i).)

(2) For Category III operations an

operator must use a Flight Simulator.

(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 consecutive operator proficiency checks as

the result of an autopilot failure at or below

decision height when the last reported RVR was

300 m or less.

(4) The Authority may authorise

recurrent training and checking for Category II

and LVTO operations in an aeroplane type where

no Flight Simulator to represent that specific

aeroplane or an acceptable alternate is available.

Note: Recency for LVTO 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.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]




Amendment 7 1-E-17 01.09.04


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, autolanding and manual roll-out; and

(4) Auto-coupled approach followed by

auto-flare, autolanding 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 responsibilities 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.

(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 contained in the Aeroplane Flight

Manual and cover the 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 the take-off,

approach, flare, landing, roll-out and

missed approach;

(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 deterioration 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 certification; and

(xiv) Information on the maximum

deviation allowed from the ILS glide path

and/or localiser.




01.09.04 1-E-18 Amendment 7


Minimum Visibilities for VFR Operations

Airspace class [ ] [AB]C D

E [Note 1]

F G

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

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

Distance from 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 and above 3 050 m (10 000 ft) AMSL (Note [2]) 5 km below 3 050 m (10 000 ft) AMSL

5 km (Note [3])

Note 1 [VMC Minima for Class A airspace are included for guidance but do not imply acceptance of VFR Flights in

Class A airspace.]

Note [2] 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 000ft.

Note [3] 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.

[Amdt. 7, 01.09.04]


SECTION 1 JAR-OPS 1 Subpart F

SUBPART F – PERFORMANCE GENERAL


JAR-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).

(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 (eg supersonic aeroplanes or seaplanes), the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate Subpart.

(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.

JAR–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 contained in the Aeroplane Flight Manual is used to determine 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. (See AMC OPS 1.475(b) & IEM OPS 1.475(b)).

(c) When showing compliance with the requirements of the appropriate Subpart, due account shall be taken of aeroplane configuration, 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.

[(e) An operator shall take account of charting accuracy when assessing compliance with the take-off requirements of the applicable subpart.]

[Amdt. 7, 01.09.04]

JAR–OPS 1.480 Terminology

(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 is 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:

(i) Surface water more than 3 mm (0·125 in) deep, or by slush, or loose snow,

Amendment 7 1-F-1 01.09.04

JAR-OPS 1 Subpart F SECTION 1

01.09.04 1-F-2 Amendment 7

equivalent to more than 3 mm (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 seating capacity of an individual 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.

(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 taken to be its mass, including everything and everyone 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.

(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 definition inadequate for showing compliance with the performance operating limitations.

JAR-OPS 1.480(a)(2)(i) (continued) JAR-OPS 1.480(b) (continued)


SECTION 1 JAR-OPS 1 Subpart G

Amendment 3 1-G-1 01.12.01


(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 for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and

(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 25X1591 or equivalent acceptable to the Authority is used. (See IEM OPS 1.485(b).)

JAR–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 temperature at the aerodrome at which the take-off is to be made.

(b) An operator must meet the following requirements when determining the maximum permitted take-off mass:

(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.

(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; and

(3) The runway surface condition and the type of runway surface (See IEM OPS 1.490(c)(3));

(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. (See IEM OPS 1.490(c)(6).)

[Ch. 1, 01.03.98]

JAR–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 x 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 aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0·125 x D may be used. (See IEM OPS 1.495(a).)

(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;



(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

SUBPART G – PERFORMANCE CLASS A JAR-OPS 1.490(c) (continued)

JAR-OPS 1 Subpart G SECTION 1

01.12.01 1-G-2 Amendment 3

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; and

(3) An operator must use special procedures, subject to the approval of the Authority, to apply increased bank angles of not more than 20º between 200 ft and 400 ft, or not more than 30º above 400 ft (See Appendix 1 to JAR-OPS 1.495(c)(3)).

(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. (See AMC OPS 1.495(c)(4)).

(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 (See AMC OPS 1.495(d)(1) & (e)(1); 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 (See AMC OPS 1.495 (d)(1) & (e)(1)); or

(2) 900 m for flights under all other conditions.

(f) An operator shall establish contingency procedures to satisfy the requirements of JAR–OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of JAR–OPS 1.500, or land at either the aerodrome of departure or at a take-off alternate aerodrome (See IEM OPS 1.495(f)).

[Ch. 1, 01.03.98]

JAR–OPS 1.500 En-route – One Engine Inoperative

(See AMC OPS 1.500)

(a) An operator shall ensure that the one engine inoperative en-route net flight path data shown in the Aeroplane Flight Manual, appropriate 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 after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path must be taken into account.

(b) The gradient of the net flight path must be positive at at least 1 000 ft above all terrain and obstructions along the route 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 JAR–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 reaching the aerodrome with the required fuel reserves, if a 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 JAR–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.

JAR-OPS 1.495(c) (continued)


Amendment 3 1-G-3 01.12.01

JAR–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.

(b) The two engines inoperative en-route net flight path data must permit the aeroplane to continue the flight, 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. If the navigational accuracy does not meet the 95% containment level, an operator must increase the width margin given above to 18·5 km (10 nm).

(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 1500 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 include sufficient fuel to proceed to an aerodrome where the 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.

JAR–OPS 1.510 Landing – Destination And Alternate Aerodromes

(See AMC OPS 1.510 and 1.515)

(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR–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 destination and alternate aerodrome.

[(b) For instrument approaches with a missed approach gradient greater than 2·5% an operator shall verify that the expected landing mass of the aeroplane allows a missed approach with a climb gradient equal to or greater than the applicable missed approach gradient in the one-engine inoperative missed approach configuration and speed (see JAR 25.121(d)). The use of an alternative method must be approved by the Authority (see IEM OPS 1.510(b) & (c)).]

[(c)] For instrument approaches with decision heights below 200 ft, an operator must verify that the expected landing mass of the aeroplane 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[ (see JAR-AWO 243).] The use of an alternative method must be approved by the Authority (see IEM OPS 1.510(b) [and (c)).]

[Amdt. 3, 01.12.01]

JAR–OPS 1.515 Landing – Dry Runways (See AMC OPS 1.510 and

1.515)

(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR–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 JAR–OPS 1.515(a)(3).)


01.12.01 1-G-4 Amendment 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. (See IEM OPS 1.515(c).)

(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 JAR–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).

[Ch. 1, 01.03.98]

JAR–OPS 1.520 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 least 115% of the required landing distance, determined in accordance with JAR–OPS 1.515.

(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 JAR–OPS 1.515(a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet 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 JAR–OPS 1.515(a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on contaminated runways.

(e) When showing compliance with sub-paragraphs (b), (c) and (d) above, the criteria of JAR–OPS 1.515 shall be applied accordingly except that JAR–OPS 1.515(a)(1) and (2) shall not be applied to sub-paragraph (b) above.

JAR-OPS 1.515(a) (continued) JAR-OPS 1.520(a) (continued)


Amendment 3 1-G-5 01.12.01

Appendix 1 to JAR-OPS 1.495(c)(3) Approval of increased bank angles

(a) For the use of 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.

(3) Weather minima and wind limitations must be specified for each runway and approved by the Authority.

(4) Training in accordance with JAR-OPS 1.975.

[Ch. 1, 01.03.98]




01.12.01 1-G-6 Amendment 3

Appendix 1 to JAR–OPS 1.515(a)(3) Steep Approach Procedures

(a) 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 glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as 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.




Amendment 3 1-G-7 01.12.01

Appendix 1 to JAR-OPS 1.515(a)(4)

Short Landing Operations

(a) For the purpose of JAR-OPS 1.515(a)(4) the distance used for the calculation 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 operation will only be approved for aeroplanes where the vertical distance between the path of the pilot’s eye and the path of the lowest part of the wheels, with the aeroplane established on the normal glide path, does not exceed 3 metres;

(ii) When establishing aerodrome operating minima the visibility/RVR must not be less than 1·5 km. In addition, wind limitations must be specified in the Operation Manual; and

(iii) Minimum pilot experience, training requirements and special aerodrome familiarisation must be specified for such operations in the Operations Manual.

(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 characteristics 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.

[Ch. 1, 01.03.98]



01.12.01 1-G-8 Amendment 3

Appendix 2 to JAR-OPS 1.515(a)(4) Airfield Criteria for Short Landing Operations

(a) The use of the safe area must be approved by the airport authority.

(b) The useable length of the declared safe area under the provisions of 1.515(a)(4), and this Appendix, must not exceed 90 metres.

(c) 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.

(d) 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.

(e) The slope of the declared safe area must not exceed 5% upward nor 2% downward in the direction of landing.

(f) For the purpose of this operation, the bearing strength requirement of JAR-OPS 1.480(a)(5) need not apply to the declared safe area.

[Ch. 1, 01.03.98]



SECTION 1 SUBPART H JAR-OPS 1

01.03.98 1-H-1


(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 JAR–OPS 1.240(a)(6).

(b) An operator shall treat two-engine aeroplanes which do not meet the climb requirements of Appendix 1 to JAR–OPS 1.525(b) as single-engine aeroplanes.


(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 temperature at the aerodrome at which the take-off is to be made.

(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:



(3) The ambient temperature at the aerodrome;

(4) The runway surface condition and the type of runway surface (See AMC OPS 1.530(c)(4) & IEM OPS 1.530(c)(4));

(5) The runway slope in the direction of take-off (See AMC OPS 1.530(c)(5)); and

(6) Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component.

JAR–OPS 1.535 Take-off Obstacle Clearance – Multi-Engined Aeroplanes

(See IEM OPS 1.535)

(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 x 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 distance if a turn is scheduled before the end of the take-off 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 x D may be used. When showing] compliance with this sub-paragraph (see AMC OPS 1.535(a) & IEM OPS 1.535(a)) it must be assumed that:

(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 JAR–OPS 1.530(b) and ends at a height of 1500 ft above the surface;

(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 engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost;

(4) The gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all-engine gradient during climb and transition to the en-route configuration, multiplied by a factor of 0·77; and

(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 flight path is equal to the one engine inoperative en-route climb gradient shown in the Aeroplane Flight Manual.

(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

SUBPART H – PERFORMANCE CLASS B

JAR-OPS 1 SECTION 1 SUBPART H

1-H-2 01.03.98

(See Appendix 1 to JAR–OPS 1.535(b)(1) & (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 JAR–OPS 1.535(b)(1) & (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:




(4) Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component.

JAR–OPS 1.540 En-Route – Multi-engined aeroplanes

(See IEM OPS 1.540)

(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 1000 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%.

JAR–OPS 1.542 En-Route – Single-engine aeroplanes

(See IEM OPS 1.542)

(a) An operator shall ensure that the aeroplane, in the meteorological conditions expected for the flight, and in the event of engine failure, is capable of reaching a place at which a safe forced landing can be made. For landplanes, a place on land is required, unless otherwise [approved by the Authority. (See AMC OPS 1.542(a).)]

(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%.

JAR–OPS 1.545 Landing – Destination and Alternate Aerodromes

(See AMC OPS 1.545 & 1.550)

An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR–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 destination and alternate aerodrome.

JAR–OPS 1.550 Landing – Dry runway (See AMC OPS 1.545 &

1.550)

(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR–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 landing distance available at the destination aerodrome and at any alternate aerodrome.

[(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 JAR–OPS 1.550(a).)]

JAR-OPS 1.535(b)(1) (continued) JAR-OPS 1.540(b)(2) (continued)


01.03.98 1-H-3

[(2) The Authority may approve Short Landing Operations in accordance with the criteria in Appendix 2 to JAR-OPS 1.550(a).]

(b) When showing compliance with sub-paragraph (a) above, an operator shall take account of the following:


(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 (See AMC OPS 1.550(b)(3)); and

(4) The runway slope in the direction of landing (See AMC OPS 1.550(b)(4));

(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. (See IEM OPS 1.550(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) above.

JAR–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 JAR–OPS 1.550, multiplied by a [factor of 1·15. See IEM OPS 1.555(a).)]

(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.

(c) A landing distance on a wet runway shorter than that required by sub-paragraph (a) above, but

not less than that required by JAR–OPS 1.550(a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways.


JAR-OPS 1.550(a)(1) (continued) JAR-OPS 1.555(c) (continued)


1-H-4 01.03.98

Appendix 1 to JAR–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

(i) 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 can be retracted in not more than 7 seconds, it may be 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 1500 ft above the take-off surface with:


(B) The remaining engine at not more than maximum continuous power;


(D) The wing flaps retracted; and

(E) A climb speed not less than 1·2 VS1.

(b) Landing Climb

(1) All Engines Operating

(i) The steady gradient of climb must be at least 2·5% with:

(A) Not more than the power or thrust that is available 8 seconds after initiation of movement of the power controls from the minimum flight idle position;

(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

(i) The steady gradient of climb must be not less than 0·75% at an altitude of 1500 ft above the landing surface with:


(B) The remaining engine at not more than maximum continuous power;


(D) The wing flaps retracted; and

(E) A climb speed not less than 1·2 VS1.



01.03.98 1-H-5

Appendix 1 to JAR–OPS 1.535(b)(1) & (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 determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows:

(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).




1-H-6 01.03.98

Appendix 1 to JAR–OPS 1.550(a) Steep Approach Procedures

(a) 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 glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria;

(2) A suitable glide path 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.



01.03.98 1-H-7

[Appendix 2 to JAR-OPS 1.550(a) Short Landing Operations

(a) For the purpose of JAR-OPS 1.550(a)(2), the distance used for the calculation 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;

(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 50ft.

(7) For the purpose of this operation, the bearing strength requirement of JAR-OPS 1.480(a)(5) need not apply to the declared safe area.

(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 (JAR-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.]


JAR–OPS 1 Subpart H SECTION 1

01.03.98 1–H–8


SECTION 1 SUBPART I JAR-OPS 1

01.03.06 1-I-1 Amendment 10


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.


(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 temperature at the aerodrome at which the take-off is to be made.

(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.

(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 (see IEM OPS

1.565(d)(3));

(4) The runway slope in the direction of

take-off (see AMC OPS 1.565(d)(4));

(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 .

(See IEM OPS 1.565(d)(6).)]

JAR–OPS 1.570 T a k e - o f f O b s t a c l e 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 x D, or by a horizontal distance of at least 90 m

plus 0·125 x 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 x 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 JAR–OPS 1.565(b) or

(c) as applicable, and end at a height of 1500 ft

above the surface.

(c) 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

(4) Not more than 50% of the reported

head-wind component or not less than 150% of

the reported tail-wind component.

SUBPART I – PERFORMANCE CLASS C


JAR-OPS 1 SECTION 1 SUBPART I

Amendment 10 1-I-2 01.03.06

(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. (See AMC OPS

1.570(d).)

(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 (See AMC OPS

1.570(e)(1) & (f)(1)); 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 (See AMC OPS

1.570(e)(1) & (f)(1)); or

(2) 900 m for flights under all other

conditions.

(g) An operator shall establish contingency

procedures to satisfy the requirements of JAR–OPS

1.570 and to provide a safe route, avoiding obstacles,

to enable the aeroplane to either comply with the

en-route requirements of JAR–OPS 1.5[8]0, or land at

either the aerodrome of departure or at a take-off

alternate aerodrome.

[Amdt. 10, 01.03.06]

JAR–OPS 1.575 En-Route – All Engines

Operating

(a) 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:

(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

JAR–OPS 1.580 and 1.585, as appropriate. JAR–OPS 1.580 En-Route – One Engine

Inoperative

(See AMC OPS 1.580)

(a) An operator shall ensure that the aeroplane

will, in the meteorological 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 JAR–OPS 1.595 or JAR–OPS

1.600 as appropriate, clearing obstacles within

9·3 km (5 nm) either side of the intended track by a

vertical interval of at least:

(1) 1000 ft when the rate of climb is zero

or greater; or

(2) 2000 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 (1500 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) if the navigational accuracy does not meet

the 95% containment level.

(e) Fuel jettisoning is permitted to an extent

consistent with reaching the aerodrome with the

required fuel reserves, if a safe procedure is used.

JAR-OPS 1.570 (continued) JAR-OPS 1.575(a) (continued)


01.03.98 1-I-3

JAR–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.

(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

side of the intended track by a vertical interval of at

least 2000 ft, to an aerodrome at which the

performance requirements applicable at the

expected landing mass are met.

(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 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 fuel 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 (1500 ft)

directly over the landing area and thereafter to fly

level for 15 minutes.

(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) if the navigational accuracy does not meet

the 95% containment level.

(g) Fuel jettisoning is permitted to an extent

consistent with reaching the aerodrome with the

required fuel reserves, if a safe procedure is used.

JAR–OPS 1.590 Landing – Destination and Alternate Aerodromes


An operator shall ensure that the landing mass of

the aeroplane determined in accordance with

JAR–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. JAR–OPS 1.595 Landing – Dry Runways


(a) An operator shall ensure that the landing

mass of the aeroplane determined in accordance

with JAR–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 landing distance

available at the destination and any alternate

aerodrome.

(b) When showing compliance with

sub-paragraph (a) above, an operator must take

account of the following:


(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 (see AMC

OPS 1.595(b)(3)); and

(4) The slope of the runway in the

direction of landing (See AMC OPS

1.595(b)(4)).

(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. (See IEM OPS

1.595(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).

JAR-OPS 1 SECTION 1 SUBPART I

1-I-4 01.03.98

JAR–OPS 1.600 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 JAR–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.



SECTION 1 SUBPART J JAR-OPS 1

01.03.98 1-J-1

JAR–OPS 1.605 General (See Appendix 1 to JAR–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.

(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 weighing or by using standard masses. The influence of their 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 JAR–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. (See IEM OPS 1.605(e).)


(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.

[(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 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, including any non-revenue load.

JAR–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 JAR–OPS 1.605. This system must cover all types of intended operations.

JAR–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.

SUBPART J – MASS AND BALANCE


JAR-OPS 1 SECTION 1 SUBPART J

1-J-2 01.03.98

JAR–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 pre-determined constant to account for hand baggage and clothing (See AMC OPS 1.620(a)). The] procedure specifying when to select actual or standard masses and the procedure to be followed when using verbal statements must be included in the Operations Manual.

(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 passenger 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 (See IEM OPS 1.620(d)(2)).]

Table 1 Passenger seats: 20 and more 30 and more

Male Female All adult

All flights except 88 kg 70 kg 84 kg holiday charters

Holiday charters 83 kg 69 kg 76 kg

Children 35 kg 35 kg 35 kg

(e) Mass values for passengers – 19 passenger 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 10 – 19

Male 104 kg 96 kg 92 kg

Female 86 kg 78 kg 74 kg

Children 35 kg 35 kg 35 kg

(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 JAR–OPS 1.620(f); and

(iii) Intercontinental flight, other than flights within the European region, means a flight with origin and destination in different continents.



01.03.98 1-J-3

Table 3 – 20 or more passenger seats

Type of flight Baggage standard mass

Domestic 11 kg

Within the European 13 kg region

Intercontinental 15 kg

All other 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 statistical analysis method given in Appendix 1 to JAR–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. (See IEM OPS 1.620(g).)

(h) On any flight identified as carrying a significant number of passengers whose masses, including hand baggage, are expected 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. (See IEM OPS 1.620(h) & (i).)

(i) If standard mass values for checked baggage are used and a significant number of passengers check in baggage that 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. (See IEM OPS 1.620(h) & (i).)

(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.

JAR–OPS 1.625 Mass and balance documentation

(See Appendix 1 to JAR–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 JAR–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. INTENTIONALLY LEFT BLANK

JAR-OPS 1.620(f)(2) (continued) JAR-OPS 1.625(a) (continued)


1-J-4 01.03.98

Appendix 1 to JAR–OPS 1.605 Mass and Balance – General See JAR–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 JAA operator with an approved mass control programme to another JAA operator with an approved 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 JAR–OPS 1.605(b). In addition, the mass and the CG of each aeroplane shall be re-established either by:

(A) Weighing; or

(B) Calculation, if the operator is able to provide the necessary justification to prove the validity of the method of calculation chosen,

whenever the cumulative changes to the dry operating mass exceed ± 0·5% of the maximum landing mass or the cumulative change in CG position exceeds 0·5% of the mean aerodynamic chord.

(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 (ii) below. Furthermore, the criteria specified in sub-paragraphs (iii), (iv) and (a)(3) below are applicable.

(ii) Tolerances

(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 landing mass from the 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 from that fleet. Separate fleets may be established, each with differing fleet mean masses.

(B) In cases where the aeroplane mass is within the dry operating fleet mass tolerance but its CG position falls outside the permitted fleet tolerance, the aeroplane may still be operated under the applicable dry operating fleet mass but with an individual CG position.

(C) If an individual aeroplane has, when compared with other aeroplanes of the fleet, a physical, accurately accountable difference (e.g. galley or seat con-figuration), that causes exceedance of the fleet tolerances, this aeroplane may be maintained in the fleet provided that appropriate corrections are applied to the mass and/or CG position for that aeroplane.

(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 defined in sub-paragraph (2)(ii) above. If these individual values no longer fall

Appendix 1 to JAR-OPS 1.605(a)(2) (continued)


01.03.98 1-J-5

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 computation that its actual values fall within the tolerances specified in sub-paragraph (2)(ii) above.

(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, the operator must at least weigh, in the period between two fleet mass evaluations, a certain number of aeroplanes defined in the Table below:

Number of aeroplanes Minimum number of

in the fleet weighings

2 or 3 n

4 to 9 n + 3

2

10 or more n + 51

10

(ii) In choosing the aeroplanes to be weighed, aeroplanes in the fleet which have not been weighed for the longest time shall 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 manufacturer or by an approved maintenance organisation.

(ii) Normal precautions must be taken consistent with good practices such as:

(A) Checking for completeness of the aeroplane and equipment;

(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 calibrated, zeroed, and used in accordance with the manufacturer’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 manufacturer of the weighing equipment, whichever is less. The equipment must enable the mass of the aeroplane to be established [accurately. (See AMC to Appendix 1 to JAR OPS 1.605 para(a)(4)(iii).)]

(b) Special standard masses for the traffic load. 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.

(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 is consistent with the data used for the calculation of the aeroplane mass and balance.

(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. Unless seat allocation is applied and the effects of the number of passengers per seat row, of cargo in individual 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, the operator must introduce procedures to ensure corrective action by flight or cabin crew if extreme longitudinal seat selection occurs. The CG

Appendix 1 to JAR-OPS 1.605(a)(2) (continued) Appendix 1 to JAR-OPS 1.605(a)(4) (continued)


1-J-6 01.03.98

margins and associated operational procedures, including assumptions with regard to passenger seating, must be acceptable to the Authority. (See IEM to Appendix 1 to JAR–OPS 1.605 subparagraph (d).)

(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 JAR-OPS 1.605(d)(1) (continued)


01.03.98 1-J-7

Appendix 1 to JAR–OPS 1.620(f) Definition of the area for flights within the European region

For the purposes of JAR–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

as depicted in Figure 1 below:


1-J-8 01.03.98

Appendix 1 to JAR–OPS 1.620(g) Procedure for establishing revised standard mass values for passengers and baggage (See IEM to Appendix 1 to JAR–OPS 1.620 (g))

(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 flights on various routes, in/outbound flights, applicable season and seat capacity of the aeroplane.

(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 (the statistical procedure, complemented with a worked example for determining the minimum required sample size and the average mass, is included in IEM OPS 1.620(g)); and

(ii) For aeroplanes:

(A) With a passenger seating capacity of 40 or more, a total of 2000 passengers; or

(B) With a passenger seating capacity of less than 40, a total number of 50 x (the passenger seating capacity).

[(3) Passenger masses. Passenger masses must include the mass of the passengers’ belongings which are carried when entering the aeroplane. When taking random samples of passenger masses, infants shall be weighed together with the accompanying adult. (See also JAR-OPS 1.620(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 included in the survey, the mass of the passengers, the corresponding passenger category (i.e. male/female/children) and the flight number must be recorded.

(b) Checked baggage. 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 as specified in sub-paragraph (a)(1) (See also IEM OPS 1.620(g)). For baggage, the relative confidence range (accuracy) amounts to 1%. A minimum of 2000 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 (See IEM OPS 1.620(g)) 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 Required mass seats increment

1 – 5 incl. 16 kg

6 – 9 incl. 8 kg

10 – 19 incl. 4 kg

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


01.03.98 1-J-9

in this Appendix. Such deviations must be reviewed at intervals not exceeding 5 years. (See AMC to Appendix 1 to JAR–OPS 1.620(g), sub-paragraph (c)(4).)

(5) All adult revised standard mass values must be based on a male/female ratio of 80/20 in respect of all flights except 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.




1-J-10 01.03.98

Appendix 1 to JAR–OPS 1.625 Mass and Balance Documentation See IEM to Appendix 1 to JAR–OPS 1.625

(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;

(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 documentation.

(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.


SECTION 1 JAR–OPS 1 Subpart K

SUBPART K – INSTRUMENTS AND EQUIPMENT


JAR-OPS 1.630 General introduction (See IEM OPS 1.630)

(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 operational and airworthiness requirements; and

(2) In operable condition for the kind of operation being conducted except as provided in the MEL (JAR-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 are prescribed in the operational or airworthiness codes. Instruments and equipment complying with design and performance specifications other than JTSO on the date of JAR-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.

(c) The following items shall not be required to have an equipment approval:

(1) Fuses referred to in JAR-OPS 1.635;

(2) Electric torches referred to in JAR-OPS 1.640(a)(4);

(3) An accurate time piece referred to in JAR-OPS 1.650(b) & 1.652(b);

(4) Chart holder referred to in JAR-OPS 1.652(n).

(5) First-aid kits referred to in JAR-OPS 1.745;

(6) Emergency medical kit referred to in JAR-OPS 1.755;

(7) Megaphones referred to in JAR-OPS 1.810;

(8) Survival and pyrotechnic signalling equipment referred to in JAR-OPS 1.835(a) and (c); and

(9) Sea anchors and equipment for mooring, anchoring or manoeuvring seaplanes and amphibians on water referred to in JAR-OPS 1.840.

[(10) Child restraint devices referred to in JAR-OPS 1.730(a)(3).]

(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 1 flight crew member it must be installed so that the instrument is visible from each applicable flight crew station.

[Ch. 1, 01.03.98 ; Amdt. 9, 01.09.05]

JAR–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.

JAR–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 provide adequate illumination for all instruments and equipment essential to the safe operation of the aeroplane;

(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

Amendment 9 1–K–1 01.09.05

JAR–OPS 1 Subpart K SECTION 1

JAR-OPS 1.640(b) (continued) JAR-OPS 1.650(j) (continued)

(2) Two landing lights or a single light having two separately energised filaments; and

(3) Lights to conform with the International regulations for preventing collisions at sea if the aeroplane is a Seaplane or an Amphibian.

JAR-OPS 1.645 Windshield wipers

An operator shall not operate an aeroplane with a maximum certificated take-off mass of more than 5 700 kg unless it is equipped at each pilot station with a windshield wiper or equivalent means to maintain a clear portion of the windshield during precipitation.

JAR-OPS 1.650 Day VFR operations – Flight and navigational instruments and associated equipment (See AMC OPS 1.650/1.652) (See IEM OPS 1.650/1.652)

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 instruments and associated equipment and, where applicable, under the conditions stated in the following sub-paragraphs:

(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 Celsius (See AMC OPS 1.650(i) & 1.652(i)).

(j) 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 that aerodrome, the 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.

(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;

(2) Aeroplanes first issued with an individual certificate of airworthiness in a JAA Member State or elsewhere 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.

(n) All aeroplanes must be equipped with means for indicating when power is not adequately supplied to the required flight 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.

(p) An operator shall not conduct Day VFR operations unless the aeroplane is equipped with a headset with boom microphone or equivalent for each flight crew member on flight deck duty (See IEM OPS 1.650(p)/1.652(s)).

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

01.09.05 1–K–2 Amendment 9



JAR-OPS 1.652 IFR or night operations – Flight and navigational instruments and associated equipment (See AMC OPS 1.650/1.652) (See IEM OPS 1.650/1.652)

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. Not later than 1 April 2002 these altimeters must have counter drum-pointer or equivalent presentation.

(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 (See AMC OPS 1.652(d) & (k)(2));

Note: Applicability Date 1 April 1999 (for the pitot heater failure warning indication).

(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 (See AMC OPS 1.650(i) & 1.652(i)); 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. Not later than 1 April 2002 these altimeters must have counter drum-pointer or equivalent presentation.

(2) 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 (See AMC OPS 1.652(d) & (k)(2));

Note: Applicability Date 1 April 1999 (for the pitot heater failure warning indication).

(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 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 total failure of the normal electrical generating system is powered from a source independent of the normal electrical generating system;

(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 electrical 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 JAA Member State

Amendment 7 1–K–3 01.09.04


JAR-OPS 1.652(l)(5) (continued) JAR-OPS 1.660(a) (continued)

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.

(n) A chart holder in an easily readable position which can be illuminated for night operations.

(o) If the standby attitude instrument system is certificated according to JAR 25.1303(b)(4) or equivalent, the turn and slip indicators may be replaced by slip indicators.

(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 power is not adequately supplied to the required flight 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 for each flight crew member on flight deck duty and a transmit button on the control wheel for each required pilot. (See IEM OPS 1.650(p)/1.652(s).)

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

JAR-OPS 1.655 Additional equipment for single pilot operation under IFR

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.

[Ch. 1, 01.03.98]

JAR-OPS 1.660 Altitude alerting system

(a) 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 a preselected altitude; and

(2) Alerting the flight crew by at least an aural signal, when deviating from 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 in a JAA Member State before 1 April 1972 and already registered in a JAA Member State on 1 April 1995.

[Amdt. 7, 01.09.04]

JAR-OPS 1.665 Ground proximity warning system and terrain awareness warning system

(a) An operator shall not operate a turbine powered aeroplane having a maximum certificated take-off mass in excess of 5 700 kg or a maximum approved passenger seating configuration of more than 9 unless it is equipped with a ground proximity warning system,

(b) The ground proximity warning system 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 go-around, incorrect landing configuration and downward glide-slope deviation.

(c) An operator shall not operate a turbine powered aeroplane 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 on or after;

(1) 1 October 2001 for aeroplanes first issued with a Certificate of Airworthiness on or after this date; or

(2) 1 January 2005 for aeroplanes first issued with a Certificate of Airworthiness before 1 October 2001;

unless it is equipped with a ground proximity warning system that includes a predictive terrain hazard warning function (Terrain Awareness and Warning System – TAWS).

(d) An operator shall not operate a turbine powered aeroplane having a maximum certificated

01.09.04 1–K–4 Amendment 7


JAR-OPS 1.665(d) (continued) JAR-OPS 1.670(a) (continued)

(3) An unpressurised aeroplane having a maximum approved passenger seating configuration of more than 9 seats after 1 April 1999,

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 9 but not more than 30 on or after:

(1) 1 January 2003 for aeroplanes first issued with a Certificate of Airworthiness on or after 1 January 2003; or

unless it is equipped with airborne weather radar equipment 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.

(2) 1 January 2007 for aeroplanes first issued with a certificate of Airworthiness before 1 January 2003;

unless it is equipped with a ground proximity warning system that includes a predictive terrain hazard warning function (Terrain Awareness and Warning System – TAWS).

(b) For propeller driven pressurised aeroplanes having a maximum certificated take-off mass not exceeding 5 700 kg with a maximum approved passenger seating configuration 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 radar equipment, subject to approval by the Authority.

(e) The terrain awareness and warning system must automatically provide the flight crew, by means of visual and aural signals and a Terrain Awareness Display, with sufficient alerting time to prevent controlled flight into terrain events, and provide a forward looking capability and terrain clearance floor.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04] JAR-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.

JAR-OPS 1.668 Airborne Collision Avoidance System (See IEM OPS 1.668)

(a) An operator shall not operate a turbine powered aeroplane: (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.

(1) Having a maximum certificated take-off mass in excess of 15 000 kg or a maximum approved passenger seating configuration 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, JAR-OPS 1.680 Cosmic radiation detection

equipment unless it is equipped with an airborne collision avoidance system with a minimum performance level of at least ACAS II.

(a) An operator shall not operate an aeroplane above 15 000 m (49 000 ft) unless:

(1) It is 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, or

[Ch. 1, 01.03.98]

JAR-OPS 1.670 Airborne weather radar equipment

(2) A system of on-board quarterly radiation sampling acceptable to the authority is established (See ACJ OPS 1.680(a)(2)).

(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

[Amdt. 3, 01.12.01]

Amendment 7 (Corrected) 1–K–5 01.09.04



JAR-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. For aeroplanes already registered in a JAA member State on 1 April 1995 and first issued with an individual certificate of airworthiness in a JAA member State or elsewhere before 1 April 1975, this requirement will not be applicable until 1 April 2002.

JAR-OPS 1.690 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 in a JAA member State or elsewhere before 1 April 1965 and already registered in a JAA member State on 1 April 1995.

(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 that is not on the passenger deck and is not easily accessible from a passenger compartment;

(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 (See AMC OPS 1.690(b)(6)); and

(7) Provide on the ground a means of two-way communication between ground personnel and at least two flight crew members. (See IEM OPS 1.690(b)(7).)

JAR-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;

(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.

JAR-OPS 1.700 Cockpit voice recorders–1 (See ACJ OPS 1.700)

(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,

01.09.04 1–K–6 Amendment 7


JAR-OPS 1.700(a)(2) (continued) JAR-OPS 1.705(a) (continued)

(1) Voice communications transmitted from or received on the flight deck by radio;

unless it is equipped with a cockpit voice recorder which, with reference to a time scale, records:

(2) The aural environment of the flight deck, including where practicable, without interruption, the audio signals received from each boom and mask microphone in use;

(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;

(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

(iii) Voice communications of flight crew members on the flight deck using the aeroplane’s interphone system;

(5) Voice communications of flight crew members on the flight deck using the public address system, if installed.

(iv) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker; and

(b) The cockpit voice recorder shall be capable of retaining information recorded during at least the last 30 minutes of its operation.

(v) Voice communications of flight crew members on the flight deck using the public address system, if installed.

(c) The cockpit voice recorder must start 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 the flight until the cockpit checks immediately following engine shutdown at the end of the flight.

(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.

[Amdt. 4, 01.07.02]

JAR-OPS 1.710 Cockpit voice recorders–3 (See ACJ OPS 1.705/1.710) (d) The cockpit voice recorder must have a

device to assist in locating that recorder in water. (a) An operator shall not operate any aeroplane with a maximum certificated take-off mass over 5 700 kg first issued with an individual certificate of airworthiness, before 1 April 1998 unless it is equipped with a cockpit voice recorder which records:

[Amdt. 4, 01.07.02]

JAR-OPS 1.705 Cockpit voice recorders–2 (See ACJ OPS 1.705/1.710) (1) Voice communications transmitted

from or received on the flight deck by radio; (a) After 1 April 2000 an operator shall not operate any multi-engined turbine aeroplane first issued with an individual Certificate of 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:

(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

Amendment 7 1–K–7 01.09.04


JAR-OPS 1.710(a) (continued) JAR-OPS 1.715(c)(3) (continued)

(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.

(c) The cockpit voice recorder must start 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.

(d) The cockpit voice recorder must have a device to assist in locating that recorder in water.

[Amdt. 4, 01.07.02]

JAR–OPS 1.715 Flight data recorders–1 (See Appendix 1 to JAR-OPS

1.715) (See ACJ OPS 1.715)

(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 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 listed in Tables A1 or A2 of Appendix 1 to JAR-OPS 1.715 as applicable;

(2) For those aeroplanes with a maximum certificated take-off mass over 27 000 kg, the additional parameters listed in Table B of Appendix 1 to JAR-OPS 1.715;

(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 as

determined by the Authority during type or supplemental type certification; and

(4) For aeroplanes equipped with electronic display system the parameters listed in Table C of Appendix 1 to JAR-OPS 1.715, except that , for aeroplanes first issued with an individual Certificate of Airworthiness before 20 August 2002 those parameters for which:

(i) The sensor is not available; or

(ii) The aeroplane system or equipment generating the data needs to be modified; or

(iii) The signals are incompatible with the recording system;

do not need to be recorded if acceptable to the Authority.

(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 automatically to record the data prior to the aeroplane being capable of moving under its own power and must stop automatically 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) Aeroplanes first issued with an individual Certificate of Airworthiness on or after 1 April 1998, but not later than 1 April 2001 may not be required to comply with JAR-OPS 1.715(c) if approved by the Authority, provided that:

(1) Compliance with JAR-OPS 1.715(c) cannot be achieved without extensive modification (See ACJ-OPS 1.715(g)) to the aeroplane systems and equipment other than the flight data recorder system; and

(2) The aeroplane complies with JAR-OPS 1.720(c) except that parameter 15b in Table A of Appendix 1 to JAR-OPS 1.720 need not to be recorded.

[Amdt. 4, 01.07.02]

01.09.04 1–K–8 Amendment 7



JAR-OPS 1.720 Flight data recorders–2 (See Appendix 1 to JAR-OPS

1.720) (See ACJ OPS 1.720/1.725)

(a) An operator shall not operate any aeroplane first issued with an individual certificate of airworthiness on or after 1 June 1990 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.


(1) The parameters listed in Table A of Appendix 1 to JAR-OPS 1.720; and

(2) For those aeroplanes with a maximum certificated take-off mass over 27 000 kg the additional parameters listed in Table B of Appendix 1 to JAR-OPS 1.720.

(d) For those aeroplanes having a maximum certificated take-off mass of 27 000 kg or below, if acceptable to the Authority, parameters 14 and 15b of Table A of Appendix 1 to JAR-OPS 1.720 need not be recorded, when any of the following conditions are met:

(1) The sensor is not readily available,

(2) Sufficient capacity is not available in the flight recorder system,

(3) A change is required in the equipment that generates the data.

(e) For those aeroplanes having a maximum certificated take-off mass over 27 000 kg, if acceptable to the Authority, the following parameters need not be recorded: 15b of Table A of Appendix 1 to JAR-OPS 1.720, and 23, 24, 25, 26, 27, 28, 29, 30 and 31 of Table B of Appendix 1, if any of the following conditions are met:

(1) The sensor is not readily available,

(2) Sufficient capacity is not available in the flight data recorder system,

(3) A change is required in the equipment that generates the data,

(4) For navigational data (NAV frequency selection, DME distance, latitude, longitude, ground speed and drift) the signals are not available in digital form.

(f) Individual parameters that can be derived by calculation from the other recorded parameters, need not to be recorded if acceptable to the Authority.

(g) Data must be obtained from aeroplane sources which enable accurate correlation with information displayed to the flight crew.

(h) 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.

(i) The flight data recorder must have a device to assist in locating that recorder in water.

[Amdt. 4, 01.07.02]

JAR-OPS 1.725 Flight data recorders–3 (See Appendix 1 to JAR-OPS 1.725) (See ACJ OPS 1.720/1.725)

(a) An operator shall not operate any turbine-engined aeroplane first issued with an individual Certificate of Airworthiness, before 1 June 1990 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.


(1) The parameters listed in Table A of Appendix 1 to JAR-OPS 1.725.

(2) 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, the additional parameters from 6 to 15b of Table B of Appendix 1 to JAR-OPS 1.725 of this paragraph. The following parameters need not be recorded, if acceptable to the Authority: 13, 14 and 15b in Table B of Appendix 1 to JAR-OPS 1.725 when any of the following conditions are met:

(i) The sensor is not readily available,

(ii) Sufficient capacity is not available in the flight recorder system,

(iii) A change is required in the equipment that generates the data and

Amendment 7 1–K–9 01.09.04


JAR-OPS 1.725(c) (continued) JAR-OPS 1.727(a) (continued)

(3) When sufficient capacity is available on a flight recorder system, the sensor is readily available and a change is not required in the equipment that generates the data:

(b) A combination recorder is a flight recorder that records:

(1) all voice communications and aural environment required by the relevant cockpit voice recorder paragraph; and (i) For aeroplanes first issued with

an individual Certificate of Airworthiness on or after 1 January 1989, with a maximum certificated take off mass of over 5 700 kg but not more than 27 000 kg, parameters 6 to 15b of Table B of Appendix 1 to JAR-OPS 1.725 ; and

(2) all parameters required by the relevant flight data recorder paragraph, with the same specifications required by those paragraphs.

[Amdt. 4, 01.07.02]

(ii) For aeroplanes first issued with an individual Certificate of Airworthiness on or after 1 January 1987, with a maximum certificated take off mass of over 27 000 kg the remaining parameters of Table B of Appendix 1 to JAR-OPS 1.725.

JAR–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:

(d) Individual parameters that can be derived by calculation from the other recorded parameters, need not to be recorded if acceptable to the Authority.

(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;

(e) Data must be obtained from aircraft sources which enable accurate correlation with information displayed to the flight crew.

(3) A [child] restraint device, [acceptable to the Authority,] for each infant [(See ACJ OPS 1.730(a)(3);]

(f) 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.

(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 automatically restrain the occupant’s torso in the event of rapid deceleration;

(g) The flight data recorder must have a device to assist in locating that recorder in water.

[Amdt. 4, 01.07.02]

(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

JAR-OPS 1.727 Combination Recorder (See ACJ-OPS 1.727)

(a) Compliance with Cockpit Voice recorder and flight data recorder requirements may be achieved by:

(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. The seats shall be forward or rearward facing within 15° of the longitudinal axis of the aeroplane.

(1) One combination recorder if the aeroplane has to be equipped with a cockpit voice recorder or with a flight data recorder only; or

(2) One combination recorder if the aeroplane with a maximum certificated take-off mass of 5 700 kg or less has to be equipped with a cockpit voice recorder and a flight data recorder; or

(b) All safety belts with shoulder harness must have a single point release. (3) Two combination recorders if the

aeroplane with a maximum take-off mass over 5 700 kg has to be equipped with a cockpit voice recorder and a flight data recorder.

01.09.05 1–K–10 Amendment 9



JAR-OPS 1.745 First-Aid Kits (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.

(See AMC OPS 1.745)

(a) An operator shall not operate an aeroplane unless it is equipped with first-aid kits, readily accessible for use, to the following scale:

Number of passenger seats installed

Number of First-Aid Kits required

0 to 99 1

100 to 199 2

200 to 299 3

300 and more 4

[Ch. 1, 01.03.98; Amdt. 9, 01.09.05]

JAR-OPS 1.731 Fasten Seat belt and No Smoking signs (b) An operator shall ensure that first-aid kits

are: 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.

(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.

[Ch. 1, 01.03.98]

JAR-OPS 1.735 Internal doors and curtains JAR-OPS 1.750 Intentionally blank 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 permission of a member of the flight crew;

JAR-OPS 1.755 Emergency Medical Kit (See AMC OPS 1.755)

(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) A means for opening each door that separates a passenger compartment from another compartment that has emergency exit provisions. The means for opening must be readily accessible;

(b) The commander shall ensure that drugs are not administered except by qualified doctors, nurses or similarly qualified personnel.

(c) If it is necessary to pass through a doorway or curtain separating the passenger cabin from other areas to reach any required emergency exit from any passenger seat, the door or curtain must have a means to secure it in the open position;

(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

(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

(2) An operator shall ensure that emergency medical kits are: (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. (i) Inspected periodically to

confirm, to the extent possible, that the contents are maintained in the condition necessary for their intended use; and


Amendment 9 1–K–11 01.09.05


JAR-OPS 1.755(c)(2) (continued) JAR-OPS 1.770(a)(2) (continued)

(ii) Replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant.

JAR-OPS 1.760 First-Aid oxygen (See IEM OPS 1.760)

(a) An operator shall not operate a pressurised aeroplane, 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 shall be sufficient for the remainder of the flight after cabin depressurisation when the cabin altitude exceeds 8 000 ft but does not exceed 15 000 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. The dispensing units may be of a portable type.

(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.

(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.

[Amdt. 3, 01.12.01]


JAR-OPS 1.770 Supplemental oxygen – pressurised aeroplanes

(See Appendix 1 to JAR-OPS 1.770)

(See AMC 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 pressure 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 altitude, unless it is demonstrated to the Authority that no probable failure of the cabin or pressurisation system will result in a cabin pressure altitude equal 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.

(b) Oxygen equipment and supply requirements

(1) Flight crew members

(i) 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. 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 pressurised aeroplanes operating at pressure altitudes 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 sub-paragraph (v) below applies. Cabin crew members carried in addition to the minimum number of cabin

01.09.04 1–K–12 Amendment 7


JAR-OPS 1.770(b)(2)(i) (continued)

crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply.

(ii) Aeroplanes intended to be operated at pressure altitudes above 25 000 ft shall be provided 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 evenly throughout the cabin to ensure immediate availability of oxygen to each required cabin crew member regardless of his location at the time of cabin pressurisation failure.

(iii) Aeroplanes intended to be operated at pressure altitudes above 25 000 ft shall be provided an oxygen 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.

(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 by a JAA Member State or elsewhere on or after 9 November 1998, shall be provided with automatically deployable oxygen equipment 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.

(v) The oxygen supply requirements, as specified in Appendix 1, for aeroplanes not certificated to fly 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.

[Ch. 1, 01.03.98]

JAR-OPS 1.775 Supplemental oxygen – Non-pressurised aeroplanes (See Appendix 1 to JAR–OPS 1.775)

(a) General

(1) An operator shall not operate a non-pressurised aeroplane at altitudes above 10 000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required, is provided.

(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.

JAR-OPS 1.780 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

Amendment 7 1–K–13 01.09.04


JAR-OPS 1.790(f) (continued) JAR-OPS 1.805(a) (continue

Protective Breathing Equipment (PBE) may be provided by the supplemental oxygen required by JAR-OPS 1.770(b)(1) or JAR-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 JAR-OPS 1.790(c) and (d) except that, where the fire extinguisher is located inside a cargo compartment, the PBE must be stowed outside but adjacent to the entrance to that compartment.

(e) PBE while in use must not prevent communication where required by JAR-OPS 1.685, JAR-OPS 1.690, JAR-OPS 1.810 and JAR-OPS 1.850.


JAR-OPS 1.790 Hand fire extinguishers (See AMC OPS 1.790)

An operator shall not operate an aeroplane unless hand fire extinguishers 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 is intended to be used and, for personnel compartments, must minimise the hazard of toxic gas concentration;

(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 compartment and in each Class E cargo compartment that is accessible to crew members in flight; and

(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 1

31 to 60 2

61 to 200 3

201 to 300 4

301 to 400 5

401 to 500 6

501 to 600 7

601 or more 8

When two or more extinguishers are required, they must be evenly distributed in the passenger compartment.

(f) At least one of the required fire extinguishers located in the passenger compartment of 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 (bromochlorodi-fluoromethane, CBrCIF2), or equivalent as the extinguishing agent.

JAR-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.

d) JAR-OPS 1.780(a)(1) (continued) JAR-OPS 1.790 (continued)

01.09.04 1–K–14 Amendment 7


JAR-OPS 1.815(b) (continued) JAR-OPS 1.795 (continued) JAR-OPS 1.805 (continued)

(c) In aeroplanes required to have a separate emergency exit for the flight crew and:

(b) Crash axes and crowbars located in the passenger compartment must not be visible to passengers. (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, JAR-OPS 1.800 Marking of break-in points

An operator shall ensure that, if areas of the fuselage suitable for break-in by rescue crews in emergency are marked 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 outlined in white to contrast with the background. If the corner markings are more than 2 metres apart, intermediate lines 9 cm x 3 cm shall be inserted so that there is no more than 2 metres between adjacent marks.

(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.

JAR-OPS 1.810 Megaphones (See AMC OPS 1.810)

(a) 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: [Amdt. 3, 01.12.01]

Passenger seating configuration

Number of Megaphones

Required

61 to 99 1

100 or more 2

JAR-OPS 1.805 Means for emergency evacuation

(a) An operator shall not operate an aeroplane with passenger emergency exit sill heights: (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.

(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.

JAR-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: (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 ground with the aeroplane on the ground, the landing gear extended, and the flaps in the take off or landing position, whichever flap position is higher from the ground.

(1) For aeroplanes which have a maximum approved passenger seating configuration of more than 19:

(i) Sources of general cabin illumination;

Amendment 7 1–K–15 01.09.04



(ii) Internal lighting in floor level emergency exit areas; and

(iii) Illuminated emergency exit marking and locating signs.

(iv) For aeroplanes for which the application for the type certificate or equivalent was filed in a JAA Member State 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 in a JAA Member State 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 in a JAA Member State on or after 1 January 1958, floor proximity emergency escape path marking system in the passenger compartment(s).

(2) For aeroplanes which have a maximum approved passenger seating configuration of 19 or less and are certificated to JAR-23 or JAR-25:

(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 to JAR-23 or JAR-25, sources of general cabin illumination.

(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.

[Amdt. 7, 01.09.04]

JAR-OPS 1.820 Emergency Locator Transmitter (See [ACJ] OPS 1.820)

(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 Transmitter (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.

(c) An operator shall ensure that all ELTs that are capable of transmitting 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.

[Amdt. 2, 01.07.00; Amdt. 9, 01.09.05]

JAR-OPS 1.825 Life Jackets (See IEM OPS 1.825)

(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.

01.09.05 1–K–16 Amendment 9



JAR-OPS 1.830 Life - raf ts and survival ELTs for extended overwater f l ights

(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 inoperative at any point along the route or planned diversions; or

(2) 30 minutes at cruising speed or 100 nautical miles, whichever is the lesser, for all other aeroplanes,

unless the equipment specified in sub-paragraphs (b) and (c) below is carried.

(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 (see AMC OPS 1.830(b)(2)); 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. (See [ACJ OPS 1.820]).

[Ch. 1, 01.03.98; Amdt. 9, 01.09.05]

JAR-OPS 1.835 Survival equipment (See IEM OPS 1.835)

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) capable of transmitting on the distress frequencies prescribed in ICAO Annex 10, Volume V, Chapter 2 (See [ACJ OPS 1.820]); and

(c) Additional survival equipment for the route to be flown taking account of the number of persons

on board (See AMC OPS 1.835(c)), 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.

[Ch. 1, 01.03.98; Amdt. 9, 01.09.05]

JAR-OPS 1.840 Seaplanes and amphibians – Miscellaneous equipment

(a) 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

(2) Equipment for making the sound signals prescribed in the International Regulations for preventing collisions at sea, where applicable.

Amendment 9 1–K–17 01.09.05



01.09.04 1–K–18 Amendment 7


Appendix 1 to JAR-OPS 1.715 Flight data recorders - 1 - List of parameters to be recorded

Table A1 - Aeroplanes with a maximum certificated take-off mass of over 5 700 kg

Note: The number in the left hand column reflect the Serial Numbers depicted in EUROCAE document ED55

No. Parameter

1 Time or relative time count

2 Pressure altitude

3 Indicated airspeed

4 Heading

5 Normal acceleration

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying

9 Propulsive thrust/ power on each engine and cockpit thrust/power lever position if applicable

10 Trailing edge flap or cockpit control selection

11 Leading edge flap or cockpit control selection

12 Thrust reverse status

13 Ground spoiler position and/or speed brake selection

14 Total or outside air temperature

15 Autopilot, autothrottle and AFCS mode and engagement status

16 Longitudinal acceleration (Body axis)

17 Lateral acceleration

Table A2 - Aeroplanes with a maximum certificated take-off mass of 5 700 kg or below


No. Parameter


2 Pressure altitude

3 Indicated airspeed

4 Heading

5 Normal acceleration

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying

9 Propulsive thrust/ power on each engine and cockpit thrust/power lever position if applicable

Amendment 7 1–K–19 01.09.04




12 Thrust reverse status


14 Total or outside air temperature.

15 Autopilot/autothrottle engagement status

16 Angle of attack (if a suitable sensor is available)

17 Longitudinal acceleration (Body axis)

Table B - Additional parameters for aeroplanes with a maximum certificated take-off mass of over 27 000 kg


No. Parameter

18 Primary flight controls - Control surface position and/or pilot input (pitch, roll, yaw)

19 Pitch trim position

20 Radio altitude

21 Vertical beam deviation (ILS Glide path or MLS Elevation)

22 Horizontal beam deviation ( ILS Localiser or MLS Azimuth)

23 Marker Beacon Passage

24 Warnings

25 Reserved ( Navigation receiver frequency selection is recommended)

26 Reserved (DME distance is recommended)

27 Landing gear squat switch status or air/ground status

28 Ground Proximity Warning System

29 Angle of attack

30 Low pressure warning (hydraulic and pneumatic power)

31 Groundspeed

32 Landing gear or gear selector position

Table C - Aeroplanes equipped with electronic display systems

Note: The number in the centre column reflect the Serial Numbers depicted in EUROCAE document ED55 table A1.5

No. No. Parameter

33 6 Selected barometric setting (Each pilot station )

34 7 Selected altitude


01.09.04 1–K–20 Amendment 7


35 8 Selected speed

36 9 Selected mach

37 10 Selected vertical speed

38 11 Selected heading

39 12 Selected flight path

40 13 Selected decision height

41 14 EFIS display format

42 15 Multi function /Engine / Alerts display format


[Amdt. 4, 01.07.02]


Amendment 7 1–K–21 01.09.04



Table A - Aeroplanes with a maximum certificated take-off mass of over 5 700 Kg

No Parameter


2 Pressure altitude

3 Indicated Airspeed

4 Heading

5 Normal Acceleration

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying unless an alternate means to synchronise FDR and CVR recordings is provided

9 Power on each engine



12 Thrust reverse position (for turbojet aeroplanes only)


14 Outside air temperature or Total Air Temperature

15a

15b

Autopilot engagement status

Autopilot operating modes, autothrottle and AFCS systems engagement status and operating modes.

Table B - Additional parameters for aeroplanes with a maximum certificated take-off mass over 27 000 kg

No Parameter

16 Longitudinal acceleration


18 Primary flight controls - Control surface position and/or pilot input (pitch, roll and yaw)


20 Radio altitude

21 Glide path deviation

22 Localiser deviation

23 Marker beacon passage

24 Master warning

25 NAV 1 and NAV 2 frequency selection

26 DME 1 and DME 2 distance

01.09.04 1–K–22 Amendment 7


27 Landing gear squat switch status

28 Ground proximity warning system

29 Angle of attack

30 Hydraulics, each system (low pressure)

31 Navigation data



[Amdt 4, 01.07.02]


Amendment 7 1–K–23 01.09.04



Table A - Aeroplanes with a maximum certificated take-off mass of over 5 700 Kg

No Parameter


2 Pressure altitude

3 Indicated Airspeed

4 Heading

5 Normal Acceleration

Table B – Additional parameters for aeroplanes with a maximum certificated take-off mass of over 27 000 kg

No Parameter

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying unless an alternate means to synchronise the FDR and CVR recordings is provided

9 Power on each engine



12 Thrust reverse position (for turbojet aeroplanes only)


14 Outside air temperature or Total air temperature

15a

15b

Autopilot engagement status

Autopilot operating modes, autothrottle and AFCS, systems engagement status and operating modes.

16 Longitudinal acceleration


18 Primary flight controls – Control surface position and/or pilot input (pitch, roll and yaw)


20 Radio altitude

21 Glide path deviation

22 Localiser deviation

23 Marker beacon passage

24 Master warning

25 NAV 1 and NAV 2 frequency selection

26 DME 1 and DME 2 distance

01.09.04 1–K–24 Amendment 7


27 Landing gear squat switch status

28 Ground proximity warning system

29 Angle of attack

30 Hydraulics, each system (low pressure)

31 Navigation data ( latitude, longitude, ground speed and drift angle)



[Amdt 4, 01.07.02]


Amendment 7 1–K–25 01.09.04


Appendix 1 to JAR–OPS 1.770 Oxygen – Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes (Note 1)

(a) (b) SUPPLY FOR: DURATION AND CABIN PRESSURE ALTITUDE

1. All occupants of flight deck seats on flight deck duty

Entire flight time when the cabin pressure altitude exceeds 13 000 ft and entire flight time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 13 000 ft after the first 30 minutes at those altitudes, but in no case less than:

(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).

2. All required cabin crew members Entire flight time when cabin pressure altitude exceeds 13 000 ft but not less than 30 minutes (Note 2), and entire flight 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.

3. 100% of passengers (Note 5) Entire flight time when the cabin pressure altitude exceeds 15 000 ft but in no case less than 10 minutes.(Note 4)

4. 30% of passengers (Note 5) Entire flight time when the cabin pressure altitude exceeds 14 000 ft but does not exceed 15 000 ft.

5. 10% of passengers (Note 5) Entire flight time when the cabin pressure 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 JAR–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.

01.09.04 1–K–26 Amendment 7


Appendix 1 to JAR–OPS 1.775 Supplemental Oxygen for non-pressurised Aeroplanes

Table 1

(a) (b) SUPPLY FOR: DURATION AND PRESSURE ALTITUDE

1. All occupants of flight deck seats on flight deck duty

Entire flight time at pressure altitudes above 10 000 ft

2. All required cabin crew members

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

3. 100% of passengers (See Note)

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.


Amendment 7 1–K–27 01.09.04



01.09.04 1–K–28 Amendment 7

SECTION 1 JAR-OPS 1 Subpart L

Amendment 10 1-L-1 01.03.06

JAR-OPS 1.845 General introduction

(See IEM OPS 1.845)

(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 applicable to them,

including the minimum performance standard and

the operational and airworthiness requirements;

(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

communications or navigation purposes.

(3) In operable condition for the kind of

operation being conducted except as provided in

the MEL (JAR-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.

(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 performance standards are prescribed in the

operational or airworthiness codes. Communication

and navigation equipment complying with design

and performance specifications other than JTSO on

the date of JAR-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 retroactive requirement is prescribed.

[Ch. 1, 01.03.98]

JAR-OPS 1.850 Radio Equipment


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.

JAR-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.

JAR-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 communication 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; and

(c) Receive meteorological information;

[Amdt. 3, 01.12.01]

JAR-OPS 1.865 Communication and

Navigation equipment

for operations under

IFR, or under VFR over

routes not navigated by

reference to visual

landmarks

(See AMC OPS 1.865)


under IFR, or under VFR over routes that cannot be

navigated by reference to visual landmarks, unless

the aeroplane is equipped with radio (communication

and SSR transponder) and navigation equipment in

accordance with the requirements of air traffic

services in the area(s) of operation.

(b) Radio equipment. An operator shall ensure

that radio equipment comprises not less than:

(1) Two independent radio communication

sys tems necessary under normal opera t ing

SUBPART L – COMMUNICATION AND NAVIGATION EQUIPMENT


JAR-OPS 1 Subpart L SECTION 1

01.03.06 1-L-2 Amendment 10

condi t ions to communicate with an appropriate

ground station from any point on the route

including diversions ; and

(2) SSR transponder equipment as

required for the route being flown.

(c) Navigation equipment. An operator shall

ensure that navigation equipment

(1) Comprises not less than:

(i) One VOR receiving system, one

ADF system, one DME except that an ADF

system need not be installed provided that

the use of ADF is not required in any phase

of the planned flight (See ACJ OPS

1.865(c)(1)(i));

(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) An additional ADF system on

any route, or part thereof, where navigation is

based only on NDB signals, or

(2) Complies with the Required

Navigation Performance (RNP) Type for

operation in the airspace concerned. (See also

[ACJ] OPS 1.243).

(d) An operator may operate an aeroplane that

is not equipped with an ADF or with the navigation

equipment specified in sub-paragraph(s) (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.

(e) An operator shall ensure that VHF

communication equipment, ILS Localiser and VOR

receivers installed on aeroplanes to be operated in

IFR are of a type that has been approved as

complying with the FM immunity performance

standards (See ACJ OPS 1.865(e)).

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01, Amdt. 7, 01.09.04; Amdt.

10, 01.03.06]

JAR-OPS 1.866 Transponder equipment


unless it is equipped with;

(1) A pressure altitude reporting SSR

transponder; and

(2) any other SSR transponder capability

required for the route being flown.

[Amdt. 3, 01.12.01]

JAR-OPS 1.870 Additional navigation

equipment for operations

in MNPS airspace

(See ACJ OPS 1.870)


in MNPS airspace unless it is equipped with

navigation equipment 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.

JAR-OPS 1.872 Equipment for operation in

defined airspace with

Reduced Vertical

Separation Minima (RVSM)

(See JAA Administrative &

Guidance Material, Section 1,

Part 3, Leaflet 6)

(a) An operator shall ensure that aeroplanes

operated in RVSM airspace are equipped with:

(1) Two independent altitude

measurement systems;

(2) An altitude alerting system;

(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.

[Ch. 1, 01.03.98]

JAR-OPS 1.865(b)(1) (continued)

SECTION 1 JAR–OPS 1 Subpart M

SUBPART M – AEROPLANE MAINTENANCE

JAR-OPS 1.875 General JAR-OPS 1.890 Maintenance responsibility (See IEM OPS 1.875) (a) An operator shall ensure the airworthiness

of the aeroplane and the serviceability of both operational and emergency equipment by (See AMC OPS 1.890(a)):

(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.

(1) The accomplishment of preflight inspections (See AMC OPS 1.890(a)(1));

(2) The rectification to an approved standard of any defect and damage affecting safe operation, taking into account the minimum equipment list and configuration deviation list if available for the aeroplane type (See AMC OPS 1.890(a)(2));

(b) This Subpart prescribes aeroplane maintenance requirements needed to comply with the operator certification requirements in JAR-OPS 1.180.

(3) The accomplishment of all maintenance in accordance with the approved operator’s aeroplane maintenance programme specified in JAR-OPS 1.910 (See AMC OPS 1.890(a)(3));

JAR-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.

(4) The analysis of the effectiveness of the operator’s approved aeroplane maintenance programme (See AMC OPS 1.890(a)(4));

(5) The accomplishment of any operational directive, airworthiness directive and any other continued airworthiness requirement made mandatory by the Authority. Until formal adoption of JAR-39, the operator must comply with the current national aviation regulations (See IEM OPS 1.890(A)(5)); and

(b) Approved standard – means a manu-facturing/design/maintenance/quality standard approved by the Authority.

(c) Approved by the Authority – means approved by the Authority directly or in accordance with a procedure approved by the Authority. (6) The accomplishment of

modifications in accordance with an approved standard and, for non-mandatory modifications, the establishment of an embodiment policy. (See AMC OPS 1.890(a)(6).) JAR-OPS 1.885 Application for and

approval of the operator’s maintenance system (b) An operator shall ensure that the

Certificate of Airworthiness for each aeroplane operated remains valid in respect of: (a) For the approval of the maintenance

system, an applicant for the initial issue, variation and renewal of an AOC shall submit the documents specified in JAR-OPS 1.185(b). (See IEM OPS 1.885(a).)

(1) The requirements in sub-paragraph (a) above;

(2) Any calendar expiry date specified in the Certificate; and (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. (See IEM OPS 1.885(b).)

(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.Note: Detailed requirements are given in JAR-OPS

1.180(a)(3) and 1.180(b), and JAR-OPS 1.185.

Amendment 7 1–M–1 01.09.04

JAR–OPS 1 Subpart M SECTION 1

JAR-OPS 1.895(e) (continued)

(3) such a contract details the functions specified in JAR-OPS 1.890(a)(2), (3), (5) and (6) and defines the support of the quality functions of JAR-OPS 1.900,

JAR-OPS 1.895 Maintenance Management

(a) An operator must be appropriately approved in accordance with JAR–145 to carry out the requirements specified in JAR–OPS 1.890(a)(2), (3), (5) and (6) except when the Authority is satisfied that the maintenance can be contracted to an appropriate JAR–145 approved/accepted organisation. (See AMC OPS 1.895(a))

(4) the contract, together with all amendments, is acceptable to the Authority. The Authority does not require the commercial elements of a maintenance contract. (See AMC OPS 1.895(e))

(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. (See IEM-OPS 1.895(f&g))

(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 responsibility requirements prescribed in JAR-OPS 1.890 are satisfied . The person, or senior person as appropriate, is the nominated postholder referred to in JAR-OPS 1.175(i)(2). The Nominated Postholder for Maintenance is also responsible for any corrective action resulting from the quality monitoring of JAR-OPS 1.900(a). (See AMC OPS 1.895(b))

(g) Notwithstanding paragraph (d) above, in the case of aeroplane component maintenance, including engine maintenance, the contract may be in the form of individual work orders to the Maintenance Organisation. (See IEM-OPS 1.895(f&g))

(h) An operator must provide suitable office accommodation at appropriate locations for the personnel specified in sub-paragraph (b) above. (See AMC OPS 1.895(h))

(c) The Nominated Postholder for Maintenance should not be employed by a JAR 145 approved/accepted Organisation under contract to the Operator, unless specifically agreed by the Authority. (See AMC-OPS 1.895(c)). [Amdt. 2, 01.07.00]

(d) When an operator is not appropriately approved in accordance with JAR-145, arrangements must be made with such an organisation to carry out the requirements specified in JAR-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 organisation detailing the functions specified in JAR-OPS 1.890(a)(2), (3), (5) and (6) and defining the support of the quality functions of JAR-OPS 1.900. Aeroplane base and scheduled line maintenance and engine maintenance contracts, together with all amendments, must be acceptable to the Authority. The Authority does not require the commercial elements of a maintenance contract. (See AMC OPS 1.895(d))

JAR-OPS 1.900 Quality System (See AMC OPS 1.900) (See IEM OPS 1.900)

(a) For maintenance purposes, the operator’s quality system, as required by JAR-OPS 1.035, must additionally include at least the following functions:

(1) Monitoring that the activities of JAR-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. (e) Notwithstanding paragraph (d) above, the

operator may have a contract with an organisation that is not JAR-145 approved/accepted, provided that :

(b) Where the operator is approved in accordance with JAR-145, the quality system may be combined with that required by JAR-145.(1) for aeroplane or engine maintenance

contracts, the contracted organisation is a JAR-OPS Operator of the same type of aeroplane,

(2) all maintenance is ultimately performed by JAR-145 approved/accepted organisations,

01.09.04 1–M–2 Amendment 7

SECTION 1 JAR–OPS 1 Subpart M JAR-OPS 1.910(d) (continued)

JAR-OPS 1.905 Operator’s Maintenance Management Exposition

(a) An operator must provide an operator’s Maintenance Management exposition containing details of the organisation structure (See AMC OPS 1.905(a)) including:

(1) The nominated postholder responsible for the maintenance system required by JAR-OPS 1.175(i)(2) and the person, or group of persons, referred to in JAR-OPS 1.895(b);

(2) The procedures that must be followed to satisfy the maintenance responsibility of JAR-OPS 1.890 and the quality functions of JAR-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.

(b) An operator’s maintenance management exposition and any subsequent amendment must be approved by the Authority.

JAR-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. (See AMC OPS 1.910(a))

[(b) The Operator’s approved aeroplane Maintenance Programme must be subject to periodic reviews and amended when necessary. The reviews will ensure that the programme continues to be valid in light of operating experience whilst taking into account new and/or modified maintenance instructions promulgated by the Type Certificate holder. (See AMC OPS 1.910(b))

(c) The Operator’s approved aeroplane Maintenance Programme must reflect applicable mandatory regulatory requirements addressed in documents issued by the Type Certificate holder to comply with JAR-21.61. (See AMC OPS 1.910(c))]

([d]) An operator’s aeroplane maintenance programme and any subsequent amendment must

be approved by the Authority. (See AMC OPS 1.910([d]))

[Amdt. 7, 01.09.04]

JAR-OPS 1.915 Operator’s Aeroplane Technical Log

(See AMC OPS 1.915)

(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 maintenance status of what scheduled and out of phase maintenance is next due except that the Authority may agree to the maintenance 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 system and any subsequent amendment must be approved by the Authority.

JAR-OPS 1.920 Maintenance Records (See AMC OPS 1.920)

(a) An operator shall ensure that the aeroplane technical log is retained for 24 months after the date of the last entry.

(b) An operator shall ensure that a system has been established to keep, in a form acceptable to the Authority, the following 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

Amendment 7 1–M–3 01.09.04

JAR–OPS 1 Subpart M SECTION 1

01.09.04 1–M–4 Amendment 7


aeroplane component overhaul has been superseded by another overhaul of equivalent work scope and detail;

(4) The current aeroplane inspection status such that compliance with the approved operator’s aeroplane maintenance programme can be established – Until the aeroplane or aeroplane component inspection has been superseded by another inspection, of equivalent work scope and detail;

(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. (See IEM OPS 1.920(b)(6))

(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. (See AMC OPS 1.920(c))

[Amdt. 2. 01.07.00]


JAR-OPS 1.930 Continued Validity of the Air Operator Certificate in Respect of the Maintenance System

(See IEM OPS 1.930)

An operator must comply with JAR-OPS 1.175 and 1.180 to ensure continued validity of the air operator’s certificate in respect of the maintenance system.

JAR-OPS 1.935 Equivalent Safety Case (See IEM OPS 1.935)

An operator shall not introduce alternative procedures to those prescribed in this Subpart unless needed and an equivalent safety case has first been approved by the Authority and supported by JAA Member Authorities.


SECTION 1 JAR-OPS 1 Subpart N

Amendment 11 1-N-1 01.08.06

Note: Reference is made to JAR-FCL in this Subpart.

where this is the case, it should be noted that, until JAR-

FCL has been implemented, the equivalent national

aviation regulations will apply.

JAR-OPS 1.940 Composition of Flight Crew

(See Appendices 1 & 2 to

JAR-OPS 1.940)


(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 prevent the crewing together

of inexperienced flight crew members (See AMC

OPS 1.940(a)(4));

(5) One pilot amongst the flight crew,

qualified as a pilot-in-command in accordance

with [the requirements governing Flight Crew

Licenses], is designated as the commander who

may delegate the conduct of the flight to another

suitably qualified pilot; and

(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) 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 transportation, which must not

exceed the requirements prescribed in JAR-OPS

1.980 and JAR-OPS 1.981, including when his

services are engaged by another operator. For

crew members serving the operator as a

commander, initial operator’s Crew Resource

Management (CRM) training shall be completed

before commencing unsupervised line flying.

However, for crew members serving the operator

as a commander after 1 April 2002, initial CRM

training shall be completed before commencing

unsupervised line flying unless the crew member

has previously completed an initial operator’s

CRM course.

(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 turbojet

aeroplanes, the minimum flight crew is 2 pilots;

or

(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 JAR-OPS 1.940 are satisfied. If the

requirements of Appendix 2 are not satisfied, the

minimum flight crew is 2 pilots.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04]

JAR-OPS 1.943 Initial Operator’s Crew

Resource Management

(CRM) training

(See [ ] [ACJ] OPS [(AMC)]

1.943/1.945(a)(9)/1.955(b)(6)/

1.965(e))

(See [ ] [ACJ] OPS [(IEM)]

1.943/1.945(a)(9)/1.955(b)(6)/

1.965(e))

(a) When a flight crew member has not

previously completed initial Operator’s Crew

Resource Management (CRM) training (either new

employees or existing staff), then the operator shall

ensure that the flight crew member completes an

initial CRM training course. New employees shall

complete initial Operator’s CRM Training within

their first year of joining an operator. Flight crew

who are already operating as flight crew members in

commercial air transportation and who have not

completed CRM training before shall complete an

initial operator’s CRM training course by 1 April

2002.

(b) If the flight crew member has not

previously been trained in Human Factors then a

theoretical course, based on the human performance

and limitations programme for the ATPL (see the

requirements applicable to the issue of Flight Crew

Licences) shall be completed before the initial

Operator’s CRM training or combined with the

initial Operator’s CRM training.

(c) Initial CRM training shall be conducted by

at least one CRM trainer acceptable to the Authority

SUBPART N – FLIGHT CREW


JAR-OPS 1 Subpart N SECTION 1

01.08.06 1-N-2 Amendment 11

who may be assisted by experts in order to address

specific areas. (See [ ] [ACJ] OPS [(AMC)]

1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)).

(d) Initial CRM training is conducted in

accordance with a detailed course syllabus included

in the Operations Manual.

[Amdt. 3, 01.12.01; Amdt. 11, 01.08.06]

JAR-OPS 1.945 Conversion training and

checking


1.945)

(See AMC OPS 1.945)

(See IEM OPS 1.945)


1.943/ 1.945(a)(9)/1.955(b)(6)/

1.965(e))


1.943/ 1.945(a)(9)/1.955(b)(6)/

1.965(e))

(See JAR-FCL 1.261(c)(2))

(See AMC FCL 1.261(c)(2))


(1) A flight crew member completes a

Type Rating course which satisfies the

requirements applicable to the issue of 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 personnel in accordance with a

detailed course syllabus included in the

Operations Manual. The operator shall ensure

that the personnel integrating elements of CRM

into conversion training are suitably qualified;

(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 JAR-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 JAR-OPS 1.965(b) and the

training and checks required by JAR-OPS

1.965(d) before commencing line flying under

supervision;

(7) Upon completion of line flying under

supervision, the check required by JAR-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) Elements of CRM training are

integrated into the conversion course. (See [ ] [ACJ]

OPS [(AMC)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) & [ ]

[ACJ] OPS [(IEM)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

and AMC OPS 1.945(a)(9) and IEM OPS

1.945(a)(9)).

(b) In the case of changing aeroplane type or

class, the check required by 1.965(b) may be

combined with the type or class rating skill test

under the requirements applicable to the issue of

Flight Crew Licences.

(c) The operator’s conversion course and the

Type or Class Rating course required for the issue of

Flight Crew Licences may be combined.

(d) A pilot, undertaking a ZFTT course, shall:

(1) Commence Line Flying Under

Supervision as soon as possible within 21 days

after completion of the skill test.

If Line Flying Under Supervision has not

been commenced within the 21 days, the operator

shall provide appropriate training acceptable to

the Authority.

(2) Complete the six take-offs and

landings required in Appendix 1 JAR-FCL

1.261(c)(2) in a flight simulator, qualified in

accordance with JAR–STD and user approved by

the Authority, not later than 21 days after the

completion of the skill test.

This simulator session shall be conducted

by a TRI(A) occupying a pilot's seat.

When recommended by a Joint Operational

Evaluation Board (JOEB) and approved by the

Authority, the number of take-offs and landings

may be reduced.

If these take-offs and landings have not

been performed within the 21 days, the operator

shall provide refresher training acceptable to the

Authority.

JAR-OPS 1.943(c) (continued) JAR-OPS 1.945(a) (continued)


Amendment 11 1-N-3 01.08.06

(3) Conduct the first four take-offs and

landings of the Line Flying Under Supervision in

the aeroplane under the supervision of a TRI(A)

occupying a pilot’s seat.

When recommended by a Joint Operational

Evaluation Board (JOEB) and approved by the

Authority, the number of take-offs and landings

may be reduced.

[Amdt. 3, 01.12.01; Amdt. 7, 01.09.04; Amdt. 10, 01.03.06;

Amdt. 11, 01.08.06]

JAR-OPS 1.950 Differences training and

Familiarisation training

(a) An operator shall ensure that a flight crew

member completes:

(1) Differences training which requires

additional knowledge and training on an

appropriate training device or the aeroplane;

(i) When operating another variant

of an aeroplane of the same type or another

type of the same class currently operated;

or

(ii) When changing equipment

and/or procedures on types or variants

currently operated;

(2) Familiarisation training which requires

the acquisition of additional knowledge:

(i) When operating another

aeroplane of the same type; or

(ii) When changing equipment

and/or procedures on types or variants

currently operated.

(b) The operator shall specify in the Operations

Manual when such differences training or

familiarisation training is required.

[Ch. 1, 01.03.98]

JAR–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.

(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 an STD (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 JAR-OPS 1.965(c) and

route and aerodrome competence qualification as

prescribed in JAR-OPS 1.975; and

(6) Elements of Crew Resource

Management. (See [ ] [ACJ] OPS [(AMC)]

1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) & [ ] [ACJ]

OPS [(IEM)] 1.943/ 1.945(a)(9)/1.955(b)(6)/1.965(e).)

[Amdt. 3, 01.12.01; Amdt. 11, 01.08.06]

JAR-OPS 1.960 Commanders holding a

Commercial Pilot Licence


(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 Flight

Rules (VFR) outside a radius of 50 nm from

an 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 (in

accordance with [the requirements

governing Flight Crew Licenses]) 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,

JAR-OPS 1.945(d) (continued) JAR-OPS 1.955(b) (continued)


01.08.06 1-N-4 Amendment 11

the requirements prescribed in Appendix 2 to

JAR-OPS 1.940 are satisfied; and

(3) In multi-pilot crew operations, in

addition to sub-paragraph (a)(1) above, and prior

to the pilot operating as commander, the

command course prescribed in JAR-OPS

1.955(a)(2) is completed.

[Amdt. 7, 01.09.04]

JAR-OPS 1.965 Recurrent training and

checking

(See Appendices 1 & 2 to

JAR-OPS 1.965)

(See AMC OPS 1.965)


1.943/1.945(a)(9)/1.955(b)(6)/

1.965(e))


1.943/1.945(a)(9)/1.955(b)(6)/

1.965(e))

(See IEM OPS 1.965)

(a) General. An operator shall ensure that:


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 the Operations

Manual and approved by the Authority;

(3) Recurrent training is conducted by the

following personnel:

(i) Ground and refresher training

– by suitably qualified personnel;

(ii) Aeroplane/STD training - by a

Type Rating Instructor (TRI), Class Rating

Instructor (CRI) or in the case of the STD

content, a Synthetic Flight Instructor (SFI),

providing that the TRI, CRI or SFI satisfies

the operator's experience and knowledge

requirements sufficient to instruct on the

items specified in paragraphs (a)(1)(i)(A)

and (B) of Appendix 1 to JAR-OPS 1.965;

(iii) Emergency and safety

equipment training – by suitably qualified

personnel; and

(iv) Crew Resource Management

(CRM):

(A) Integration of CRM

elements into all the phases of the

recurrent training - by all the

personnel conducting recurrent

training. The operator shall ensure

that all personnel conducting

recurrent training are suitably

qualified to integrate elements of

CRM into this training;

(B) Modular CRM training –

by at least one CRM trainer acceptable

to the Authority (see [ ] [ACJ] OPS [(AMC)]

1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)) who

may be assisted by experts in order to address

specific areas.

(4) Recurrent checking is conducted by

the following personnel:

(i) Operator proficiency check –

by a Type Rating Examiner (TRE), Class

Rating Examiner (CRE) or, if the check is

conducted in a STD a TRE, CRE or a

Synthetic Flight Examiner (SFE), trained in

CRM concepts and the assessment of CRM

skills;

(ii) Line checks – by suitably

qualified commanders nominated by the

operator and acceptable to the Authority;

(iii) Emergency and safety

equipment checking – by suitably qualified

personnel.

(b) Operator Proficiency Check

(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.

(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.

(c) Line Check. An operator shall ensure that

each flight crew member undergoes a line check on

the aeroplane to demonstrate his competence in

JAR-OPS 1.960(a) (continued) JAR-OPS 1.965(a)(3) (continued)


Amendment 11 1-N-5 01.08.06

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. (See AMC

OPS 1.965(c)).

(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. (See AMC OPS 1.965(d)).

(e) CRM. An operator shall ensure that:

(1) Elements of CRM are integrated into

all appropriate phases of the recurrent training,

and;


specific modular CRM training. All major topics

of CRM training shall be covered over a period

not exceeding 3 years;

(f) 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/STD training. An operator shall

ensure that each flight crew member undergoes

aeroplane/STD 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 aeroplane/STD

training must be completed within 12 calendar

months of the original expiry date of the previous

aeroplane/STD training.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 10, 01.03.06;

Amdt. 11, 01.08.06]

JAR–OPS 1.968 Pilot qualification to

operate in either pilot’s

seat


1.968)


(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


JAR-OPS 1.970 Recent experience


(1) A pilot is not assigned to operate an

aeroplane as part of the minimum certificated

crew, either as pilot flying or pilot non-flying,

unless he has carried out three take-offs and three

landings in the previous 90 days as pilot flying in

an aeroplane, or in a flight simulator, of the same

type/class.

(2) A pilot who does not hold a valid

instrument rating is not assigned to operate an

aeroplane at night as commander unless he has

carried out at least one landing at night in the

preceding 90 days as pilot flying in an aeroplane,

or in a flight simulator, of the same type/class.

(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

a Flight Simulator [of] the aeroplane type to be used.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04;

Amdt. 9, 01.09.05]

JAR-OPS 1.975 Route and Aerodrome

Competence qualification

(See AMC OPS 1.975)

(a) An operator shall ensure that, prior 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 route to be flown and of the

aerodromes (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:



01.08.06 1-N-6 Amendment 11

(1) The month of qualification; or

(2) The month of the latest operation on

the route or to the aerodrome.

(c) Route and aerodrome competence

qualification shall be revalidated by operating on

theroute 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 validity of 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.

[Ch. 1, 01.03.98]

JAR-OPS 1.978 Alternative Training and

Qualification Programme


1.978)

(See ACJ OPS 1.978)

(a) An operator, following a minimum of two

years continuous operations, may substitute the

training and checking requirements for flight crew

specified in Appendix 1 to JAR-OPS 1.978(a) by an

Alternative Training and Qualification Programme

(ATQP) approved by the Authority. The two years

continuous operations may be reduced at the

discretion of the Authority.

(b) The ATQP must contain training and

checking which establishes and maintains a level of

proficiency demonstrated to be at least not less than

the level of proficiency achieved by following the

provisions of JAR-OPS 1.945, 1.96[5] and 1.970.

The standard of flight crew training and qualification

shall be established prior to the introduction of

ATQP; the required ATQP training and qualification

standards shall also be specified.

(c) An operator applying for approval to

implement an ATQP shall provide the Authority with

an implementation plan in accordance with

paragraph (c) of Appendix 1 to JAR-OPS 1.978.

(d) In addition to the checks required by JAR-

OPS 1.965 and 1.970 an operator shall ensure that

each flight crew member undergoes a Line

Orientated Evaluation (LOE).

(1) The Line Orientated Evaluation

(LOE) shall be conducted in a simulator. The

LOE may be undertaken with other approved

ATQP training.

(2) The period of validity of a LOE 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 LOE the period of validity shall extend

from the date of issue until 12 calendar months

from the expiry date of that previous LOE.

(e) After 2 years of operating within an

approved ATQP an operator may, with the approval

of the Authority, extend the periods of validity of

JAR-OPS 1.965 and 1.970 as follows:

(1) Operator proficiency check - 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 operator

proficiency check, the period of validity shall

extend from the date of issue until 12 calendar

months from the expiry date of that previous

operator proficiency check.

(2) Line Check - 24 calendar months in

addition to the remainder of the month of issue.

If issued within the final 6 calendar months of

validity of a previous line check, the period of

validity shall extend from the date of issue until

24 calendar months from the expiry date of that

previous line check. The line check may be

combined with a Line Oriented Quality

Evaluation (LOQE) with the approval of the

authority.

(3) Emergency and Safety equipment

checking – 24 calendar months in addition to the

remainder of the month of issue. If issued within

the final 6 calendar months of validity of a

previous check, the period of validity shall extend

from the date of issue until 24 calendar months

from the expiry date of that previous check.

(f) The ATQP shall be the responsibility of a

nominated post holder.

[Amdt. 10, 01.03.06, Amdt. 11, 01.08.06 ]

JAR-OPS 1.980 Operation on more than

one type or variant


1.980)

(See AMC 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:

JAR-OPS 1.965(c) (continued) JAR-OPS 1.968(a) (continued) JAR-OPS 1.975(b) (continued) JAR-OPS 1.978(d) (continued)


Amendment 11 1-N-7 01.08.06

(1) The level of technology;

(2) Operational procedures;

(3) Handling characteristics. (See AMC

OPS 1.980(b) and IEM OPS 1.980(b))

(c) An Operator shall ensure that a flight crew

member operating more than one type or variant

complies with all of the requirements prescribed

inSubpart 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 operational 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; and

(4) All applicable recent experience

requirements for each type or variant.

[Ch. 1, 01.03.98; Amdt. 10, 01.03.06]

JAR-OPS 1.981 Operation of helicopters

and aeroplanes

(a) 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 operational restrictions,

approved by the Authority, in the Operations

Manual.

[Ch. 1, 01.03.98]

JAR-OPS 1.985 Training records

(See IEM OPS 1.985)


(1) Maintain records of all training,

checking and qualification prescribed in JAR-OPS

1.945, 1.955, 1.965, 1.968 and 1.975 undertaken

by a flight crew member; and

(2) Make the records of all conversion

courses and recurrent training and checking

available, on request, to the flight crew member

concerned.


JAR-OPS 1.980(b) (continued) JAR-OPS 1.985(a) (continued)


01.03.06 1-N-8 Amendment 10


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

(1) The commander may delegate

conduct of the flight to:

(i) Another qualified commander;

or

(ii) For operations only above

FL200, a pilot qualified as detailed in sub-

paragraph (c) below.

(c) Minimum requirements for a pilot relieving

the commander

(1) Valid Airline Transport Pilot Licence;

(2) Conversion training and checking

(including Type Rating training) as prescribed in

JAR-OPS 1.945;

(3) All recurrent training and checking as

prescribed in JAR-OPS 1.965 and JAR-OPS

1.968; and

(4) Route competence qualification as

prescribed in JAR-OPS 1.975.

(d) Relief of the co-pilot

(1) 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.

(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

JAR-OPS 1.945 except the requirement for take-

off and landing training;

(3) All recurrent training and checking as

prescribed in JAR-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

JAR-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 JAR-

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 flight crew member with a qualification


[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]




Amendment 10 1-N-9 01.03.06


Single pilot operations under IFR or at night

(a) Aeroplanes referred to in JAR-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 checklists;

(iii) ATC communication;

(iv) Departure and approach

procedures;

(v) Autopilot management; and

(vi) Use of simplified in-flight

documentation;

(3) The recurrent checks required by

JAR-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;

(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.

[Ch. 1, 01.03.98]



01.08.06 1-N-10 Amendment 11


Operator’s Conversion Course

(See AMC OPS 1.945)

(See [ ] [ACJ] OPS [(AMC)] 1.943/1.945(a)(9)/

1.955(b)(6)/1.965(e))

(See [ ] [ACJ] OPS [(IEM)] 1.943/1.945(a)(9)/

1.955(b)(6)/1.965(e))

(See IEM OPS 1.945)

(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) Aeroplane/STD training and

checking; and

(4) 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) Elements of Crew Resource Management

shall be integrated into the conversion course, and

conducted by suitably qualified personnel.

(d) When a flight crew member has not

previously completed an operator’s conversion

course, the operator shall ensure that in addition to

sub-paragraph (a) above, the flight crew member

undergoes general first aid training and, if applicable,

ditching procedures training using the equipment in

water.

[Amdt. 3, 01.12.01; Amdt. 7, 01.09.04; Amdt. 10, 01.03.06;

Amdt. 11, 01.08.06]



Amendment 11 1-N-11 01.08.06

Appendix 1 to JAR–OPS 1.965

Recurrent training and checking – Pilots

(See AMC OPS 1.965)

(See [ ] [ACJ] OPS [(AMC)] 1.943/1.945(a)(9)/

1.955(b)(6)/1.965(e))

(See [ ] [ACJ] OPS [(IEM)] 1.943/1.945(a)(9)/

1.955(b)(6)/1.965(e))

(See IEM OPS 1.965)

(a) Recurrent Training – Recurrent training

shall comprise:

(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 (See AMC OPS

1.345(a)) and pilot incapacitation (see

AMC to Appendix 1 to JAR-OPS

1.965); 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/[STD] training

(i) The aeroplane/[STD] 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/[STD] training may

be combined with the operator proficiency

check.

(3) Emergency and Safety Equipment

Training

(i) Emergency and safety

equipment training 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 where

fitted;

(C) Actual handling of fire

extinguishers;

(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.

(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 that

carried in the aeroplane on an actual

or 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 (CRM)

(i) Elements of CRM shall be

integrated into all appropriate phases of

recurrent training; and

(ii) A specific modular CRM

training programme shall be established

such that all major topics of CRM training

are covered over a period not exceeding 3

years, as follows:

(A) Human error and

reliability, error chain, error

prevention and detection;

(B) Company safety culture,

SOPs, organisational factors;

(C) Stress, stress management,

fatigue and vigilance;

AappAppendix 1 to JAR-OPS 1.965(a)(3) (continued) Appendix 1 to JAR-OPS 1.965 (continued)


01.08.06 1-N-12 Amendment 11

(D) Information acquisition

and processing, situation awareness,

workload management;

(E) Decision making;

(F) Communication and co-

ordination inside and outside the

cockpit;

(G) Leadership and team

behaviour, synergy;

(H) Automation and philosophy

of the use of Automation (if relevant to

the type);

(I) Specific type-related

differences;

(J) Case based studies;

(K) Additional areas which

warrant extra attention, as identified

by the accident prevention and flight

safety programme (see JAR-OPS

1.037).

[(iii) Operators shall establish

procedures to update their CRM recurrent

training programme. Revision of the

Programme shall be conducted over a

period not exceeding 3 years. The revision

of the programme shall take into account

the de-identified results of the CRM

assessments of crews, and information

identified by the accident prevention and

flight safety programme.]

(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 to

represent that specific aeroplane,

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 inoperative;

(D) Non-precision approach

to minima;

(E) Missed approach on

instruments from minima with, in the

case of multi-engined aeroplanes, one

engine inoperative; 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 in an aeroplane, the engine

failure must be simulated.

(iii) In addition to the checks

prescribed in sub-paragraphs (i)(A) to (F)

above, the requirements applicable to the

revalidation or renewal of the aircraft Type

or Class Rating 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-

engined 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 satisfactorily 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 CRM skills in accordance

with a methodology acceptable to the

Authority and published in the Operations

Manual. The purpose of such assessment is

to:

(A) Provide feedback to the

crew collectively and individually and

serve to identify retraining; and

(B) Be used to improve the

CRM training system.

[(iii) CRM assessment alone shall

not be used as a reason for a failure of the

line check.]



Amendment 11 1-N-13 01.08.06

([iv]) When pilots are assigned duties

as pilot flying and pilot non-flying they

must be checked in both functions.

([v]) Line checks must be completed

in an aeroplane.

([vi]) Line checks must be conducted

by commanders nominated by the operator

and acceptable to the Authority. The person

conducting the line check, who is described

in JAR-OPS 1.965(a)(4)(ii), shall be trained

in CRM concepts and the assessment of

CRM skills and shall occupy an observer’s

seat where installed. In the case of longhaul

operations where additional operating

flightcrew are carried, the person may fulfil

the function of a cruise relief pilot and shall

not occupy either pilot’s seat during take-

off, departure, initial cruise, descent,

approach and landing. His CRM

assessments shall solely be based on

observations made during the initial

briefing, cabin briefing, cockpit briefing

and those phases where he occupies the

observer’s seat.

[Amdt. 3, 01.12.01; Amdt. 11, 01.08.06]



Appendix 1 to JAR-OPS 1.965 (continued) Appendix 1 to JAR-OPS 1.965 (continued) Appendix 1 to JAR-OPS 1.965 (continued))


01.03.06 1-N-14 Amendment 10


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.

(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.




Amendment 10 1-N-15 01.03.06


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 training or examining duties 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 JAR-OPS 1.965(b). This additional

training must include at least the following:

(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 JAR–OPS for operating in the

left-hand seat must, in addition, be valid and current.

(d) A pilot relieving the commander shall have

demonstrated, concurrent with the operator

proficiency checks prescribed in JAR-OPS 1.965(b),

practice of drills and procedures which would not,

normally, be the relieving pilot’s responsibility.

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.

(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 JAR-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.

[Ch. 1, 01.03.98]




01.03.06 1-N-16 Amendment 10

[Appendix 1 to JAR-OPS 1.978 Alternative

Training and Qualification Programme

(See ACJ to Appendix 1 to JAR-OPS 1.978(b)(1))




(See ACJ to Appendix 1 to JAR- OPS 1.978(b)(5))



(See ACJ to Appendix 1 to JAR-OPS

1.978(c)(1)(i))

(a) An operator’s ATQP may apply to the

following requirements that relate to training and

qualifications:

(1) JAR-OPS 1.450 and Appendix 1 to

JAR-OPS 1.450 - Low Visibility Operations –

Training and Qualifications;

(2) JAR-OPS 1.945 Conversion training

and checking and Appendix 1 to JAR-OPS 1.945;

(3) JAR-OPS 1.950 Differences training

and familiarisation training;

(4) JAR-OPS 1.955 paragraph (b) -

Nomination as commander;

(5) JAR-OPS 1.965 Recurrent training

and checking and Appendices 1 and 2 to JAR-

OPS 1.965;

(6) JAR-OPS 1.980 Operation on more

than one type or variant and Appendix 1 to JAR-

OPS 1.980.

(b) Components of the ATQP - An Alternative

Training and Qualification Programme shall

comprise the following:

(1) Documentation that details the scope

and requirements of the programme;

(2) A task analysis to determine the tasks

to be analysed in terms of:

(i) knowledge;

(ii) the required skills;

(iii) the associated skill based

training;

and, where appropriate

(iv) the validated behavioural

markers.

(3) Curricula – the curriculum structure

and content shall be determined by task analysis,

and shall include proficiency objectives including

when and how those objectives shall be met. The

process for curriculum development shall be

acceptable to the Authority;

(4) A specific training programme for:

(i) each aeroplane type/class

within the ATQP;

(ii) the instructors (CRI/SFI/TRI),

and other personnel undertaking flight crew

instruction;

(iii) the examiners (CRE/SFE/TRE);

to include a method for the standardisation

of the instructors and examiners;

(5) A feedback loop for the purpose of

curriculum validation and refinement, and to

ascertain that the programme meets its

proficiency objectives;

(6) A method for the assessment of flight

crew both during conversion and recurrent

training and checking. The assessment process

shall include event-based assessment as part of

the LOE. The method of assessment shall comply

with the provisions of JAR-OPS 1.965;

(7) An integrated system of quality

control, that ensures compliance with all the

requirements processes and procedures of the

programme;

(8) A process that describes the method

to be used if the monitoring and evaluation

programmes do not ensure compliance with the

established proficiency and qualification

standards for flight crew;

(9) A Data Monitoring/Analysis programme.

(c) Implementation - The operator shall

develop an evaluation and implementation strategy

acceptable to the Authority; the following

requirements shall be fulfilled:

(1) The implementation process shall

include the following stages:

(i) A safety case that substantiates

the validity of:

(A) The revised training and

qualification standards when

compared with the standards achieved

under JAR-OPS 1 prior to the

introduction of ATQP.

(B) Any new training

methods implemented as part of

ATQP.

If approved by the Authority

the operator may establish an

equivalent method other than a formal

safety case.

Appendix 1 to JAR-OPS 1.978(b) (continued)


Amendment 10 1-N-17 01.03.06

(ii) Undertake a task analysis as

required by paragraph (b)(2) above in order

to establish the operator’s programme of

targeted training and the associated training

objectives.

(iii) A period of operation whilst

data is collected and analysed to ensure the

efficacy of the safety case or equivalent and

validate the task analysis. During this

period the operator shall continue to operate

to the pre-ATQP JAR-OPS 1 requirements.

The length of this period shall be agreed

with the authority;

(2) The operator may then be approved to

conduct training and qualification as specified

under the ATQP.]

[Amdt. 10, 01.03.06]



Appendix 1 to JAR-OPS 1.978 (continued) Appendix 1 to JAR-OPS 1.978(c) (continued)


01.03.06 1-N-18 Amendment 10


Operation on more than one type or variant

(See AMC OPS 1.980)

(a) When a flight crew member operates more

than one aeroplane class, type or variant listed in

[JAR-FCL and associated procedures for] class-

single pilot and/or [JAR-FCL and associated

procedures for] type-single pilot, but not within a

single licence endorsement, an operator must comply

with the following:

(1) A flight crew member shall not

operate more than:

(i) Three piston engined aeroplane

types or variants; or

(ii) Three turbo-propellor aeroplane

types or variants; or

(iii) One turbo-propellor aeroplane

type or variant and one piston engined

aeroplane type or variant; or.

(vi) One turbo-propellor aeroplane

type or variant and any aeroplane within a

particular class.

(2) JAR-OPS 1.965 for each type or

variant operated unless the operator has

demonstrated specific procedures and/or

operational restrictions which are acceptable to

the Authority.

(b) When a flight crew member operates more

than one aeroplane type or variant within one or

more licence endorsement as defined by [JAR-FCL

and associated procedures for] type – multi pilot, an

operator shall ensure that:

(1) The minimum flight crew

complement specified in the Operations Manual is

the same for each type or variant to be operated;

(2) A flight crew member does not

operate more than two aeroplane types or variants

for which a separate licence 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.

Note: In cases where more than one licence endorsement

is involved, see sub-paragraphs (c) and (d) below.

(c) When a flight crew member operates more

than one aeroplane type or variant listed in [JAR-

FCL and associated procedures for] type - single

pilot and type - multi pilot, but not within a single

licence endorsement, an operator must comply with:

(1) Subparagraphs (b)(1), (b)(2) and (b)(3)

above; and

(2) Subparagraph (d) below.

(d) When a flight crew member operates more

than one aeroplane type or variant listed in [JAR-

FCL and associated procedures for] type - multi

pilot, but not within a single licence endorsement, an

operator must comply with the following:

(1) Subparagraphs (b)(1), (b)(2) and

(b)(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 crew position in commercial

air transport operations with the same

operator.

(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 again

being eligible to exercise 2 licence

endorsements.

(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 which 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) JAR-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 similarities (See AMC OPS 1.980(c)

and IEM OPS 1.980(c)).



Amendment 10 1-N-19 01.03.06

(i) JAR-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 proficiency checks for revalidation

or renewal of type rating does not exceed

that prescribed in JAR-FCL for each type,

the JAR-FCL requirements will be satisfied.

In addition relevant and approved recurrent

training must be specified in the Operations

Manual.

(ii) JAR-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) JAR-OPS 1.965 for each type or

variant operated unless credits have been allowed

by the Authority in accordance with sub-

paragraph (7) above.

(e) When a flight crew member operates

combinations of aeroplane types or variants as

defined by [JAR-FCL and associated procedures for]

class - single pilot and [JAR-FCL and associated

procedures for] type - multi pilot an operator must

demonstrate that specific procedures and/or

operational restrictions are approved in accordance

with JAR-OPS 1.980(d).

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 10, 01.03.06]





01.03.06 1-N-20 Amendment 10


SECTION 1 JAR-OPS 1 Subpart O

Amendment 7 1-O-1 01.09.04

JAR-OPS 1.988 Applicability

(See IEM OPS 1.988)

[(a) A cabin crew member is a person who is

assigned by the operator to undertake tasks in the

cabin and shall be identifiable by virtue of an

operator’s cabin crew uniform to passengers as a

cabin crew member. Such persons shall comply with

the requirements of this Subpart and any other

applicable requirements of JAR-OPS 1.

(b) Other personnel, such as medical staff,

security staff, child minders, escorts, technical staff,

entertainers, interpreters, who undertake tasks in the

cabin, shall not wear a uniform which might identify

them to passengers as a cabin crew member unless

they comply with the requirements of this Subpart

and any other applicable requirements of JAR-OPS

1.]

[Amdt. 7, 01.09.04]

[JAR-OPS 1.989 Terminology

Cabin Crew Member; A crew member, other than a

Flight Crew Member, who performs in the interests

of safety of passengers, duties assigned by the

operator or the commander of the aeroplane.]

[Amdt. 7, 01.09.04]

JAR-OPS 1.990 Number and composition

of cabin crew

(See IEM OPS 1.990)


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 the

relevant analysis, except that, if the maximum

approved passenger seating configuration is less

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.

(c) The Authority may under exceptional

circumstances require an operator to include in the

crew additional cabin crew members.

(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 JAR-OPS 1.1030,

including when his services are engaged by another

operator.

[Ch. 1, 01.03.98]

JAR-OPS 1.995 Minimum requirements

(a) An operator shall ensure that each cabin

crew member:

(1) Is at least 18 years of age;

(2) Has passed an initial medical

examination or assessment and is found medically

fit to discharge the duties specified in the

Operations Manual (See AMC OPS 1.995(a)(2));

and

(3) Remains medically fit to discharge the

duties specified in the Operations Manual.

(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.

[JAR-OPS 1.996 Single cabin crew

operations


crew member who does not have previous ]

SUBPART O – CABIN CREW



01.08.06 1-O-2 Amendment 11

[comparable experience, must complete the

following before operating as a single cabin crew

member:

(1) Training in addition to that required

by JAR-OPS 1.1005 and JAR-OPS 1.1010 shall

include particular emphasis on the following to

reflect single cabin crew operations:

(i) Responsibility to the

commander for the conduct of cabin safety

and emergency procedure(s) specified in the

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.

(2) Familiarisation flying of at least 20

hours and 15 sectors. Familiarisation flights shall

be conducted under the supervision of a suitably

experienced cabin crew member on the aeroplane

type to be operated. See AMC OPS 1.1012 (3).

(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 duties in accordance with

the procedures specified in the Operations Manual.

Suitability for single cabin crew operations shall be

addressed in the criteria for cabin crew selection,

recruitment, training and assessment of competence.]

[Amdt. 7, 01.09.04]

JAR-OPS 1.1000 Senior cabin crew

members

(a) An operator shall nominate a senior cabin

crew member whenever more than one cabin crew

member is assigned. [For operations when more than

one cabin crew member is assigned, but only one

cabin crew member is required, the operator shall

nominate one cabin crew member to be responsible

to the commander.]

(b) The senior cabin crew member shall have

responsibility to the commander for the conduct and

co-ordination of normal and emergency procedure(s)

specified in the Operations Manual. [During

turbulence, in the absence of any instructions from

the flight crew, the senior cabin crew member shall

be entitled to discontinue non-safety related duties

and advise the flight crew of the level of turbulence

being experienced and the need for the fasten seat

belt signs to be switched on. This should be followed

by the cabin crew securing the passenger cabin and

other applicable areas.]

(c) Where required by JAR-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. (See IEM OPS

1.1000 (c).)

(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.

[(e) CRM Training: An operator shall ensure

that all relevant elements in Appendix 2 to JAR-OPS

1.1005/1.1010/1.1015 Table 1, Column (a) are

integrated into the training and covered to the level

required by Column (f), Senior Cabin Crew Course.]

[Amdt. 7, 01.09.04]

JAR-OPS 1.1005 Initial training


1.1005)

(See Appendix 2 to [ ] [JAR-]

OPS 1.1005/1.1010/1.1015)

(See ACJ OPS

1.1005/1.1010/1[.]1015)

(See [ ] [ACJ] OPS 1.1005/

1.1010/1.1015/1.1020)

An operator shall ensure that each cabin crew

member successfully completes initial training. The

training programme must be approved by the

Authority, in accordance with Appendix 1 to JAR-

OPS 1.1005, and the checking prescribed in JAR-

OPS 1.1025 before undertaking conversion training.

[Amdt. 11, 01.08.06]


JAR-OPS 1.996(a) (continued) JAR-OPS 1.10[0]0(b) (continued) [Amdt. 10, 01.03.06]


Amendment 11 1-O-3 01.08.06

JAR-OPS 1.1010 Conversion and differences

training


1.1010)


OPS 1.1005/1.1010/1.1015)

(See ACJ OPS

1.1005/1.1010/1[.]1015)

(See [ ] [ACJ] OPS

1.1005/1.1010/1.1015/1.1020)


crew member has completed appropriate training, as

specified in the Operations Manual, before

undertaking assigned duties as follows:

(1) Conversion training; 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

(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 procedures on

currently operated aeroplane types or

variants.

(b) An operator shall determine the content of

the conversion or differences training taking account

of the cabin crew member’s previous training as

recorded in the cabin crew member’s training

records required by JAR-OPS 1.1035.

(c) An operator shall ensure that:

(1) Conversion training is conducted in a

structured and realistic manner, in accordance

with Appendix 1 to JAR-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.

(d) Conversion and Differences training

programmes, in accordance with Appendix 1 to JAR-

OPS 1.1010, must be approved by the Authority.

(e) An operator shall ensure that each cabin

crew member before being first assigned to duties,

completes the Operator’s CRM Training and

Aeroplane Type Specific CRM, in accordance with

Appendix 1 to JAR-OPS 1.1010(k). Cabin crew who

are already operating as cabin crew members with an

operator, and who have not previously completed the

Operator’s CRM Training, shall complete this

training by the time of the next required recurrent

training and checking in accordance with Appendix 1

to JAR-OPS 1.1010 (k), including Aeroplane Type

Specific CRM, as relevant.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04;

Amdt. 11, 01.08.06]

JAR-OPS 1.1012 Familiarisation

(See AMC OPS 1.1012)

An operator shall ensure that, following

completion of conversion training, each cabin crew

member undertakes familiarisation prior to

operating as one of the minimum number of cabin

crew required by JAR-OPS 1.990.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

JAR-OPS 1.1015 Recurrent training


1.1015)


OPS 1.1005/1.1010/1.1015)

(See ACJ OPS

1.1005/1.1010/1[.]1015)

(See [ ] [ACJ] OPS 1.1005/

1.1010/1.1015/1.1020)


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 JAR-OPS

1.1015.

(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 JAR-OPS 1.1015.

(c) The period of validity of recurrent training

and the associated checking required by JAR-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.

[Ch. 1, 01.03.98; Amdt. 11, 01.08.06]


JAR-OPS 1 Subpart O SECTION 1

01.08.06 1-O-4 Amendment 11

JAR-OPS 1.1020 Refresher training


1.1020)


(See [ ] [ACJ] OPS

1.1005/1.1010/1.1015/1.1020)


crew member who has been absent from all flying

duties for more than 6 months and still remains

within the period of validity of the previous check

required by JAR-OPS 1.1025(b)(3) completes

refresher training specified in the Operations Manual

as prescribed in Appendix 1 to JAR-OPS 1.1020

(See IEM OPS 1.1020(a)).

(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 JAR-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 as defined in AMC OPS 1.1012 paragraph

3.

[Ch. 1, 01.03.98; Amdt. 11, 01.08.06]

JAR-OPS 1.1025 Checking


(a) An operator shall ensure that during or

following completion of the training required by

JAR-OPS 1.1005, 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


(b) An operator shall ensure that each cabin

crew member undergoes checks as follows:

(1) Initial training. The items listed in

Appendix 1 to JAR–OPS 1.1005;

(2) Conversion and Differences training.

The items listed in Appendix 1 to JAR–OPS

1.1010; and

(3) Recurrent training. The items listed in

Appendix 1 to JAR–OPS 1.1015 as appropriate.

[Ch. 1, 01.03.98]

JAR-OPS 1.1030 Operation on more than

one type or variant

(See ACJ OPS 1.1030)


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 aeroplane types, provided that for at least two of

the types:

(1) Non-type specific normal and

emergency procedures are identical; and

(2) Safety equipment and type specific

normal and emergency procedures are similar.

(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 each

of the following aspects:

(1) Emergency exit operation;

(2) Location and type of portable safety

equipment; and

(3) Type specific emergency procedures.

[Amdt. 3, 01.12.01]

JAR-OPS 1.1035 Training [records]

(See IEM OPS 1.1035)


(1) Maintain records of all training and

checking required by JAR-OPS 1.1005, 1.1010,

1.1015, 1.1020 and 1.1025; and

(2) Make the records of all initial,

conversion and recurrent training and checking

available, on request, to the cabin crew member

concerned.

[Amdt. 10, 01.03.06]



Amendment 11 1-O-5 01.08.06


Initial training

[( ]See IEM to Appendix 1 to JAR-OPS 1.1005/

1.1015/1.1020[ )]


1.1010/1.1015/1.1020[ )]

(a) An operator shall ensure that all elements of

initial training are conducted by suitably qualified

persons.

(b) Fire and Smoke Training. An operator shall

ensure that fire and smoke training includes:

(1) Emphasis on the responsibility of

cabin crew to deal promptly with emergencies

involving fire and smoke and, in particular,

emphasis on the importance of identifying the

actual source of the fire;

(2) The importance of informing the

flight crew immediately, as well as the specific

actions necessary for co-ordination and

assistance, when fire or smoke is discovered;

(3) The necessity for frequent checking

of potential fire-risk areas including toilets, and

the associated smoke detectors;

(4) The classification of fires and the

appropriate type of extinguishing agents and

procedures for particular fire situations, the

techniques of application of extinguishing agents,

the consequences of misapplication, and of use in

a confined space; and

(5) The general procedures of ground-

based emergency services at aerodromes.

(c) Water Survival Training. An operator shall

ensure that water survival training includes the

actual donning and use of personal flotation

equipment in water by each cabin crew member.

Before first operating on an aeroplane fitted with

life-rafts or other similar equipment, training must

be given on the use of this equipment, as well as

actual practice in water.

(d) Survival Training. An operator shall ensure

that survival training is appropriate to the areas of

operation, (e.g. polar, desert, jungle or sea).

(e) Medical aspects and First Aid. An operator

shall ensure that medical and first aid training

includes:

(1) Instruction on first aid and the use of

first-aid kits;

(2) First aid associated with survival

training and appropriate hygiene; and

(3) The physiological effects of flying

and with particular emphasis on hypoxia.

(f) Passenger handling. An operator shall

ensure that training for passenger handling includes

the following:

(1) Advice on the recognition and

management of passengers who are, or become,

intoxicated with alcohol or are under the influence

of drugs or are aggressive;

(2) Methods used to motivate passengers

and the crowd control necessary to expedite an

aeroplane evacuation;

(3) Regulations covering the safe stowage

of cabin baggage (including cabin service items)

and the risk of it becoming a hazard to occupants

of the cabin or otherwise obstructing or damaging

safety equipment or aeroplane exits;

(4) The importance of correct seat

allocation with reference to aeroplane mass and

balance. Particular emphasis shall also be given

on the seating of disabled passengers, and the

necessity of seating able-bodied passengers

adjacent to unsupervised exits;

(5) Duties to be undertaken in the event

of encountering turbulence including securing the

cabin;

(6) Precautions to be taken when live

animals are carried in the cabin;

(7) Dangerous Goods training as

prescribed in Subpart R; and

(8) Security procedures, including the

provisions of Subpart S.

(g) Communication. An operator shall ensure

that, during training, emphasis is placed on the

importance of effective communication between

cabin crew and flight crew including technique,

common language and terminology.

(h) Discipline and responsibilities. An operator

shall ensure that each cabin crew member receives

training on:

(1) The importance of cabin crew

performing their duties in accordance with the

Operations Manual;

(2) Continuing competence and fitness to

operate as a cabin crew member with special

regard to flight and duty time limitations and rest

requirements;

(3) An awareness of the aviation

regulations relating to cabin crew and the role of

the Authority;

(4) General knowledge of relevant

aviation terminology, theory of flight, passenger

distribution, meteorology and areas of operation;



01.08.06 1-O-6 Amendment 11

(5) Pre-flight briefing of the cabin crew

and the provision of necessary safety information

with regard to their specific duties;

(6) The importance of ensuring that

relevant documents and manuals are kept up-to-

date with amendments provided by the operator;

(7) The importance of identifying when

cabin crew members have the authority and

responsibility to initiate an evacuation and other

emergency procedures; and

(8) The importance of safety duties and

responsibilities and the need to respond promptly

and effectively to emergency situations.

(i) Crew Resource Management. An operator

shall ensure that CRM training satisfies the

following:

(1) Introductory CRM Course:

(i) An operator shall ensure that a

cabin crew member has completed an

Introductory CRM Course before being first

assigned to operate as a cabin crew member.

Cabin crew who are already operating as

cabin crew members in commercial air

transportation and who have not previously

completed an introductory course, shall

complete an Introductory CRM Course by

the time of the next required recurrent

training and/or checking.

(ii) The training elements in

Appendix 2 to JAR-OPS 1.1005/

1.1010/1.1015 Table 1, Column (a) shall be

covered to the level required in Column (b),

Introductory CRM Course.

(iii) The Introductory CRM Course

shall be conducted by at least one cabin

crew CRM instructor.

[Amdt. 7, 01.09.04; Amdt. 10, 01.03.06, Amdt. 11, 01.08.06]




Amendment 11 1-O-7 01.08.06


Conversion and Differences training


1.1015[ )]


1.1010/1.1015/1.1020[ )]

(a) General. An operator shall ensure that:

(1) Conversion and differences training is

conducted by suitably qualified persons; and

(2) During conversion and differences

training, training is given on the location, removal

and use of all 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.

(b) Fire and smoke training. An operator shall

ensure that:

(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) Each cabin crew member

extinguishing a fire characteristic of an

aeroplane interior fire except that, in the

case of Halon extinguishers, an alternative

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 –

(c) Operation of doors and exits. An operator

shall ensure that:

(1) Each cabin crew member operates and

actually opens [ ] [each type or variant of]

normal and emergency exits [ ] in [the normal and

emergency modes, including failure of power

assist systems where fitted. This is to include the

action and forces required to operate and deploy

evacuation slides. This training shall be

conducted 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 main deck sill height;

(2) The slide is fitted to an aeroplane or a

representative training device.

(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

(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 in the

procedure for flight crew member incapacitation and

shall operate the seat and harness mechanisms.

Training in the use of flight crew members’ oxygen

system and use of the flight crew members’ check

lists, where required by the operator’s SOP’s, shall

be conducted by a practical demonstration.

(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-rafts, including

the equipment attached to, and/or carried in, the

raft;

(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) Communications equipment, including

megaphones;



01.08.06 1-O-8 Amendment 11

(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 JAR-OPS 1.285.

(j) An operator shall ensure that all appropriate

JAR-OPS requirements are included in the training

of cabin crew members.

(k) Crew Resource Management. An operator

shall ensure that:

(1) Each cabin crew member completes

the Operator’s CRM Training covering the

training elements in Appendix 2 to JAR-OPS

1.1005/1.1010/1.1015 Table 1, Column (a) to the

level required in Column (c) before undertaking

subsequent Aeroplane Type Specific CRM and/or

recurrent CRM Training.

(2) When a cabin crew member

undertakes a conversion course on another

aeroplane type, the training elements in Appendix

2 to JAR-OPS 1.1005/1.1010/1.1015 Table 1,

Column (a) shall be covered to the level required

in Column (d), Aeroplane Type Specific CRM.

(3) The Operator’s CRM Training and

Aeroplane Type Specific CRM shall be conducted

by a least one cabin crew CRM instructor.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04;

Amdt. 11, 01.08.06]





Amendment 11 1-O-9 01.08.06


Recurrent training [( ]See IEM to Appendix 1 to JAR-OPS 1.1010/ 1.1015[ )] [( ]See IEM to Appendix 1 to JAR-OPS 1.1005/ 1.1015/1.1020[ )] [( ]See IEM to Appendix 1 to JAR-OPS 1.1005/ 1.1010/1.1015/1.1020[ )]

(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 kit(s);

(6) Stowage of articles in the cabin;

(7) Security procedures;

(8) Incident and accident review; and

(9) Crew Resource Management. An

operator shall ensure that CRM training satisfies

the following:

(i) The training elements in

Appendix 2 to JAR-OPS 1.1005/

1.1010/1.1015 Table 1, Column (a) shall be

covered within a three year cycle to the

level required by Column (e), Annual

Recurrent CRM Training.

(ii) The definition and

implementation of this syllabus shall be

managed by a cabin crew CRM instructor.

(iii) When CRM training is provided

by stand-alone modules, it shall be

conducted by at least one cabin crew CRM

instructor.

(c) An operator shall ensure that, at intervals

not exceeding 3 years, recurrent training also

includes:

(1) [ ] [Each cabin crew member

operating and actually opening each type or

variant of normal and emergency exit in the

normal and emergency modes, including failure

of power assist systems where fitted. This is to

include the action and forces required to operate

and deploy evacuation slides. This training shall

be conducted] in an aeroplane or representative

training device;

(2) Demonstration of the operation of all

other exits including flight deck windows;

(3) Each cabin crew member being 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) Each cabin crew member

extinguishing a fire characteristic of an

aeroplane interior fire except that, in the

case of Halon extinguishers, an alternative

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.

(6) An operator shall ensure that, unless

the minimum flight crew is more than two, each

cabin crew member is trained in the procedure for

flight crew member incapacitation and shall

operate the flight crew members’ seat and harness

mechanisms. Training in the use of the flight

crew members’ oxygen system and use of flight

crew member’s check lists, where required by the

operator’s SOP’s, shall be conducted by a

practical demonstration.

(d) An operator shall ensure that all appropriate

JAR-OPS requirements are included in the training

of cabin crew members.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04;

Amdt.10, 01.03.06; Amdt. 11, 01.08.06]




01.08.06 1-O-10 Amendment 11

Appendix 2 to JAR-OPS 1.1005/1.1010/

1.1015

Training (See ACJ [ ] OPS 1.1005/1.1010/1[.]1015)

1. The CRM training syllabi, together with

CRM methodology and terminology, shall be

included in the Operations Manual.

2. Table 1 indicates which elements of CRM

shall be included in each type of training.

[Amdt. 7, 01.09.04, Amdt. 11, 01.08.06]




Amendment 11 1-O-11 01.08.06

Table 1 CRM Training:

Training Elements

(a)

Introductory

CRM Course

(b)

Operator’s CRM

Training

(c)

Aeroplane Type

Specific CRM

(d)

Annual

Recurrent

CRM Training

(e)

Senior Cabin

Crew Course

(f)

General Principles

Human factors in aviation

General instructions on CRM principles

and objectives

In depth

Not required

Not required

Not required

Overview

Human performance and limitations

From the perspective of the individual cabin crew member

Personality awareness, human error and

reliability, attitudes and behaviours,

self-assessment

Stress and stress management Overview

Fatigue and vigilance In depth Not required Not required (3 year cycle) Not required

Assertiveness

Situation awareness, information

acquisition and processing

From the perspective of the whole aeroplane crew

Error prevention and detection

Shared situation awareness, information

acquisition & processing

Overview

Workload management (3 year cycle)

Effective communication and co-

ordination between all crew members

including the flight crew as well as

inexperienced cabin crew members,

cultural differences

Not required

In-depth

Relevant

to the type(s)

Reinforcement

(relevant to the

Senior cabin

crew duties)

Leadership, co-operation, synergy,

decision-making, delegation

Individual and team responsibilities,

decision making, and actions

Identification and management of the

passenger human factors : crowd

control, passenger stress, conflict

management, medical factors

Specifics related to aeroplane types

(narrow / wide bodies, single / multi

deck), flight crew and cabin crew

composition and number of passengers

Not required

In depth

From the perspective of the operator and the organisation

Company safety culture, SOPs,

organisational factors, factors linked to

the type of operations

Effective communication and co-

ordination with other operational

personnel and ground services

Not required

In depth

Relevant

to the type(s)

Overview

(3 year cycle)

Reinforcement

(relevant to the

Senior cabin crew

duties)

Participation in cabin safety incident

and accident reporting

Case based studies (see note) Required Required

Note: In Column (d), if relevant aeroplane type specific case based studies are not available, then case

based studies relevant to the scale and scope of the operation shall be considered.

Appendix 2 to JAR-OPS 1.1005/1.1010/1.1015 (continued)


01.08.06 1-O-12 Amendment 11


Refresher training

See IEM to Appendix 1 to JAR-OPS 1.1005/

1.1010/1.1015/1.1020 – Training Methods

(a) An operator shall ensure that refresher

training is conducted by suitably 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

[ ] [each type or variant of] normal and

emergency exit[ ] [in the normal and emergency

modes, including failure of power assist systems

where fitted. This is to include the action and

forces required to operate and deploy evacuation

slides. This training shall be conducted] [ ] 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.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 10, 01.03.06;

Amdt. 11, 01.08.06]



SECTION 1 JAR-OPS 1 Subpart P

SUBPART P – MANUALS, LOGS AND RECORDS

JAR-OPS 1.1040(i) (continued)

JAR-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.

(b) An operator shall ensure that the contents of 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. (See IEM OPS 1.1040(b))

(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. (See IEM OPS 1.1040(c))

(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.

(i) An operator shall supply the Authority with intended amendments and revisions in advance of the effective date. When the amendment concerns any part of the Operations Manual which must be approved in accordance with JAR-OPS, this approval shall be obtained before the amendment becomes effective. When immediate amendments or revisions

are required in the interest of safety, they may be published and applied immediately, provided that any approval required has been applied for.

(j) An operator shall incorporate all amendments and revisions required by the Authority.

(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 contents of the Operations Manual are presented in a form in which they can be used without difficulty. [The design of the Operations Manual shall observe Human Factors principles.]

(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 JAR-OPS 1.130.

[Ch. 1, 01.03.98; Amdt. 7, 01.09.04]

JAR-OPS 1.1045 Operations Manual – structure and contents

(See Appendix 1 to JAR-OPS 1.1045)


(a) An operator shall ensure that the main structure of the Operations 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.

Amendment 7 1-P-1 01.09.04

JAR-OPS 1 Subpart P SECTION 1


Part D. Training JAR-OPS 1.1060 Operational flight plan

This part shall comprise all training instructions for personnel required for a safe operation.

(a) An operator must ensure that the operational flight plan used and the entries made during flight contain the following items: (b) An operator shall ensure that the contents of

the Operations Manual are in accordance with Appendix 1 to JAR-OPS 1.1045 and relevant to the area and type of operation.

(1) Aeroplane registration;

(2) Aeroplane type and variant;

(3) Date of flight; (c) An operator shall ensure that the detailed structure of the Operations Manual is acceptable to the Authority. (See IEM OPS 1.1045(c).)

(4) Flight identification;

(5) Names of flight crew members; [Ch. 1, 01.03.98]

(6) Duty assignment of flight crew members;

JAR-OPS 1.1050 Aeroplane Flight Manual (7) Place of departure;

An operator shall keep a current approved Aeroplane Flight Manual or equivalent document for each aeroplane that it operates.

(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); JAR-OPS 1.1055 Journey log

(a) An operator shall retain the following information for each flight in the form of a Journey Log:

(11) Type of operation (ETOPS, VFR, Ferry flight, etc.);

(12) Route and route segments with checkpoints/waypoints, distances, time and tracks; (1) Aeroplane registration;

(2) Date; (13) Planned cruising speed and flying times between check-points/waypoints. Estimated and actual times overhead;

(3) Name(s) of crew member(s);

(4) Duty assignment of crew member(s); (14) Safe altitudes and minimum levels;

(5) Place of departure; (15) Planned altitudes and flight levels;

(6) Place of arrival; (16) Fuel calculations (records of in-flight

fuel checks); (7) Time of departure (off-block time);

(8) Time of arrival (on-block time); (17) Fuel on board when starting engines; (9) Hours of flight; (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;

(10) Nature of flight;

(11) Incidents, observations (if any); and

(12) Commander’s signature (or equivalent). (See IEM OPS 1.1055 (a)(12))

(19) Initial ATS Flight Plan clearance and subsequent re-clearance;

(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. (See IEM OPS 1.1055(b))

(20) In-flight re-planning calculations; and

(21) Relevant meteorological information.

(b) Items which are readily available in other documentation or from another acceptable source or are irrelevant to the type of operation may be omitted from the operational flight plan.

(c) An operator shall ensure that all entries are made concurrently and that they are permanent in nature.

(c) An operator must ensure that the operational flight plan and its use are described in the Operations Manual.

01.09.04 1-P-2 Amendment 7



(d) An operator shall ensure that all entries on the operational flight plan are made concurrently and that they are permanent in nature.

JAR-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 JAR-OPS 1.1065.

JAR-OPS 1.1070 Operator’s maintenance management exposition

An operator shall keep a current approved maintenance management exposition as prescribed in JAR-OPS 1.905.

JAR-OPS 1.1071 Aeroplane Technical Log

An operator shall keep an aeroplane technical log as prescribed in JAR-OPS 1.915.



Amendment 7 1-P-3 01.09.04



1.2 Nominated postholders. The name of each nominated postholder responsible for flight operations, the maintenance system, crew training and ground operations, as prescribed in JAR–OPS 1.175(i). A description of their function and responsibilities must be included.

Appendix 1 to JAR-OPS 1.1045 Operations Manual Contents (See IEM to Appendix 1 to JAR-OPS 1.1045)

An operator shall ensure that the Operations Manual contains the following:

A. GENERAL/BASIC 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.

0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

0.1 Introduction

(a) A statement that the manual complies with all applicable regulations and with the terms and conditions of the applicable Air Operator Certificate. 1.4 Authority, duties and responsibilities of the

commander. A statement defining the authority, duties and responsibilities of the commander. (b) A statement that the manual contains

operational instructions that are to be complied with by the relevant personnel. 1.5. Duties and responsibilities of crew members

other than the commander. (c) A list and brief description of the various

parts, their contents, applicability and use. 2 OPERATIONAL CONTROL AND SUPERVISION

(d) Explanations and definitions of terms and words needed for the use of the manual. 2.1 Supervision of the operation by the

operator. A description of the system for supervision of the operation by the operator (See JAR-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:

0.2 System of amendment and revision

(a) Details of the person(s) responsible for the issuance and insertion of amendments and revisions.

(b) A record of amendments and revisions with insertion dates and effective dates.

(a) Licence and qualification validity; (c) A statement that handwritten amendments

and revisions are not permitted except in situations requiring immediate amendment or revision in the interest of safety.

(b) Competence of operations personnel; and

(c) Control, analysis and storage of records, flight documents, additional information and data.

(d) A description of the system for the annotation of pages and their effective dates.

2.2 System of promulgation of additional operational instructions and information. A description of any system for promulgating information which may be of an operational nature but is supplementary to that in the Operations Manual. The applicability of this information and the responsibilities for its promulgation must be included.

(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. 2.3 Accident prevention and flight safety

programme. A description of the main aspects of the flight safety programme. 1 ORGANISATION AND

RESPONSIBILITIES 2.4 Operational control. A description of the procedures and responsibilities necessary to exercise operational control with respect to flight safety.

1.1 Organisational structure. A description of the organisational structure including the general company organigram and operations department organigram. The organigram must depict the relationship between the Operations 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.

2.5 Powers of the Authority. A description of the powers of the Authority and guidance to staff on how to facilitate inspections by Authority personnel.

3 QUALITY SYSTEM

A description of the quality system adopted including at least:

(a) Quality policy;

01.09.04 1-P-4 Amendment 7



(e) System panel operator. (b) A description of the organisation of the Quality System; and (f) Operation on more than one type or variant.

(c) Allocation of duties and responsibilities. 5.3 Cabin crew. 4 CREW COMPOSITION (a) Senior cabin crew member. 4.1 Crew Composition. An explanation of the method for determining crew compositions taking account of the following:

(b) Cabin crew member.

(i) Required cabin crew member.

(ii) Additional cabin crew member and cabin crew member during familiarisation flights.

(a) The type of aeroplane being used;

(b) The area and type of operation being undertaken; (c) Operation on more than one type or variant.

5.4 Training, checking and supervision personnel.

(c) The phase of the flight;

(d) The minimum crew requirement and flight duty period planned; (a) For flight crew.

(b) For cabin crew. (e) Experience (total and on type), recency and qualification of the crew members; and 5.5 Other operations personnel

(f) The designation of the commander and, if necessitated by the duration of the flight, the procedures for the relief of the commander or other members of the flight crew. (See Appendix 1 to JAR–OPS 1.940.)

6 CREW HEALTH PRECAUTIONS

6.1 Crew health precautions. The relevant regulations and guidance to crew members concerning health including:

(g) The designation of the senior cabin crew member and, if necessitated 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.

(a) Alcohol and other intoxicating liquor;

(b) Narcotics;

(c) Drugs;

(d) Sleeping tablets; 4.2 Designation of the commander. The rules applicable to the designation of the commander. (e) Pharmaceutical preparations;

(f) Immunisation; 4.3 Flight crew incapacitation. Instructions on the succession of command in the event of flight crew incapacitation.

(g) Deep diving;

(h) Blood donation; 4.4 Operation on more than one type. A statement indicating which aeroplanes are considered as one type for the purpose of:

(i) Meal precautions prior to and during flight;

(j) Sleep and rest; and

(a) Flight crew scheduling; and (k) Surgical operations.

(b) Cabin crew scheduling. 7 FLIGHT TIME LIMITATIONS

5 QUALIFICATION REQUIREMENTS 7.1 Flight and Duty Time Limitations and Rest Requirements. The scheme developed by the operator in accordance with Subpart Q (or existing national requirements until such time as Subpart Q has been adopted).

5.1 A description of the required licence, rating(s), qualification/competency (e.g. for routes and aerodromes), experience, training, checking and recency for operations personnel to conduct their duties. Consideration must be given to the aeroplane type, kind of operation and composition of the crew.

7.2 Exceedances of flight and duty time limitations and/or reductions of rest 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.

5.2 Flight crew

(a) Commander.

(b) Pilot relieving the commander. 8 OPERATING PROCEDURES

8.1 Flight Preparation Instructions. As applicable to the operation:

(c) Co-pilot.

(d) Pilot under supervision.

Amendment 7 1-P-5 01.09.04



8.1.1 Minimum Flight Altitudes. A description of the method of determination and application of minimum altitudes including:

(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;

(a) A procedure to establish the minimum altitudes/flight levels for VFR flights; and

(f) General instruction and information necessary for verification of the various types of mass and balance documentation in use;

(b) A procedure to establish the minimum altitudes/flight levels for IFR flights.

8.1.2 Criteria [and responsibilities] for [the authorisation of the use] of aerodromes [taking into account the applicable requirements of Subparts D, E, F, G, H, I and J.]

(g) Last Minute Changes procedures;

(h) Specific gravity of fuel, oil and water methanol; and

8.1.3 Methods for establishing aerodrome operating minima. The method for establishing aerodrome operating minima for IFR flights in accordance with JAR-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.

(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.

8.1.4 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.

8.1.11 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 8.1.7 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.

8.2.1 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.

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:

8.1.8 Mass and Centre of Gravity. The general principles of mass and centre of gravity including:

(a) Definitions;

(b) Methods, procedures and responsibilities for preparation and acceptance of mass and centre of gravity calculations;

(c) The policy for using standard and/or actual masses;

(a) Children/infants, sick passengers and Persons with Reduced Mobility;

01.09.04 1-P-6 Amendment 7



(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 [including push-back and towing operations];

(j) Servicing of aeroplanes;

(k) Documents and forms for aeroplane handling; and

(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, 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 and effects of icing and other contaminants on aeroplanes whilst stationary, during ground movements and during take-off. In addition, a description of the fluid types used must be given including:

(a) Proprietary or commercial names;

(b) Characteristics;

(c) Effects on aeroplane performance;

(d) Hold-over times; and

(e) Precautions during usage.

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;

(e) Procedures in the event of system degradation; and

(f) RVSM.

8.3.3 Altimeter setting procedures [including use, where appropriate, of

- metric altimetry and conversion tables, and

- QFE operating procedures.]

8.3.4 Altitude alerting system procedures

8.3.5 Ground Proximity Warning System[/Terrain Avoidance Warning System. Procedures and instructions required for the avoidance of controlled flight into terrain, including limitations on high rate of descent near the surface (the related training requirements are covered in D.2.1).]

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.

8.3.9 Wake Turbulence. Wake turbulence separation criteria, taking into account aeroplane types, wind conditions and runway location.

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

Amendment 7 1-P-7 01.09.04



8.6 Use of the Minimum Equipment and Configuration Deviation List(s)

interest of safety [and also include procedures for controlled rest on the flight deck.]

8.7 Non revenue flights. Procedures and limitations for:

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.

(a) Training flights;

(b) Test flights;

(c) Delivery flights; 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.

(d) Ferry flights;

(e) Demonstration flights; and

(f) Positioning flights, including the kind of persons who may be carried on such flights.

8.3.13 Use of vacant crew seats. The conditions and procedures for the use of vacant crew seats. 8.8 Oxygen Requirements

8.3.14 Incapacitation of crew members. Procedures to be followed in the event of incapacitation of crew members in flight. Examples of the types of incapacitation and the means for recognising them must be included.

8.8.1 An explanation of the conditions under which oxygen must be provided and used.

8.8.2 The oxygen requirements specified for:

(a) Flight crew; 8.3.15 Cabin Safety Requirements. Procedures covering: (b) Cabin crew; and

(c) Passengers. (a) Cabin preparation for flight, in-flight requirements and preparation for landing including procedures for securing the cabin and galleys;

9 DANGEROUS GOODS AND WEAPONS

9.1 Information, instructions and general guidance on the transport of dangerous goods including:

(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; (a) Operator’s policy on the transport of

dangerous goods; (c) Procedures to be followed during passenger embarkation and disembarkation; and (b) Guidance on the requirements for

acceptance, labelling, handling, stowage and segregation of dangerous goods;

(d) Procedures when refuelling/defuelling with passengers embarking, on board or disembarking.

(e) Smoking on board. (c) Procedures for responding to emergency situations involving dangerous goods; 8.3.16 Passenger briefing procedures. The

contents, means and timing of passenger briefing in accordance with JAR–OPS 1.285.

(d) Duties of all personnel involved as per JAR-OPS 1.1215; and

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.

(e) Instructions on the carriage of the operator’s employees.

9.2 The conditions under which weapons, munitions of war and sporting weapons may be carried.

10 SECURITY

10.1 Security instructions and guidance of a non-confidential nature which must include the authority and responsibilities of operations personnel. Policies and procedures for handling and reporting crime on board such as unlawful interference, sabotage, bomb threats, and hijacking must also be included.

[8.3.18 Policy on the use of Autopilot and Autothrottle.]

8.4 AWO. A description of the operational procedures associated with All Weather Operations. (See also JAR-OPS Subparts D & E).

10.2 A description of preventative security measures and training. 8.5 ETOPS. A description of the ETOPS

operational procedures. (See AMC 20-xxx). Note: Parts of the security instructions and guidance may be kept confidential.

01.09.04 1-P-8 Amendment 7



11 HANDLING, NOTIFYING AND REPORTING OCCURRENCES

(j) Procedures for pilots observing an accident or receiving a distress transmission;

Procedures for the handling, notifying and reporting occurrences. This section must include:

(k) The ground/air visual codes for use by survivors, description and use of signal aids; and

(a) Definition of occurrences and of the relevant responsibilities of all persons involved;

(l) Distress and urgency signals.

13 LEASING (b) Illustrations of forms used for reporting all

types of occurrences (or copies of the forms themselves), instructions on how they are to be completed, the addresses to which they should be sent and the time allowed for this to be done;

A description of the operational arrangements for leasing, associated procedures and management responsibilities.

B AEROPLANE OPERATING MATTERS –

TYPE RELATED (c) In the event of an accident, descriptions of which company departments, Authorities and other organisations that have to be notified, how this will be done and in what sequence;

Taking account of the differences between types, and variants of types, under the following headings:

0 GENERAL INFORMATION AND UNITS OF MEASUREMENT

(d) Procedures for verbal notification to air traffic service units of incidents involving ACAS RAs, bird hazards, dangerous goods and hazardous conditions;

0.1 General Information (e.g. aeroplane dimensions), including a description of the units of measurement used for the operation of the aeroplane type concerned and conversion tables.

(e) Procedures for submitting written reports on air traffic incidents, ACAS RAs, bird strikes, dangerous goods incidents or accidents, and unlawful interference;

1 LIMITATIONS

1.1 A description of the certified limitations and the applicable operational limitations including: (f) Reporting procedures to ensure compliance

with JAR-OPS 1.085(b) and 1.420. These procedures must include internal safety related reporting procedures to be followed by crew members, designed to ensure that the commander is informed immediately of any incident that has endangered, or may have endangered, safety during flight and that he is provided with all relevant information.

(a) Certification status (eg. 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, flights in known icing conditions etc.);

12 RULES OF THE AIR

Rules of the Air including: (d) Crew composition;

(a) Visual and instrument flight rules; (e) Mass and centre of gravity;

(b) Territorial application of the Rules of the Air;

(f) Speed limitations;

(g) Flight envelope(s); (c) Communication procedures including COM-

failure procedures; (h) Wind limits including operations on contaminated runways;

(d) Information and instructions relating to the interception of civil aeroplanes; (i) Performance limitations for applicable

configurations; (e) The circumstances in which a radio listening

watch is to be maintained; (j) Runway slope;

(k) Limitations on wet or contaminated runways; (f) Signals;

(g) Time system used in operation; (l) Airframe contamination; and (h) ATC clearances, adherence to flight plan

and position reports; (m) System limitations.

2 NORMAL PROCEDURES (i) Visual signals used to warn an unauthorised

aeroplane flying in or about to enter a restricted, prohibited or danger area;

2.1 The normal procedures and duties assigned to the crew, the appropriate check-lists, the system

Amendment 7 1-P-9 01.09.04



[(o) Departure contingency procedures.] 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:

4 PERFORMANCE

4.0 Performance data must be provided in a form in which it can be used without difficulty.

(a) Pre-flight; 4.1 Performance data. Performance material which provides the necessary data for compliance with the performance requirements prescribed in JAR–OPS 1 Subparts F, G, H and I must be included to allow the determination of:

(b) Pre-departure;

(c) Altimeter setting and checking;

(d) Taxy, Take-Off and Climb;

(e) Noise abatement; (a) Take-off climb limits – Mass, Altitude,

Temperature; (f) Cruise and descent;

(g) Approach, Landing preparation and briefing; (b) Take-off field length (dry, wet,

contaminated); (h) VFR Approach;

(c) Net flight path data for obstacle clearance calculation or, where applicable, take-off flight path; (i) Instrument approach;

(j) Visual Approach and circling; (d) The gradient losses for banked climbouts; (k) Missed Approach;

(e) En-route climb limits; (l) Normal Landing;

(f) Approach climb limits; (m) Post Landing; and

(g) Landing climb limits; (n) Operation on wet and contaminated

runways. (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;

3 ABNORMAL AND EMERGENCY PROCEDURES

3.1 The abnormal and emergency 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 co-ordination procedures between flight and cabin crew. The following abnormal and emergency procedures and duties must be included:

(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.

(a) Crew Incapacitation;

(b) Fire and Smoke Drills;

(c) Unpressurised and partially pressurised flight; 4.1.2. If performance Data, as required for the

appropriate 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.

(d) Exceeding structural limits such as overweight landing;

(e) Exceeding cosmic radiation limits;

(f) Lightning Strikes;

(g) Distress Communications and alerting ATC to Emergencies;

4.2 Additional Performance Data. Additional performance data where applicable including:

(h) Engine failure;

(i) System failures; (a) All engine climb gradients; (j) Guidance for Diversion in case of Serious

Technical Failure; (b) Drift-down data; (k) Ground Proximity Warning; (c) Effect of de-icing/anti-icing fluids; (l) TCAS Warning; (d) Flight with landing gear down; (m) Windshear;

(e) For aeroplanes with 3 or more engines, one engine inoperative ferry flights; and (n) Emergency Landing/Ditching; and

01.09.04 1-P-10 Amendment 7



(f) Flights conducted under the provisions of the CDL.

5 FLIGHT PLANNING

5.1 Data and instructions necessary for pre-flight and in-flight planning including factors such as speed schedules and power settings. Where applicable, procedures for engine(s)-out operations, ETOPS (particularly the one-engine-inoperative cruise speed and maximum distance to an adequate aerodrome determined in accordance with JAR-OPS 1.245) and flights to isolated aerodromes must be included.

5.2 The method for calculating fuel needed for the various stages of flight, in accordance with JAR-OPS 1.255.

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 manufacturer, 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 navigation performance for the route and area of operation.

10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

10.1 A list of the survival equipment to be carried for the routes to be flown and the procedures for checking the serviceability of this equipment prior to take-off. Instructions regarding the location,

accessibility and use of survival and emergency equipment and its associated check list(s) must also be included.

10.2 The procedure for determining the amount of oxygen required 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.

12 AEROPLANE SYSTEMS

A description of the aeroplane systems, related controls and indications and operating instructions. (See IEM to Appendix 1 to JAR-OPS 1.1045.)

C ROUTE AND AERODROME

INSTRUCTIONS AND INFORMATION

1 Instructions and information relating to communications, navigation 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 aerodromes;

(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;

Amendment 7 1-P-11 01.09.04



(j) En-route COM/NAV procedures;

(k) Aerodrome categorisation for flight crew competence qualification (See AMC OPS 1.975); and

(l) Special aerodrome limitations (performance limitations and operating procedures etc.). D TRAINING

1 Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight.

2 Training syllabi and checking programmes must include:

2.1 For flight crew. All relevant items prescribed in Subparts E and N;

2.2 For cabin crew. All relevant items prescribed in Subpart O;

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). INTENTIONALLY LEFT BLANK

2.4 For operations personnel other than crew members (e.g. despatcher, handling personnel etc.). All other relevant items prescribed in JAR–OPS pertaining to their duties.

3 Procedures

3.1 Procedures for training and checking.

3.2 Procedures to be applied in the event that personnel do not 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.

4 Description of documentation to be stored and storage periods. (See Appendix 1 to JAR–OPS 1.1065.)

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01; Amdt. 7, 01.09.04]

01.09.04 1-P-12 Amendment 7



Appendix 1 to JAR–OPS 1.1065 Table 3 – Flight crew records Document storage periods

Flight Crew Records

Flight, Duty and Rest time 15 months

Licence As long as the flight crew member is exercising the privileges of the licence

for the operator Conversion training and

checking 3 years

Command course (including checking)

3 years

Recurrent training and checking

3 years

Training and checking to operate in either pilot’s seat

3 years

Recent experience (JAR-OPS 1.970 refers)

15 months

Route and aerodrome competence (JAR-OPS

1.975 refers)

3 years

Training and qualification for specific operations when

required by JAR-OPS (e.g. ETOPS CATII/III operations)

3 years

Dangerous Goods training as appropriate

3 years

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 information relating to maintenance records is prescribed in Subpart M. 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 JAR–OPS 1.135

Operational flight plan 3 months

Aeroplane Technical log 24 months after the date of the last entry

Route specific NOTAM/AIS briefing

documentation if edited by the operator

3 months

Mass and balance documentation

3 months

Notification of special loads including written

information to the commander about dangerous goods

3 months

Table 4 – Cabin crew records

Cabin Crew Records

Flight, Duty and Rest Time

Initial training, conversion and

differences training (including checking)

15 months

As long as the cabin crew member is

employed by the operator

Recurrent training and refresher

(including checking)

Until 12 months after the cabin crew member has

left the employ of the operator

Dangerous Goods training as appropriate

3 years

Table 2 – Reports

Reports

Journey log 3 months

Flight report(s) for recording details of any

occurrence, as prescribed in JAR-OPS

1.420, or any event which the commander deems necessary to

report/record

3 months

Reports on exceedances of duty and/or reducing

rest periods

3 months

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 JAR-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

Dangerous Goods Transport Document

3 months after completion of the flight

Dangerous Goods Acceptance Checklist

3 months after completion of the flight

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

Amendment 7 1-P-13 01.09.04



01.09.04 1-P-14 Amendment 7

SECTION 1 SUBPART Q JAR-OPS 1

01.03.98 1-Q-1

SUBPART Q – FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

RESERVED

JAR-OPS 1 SECTION 1 SUBPART Q

1-Q-2 01.03.98



SECTION 1 JAR-OPS 1 Subpart R

Amendment 3 1-R-1 01.12.01


(a) 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 appropriate requirements have been met.

(2) Cargo Aircraft. Any aircraft which is carrying goods or property but not passengers. In this context the following are not considered to be passengers:

(i) A crew member;

(ii) An operator’s employee permitted by, and carried in 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. (See IEM OPS 1.1150(a)(3) & (a)(4).)

(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. (See IEM OPS 1.1150(a)(3) & (a)(4).)

(5) Dangerous Goods Transport Document. A document which is specified by the Technical Instructions. It is completed by the person who offers dangerous goods for air transport and contains information about those dangerous goods. The document bears a signed declaration indicating that the dangerous goods are fully and accurately described by their proper shipping names and [UN/ID numbers] and that they are correctly classified, packed, marked, labelled and in a proper condition for transport.

(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.)

(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) ID number. A temporary identification number for an item of dangerous goods which has not been assigned a UN number.]

(9) 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.)

(10) Package. The complete product of the packing operation consisting of the packaging and its contents prepared for transport.

(11) 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.

(12) 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.

(13) 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

SUBPART R – TRANSPORT OF DANGEROUS GOODS BY AIR


JAR-OPS 1 Subpart R SECTION 1

01.12.01 1-R-2 Amendment 3

(vi) Involves verified exposure to infectious substances or injurious radiation.

(14) State of Origin. The Authority in whose territory the dangerous goods were first loaded on an aircraft.

(15) Technical Instructions. The latest effective edition of the Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284–AN/905), including the Supplement and any Addendum, approved and published by decision of the Council of the International Civil Aviation Organization.

(16) 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.

(17) 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 radioactive materials see the definition for freight container.)

[Ch. 1, 01.03.98; Amdt. 3 , 01.12.01]

JAR–OPS 1.1155 Approval to Transport Dangerous Goods (See IEM OPS 1.1155)

An operator shall not transport dangerous goods unless approved to do so by the Authority.

JAR–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 dangerous goods are excluded from the provisions of this Subpart, to the extent specified in the Technical Instructions, provided:

(1) They are required to be aboard the aeroplane in accordance with the relevant JARs or for operating reasons (See IEM OPS 1.1160(b)(1));

(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 See IEM OPS 1.1160(b)(3));

(4) They are carried for use in flight for medical aid for a patient, provided that (See IEM OPS 1.1160(b)(4)):

(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. (See IEM OPS 1.1160(b)(5).)

(c) Articles and substances intended as replacements for those in (b)(1) [and (b)(2)] above shall be transported on an aeroplane as specified in the Technical Instructions.

[Ch. 1, 01.03.98; Amdt. 3 , 01.12.01]

JAR–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 (see IEM OPS 1.1165(b)(1)); or

(2) The Technical Instructions indicate they may be transported under an approval issued by the State of Origin.

JAR-OPS 1.1150(a)(13) (continued) JAR-OPS 1.1160(b) (continued)


JAR–OPS 1.1170 Classification JAR–OPS 1.1200 Inspection for Damage, Leakage or Contamination An operator shall take all reasonable measures to

ensure that articles and substances are classified as dangerous goods as specified in the Technical Instructions.


(1) Packages, overpacks and freight containers are inspected for evidence of leakage or damage immediately prior to loading on an aeroplane or into a unit load device, as specified in the Technical Instructions;

JAR–OPS 1.1175 Packing

An operator shall take all reasonable measures to ensure that dangerous goods are packed as specified in the Technical Instructions.

(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; JAR–OPS 1.1180 Labelling and Marking

(3) Leaking or damaged packages, overpacks or freight containers are not loaded on an aeroplane;

(a) An operator shall take all reasonable measures to ensure that packages, overpacks and freight containers are labelled and marked as specified in the Technical Instructions. (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

(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.

JAR–OPS 1.1185 Dangerous Goods Transport Document (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.

(a) An operator shall ensure that, except when otherwise specified in the Technical Instructions, dangerous goods are accompanied by a dangerous goods transport document.

(b) Where dangerous goods are carried on a flight which takes place wholly or partly outside the territory of a State, the English language must be used for the dangerous goods transport document in addition to any other language requirements.

JAR–OPS 1.1205 Removal of Contamination


(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 contamination are not more than the values specified in the Technical Instructions.

JAR–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.

Amendment 3 1-R-3 01.12.01



(e) Information in the Event of an Aeroplane Incident or Accident (See AMC OPS 1.1215(e).)

JAR–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.

(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 accident shall, as soon as possible, inform the appropriate authority of the State in which the aeroplane accident occurred of any dangerous goods carried.

(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.

[Amdt. 3 , 01.12.01]

JAR–OPS 1.1220 Training programmes (See AMC OPS 1.1220) (See IEM OPS 1.1220)

JAR–OPS 1.1215 Provision of Information (a) An operator shall establish and maintain

staff training programmes, as required by the Technical Instructions, which [shall] be approved by the Authority.

(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

(b) Operators not holding a permanent approval to carry dangerous goods. An operator shall ensure that:

(1) Staff who are engaged in general cargo [and baggage] 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, [how to identify them and what requirements apply to the carriage of such goods by passengers;] 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 (See AMC OPS 1.1215(b).)

(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

(2) The following personnel:

(i) Crew members;

(ii) Passenger handling staff; and (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.

(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.

(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 [(See Table 1 of Appendix 1 to JAR-OPS 1.1065 for the document storage period).]

01.12.01 1-R-4 Amendment 3 (Corrected)


Amendment 3 1-R-5 01.12.01

Table 1

AREAS OF TRAINING 1 2

General philosophy X X

Limitations on Dangerous Goods in air transport

X

Package marking and labelling X X

Dangerous Goods in passengers baggage

X X

Emergency procedures X X

Note: ‘X’ indicates an area to be covered.

(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 have received training and are qualified to carry out their 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 carry out their duties in respect of dangerous goods. As a 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;

(3) Staff who are engaged in general cargo [and baggage] 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, how to handle and load them [and what requirements apply to the carriage of such goods by passengers;]

(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 receive training undertake a test to verify understanding of their responsibilities.]

(e) An operator shall ensure that all staff who require dangerous goods training receive recurrent training at intervals of not longer than 2 years.

(f) An operator shall ensure that records of dangerous goods training are maintained for all staff [as required by the Technical Instructions.]

(g) An operator shall ensure that his handling agent’s staff are trained in accordance with the applicable column of Table 1 or Table 2.

[Table 2 AREAS OF TRAINING 1 2 3 4 5

General Philosophy X X X X X

Limitations on Dangerous Goods in air transport

X X X X

Classification of Dangerous Goods X

List of Dangerous Goods X X X

General packing requirements and Packing instructions

X

Packaging specifications and markings X

Package marking and labelling X X X X X

Documentation from the shipper X

Acceptance of Dangerous Goods, including the use of a checklist

X

Storage and loading procedures X X X X

Inspections for damage or leakage and decontamination procedures

X X

Provision of information to commander X X X

Dangerous Goods in passengers’ baggage

X X X X X

Emergency procedures X X X X X

] Note: ‘x’ indicates an area to be covered.

[Amdt. 3, 01.12.01]

JAR-OPS 1.1220(b) (continued) JAR-OPS 1.1220(c)(5) (continued)


01.12.01 1-R-6 Amendment 3

JAR–OPS 1.1225 Dangerous Goods Incident and Accident Reports


[(a)] 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.

[(b) An operator shall also report to the Authority undeclared or misdeclared dangerous goods discovered in cargo or passengers’ baggage. An initial report shall be despatched within 72 hours of the discovery unless exceptional circumstances prevent this.]

[Amdt. 3 , 01.12.01]




SECTION 1 JAR-OPS 1 Subpart S

SUBPART S – SECURITY

JAR-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.

JAR-OPS 1.1240 Training programmes (See ACJ OPS 1.1240)

An operator shall establish, maintain and conduct approved training programmes which enable the operator’s crew members 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. The training programme shall be compatible with the National Aviation Security programme. Individual crew member shall have knowledge and competence of all relevant elements of the training programme.

[Amdt. 6, 01.08.03]

JAR-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.

JAR-OPS 1.1250 A e r o p l a n e s e a r c h p r o c e d u r e c h e c k l i s t

An operator shall ensure that there is on board a checklist of the procedures to be followed in search of a bomb or Improvised Explosive Device (IED) in case of suspected sabotage and for inspecting aeroplanes for concealed weapons, explosives or other dangerous devices where a well founded suspicion exists that the aeroplane may be the object of an act of unlawful interference. The checklist shall be supported by guidance on the appropriate course of action to be taken should a bomb or suspicious object be found and information on the least-risk bomb location specific to the aeroplane where provided by the Type Certificate holder.

[Amdt. 6, 01.08.03]

JAR-OPS 1.1255 Flight crew compartment security

(a) In all aeroplanes which are equipped with a flight crew compartment door, this door shall be capable of being locked, and means or procedures

acceptable to the Authority shall be provided or established by which the cabin crew can notify the flight crew in the event of suspicious activity or security breaches in the cabin.

(b) F r o m 1 N o v e m b e r 2 0 0 3 , a l l passenger-car ry ing aeroplanes of a maximum certificated take-off mass in excess of 45 500 kg or with a Maximum Approved Passenger Seating Configuration greater than 60 shall be equipped with an approved flight crew compartment door that is capable of being locked and unlocked from each pilot’s station and designed to meet the requirements of JAR 26.260. The design of this door shall not hinder emergency operations, as required in [JAR- 26.250].

(c) In all aeroplanes which are equipped with a flight crew compartment door in accordance with sub-paragraph (b):

(1) This door shall be closed prior to engine start for take-off and will be locked when required by security procedure or the Commander, until engine shut down after landing, except when deemed necessary for authorised persons to access or egress in compliance with National Aviation Security Programme;

(2) means shall be provided for monitoring from either pilot’s station the area outside the flight crew compartment to the extent necessary to identify persons requesting entry to the flight crew compartment and to detect suspicious behaviour or potential threat.

[Amdt. 6, 01.08.03; Amdt. 7, 01.09.04; Amdt. 9, 01.09.05]


JAR-OPS 1.1255 (a) (continued)

Amendment 9 1-S-1 01.09.05

JAR-OPS 1 Subpart S SECTION 1


01.09.04 1-S-2 Amendment 7

SECTION 2 JAR-OPS 1

Amendment 2 2-0-1 01.07.00

SECTION 2 – ACCEPTABLE MEANS OF COMPLIANCE AND INTERPRETATIVE/ EXPLANATORY MATERIAL (AMC & IEM)

1 GENERAL 1.1 This Section contains Acceptable Means of Compliance and Interpretative/Explanatory Material that has been agreed for inclusion in JAR–OPS 1. 1.2 Where a particular JAR paragraph does not have an Acceptable Means of Compliance or any Interpretative/Explanatory Material, i t is considered that no supplementary material is required. 2 PRESENTATION 2.1 The Acceptable Means of Compliance and Interpretative/Explanatory Material are presented in ful l page width on loose pages, each page being identi fied by the date of issue [and/or the Amendment number under which it is amended or reissued.] 2.2 A numbering system has been used in which the Acceptable Means of Compliance or Interpretative/Explanatory Material uses the same number as the JAR paragraph to which it refers. The number is introduced by the letters AMC or IEM to distinguish the material from the JAR itself. 2.3 The acronyms AMC and IEM also indicate the nature of the material and for this purpose the two types of material are defined as fol lows: Acceptable Means of Compliance (AMC) i l lustrate a means, or several alternative means, but not necessarily the only possible means by which a requirement can be met. It should however be noted that where a new AMC is developed, any such AMC (which may be additional to an existing AMC) wil l be amended into the document fol lowing consultation under the NPA procedure. Interpretative/Explanatory Material (IEM) helps to i l lustrate the meaning of a requirement. 2.4 New AMC or IEM material may, in the f irst place, be made avai lable rapidly by being published as a Temporary Guidance Leaflet (TGL). Operations TGLs can be found in the Joint Aviation Authorities Administrative & Guidance Material, Section 4 – Operations, Part Three: Temporary Guidance. The procedures associated with Temporary Guidance Leaflets are included in the Operations Joint Implementation Procedures, Section 4 – Operations, Part 2 Chapter 10.

Note: Any person who considers that there may be al ternat ive AMCs or IEMs to those publ ished should submit detai ls to the Operations Director, with a copy to the Regulat ion Director, for al ternat ives to be properly considered by the JAA. Possible al ternative AMCs or IEMs may not be used unti l publ ished by the JAA as AMCs, IEMs or TGLs.

2.5 Explanatory Notes not forming part of the AMC or IEM text appear in a smaller typeface. 2.6 New, amended or corrected text is enclosed within heavy brackets.

JAR-OPS 1 SECTION 2

01.07.00 2-0-2 Amendment 2



ACJ/AMC/IEM B – GENERAL

ACJ to Appendix 1 to JAR-OPS 1.005 (a) Operations of performance class B aeroplanes See Appendix 1 to JAR-OPS 1.005(a)

1 JAR-OPS 1.037; Accident prevention and flight safety programme

For operations of performance class B aeroplanes, a simplified programme is sufficient which may consist of the following.

Collecting case based material (such as accident reports relating to the type of operation) and submit/distribute that information material to the crew members concerned; or

Collection and use of information from flight safety seminars (such as AOPA flight safety seminars etc.)

2 Appendix 2 to JAR-OPS 1.175; The management and organisation of an AOC holder

Supervision - The supervision of personnel may be undertaken by the appropriate nominated postholder(s) subject to time available.

3 JAR-OPS 1.915; Technical Log

Two examples of acceptable ways to fulfil the requirement for a Technical Log are given in attachments 1 and 2 to this ACJ, where a so called Flight Log is presented. (See attachments)

4 JAR-OPS 1.1070; MME – Maintenance Management Exposition:

The MME can be simplified as relevant to the operation to be conducted.

5 Subpart R; Transport of Dangerous goods by air

JAR-OPS 1.1155, 1.1160. 1.1165, 1.1215, 1.1220 and 1.1225 are applicable to all operators.

The requirement in JAR-OPS 1.1165 may be fulfilled by the use of information pamphlets.

The remainder of this Subpart applies only when the operator seeks or holds an approval to carry dangerous goods.

6 Subpart S; Security

JAR-OPS 1.1235 - Security requirements are applicable when operating in states where the national security programme applies to the operations covered in this Appendix.

JAR-OPS 1.1240 - Training programmes shall be adapted to the kind of operations performed. A self-study training programme may be acceptable for VFR operations.

7 Appendix 1 to JAR-OPS 1.005(a), subparagraph (a)(3)

Civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below the horizon and begins in the morning when the centre of the sun's disc is 6 degrees below the horizon.

8 JAR-OPS 1.290(b)(2)

Where a Configuration Deviation List (CDL) is provided for aeroplanes of this size, it is included in the Aeroplane Flight Manual (AFM) or an equivalent document.

[Amdt. 5, 01.03.03]

01.09.04 2-B-1 Amendment 7


Attachment 1 to ACJ to Appendix 1 to JAR-OPS 1.005(a) Name of the Operator 1

Flight Log 2 Name of Commander: Registration: Sheet No.

3:

Address of the operator Commanders signature4: Name and duty of other Crew Member(s): Aeroplane Type: Date:

FLIGHT5 CHECK BLOCK TIME AIRBORNE TIME LOAD FUEL ON BOARD Nature of Flight:6

From: To: No. of Ldg:7

Flight Preparation:8

Off: On: Time:

Take-off: Ldg: Time: No of Pax/ Cargo (kg/lbs)

Take-off mass: (kg/lbs)

Uplift Take-off:9 (ltrs/kg/lbs

Ldg:

FLIGHT DATA BLOCK TIME REPORT INCIDENTS / OCCURRENCES / OBSERVATIONS REPORT/DEFECTS NOTED10

Block Time: Landings: Mark type of report: Operation/ Technical/ Other11. Also note any de-/anti-icing as instructed12

Total per Day:

Total Previous Report:

Total to Report:

FLIGHT DATA FLIGHT TIME REPORT CERTIFICATE OF RELEASE TO SERVICE ACTIONS TAKEN 13 Flight Time: Next Maintenance

due: Name of certifying staff & JAR 145 approval reference (if applicable)

Total this sheet: Hours Certifies that the work specified except as otherwise specified was carried out in accordance with JAR-145 and in respect to that work the aeroplane/aeroplane component is considered ready for release to service.

Total from previous sheet:

Landings Signature

Total to Report: Date

1 Operator’s name and address pre-printed or filled in by hand 2 Must be filled for

• each day ; and • each flight crew

3 Sheet number (e.g. yy-nn) must be pre-printed or printed by hand. All sheets must be identifiable and numbered according to a continuous system that offers the same security when hand printed as when pre-printed. 4 The commander’s signature states that everything on this sheet is correct 5 For flights from A to A, a summary entry may be made. All other flights such as A to B etc., for each flight an entry must be made. 6 Such as Private, Commercial, Technical, Training, Sailplane towing etc. 7 Number of landings if summary entry 8 Flight Preparation according the Operations Manual (commanders initials) state that:

1. Weight and Balance is within Limit 2. Pre-flight check is done 3. Technical status is checked and aeroplane accepted by the commander 4. Passengers manifest/documentation performed

9 Total Fuel on board (state the units unless pre-printed) 10 Incidents/Occurrences/Observations Report (Operation, Technical, Others):

if no report needs to be made state ”- NIL -” If a report must be made state (mark) the type of report

11 Number each observation sequentially for each log sheet. 12 If de- or anti-icing has been applied, state time and amount and kind of fluid applied or other action taken, e.g. mechanical removal of snow or ice, If oil has been filled, state the time and amount 13 Use the same number as the corresponding observation to link report and response.

[Amdt. 5, 01.03.03]

Amendment 7 2-B-2 01.09.04

SECTIO

N 2

JAR

-OPS 1 Subpart B

Attachm

ent 2 to AC

J to Appendix 1 to JA

R-O

PS

1.005(a)

01.09.04 2-B

-3 A

mendm

ent 7

Address of operator :

Date: CREW LOAD OIL GROUND DE-ICING Sheet number 00000001

Aeroplane Type:

Registration:

Name of commander: __________________________ Name and duty of crew member

_______________________

Nb of Pax : __________________ Mass (kg/lb) Cargo : ____________________ Take off :____________________

Engine 1 / Engine 2 Refilled : ______________/____________ Total : ______________/___________

Type of fluid : _______________ Mixture : ___________________

Time of de-icing Commenced : ______________ Finished : __________________

Last release : ____________________ Total aeroplane hours : ____________ Total aeroplane landing : ___________ Next maintenance due :

In hours : _______________________ In landing :

FLIGHT PRE-FLIGHT BLOCK TIME AIRBORNE TIME FUEL ON BOARD (ltrs/kg/lbs) Flight Nb : From: To : Nb. of Ldg : Name / Signature Off : On : Time : Take-off: Ldg: Time : Uplift : Take-off: Ldg :

Defects Signature Actions Taken JAR 145-50 Release to Service

00000001-1

PN : sn off: sn on :

Agreement number: Date: Place: Time: Name: Signature:

00000001-2

PN : sn off: sn on :

Agreement number: Date: Place: Time: Name: Signature:

: 00000001-3

PN : sn off: sn on

Agreement number: Date: Place/Time: Name: Signature:

MEL DEFERRED DEFECT Item MEL Open Date Category Limit Date __________________________________________________________________________________________________________________________________________________________________

Captain’s Acceptance

Daily check / Maintenance done : Agreement number: Date: Place: Time: Name: Signature:

[Amdt. 5, 01.03.03]


AMC OPS 1.035 Quality System See JAR-OPS 1.035

1 Introduction

1.1 In order to show compliance with JAR-OPS 1.035, an operator should establish his Quality System in accordance with the instructions and information contained in the following paragraphs:

2 General

2.1 Terminology

a. The terms used in the context of the requirement for an operator’s Quality System have the following meanings:

i. Accountable Manager. The person 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, and any additional requirements defined by the operator.

ii. Quality Assurance. All those planned and systematic actions necessary to provide adequate confidence that operational and maintenance practices satisfy given requirements.

iii. Quality Manager. The manager, acceptable to the Authority, responsible for the management of the Quality System, monitoring function and requesting corrective actions.

2.2 Quality Policy

2.2.1 An operator should establish a formal written Quality Policy Statement that is a commitment by the Accountable Manager as to what the Quality System is intended to achieve. The Quality Policy should reflect the achievement and continued compliance with JAR-OPS 1 together with any additional standards specified by the operator.

2.2.2 The Accountable Manager is an essential part of the AOC holder’s management organisation. With regard to the text in JAR-OPS 1.175 (h) and the above terminology, the term ‘Accountable Manager’ is intended to mean the Chief Executive / President / Managing Director / Director General / General Manager etc. of the operator’s organisation, who by virtue of his position has overall responsibility (including financial) for managing the organisation .

2.2.3 The Accountable Manager will have overall responsibility for the AOC holders Quality System including the frequency, format and structure of the internal management evaluation activities as prescribed in paragraph 4.9 below.

2.3 Purpose of the Quality System

2.3.1 The Quality System should enable the operator to monitor compliance with JAR-OPS 1, the Operations Manual, the Operator's Maintenance Management Exposition, and any other standards specified by that operator, or the Authority, to ensure safe operations and airworthy aircraft.

2.4 Quality Manager

2.4.1 The function of the Quality Manager to monitor compliance with, and the adequacy of, procedures required to ensure safe operational practices and airworthy aeroplanes, as required by JAR-OPS 1.035(a), may be carried out by more than one person by means of different, but complementary, Quality Assurance Programmes.

2.4.2 The primary role of the Quality Manager is to verify, by monitoring activity in the fields of flight operations, maintenance, crew training and ground operations, that the standards required by the Authority, and any additional requirements defined by the operator, are being carried out under the supervision of the relevant Nominated Postholder.

2.4.3 The Quality Manager should be responsible for ensuring that the Quality Assurance Programme is properly established, implemented and maintained.

2.4.4 The Quality Manager should:

a. Have direct access to the Accountable Manager;

b. Not be one of the nominated post holders; and

Amendment 7 2-B-4 01.09.04

SECTION 2 JAR-OPS 1 Subpart B AMC OPS 1.035 (continued)

c. Have access to all parts of the operator’s and, as necessary, any sub-contractor’s organisation.

2.4.5 In the case of small/very small operators (see paragraph 7.3 below), the posts of the Accountable Manager and the Quality Manager may be combined. However, in this event, quality audits should be conducted by independent personnel. In accordance with paragraph 2.4.4.b above, it will not be possible for the Accountable Manager to be one of the nominated postholders.

3 Quality System

3.1 Introduction

3.1.1 The operator’s Quality System should ensure compliance with and adequacy of operational and maintenance activities requirements, standards and operational procedures.

3.1.2 The operator should specify the basic structure of the Quality System applicable to the operation.

3.1.3 The Quality System should be structured according to the size and complexity of the operation to be monitored (‘small operators’ see also paragraph 7 below).

3.2 Scope

3.2.1 As a minimum, the Quality System should address the following:

a. The provisions of JAR-OPS;

b. The operator’s additional standards and operating procedures;

c. The operator’s Quality Policy;

d. The operator’s organisational structure;

e. Responsibility for the development, establishment and management of the Quality System;

f. Documentation, including manuals, reports and records;

g. Quality Procedures;

h. Quality Assurance Programme;

i. The required financial, material, and human resources;

j. Training requirements.

3.2.2 The quality system should include a feedback system to the Accountable Manager to ensure that corrective actions are both identified and promptly addressed. The feedback system should also specify who is required to rectify discrepancies and non-compliance in each particular case, and the procedure to be followed if corrective action is not completed within an appropriate timescale.

3.3 Relevant Documentation

3.3.1 Relevant documentation includes the relevant part of the Operations Manual and the Operator’s Maintenance Management Exposition, which may be included in a separate Quality Manual.

3.3.2 In addition, relevant documentation should also include the following:

a. Quality Policy;

b. Terminology;

c. Specified operational standards;

d. A description of the organisation;

e. The allocation of duties and responsibilities;

f. Operational procedures to ensure regulatory compliance;

g. Accident Prevention and Flight Safety Programme;

h. The Quality Assurance Programme, reflecting;

i. Schedule of the monitoring process;

ii. Audit procedures;

01.09.04 2-B-5 Amendment 7


AMC OPS 1.035 (continued)

iii. Reporting procedures;

iv. Follow-up and corrective action procedures;

v. Recording system;

i. The training syllabus; and

j. Document control.

4 Quality Assurance Programme (See JAR-OPS 1.035(b).)

4.1 Introduction

4.1.1 The Quality Assurance Programme should include all planned and systematic actions necessary to provide confidence that all operations and maintenance are conducted in accordance with all applicable requirements, standards and operational procedures.

4.1.2 When establishing a Quality Assurance Programme, consideration should, at least, be given to the paragraphs 4.2 to 4.9 below:

4.2 Quality Inspection

4.2.1 The primary purpose of a quality inspection is to observe a particular event/action/document etc., in order to verify whether established operational procedures and requirements are followed during the accomplishment of that event and whether the required standard is achieved.

4.2.2 Typical subject areas for quality inspections are:

a. Actual flight operations;

b. Ground De-icing/Anti-icing;

c. Flight Support Services;

d. Load Control;

e. Maintenance;

f. Technical Standards; and

g. Training Standards.

4.3 Audit

4.3.1 An audit is a systematic, and independent comparison of the way in which an operation is being conducted against the way in which the published operational procedures say it should be conducted.

4.3.2 Audits should include at least the following quality procedures and processes:

a. A statement explaining the scope of the audit;

b. Planning and preparation;

c. Gathering and recording evidence; and

d. Analysis of the evidence.

4.3.3 Techniques which contribute to an effective audit are:

a. Interviews or discussions with personnel;

b. A review of published documents;

c. The examination of an adequate sample of records;

d. The witnessing of the activities which make up the operation; and

e. The preservation of documents and the recording of observations.

4.4 Auditors

4.4.1 An operator should decide, depending on the complexity of the operation, whether to make use of a dedicated audit team or a single auditor. In any event, the auditor or audit team should have relevant operational and/or maintenance experience.

Amendment 7 2-B-6 01.09.04


4.4.2 The responsibilities of the auditors should be clearly defined in the relevant documentation.

4.5 Auditor’s Independence

4.5.1 Auditors should not have any day-to-day involvement in the area of the operation and/or maintenance activity which is to be audited. An operator may, in addition to using the services of full-time dedicated personnel belonging to a separate quality department, undertake the monitoring of specific areas or activities by the use of part-time auditors. An operator whose structure and size does not justify the establishment of full-time auditors, may undertake the audit function by the use of part-time personnel from within his own organisation or from an external source under the terms of an agreement acceptable to the Authority. In all cases the operator should develop suitable procedures to ensure that persons directly responsible for the activities to be audited are not selected as part of the auditing team. Where external auditors are used, it is essential that any external specialist is familiar with the type of operation and/or maintenance conducted by the operator.

4.5.2 The operator’s Quality Assurance Programme should identify the persons within the company who have the experience, responsibility and authority to:

a. Perform quality inspections and audits as part of ongoing Quality Assurance;

b. Identify and record any concerns or findings, and the evidence necessary to substantiate such concerns or findings;

c. Initiate or recommend solutions to concerns or findings through designated reporting channels;

d. Verify the implementation of solutions within specific timescales;

e. Report directly to the Quality Manager.

4.6 Audit Scope

4.6.1 Operators are required to monitor compliance with the operational procedures they have designed to ensure safe operations, airworthy aircraft and the serviceability of both operational and safety equipment. In doing so they should as a minimum, and where appropriate, monitor:

a. Organisation;

b. Plans and Company objectives;

c. Operational Procedures;

d. Flight Safety;

e. Operator certification (AOC/Operations specification);

f. Supervision;

g. Aircraft Performance;

h. All Weather Operations;

i. Communications and Navigational Equipment and Practices;

j. Mass, Balance and Aircraft Loading;

k. Instruments and Safety Equipment;

l. Manuals, Logs, and Records;

m. Flight and Duty Time Limitations, Rest Requirements, and Scheduling;

n. Aircraft Maintenance/Operations interface;

o. Use of the MEL;

p. Maintenance Programmes and Continued Airworthiness;

q. Airworthiness Directives management;

r. Maintenance Accomplishment;

s. Defect Deferral;

01.09.04 2-B-7 Amendment 7



t. Flight Crew;

u. Cabin Crew;

v. Dangerous Goods;

w. Security;

x. Training.

4.7 Audit Scheduling

4.7.1 A Quality Assurance Programme should include a defined audit schedule and a periodic review cycle area by area. The schedule should be flexible, and allow unscheduled audits when trends are identified. Follow-up audits should be scheduled when necessary to verify that corrective action was carried out and that it was effective.

4.7.2 An operator should establish a schedule of audits to be completed during a specified calendar period. All aspects of the operation should be reviewed within every period of 12 months in accordance with the programme unless an extension to the audit period is accepted as explained below. An operator may increase the frequency of audits at his discretion but should not decrease the frequency without the agreement of the Authority. It is considered unlikely that an interval between audits greater than 24 months would be acceptable for any audit topic.

4.7.3 When an operator defines the audit schedule, significant changes to the management, organisation, operation, or technologies should be considered as well as changes to the regulatory requirements.

4.8 Monitoring and Corrective Action

4.8.1 The aim of monitoring within the Quality System is primarily to investigate and judge its effectiveness and thereby to ensure that defined policy, operational, and maintenance standards are continuously complied with. Monitoring activity is based upon quality inspections, audits, corrective action and follow-up. The operator should establish and publish a quality procedure to monitor regulatory compliance on a continuing basis. This monitoring activity should be aimed at eliminating the causes of unsatisfactory performance.

4.8.2 Any non-compliance identified as a result of monitoring should be communicated to the manager responsible for taking corrective action or, if appropriate, the Accountable Manager. Such non-compliance should be recorded, for the purpose of further investigation, in order to determine the cause and to enable the recommendation of appropriate corrective action.

4.8.3 The Quality Assurance Programme should include procedures to ensure that corrective actions are taken in response to findings. These quality procedures should monitor such actions to verify their effectiveness and that they have been completed. Organisational responsibility and accountability for the implementation of corrective action resides with the department cited in the report identifying the finding. The Accountable Manager will have the ultimate responsibility for resourcing the corrective action and ensuring, through the Quality Manager, that the corrective action has re-established compliance with the standard required by the Authority, and any additional requirements defined by the operator.

4.8.4 Corrective action

a. Subsequent to the quality inspection/audit, the operator should establish:

i. The seriousness of any findings and any need for immediate corrective action;

ii. The origin of the finding;

iii. What corrective actions are required to ensure that the non-compliance does not recur;

iv. A schedule for corrective action;

v. The identification of individuals or departments responsible for implementing corrective action;

vi. Allocation of resources by the Accountable Manager, where appropriate.

Amendment 7 2-B-8 01.09.04


4.8.5 The Quality Manager should:

a. Verify that corrective action is taken by the manager responsible in response to any finding of non-compliance;

b. Verify that corrective action includes the elements outlined in paragraph 4.8.4 above;

c. Monitor the implementation and completion of corrective action;

d. Provide management with an independent assessment of corrective action, implementation and completion;

e. Evaluate the effectiveness of corrective action through the follow-up process.

4.9 Management Evaluation

4.9.1 A management evaluation is a comprehensive, systematic, documented review by the management of the quality system, operational policies and procedures, and should consider:

a. The results of quality inspections, audits and any other indicators;

b. The overall effectiveness of the management organisation in achieving stated objectives.

4.9.2 A management evaluation should identify and correct trends, and prevent, where possible, future non-conformities. Conclusions and recommendations made as a result of an evaluation should be submitted in writing to the responsible manager for action. The responsible manager should be an individual who has the authority to resolve issues and take action.

4.9.3 The Accountable Manager should decide upon the frequency, format, and structure of internal management evaluation activities.

4.10 Recording

4.10.1 Accurate, complete, and readily accessible records documenting the results of the Quality Assurance Programme should be maintained by the operator. Records are essential data to enable an operator to analyse and determine the root causes of non-conformity, so that areas of non-compliance can be identified and addressed.

4.10.2 The following records should be retained for a period of 5 years:

a. Audit Schedules;

b. Quality inspection and Audit reports;

c. Responses to findings;

d. Corrective action reports;

e. Follow-up and closure reports; and

f. Management Evaluation reports.

5 Quality Assurance Responsibility for Sub-Contractors

5.1 Sub-Contractors

5.1.1 Operators may decide to sub-contract out certain activities to external agencies for the provision of services related to areas such as:

a. Ground De-icing/Anti-icing;

b. Maintenance;

c. Ground handling;

d. Flight Support (including Performance calculations, flight planning, navigation database and despatch);

e. Training;

f. Manual preparation.

01.09.04 2-B-9 Amendment 7



5.1.2 The ultimate responsibility for the product or service provided by the sub-contractor always remains with the operator. A written agreement should exist between the operator and the sub-contractor clearly defining the safety related services and quality to be provided. The sub-contractor’s safety related activities relevant to the agreement should be included in the operator’s Quality Assurance Programme.

5.1.3 The operator should ensure that the sub-contractor has the necessary authorisation/approval when required and commands the resources and competence to undertake the task. If the operator requires the sub-contractor to conduct activity which exceeds the sub-contractor’s authorisation/approval, the operator is responsible for ensuring that the sub-contractor’s quality assurance takes account of such additional requirements.

6 Quality System Training

6.1 General

6.1.1 An operator should establish effective, well planned and resourced quality related briefing for all personnel.

6.1.2 Those responsible for managing the Quality System should receive training covering:

a. An introduction to the concept of the Quality System;

b. Quality management;

c. The concept of Quality Assurance;

d. Quality manuals;

e. Audit techniques;

f. Reporting and recording; and

g. The way in which the Quality System will function in the company.

6.1.3 Time should be provided to train every individual involved in quality management and for briefing the remainder of the employees. The allocation of time and resources should be governed by the size and complexity of the operation concerned.

6.2 Sources of Training

6.2.1 Quality management courses are available from the various National or International Standards Institutions, and an operator should consider whether to offer such courses to those likely to be involved in the management of Quality Systems. Operators with sufficient appropriately qualified staff should consider whether to carry out in-house training.

7 Organisations with 20 or less full time employees

7.1 Introduction

The requirement to establish and document a Quality System, and to employ a Quality Manager applies to all operators. References to large and small operators elsewhere in the requirements are governed by aircraft capacity (i.e more or less than 20 seats) and by mass (greater or less than 10 tonnes Maximum Take-Off Mass). Such terminology is not relevant when considering the scale of an operation and the Quality System required. In the context of quality systems therefore, operators should be categorised according to the number of full time staff employees.

7.2 Scale of Operation

7.2.1 Operators who employ 5 or less full time staff are considered to be ‘very small’ while those employing between 6 and 20 full time employees are regarded as ‘small’ operators as far as quality systems are concerned. Full-time in this context means employed for not less than 35 hours per week excluding vacation periods.

7.2.2 Complex quality systems could be inappropriate for small or very small operators and the clerical effort required to draw up manuals and quality procedures for a complex system may stretch their resources. It is therefore accepted that such operators should tailor their quality systems to suit the size and complexity of their operation and allocate resources accordingly.

Amendment 7 2-B-10 01.09.04


7.3 Quality Systems for small/very small Operators

7.3.1 For small and very small operators it may be appropriate to develop a Quality Assurance Programme that employs a checklist. The checklist should have a supporting schedule that requires completion of all checklist items within a specified timescale, together with a statement acknowledging completion of a periodic review by top management. An occasional independent overview of the checklist content and achievement of the Quality Assurance should be undertaken.

7.3.2 The ‘small’ operator may decide to use internal or external auditors or a combination of the two. In these circumstances it would be acceptable for external specialists and or qualified organisations to perform the quality audits on behalf of the Quality Manager.

7.3.3 If the independent quality audit function is being conducted by external auditors, the audit schedule should be shown in the relevant documentation.

7.3.4 Whatever arrangements are made, the operator retains the ultimate responsibility for the quality system and especially the completion and follow-up of corrective actions.

[Ch. 1, 01.03.98]

IEM OPS 1.035 Quality System – Organisation examples See JAR–OPS 1.035

The following diagrams illustrate two typical examples of Quality organisations.

1. Quality System within the AOC holder’s organisation when the AOC holder also holds a JAR–145 approval.

Accountable Manager

Quality Manager

Maintenance

JAR-145 Approved

Maintenance Organisation

Quality Assurance Operations Quality

Assurance

Quality Assurance

Quality System

01.09.04 2-B-11 Amendment 7


IEM OPS 1.035 (continued)

2. Quality Systems related to an AOC holder’s organisation where aircraft maintenance is contracted out to a JAR-145 approved organisation which is not integrated with the AOC holder:

Accountable Manager

Quality Manager

Maintenance

JAR-145 Approved

Maintenance Organisation

Quality Assurance Operations

Quality Assurance

Quality Assurance

JAR-145 Approved Maintenance Organisation

Quality Manager

Quality System

Accountable Manager

Quality System

AOC Holder Organisation

Note: The Quality System and Quality Audit Programme of the AOC holder should assure that the maintenance carried out by the JAR-145 approved organisation is in accordance with requirements specified by the AOC holder.

[Ch. 1, 01.03.98]

ACJ OPS 1.037 Accident prevention and flight safety programme See JAR-OPS 1.037

1. Guidance material for the establishment of a safety programme [and Flight Data Monitoring] can be found in:

a. ICAO Doc 9422 (Accident Prevention Manual); and

b. ICAO Doc 9376 (Preparation of an Operational Manual).

[c. CAP 739]

[ ]

[Ch. 1, 01.03.98, Amdt. 7, 01.09.04]

ACJ OPS 1.037(a)(2) Occurrence Reporting Scheme See JAR-OPS 1.037(a)(2)

1. The overall objective of the scheme described in JAR-OPS 1.037(a)(2) is to use reported information to improve the level of flight safety and not to attribute blame.

2. The detailed objectives of the scheme are:

a. To enable an assessment of the safety implications of each relevant incident and accident to be made, including previous similar occurrences, so that any necessary action can be initiated; and

b. To ensure that knowledge of relevant incidents and accidents is disseminated so that other persons and organisations may learn from them.

3. The scheme is an essential part of the overall monitoring function; it is complementary to the normal day to day procedures and ‘control’ systems and is not intended to duplicate or supersede any of them. The scheme is a tool to identify those occasions where routine procedures have failed. (Occurrences that have to be reported and responsibilities for submitting reports are described in JAR-OPS 1.420.)

Amendment 7 2-B-12 01.09.04

SECTION 2 JAR-OPS 1 Subpart B ACJ OPS 1.037(a)(2) (continued)

4. Occurrences should remain in the database when judged reportable by the person submitting the report as the significance of such reports may only become obvious at a later date.

[Amdt. 3, 01.12.01]

[ACJ OPS 1.037(a)(4) Flight Data Monitoring Programme See JAR-OPS 1.037(a)(4)

1. Flight Data Monitoring (FDM) is the pro-active and non-punitive use of digital flight data from routine operations to improve aviation safety.

2. The manager of the accident prevention and flight safety programme, which includes the FDM programme, is accountable for the discovery of issues and the transmission of these to the relevant manager(s) responsible for the process(es) concerned. The latter are accountable for taking appropriate and practicable safety action within a reasonable period of time that reflects the severity of the issue. Note: While an operator may contract the operation of a flight data analysis programme to another party the overall responsibility remains with the operator’s accident prevention and flight safety programme manager.

3. An FDM programme will allow an operator to:

3.1 Identify areas of operational risk and quantify current safety margins.

3.2 Identify and quantify operational risks by highlighting when non-standard, unusual or unsafe circumstances occur.

3.3 Use the FDM information on the frequency of occurrence, combined with an estimation of the level of severity, to assess the safety risks and to determine which may become unacceptable if the discovered trend continues.

3.4 Put in place appropriate procedures for remedial action once an unacceptable risk, either actually present or predicted by trending, has been identified.

3.5 Confirm the effectiveness of any remedial action by continued monitoring.

4. Flight Data Monitoring Analysis Techniques:

4.1 Exceedence Detection: This looks for deviations from flight manual limits, and standard operating procedures. A set of core events should be selected to cover the main areas of interest to the operator. A sample list is in the Appendix. The event detection limits should be continuously reviewed to reflect the operator’s current operating procedures.

4.2 All Flights Measurement: A system that defines what is normal practice. This may be accomplished by retaining various snapshots of information from each flight.

4.3 Statistics: A series of measures collected to support the analysis process. These would be expected to include the numbers of flights flown and analysed, aircraft and sector details sufficient to generate rate and trend information.

5. Flight Data Monitoring Analysis, Assessment and Process Control Tools: The effective assessment of information obtained from digital flight data is dependant on the provision of appropriate information technology tool sets. A program suite may include: Annotated data trace displays, engineering unit listings, visualisation for the most significant incidents, access to interpretative material, links to other safety information, and statistical presentations.

6. Education and Publication: Sharing safety information is a fundamental principle of aviation safety in helping to reduce accident rates The operator should pass on the lessons learnt to all relevant personnel and, where appropriate, industry. Similar media to air safety systems may be used. These may include: Newsletters, flight safety magazines, highlighting examples in training and simulator exercises, periodic reports to industry and the regulatory authority.

7. Accident and incident data requirements specified in JAR-OPS 1.160 take precedence over the requirements of an FDM programme. In these cases the FDR data should be retained as part of the investigation data and may fall outside the de-identification agreements. ]

01.09.04 2-B-13 Amendment 7


ACJ OPS 1.037(a)(4) (continued)

[ 8. Every crew member has a responsibility to report events described in JAR-OPS 1.085(b) using the company occurrence reporting scheme detailed in JAR-OPS 1.037(a)(2). Mandatory Occurrence Reporting is a requirement under JAR-OPS 1.420. Significant risk-bearing incidents detected by FDM will therefore normally be the subject of mandatory occurrence reporting by the crew. If this is not the case then they should submit a retrospective report that will be included under the normal accident prevention and flight safety process without prejudice.

9. The data recovery strategy should ensure a sufficiently representative capture of flight information to maintain an overview of operations. Data analysis should be performed sufficiently frequently to enable action to be taken on significant safety issues.

10. The data retention strategy should aim to provide the greatest safety benefits practicable from the available data. A full data set should be retained until the action and review processes are complete; thereafter, a reduced data set relating to closed issues can be maintained for longer term trend analysis. Programme managers may wish to retain samples of de-identified full-flight data for various safety purposes (detailed analysis, training, benchmarking etc.).

11. Data Access and Security policy should restrict information access to authorised persons. When data access is required for airworthiness and maintenance purposes, a procedure should be in place to prevent disclosure of crew identity.

12. Procedure Document; this document signed by all parties (airline management, flight crew member representatives nominated either by the union or the flight crew themselves ) will, as a minimum, define:

a) The aim of the FDM programme.

b) A data access and security policy that should restrict access to information to specifically authorised persons identified by their position.

c) The method to obtain de-identified crew feedback on those occasions that require specific flight follow-up for contextual information; where such crew contact is required the authorised person(s) need not necessarily be the programme manager, or safety manager, but could be a third party (broker) mutually acceptable to unions or staff and management.

d) The data retention policy and accountability including the measures taken to ensure the security of the data.

e) The conditions under which, on rare occasions, advisory briefing or remedial training should take place; this should always be carried out in a constructive and non-punitive manner.

f) The conditions under which the confidentiality may be withdrawn for reasons of gross negligence or significant continuing safety concern.

g) The participation of flight crew member representative(s) in the assessment of the data, the action and review process and the consideration of recommendations.

h) The policy for publishing the findings resulting from FDM.

13. Airborne systems and equipment used to obtain FDM data will range from an already installed full Quick Access Recorder, in a modern aircraft with digital systems, to a basic crash protected recorder in an older or less sophisticated aircraft. The analysis potential of the reduced data set available in the latter case may reduce the safety benefits obtainable. The operator shall ensure that FDM use does not adversely affect the serviceability of equipment required for accident investigation.]

[Amdt. 7, 01.09.04]

Amendment 7 2-B-14 01.09.04


IEM OPS 1.065 Carriage of weapons of war and munitions of war See JAR-OPS 1.065

1 There is no internationally agreed definition of weapons of war and munitions of war. Some States may have defined them for their particular purposes or for national need.

2 It should be the responsibility of the operator to check, with the State(s) concerned, whether or not a particular weapon or munition is regarded as a weapon of war or munition of war. In this context, States which may be concerned with granting approvals for the carriage of weapons of war or munitions of war are those of origin, transit, overflight and destination of the consignment and the State of the operator.

3 Where weapons of war or munitions of war are also dangerous goods by definition (e.g. torpedoes, bombs, etc.), Subpart R will also apply. (See also IEM OPS 1.070.)

[Ch. 1, 01.03.98]

IEM OPS 1.070 Carriage of sporting weapons See JAR-OPS 1.070

1 There is no internationally agreed definition of sporting weapons. In general they may be any weapon which is not a weapon of war or munition of war (See IEM OPS 1.065). Sporting weapons include hunting knives, bows and other similar articles. An antique weapon, which at one time may have been a weapon of war or munition of war, such as a musket, may now be regarded as a sporting weapon.

2 A firearm is any gun, rifle or pistol which fires a projectile.

3 In the absence of a specific definition, for the purpose of JAR-OPS and in order to provide some guidance to operators, the following firearms are generally regarded as being sporting weapons:

a. Those designed for shooting game, birds and other animals;

b. Those used for target shooting, clay-pigeon shooting and competition shooting, providing the weapons are not those on standard issue to military forces;

c. Airguns, dart guns, starting pistols, etc.

4 A firearm, which is not a weapon of war or munition of war, should be treated as a sporting weapon for the purposes of its carriage on an aeroplane.

5 Other procedures for the carriage of sporting weapons may need to be considered if the aeroplane does not have a separate compartment in which the weapons can be stowed. These procedures should take into account the nature of the flight, its origin and destination, and the possibility of unlawful interference. As far as possible, the weapons should be stowed so they are not immediately accessible to the passengers (e.g. in locked boxes, in checked baggage which is stowed under other baggage or under fixed netting). If procedures other than those in JAR-OPS 1.070(b)(1) are applied, the commander should be notified accordingly.

[Ch. 1, 01.03.98]

[ACJ OPS 1.085(e)(3) Crew responsibilities See JAR-OPS 1.085(e)(3)

Information on the effects of medication, drugs, other treatments and alcohol, is to be found in JAR FCL Part 3 Medical, IEM FCL 3.040.]

[Amdt. 7, 01.09.04]

01.09.04 2-B-15 Amendment 7


[ACJ OPS 1.160(a)(1) and (2) Preservation of Recordings See JAR-OPS 1.060(a)(1) and (2)

In JAR-OPS 1.160(a)(1) and (2), the phrase ‘to the extent possible’ means that either :

1 There may be technical reasons why all of the data cannot be preserved; or

2 The aeroplane may have been despatched with unserviceable recording equipment as permitted by the MEL Policy (TGL 26).]

[Amdt. 7, 01.09.04]

[ACJ OPS 1.165(b)(2) Leasing of aeroplanes between JAA operators See JAR-OPS 1.165(b)(2)

1 Approval for a JAA operator to wet lease-in a replacement aeroplane from another JAA operator when the need is immediate, unforeseen and urgent may be given in anticipation by the Authority in the State of the lessee in accordance with the method described below. The lessee should maintain a record of occasions when lessors are used, for inspection by the State that issued his AOC.

2 The Authority in the State of the lessee may issue a general approval that allows the lessee to use a replacement aeroplane supplied by another JAA operator holding a JAR-OPS AOC provided that:

(a) The routes intended to be flown are contained within the authorised areas of operations specified in the AOC of the lessor; and

(b) The lease period does not exceed five consecutive days; and

(c) For the duration of the lease, the flight and duty time limitations and rest requirements used by the lessor are not more permissive than apply in the State of the lessee.]

[Amdt. 7, 01.09.04]

[ ACJ OPS 1.165(c)(2) Leasing of aeroplanes between a JAA operator and any entity other than a JAA operator See JAR-OPS 1.165(c)(2)

1 Approval for a JAA operator to wet lease-in a replacement aeroplane from an operator other than a JAA operator to cater for situations in which the need is immediate, unforeseen and urgent may be given in anticipation by the Authority in the State of the lessee in accordance with the method described below. The lessee should maintain a record of occasions when lessors are used, for inspection by the State that issued his AOC.

2 The Authority in the State of the lessee may approve individually non-JAA operators whose names should then be placed in a list maintained by the lessee provided that:

(a) The lessor is an operator holding an AOC issued by a State which is a signatory to the Convention on International Civil Aviation; and

(b) Unless otherwise agreed by the Authority of the lessee, the lessee audits the operation of the lessor to confirm compliance with operating and aircrew training standards equivalent to JAR-OPS 1, maintenance standards equivalent to JAR 145, and aircraft certification standards as prescribed in JARs or FARs; and

(c) The routes intended to be flown are contained within the authorised areas of operations specified in the AOC of the lessor; and

(d) The lease period does not exceed five consecutive days; and

(e) For the duration of the lease, the flight and duty time limitations and rest requirements used by the lessor are not more permissive than apply in the State of the lessee. ]

Amendment 7 2-B-16 01.09.04

SECTION 2 JAR-OPS 1 Subpart B ACJ OPS 1.165(c)(2) (continued)

[ 3 Lessors, when first approved by the State of the lessee, and any revalidations, remain valid for a period not exceeding 12 months.

Note 1. The lessee is responsible for providing information to the State that issued his AOC to support the initial application and any revalidations.]

[Amdt. 7, 01.09.04]

[Appendix to ACJ OPS 1.037 (a)(4)

The following table provides examples of FDM events that may be further developed using operator and aeroplane specific limits. The table is considered illustrative and not exhaustive.

Event Group Description

Rejected take-Off High Speed Rejected take-off

Take-off Pitch Pitch rate high on take-off

Pitch attitude high during take-off

Unstick Speeds Unstick speed high

Unstick speed low

Height Loss in Climb-out Initial climb height loss 20 ft AGL to 400 ft AAL

Initial climb height loss 400 ft to 1 500 ft AAL

Slow Climb-out Excessive time to 1 000 ft AAL after take-off

Climb-out Speeds Climb out speed high below 400 ft AAL

Climb out speed high 400 ft AAL to 1 000 ft AAL

Climb out speed low 35 ft AGL to 400 ft AAL

Climb out speed low 400 ft AAL to 1 500 ft AAL

High Rate of Descent High rate of descent below 2 000 ft AGL

Go-around Go-around below 1 000 ft AAL

Go-around above 1 000 ft AAL

Low Approach Low on approach

Glideslope Deviation under glideslope

Deviation above glideslope (below 600 ft AGL)

Approach Power Low power on approach

Approach Speeds Approach speed high within 90 sec of touchdown

Approach speed high below 500 ft AAL

Approach speed high below 50 ft AGL

Approach speed low within 2 minutes of touchdown

Landing Flap Late land flap (not in position below 500 ft AAL)

Reduced flap landing

Flap load relief system operation

Landing Pitch Pitch attitude high on landing

Pitch attitude low on landing ]

01.09.04 2-B-17 Amendment 7


Amendment 7 2-B-18 01.09.04

Event Group Description

Appendix to ACJ OPS 1.037(a)(4) (continued) [

Bank Angles Excessive bank below 100 ft AGL

Excessive bank 100 ft AGL to 500 ft AAL

Excessive bank above 500 ft AGL

Excessive bank near ground (below 20 ft AGL)

Normal Acceleration High normal acceleration on ground

High normal acceleration in flight flaps up (+/- increment)

High normal acceleration in flight flaps down(+/- increment)

High normal acceleration at landing

Abnormal Configuration Take-off configuration warning

Early configuration change after take-off (flap)

Speed brake with flap

Speedbrake on approach below 800 ft AAL

Speedbrake not armed below 800 ft AAL

Ground Proximity Warning GPWS operation - hard warning

GPWS operation - soft warning

GPWS operation - windshear warning

GPWS operation - false warning

TCAS Warning TCAS operation – Resolution Advisory

Margin to Stall/Buffet Stickshake

False stickshake

Reduced lift margin except near ground

Reduced lift margin at take-off

Low buffet margin (above 20 000 ft)

Flight Manual Limitations Vmo exceedence

Mmo exceedence

Flap placard speed exceedence

Gear down speed exceedence

Gear selection up/down speed exceedence

Flap/ Slat altitude exceedence

Maximum operating altitude exceedence

]

[Amdt. 7, 01.09.04]


Amendment 3 2-C-1 01.12.01

IEM OPS 1.175 The management organisation of an AOC holder See JAR-OPS 1.175(g)-(o)

1 Function and Purpose

1.1 The safe conduct of air operations is achieved by an operator and an Authority working in harmony towards a common aim. The functions of the two bodies are different, well defined, but complementary. In essence, the operator complies with the standards set through putting in place a sound and competent management structure. The Authority working within a framework of law (statutes), sets and monitors the standards expected from operators.

2 Responsibilities of Management

2.1 The responsibilities of management related to JAR-OPS Part 1 should include at least the following five main functions:

a. Determination of the operator’s flight safety policy;

b. Allocation of responsibilities and duties and issuing instructions to individuals, sufficient for implementation of company policy and the maintenance of safety standards;

c. Monitoring of flight safety standards;

d. Recording and analysis of any deviations from company standards and ensuring corrective action;

e. Evaluating the safety record of the company in order to avoid the development of undesirable trends.

IEM OPS 1.175(c)(2) Principal place of business See JAR-OPS 1.175(c)(2)

1 JAR-OPS 1.175(c)(2) requires an operator to have his principal place of business located in the State responsible for issuing the AOC.

2 In order to ensure proper jurisdiction by that State over the operator, the term ‘principal place of business’ is interpreted as meaning the State in which the administrative headquarters and the operator’s financial, operational and maintenance management are based.

[Ch. 1, 01.03.98]

[ACJ OPS 1.175(i) Nominated Postholders – Competence See JAR-OPS 1.175(i)

1. General. Nominated Postholders should, in the normal way, be expected to satisfy the Authority that they possess the appropriate experience and licensing requirements which are listed in paragraphs 2 to 6 below. In particular cases, and exceptionally, the Authority may accept a nomination which does not meet the requirements in full but, in this circumstance, the nominee should be able to demonstrate experience which the Authority will accept as being comparable and also the ability to perform effectively the functions associated with the post and with the scale of the operation.

2. Nominated postholders should have:

2.1 Practical experience and expertise in the application of aviation safety standards and safe operating practices;

2.2 Comprehensive knowledge of:

a. JAR-OPS and any associated requirements and procedures;

b. The AOC holder's Operations Specifications; ]

ACJ/AMC/IEM C – OPERATOR CERTIFICATION & SUPERVISION


01.12.01 2-C-2 Amendment 3

[ c. The need for, and content of, the relevant parts of the AOC holder's Operations Manual;

2.3 Familiarity with Quality Systems;

2.4 Appropriate management experience in a comparable organisation; and

2.5 Five years relevant work experience of which at least two years should be from the aeronautical industry in an appropriate position.

3. Flight Operations. The nominated postholder or his deputy should hold a valid Flight Crew Licence appropriate to the type of operation conducted under the AOC in accordance with the following:

3.1 If the AOC includes aeroplanes certificated for a minimum crew of 2 pilots - An Airline Transport Pilot's Licence issued or validated by a JAA Member State:

3.2 If the AOC is limited to aeroplanes certificated for a minimum crew of 1 pilot - A Commercial Pilot's Licence, and if appropriate to the operation, an Instrument Rating issued or validated by a JAA Member State.

4. Maintenance System. The nominated postholder should possess the following:

4.1 Relevant engineering degree, or aircraft maintenance technician with additional education acceptable to the Authority. ‘Relevant engineering degree’ means an engineering degree from Aeronautical, Mechanical, Electrical, Electronic, Avionic or other studies relevant to the maintenance of aircraft/aircraft components.

4.2 Thorough familiarity with the organisation's Maintenance Management Exposition.

4.3 Knowledge of the relevant type(s) of aircraft.

4.4 Knowledge of maintenance methods.

5. Crew Training. The nominated postholder or his deputy should be a current Type Rating Instructor on a type/class operated under the AOC.

5.1 The nominated Postholder should have a thorough knowledge of the AOC holder’s crew training concept for Flight Crew and for Cabin Crew when relevant.

6. Ground Operations. The nominated postholder should have a thorough knowledge of the AOC holder’s ground operations concept. ]

[Amdt. 3, 01.12.01]

[ACJ OPS 1.175(j) Combination of nominated postholder’s responsibilities See JAR-OPS 1.175(j)

1. The acceptability of a single person holding several posts, possibly in combination with being the accountable manager as well, will depend upon the nature and scale of the operation. The two main areas of concern are competence and an individual’s capacity to meet his responsibilities.

2. As regards competence in the different areas of responsibility, there should not be any difference from the requirements applicable to persons holding only one post.

3. The capacity of an individual to meet his responsibilities will primarily be dependent upon the scale of the operation. However the complexity of the organisation or of the operation may prevent, or limit, combinations of posts which may be acceptable in other circumstances.

4. In most circumstances, the responsibilities of a nominated postholder will rest with a single individual. However, in the area of ground operations, it may be acceptable for these responsibilities to be split, provided that the responsibilities of each individual concerned are clearly defined. ]

ACJ OPS 1.175(i) (continued)


Amendment 3 2-C-3 01.12.01

[ 5. The intent of JAR-OPS 1.175 is neither to prescribe any specific organisational hierarchy within the operator’s organisation on a JAA wide basis nor to prevent an Authority from requiring a certain hierarchy before it is satisfied that the management organisation is suitable. ]

[Amdt. 3, 01.12.01]

[ACJ OPS 1.175(j) & (k) Employment of staff See JAR-OPS 1.175(j) & (k)

In the context of JAR-OPS 1.175(j) & (k), the expression "full-time staff" means members of staff who are employed for not less than 35 hours per week excluding vacation periods. For the purpose of establishing the scale of operation, administrative staff, not directly involved in operations or maintenance, should be excluded.]

[Amdt. 3, 01.12.01]

IEM OPS 1.185(b) Maintenance Management Exposition details See JAR-OPS 1.185(b)

1 The JAR-145 organisation’s Maintenance Management Exposition should reflect the details of any sub-contract(s).

2 A change of aeroplane type or of the JAR-145 approved maintenance organisation may require the submission of an acceptable amendment to the JAR-145 Maintenance Management Exposition.


ACJ OPS 1.175(j) (continued)


01.12.01 2-C-4 Amendment 3



Amendment 7 2-D-1 01.09.04

ACJ OPS 1.195

Operational Control

See JAR-OPS 1.195

1 Operational control means the exercise by the operator, in the interest of safety, of responsibility

for the initiation, continuation, termination or diversion of a flight. This does not imply a requirement for

licensed flight dispatchers or a full flight watch system.

2 The organisation and methods established to exercise operational control should be included in the

operations manual and should cover at least a description of responsibilities concerning the initiation,

continuation, termination or diversion of each flight.

[Amdt. 3, 01.12.01]

[ACJ OPS 1.205

Competence of Operations personnel

See JAR-OPS 1.205

If an operator employs Flight Operations Officers in conjunction with a method of Operational Control as

defined in JAR-OPS 1.195, training for these personnel should be based on relevant parts of ICAO Doc

7192 D3. This training should be described in Subpart D of the Operations Manual. It is not to be inferred

from this that there is a requirement for Licensed Flight Dispatchers or for a flight following system.]

[Amdt. 7, 01.09.04]

AMC OPS 1.210(a)

Establishment of procedures

See JAR-OPS 1.210(a)

1 An operator should specify the contents of safety briefings for all cabin crew members prior to the

commencement of a flight or series of flights.

2 An operator should specify procedures to be followed by cabin crew with respect to:

a. Arming and disarming of slides;

b. The operation of cabin lights, including emergency lighting;

c. The prevention and detection of cabin, oven and toilet fires;

d. Action to be taken when turbulence is encountered; and

e. Actions to be taken in the event of an emergency and/or an evacuation.

IEM OPS 1.210(b)

Establishment of procedures

See JAR-OPS 1.210(b)

When an operator establishes procedures and a checklist system for use by cabin crew with respect to the

aeroplane cabin, at least the following items should be taken into account:

ACJ/AMC/IEM D – OPERATIONAL PROCEDURES

JAR-OPS 1 Subpart D SECTION 2

01.09.04 2-D-2 Amendment 7

ITEM PRE-TAKE-OFF

IN-FLIGHT PRE-LANDING

POST-LANDING

1. Brief of cabin crew by the senior cabin crew member prior to commencement of a flight or series of flights.

X

2. Check of safety equipment in accordance with operator's policies and procedures.

X

3. Security checks as required by Subpart S (JAR-OPS 1.1250). X X

4. Supervision of passenger embarkation and disembarkation (JAR-OPS 1.075; JAR-OPS 1.105; JAR-OPS 1.270; JAR-OPS 1.280; JAR-OPS 1.305).

X X

5. Securing of passenger cabin (e.g. seat belts, cabin cargo/baggage etc.(JAR-OPS 1.280; JAR-OPS 1.285; JAR-OPS 1.310).

X X

6. Securing of galleys and stowage of equipment (JAR-OPS 1.325). X X

7. Arming of door slides. X X

8. Safety information to passengers (JAR-OPS 1.285). X X X X

9. ’Cabin secure’ report to flight crew. X if required X

10. Operation of cabin lights. X if required X

11. Cabin crew at crew stations for take-off and landing.(JAR-OPS 1.310, JAR-OPS 1.210(c)/IEM OPS 1.210(c)).

X X X

12. Surveillance of passenger cabin. X X X X

13. Prevention and detection of fire in the cabin (including the combi-cargo area), crew rest areas, galleys and toilets and instructions for actions to be taken.

X X X X

14. Action to be taken when turbulence is encountered or in-flight incidents (pressurisation failure, medical emergency etc.). (See also JAR-OPS 1.320 and JAR-OPS 1.325).

X

15. Disarming of door slides. X

16. Reporting of any deficiency and/or unserviceability of equipment and/or any incident (See also JAR-OPS 1.420).

X X X X

[Ch. 1, 01.03.98]

IEM OPS 1.210(c)

Critical phases of flight

See JAR-OPS 1.210(c)

Critical phases of flight are the take-off run, the take-off flight path, the final approach, the landing, including

the landing roll, and any other phases of flight at the discretion of the commander. (See also JAR-OPS

1.085(c)(8)).

[ ACJ OPS 1.216

In-flight Operational Instructions

See JAR-OPS 1.216

When co-ordination with an appropriate Air Traffic Service unit has not been possible, in-flight operational

instructions do not relieve a commander of responsibility for obtaining an appropriate clearance from an Air

Traffic Service unit, if applicable, before making a change in flight plan.]

[Amdt. 7, 01.09.04]

IEM OPS 1.220

Authorisation of aerodromes

See JAR-OPS 1.220

1 When defining aerodromes for the type of aeroplane(s) and operation(s) concerned, an operator

should take account of the following:

1.1 An adequate aerodrome is an aerodrome which the operator considers to be satisfactory, taking

account of the applicable performance requirements and runway characteristics. In addition, it should be

IEM OPS 1.210(b) (continued)


Amendment 10 2-D-3 01.03.06

anticipated that, at the expected time of use, the aerodrome will be available and equipped with necessary

ancillary services, such as ATS, sufficient lighting, communications, weather reporting, navaids and

emergency services.

a. For an ETOPS en-route alternate aerodrome, the following additional points should be considered:

i. The availability of an ATC facility; and

ii. The availability of at least one letdown aid (ground radar would so qualify) for an instrument

approach.

[ACJ] OPS 1.243

Operations in areas with [specified] navigation performance requirements

See JAR-OPS 1.243

[1. The equipment carriage requirements, operational and contingency procedures and operator

approval requirements relating to areas, portions of airspace or on routes where navigation performance

requirements have so far been specified can be found in the following documentation:

a. For the North Atlantic MNPS - ICAO document Doc 7030/4 Regional Supplementary Procedures

(NAT Supps)

b. For RVSM in the North Atlantic and Europe (ECAC States) - Doc 7030/4 (NAT and EUR Supps)

c. For General Guidance on Required Navigation Performance (RNP) Operations - ICAO Doc 9613

d. For European RNAV (ECAC States) - Doc 7030/4 (EUR Supps)

e. JAA TGL 2 (Note this is now in the GAI 20 Series as AMJ 20X4) – B-RNAV (ECAC States)

f. JAA TGL 10 – P-RNAV (ECAC States)

g. JAA GAI 20 - AMJ 20X9 "Recognition of FAA Order 8400.12A for RNP 10 Operations"

h. Eurocontrol Standard Document 009-93 (RNAV Operations)

2. Operators should be aware that requirements relating to navigation performance parameters,

including Area Navigation (RNAV) and Required Navigation Performance (RNP), are currently under rapid

development. Pending the development, appropriate JAA or JAA endorsed guidance and approval material

or available material published by other than ICAO or JAA, may be used in order to approve operators for

operations in airspace that has specified navigation performance requirements.]

[Ch. 1, 01.03.98; Amdt. 10, 01.03.06]



01.09.04 2-D-4 Amendment 7

IEM OPS 1.245(a)

Maximum distance from an adequate aerodrome

for two-engined aeroplanes without ETOPS Approval

See JAR-OPS 1.245

Notes:

1. MAPSC - Maximum Approved Passenger Seating Configuration

2. MTOM - Maximum Take-Off Mass

[Ch. 1, 01.03.98; Amdt. 4, 01.07.02]

AMC OPS 1.245(a)(2)

Operation of non-ETOPS compliant twin turbojet aeroplanes between 120 and 180 minutes from an

adequate aerodrome

See JAR-OPS 1.245(a)(2)

1. As prescribed in JAR-OPS 1.245(a)(2), an operator may not operate a twin turbo-jet powered

aeroplane having a maximum approved passenger seating configuration of 19 or less and a MTOM less

than 45 360 kg beyond 120 minutes from an adequate aerodrome at the one engine inoperative cruise

speed calculated in accordance with JAR-OPS 1.245(b) unless approved by the Authority. This 120 minute

threshold may be exceeded by no more than 60 minutes. In order for operations between 120 and 180

minutes to be approved, due account should be taken of the aeroplane’s design and capabilities (as

outlined below) and an operator’s experience related to such operations. An operator should ensure that the

following items are addressed. Where necessary, information should be included in the Operations Manual

and the Operator’s Maintenance Management Exposition.

Note: Mention of “the aeroplane’s design” in paragraph 1 above does not imply any additional Type Design Approval

requirements (beyond the applicable original Type Certification requirements) before the Authority will permit operations

beyond the 120 minute threshold.

2. Systems capability - Aeroplanes should be certificated to JAR-25 as appropriate (or equivalent).

With respect to the capability of the aeroplane systems, the objective is that the aeroplane is capable of a

safe diversion from the maximum diversion distance with particular emphasis on operations with one engine

inoperative or with degraded system capability. To this end, the operator should give consideration to the

capability of the following systems to support such a diversion:

[ 120 minutes orup to 180 minutes

for turbo-jet aeroplanesif approved by the

Authority ]

Performance

Class

A

Performance

Class

A

Performance

Class

A

Performance

Class

B or C

MAPSC

20 or more seats

MTOM

45 360 kg or more

MAPSC

19 seats or less

and MTOM

less than 45 360 kg

60 minutes

120 minutes

or

300 nautical miles

(whichever is the less)

60 minutes


Amendment 7 2-D-5 01.09.04

a. Propulsion systems - The aeroplane power plant should meet the applicable requirements

prescribed in JAR 25 and JAR E or equivalents, concerning engine type certification, installation and system

operation. In addition to the performance standards established by the Authority at the time of engine

certification, the engines should comply with all subsequent mandatory safety standards specified by the

Authority, including those necessary to maintain an acceptable level of reliability. In addition, consideration

should be given to the effects of extended duration single engine operation (e.g. the effects of higher power

demands such as bleed and electrical).

b. Airframe systems - With respect to electrical power, three or more reliable (as defined by JAR-25 or

equivalent) and independent electrical power sources should be available, each of which should be capable

of providing power for all essential services (See Appendix 1). For single engine operations, the remaining

power (electrical, hydraulic, pneumatic) should continue to be available at levels necessary to permit

continued safe flight and landing, and to provide those services necessary for the overall safety of the

passengers and crew. As a minimum, following the failure of any two of the three electrical power sources,

the remaining source should be capable of providing power for all of the items necessary for the duration of

any diversion. If one or more of the required electrical power sources are provided by an APU, hydraulic

system or Air Driven Generator/Ram Air Turbine (ADG/RAT), the following criteria should apply as

appropriate:

i. To ensure hydraulic power (Hydraulic Motor Generator) reliability, it may be necessary to provide

two or more independent energy sources.

ii. The ADG/RAT, if fitted, should not require engine dependent power for deployment.

iii. The APU should meet the criteria in sub-paragraph c below.

c. APU - The APU, if required for extended range operations, should be Certificated as an essential

APU and should meet the applicable JAR-25 provisions (Subpart J-APU parts A and B, or equivalent).

d. Fuel supply system - Consideration should include the capability of the fuel supply system to

provide sufficient fuel for the entire diversion taking account of aspects such as fuel boost and fuel transfer.

3. Powerplant Events and corrective action.

a. All powerplant events and operating hours should be reported by the operator to the Airframe and

Engine manufacturers as well as to the Authority in the State of the operator.

b. These events should be evaluated by the operator in consultation with his Authority and with the

engine and airframe manufacturers. The National Aviation Authority may consult with the type design

authority to ensure that world wide data is evaluated.

c. Where statistical assessment alone may not be applicable eg where the fleet size or accumulated

flight hours are small, individual powerplant events should be reviewed on a case by case basis.

d. The evaluation or statistical assessment, when available, may result in corrective action or the

application of operational restrictions.

Note: Powerplant events could include engine shut downs, both on ground and inflight, (excluding normal

training events) including flameout, occurrences where the intended thrust level was not achieved or where

crew action was taken to reduce thrust below the normal level for whatever reason, and unscheduled

removals.

4. Maintenance: The operator’s maintenance requirements should address the following:

a. Release to service - A pre-departure check, additional to the pre-flight inspection required by JAR-

OPS 1.890(a)(1) should be reflected in the Operator’s Maintenance Management Exposition. These checks

should be conducted and certified by an organisation appropriately approved/accepted in accordance with

JAR-145 or by an appropriately trained flight crew member prior to an extended range flight to ensure that

all maintenance actions are complete and all fluid levels are at prescribed levels for the flight duration.

b. Engine oil consumption programmes - Such programmes are intended to support engine condition

trend monitoring (see below).

c. Engine condition trend monitoring programme - A programme for each powerplant that monitors

engine performance parameters and trends of degradation that provides for maintenance actions to be

undertaken prior to significant performance loss or mechanical failure.

AMC OPS 1.245(a)(2) (continued)


01.09.04 2-D-6 Amendment 7

d. Arrangements to ensure that all corrective actions required by the type design authority are

implemented.

5. Flight Crew Training: Flight crew training for this type of operation should include, in addition to the

requirements of JAR-OPS 1 Sub part N, particular emphasis on the following:

a. Fuel management - Verifying required fuel on board prior to departure and monitoring fuel on board

en-route including calculation of fuel remaining. Procedures should provide for an independent cross-check

of fuel quantity indicators (e.g. fuel flow used to calculate fuel burned compared to indicated fuel remaining).

Confirmation that the fuel remaining is sufficient to satisfy the critical fuel reserves.

b. Procedures for single and multiple failures in flight that may give rise to go/no-go and diversion

decisions - Policy and guidelines to aid the flight crew in the diversion decision making process and the

need for constant awareness of the closest suitable alternate aerodrome in terms of time.

c. One-engine inoperative performance data - Drift down procedures and one-engine inoperative

service ceiling data.

d. Weather reports and flight requirements - METAR and TAF reports and obtaining in flight weather

updates on en-route alternate, destination and destination alternate aerodromes. Consideration should also

be given to forecast winds (including the accuracy of the forecast compared to actual wind experienced

during flight) and meteorological conditions along the expected flight path at the one-engine inoperative

cruising altitude and throughout the approach and landing.

e. Pre-departure check - Flight crew members who are responsible for the pre-departure check of an

aeroplane (see paragraph 3.a above), should be fully trained and competent to do so. The training

programme required, which should be approved by the Authority, should cover all relevant maintenance

actions with particular emphasis on checking required fluid levels.

6 MEL - The MEL should take into account all items specified by the manufacturer relevant to

operations in accordance with this AMC.

7. Dispatch/Flight Planning Requirements: The operator’s dispatch requirements should address the

following:

a. Fuel and oil supply - An aeroplane should not be dispatched on an extended range flight unless it

carries sufficient fuel and oil to comply with the applicable operational requirements and any additional

reserves determined in accordance with sub-paragraphs (a)(i), (ii) and (iii) below.

(i) Critical fuel scenario - The critical point is the furthest point from an alternate aerodrome assuming

a simultaneous failure of an engine and the pressurisation system. For those aeroplanes that are type

certificated to operate above Flight Level 450, the critical point is the furthest point from an alternate

aerodrome assuming an engine failure. The operator should carry additional fuel for the worst case fuel

burn condition (one engine vs two engines operating), if this is greater than the additional fuel calculated in

accordance with AMC OPS 1.255 1.6 a and b, as follows:

A. Fly from the critical point to an alternate aerodrome:

- At 10 000ft; or

- At 25 000ft or the single-engine ceiling, whichever is lower, provided that all occupants can be

supplied with and use supplemental oxygen for the time required to fly from the critical point to an alternate

aerodrome; or

- At the single-engine ceiling, provided that the aeroplane is type certificated to operate above Flight

Level 450.

B. Descend and hold at 1 500 feet for 15 minutes in ISA conditions;

C. Descend to the applicable MDA/DH followed by a missed approach (taking into account the

complete missed approach procedure); followed by

D. A normal approach and landing.

(ii) Ice protection - Additional fuel used when operating in icing conditions (e.g. operation of ice

protection systems (engine/airframe as applicable)) and, when manufacturer’s data is available, take



Amendment 7 2-D-7 01.09.04

account of ice accumulation on unprotected surfaces if icing conditions are likely to be encountered during a

diversion;

(iii) APU operation - If an APU has to be used to provide additional electrical power, consideration

should be given to the additional fuel required.

b. Communication facilities - The availability of communications facilities in order to allow reliable two-

way voice communications between the aeroplane and the appropriate air traffic control unit at one-engine

inoperative cruise altitudes.

c. Aircraft Technical Log review to ensure proper MEL procedures, deferred items, and required

maintenance checks completed.

d. En-route alternate aerodrome(s) - Ensuring that en-route alternate aerodromes are available for the

intended route, within 180 minutes based upon the one-engine inoperative cruise speed which is a speed

within the certificated limits of the aeroplane, selected by the operator and approved by the regulatory

authority, and confirmation that, based on the available meteorological information, the weather conditions

at en-route alternate aerodromes are at or above the applicable minima for the period of time during which

the aerodrome(s) may be used. (See also JAR-OPS 1.297).

Planning minima

Type of

Approach

Planning Minima

(RVR visibility required & 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)(1)(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

Precision Approach

Cat II, III (ILS, MLS)

Precision Approach

Cat I 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

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

[Amdt. 3, 01.12.01]

IEM OPS 1.250

Establishment of Minimum Flight Altitudes

See JAR-OPS 1.250

1 The following are examples of some of the methods available for calculating minimum flight

altitudes.

2 KSS Formula

2.1 Minimum obstacle clearance altitude (MOCA). MOCA is the sum of:

i. The maximum terrain or obstacle elevation whichever is highest; plus

ii. 1 000 ft for elevation up to and including 6 000 ft; or

iii 2 000 ft for elevation exceeding 6 000 ft rounded up to the next 100 ft.

2.1.1 The lowest MOCA to be indicated is 2 000 ft.

2.1.2 From a VOR station, the corridor width is defined as a borderline starting 5 nm either side of the

VOR, diverging 4° from centreline until a width of 20 nm is reached at 70 nm out, thence paralleling the



01.09.04 2-D-8 Amendment 7

centreline until 140 nm out, thence again diverging 4° until a maximum width of 40 nm is reached at 280 nm

out. Thereafter the width remains constant (see figure 1).

2.1.3 From an NDB, similarly, the corridor width is defined as a borderline starting 5 nm either side of the

NDB diverging 7° until a width of 20 nm is reached 40 nm out, thence paralleling the centreline until 80 nm

out, thence again diverging 7° until a maximum width of 60 nm is reached 245 nm out. Thereafter the width

remains constant (see figure 2).

2.1.4 MOCA does not cover any overlapping of the corridor.

2.2 Minimum off-route altitude (MORA). MORA is calculated for an area bounded by every or every

second LAT/LONG square on the Route Facility Chart (RFC)/Terminal Approach Chart (TAC) and is based

on a terrain clearance as follows:

i. Terrain with elevation up to 6 000 ft (2 000 m) – 1 000 ft above the highest terrain and obstructions;

ii. Terrain with elevation above 6 000 ft (2 000 m) – 2 000 ft above the highest terrain and

obstructions.

3 Jeppesen Formula (see figure 3)

3.1 MORA is a minimum flight altitude computed by Jeppesen from current ONC or WAC charts. Two

types of MORAs are charted which are:

i. Route MORAs e.g. 9800a; and

ii. Grid MORAs e.g. 98.

3.2 Route MORA values are computed on the basis of an area extending 10 nm to either side of route

centreline and including a 10 nm radius beyond the radio fix/reporting point or mileage break defining the

route segment.

3.3 MORA values clear all terrain and man-made obstacles by 1 000 ft in areas where the highest

terrain elevation or obstacles are up to 5 000 ft. A clearance of 2 000 ft is provided above all terrain or

obstacles which are 5 001 ft and above.

3.4 A Grid MORA is an altitude computed by Jeppesen and the values are shown within each Grid

formed by charted lines of latitude and longitude. Figures are shown in thousands and hundreds of feet

(omitting the last two digits so as to avoid chart congestion). Values followed by ± are believed not to

exceed the altitudes shown. The same clearance criteria as explained in paragraph 3.3 above apply.



Amendment 7 2-D-9 01.09.04

FIGURE 3

4 ATLAS Formula

4.1 Minimum safe En-route Altitude (MEA). Calculation of the MEA is based on the elevation of the

highest point along the route segment concerned (extending from navigational aid to navigational aid) within

a distance on either side of track as specified below:

i. Segment length up to 100 nm – 10 nm (See Note 1 below).

ii. Segment length more than 100 nm – 10% of the segment length up to a maximum of

60 nm See Note 2 below).

NOTE 1: This distance may be reduced to 5 nm within TMAs where, due to the number and type of available navigational aids, a high

degree of navigational accuracy is warranted.

NOTE 2: In exceptional cases, where this calculation results in an operationally impracticable value, an additional special MEA may be

calculated based on a distance of not less than 10 nm either side of track. Such special MEA will be shown together with an indication of

the actual width of protected airspace.

4.2 The MEA is calculated by adding an increment to the elevation specified above as appropriate:

Elevation of highest point Increment

Not above 5 000 ft 1 500 ft

Above 5 000 ft but not above 10 000 ft 2 000 ft

Above 10 000 ft 10% of elevation plus 1 000 ft

NOTE: For the last route segment ending over the initial approach fix, a reduction to 1 000 ft is permissible within TMAs where, due to

the number and type of available navigation aids, a high degree of navigational accuracy is warranted.

The resulting value is adjusted to the nearest 100 ft.



01.09.04 2-D-10 Amendment 7

4.3 Minimum safe Grid Altitude (MGA). Calculation of the MGA is based on the elevation of the highest

point within the respective grid area.

The MGA is calculated by adding an increment to the elevation specified above as appropriate:

Elevation of highest point Increment

Not above 5 000 ft 1 500 ft

Above 5 000 ft but not above 10 000 ft 2 000 ft

Above 10 000 ft 10% of elevation plus 1 000 ft

The resulting value is adjusted to the nearest 100 ft.

AMC OPS 1.255

Fuel Policy

See JAR-OPS 1.255

An operator should base the company fuel policy, including calculation of the amount of fuel to becarried,

on the following planning criteria:

1 The amount of:

1.1 Taxy fuel, which should not be less than the amount, expected to be used prior to take-off. Local

conditions at the departure aerodrome and APU consumption should be taken into account.

1.2 Trip fuel, which should include:

a. Fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into

account the expected departure routing;

b. Fuel from top of climb to top of descent, including any step climb/descent;

c. Fuel from top of descent to the point where the approach is initiated, taking into account the

expected arrival procedure; and

d. Fuel for approach and landing at the destination aerodrome.

1.3 Contingency fuel, which should be the higher of (a) or (b) below:

a. Either:

i. 5% of the planned trip fuel or, in the event of in-flight replanning, 5% of the trip fuel for the

remainder of the flight; or

ii. Not less than 3% of the planned trip fuel or, in the event of in-flight replanning, 3% of the trip fuel

for the remainder of the flight, provided that an en-route alternate is available according to ACJ OPS 1.295,

or

iii. An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel

consumption provided that the operator has established a fuel consumption monitoring programme for

individual aeroplanes and uses valid data determined by means of such a programme for fuel calculation; or

iv. An amount of fuel based on a statistical method approved by the Authority which ensures an

appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is

used to monitor the fuel consumption on each city pair/aeroplane combination and the operator uses this

data for a statistical analysis to calculate contingency fuel for that city pair/aeroplane combination.

Note:

1. As an example, the following values of statistical coverage of the deviation from the planned to the actual trip fuel

have been agreed:

a. 99% coverage plus 3% of the trip fuel, if the calculated flight time is less than 2 hours, or more than 2 hours and no

suitable en-route alternate is available;

b. 99% coverage if the calculated flight time is more than 2 hours and a suitable en-route alternate is available;

c. 90% coverage if:

i. the calculated flight time is more than 2 hours; and

ii. a suitable en-route alternate is available; and



Amendment 7 2-D-11 01.09.04

iii. at the destination aerodrome 2 separate runways are available and useable, one of which is equipped with an

ILS/MLS, and the weather conditions are in compliance with JAR-OPS 1.295(c)(1)(ii); or the ILS/MLS is operational to

Cat II/III operating minima and the weather conditions are at or above 500ft/2 500m.

2. The fuel consumption data base used in conjunction with these values is based on fuel consumption monitoring for

each route/aeroplane combination over a rolling two year period.

b. An amount to fly for 5 minutes at holding speed at 1 500 ft (450 m), 6 000 ft (1 800m) for Concorde

operations, above the destination aerodrome in Standard Conditions.

1.4 Alternate fuel, which should be sufficient for:

a. A missed approach from the applicable MDA/DH at the destination aerodrome to missed approach

altitude, taking into account the complete missed approach procedure;

b. A climb from missed approach altitude to cruising level/altitude;

c. The cruise from top of climb to top of descent;

d. Descent from top of descent to the point where the approach is initiated, taking into account the

expected arrival procedure; and

e. Executing an approach and landing at the destination alternate aerodrome selected in accordance

with JAR-OPS 1.295.

f. If, in accordance with JAR-OPS 1.295(d), two destination alternates are required, alternate fuel

should be sufficient to proceed to the alternate which requires the greater amount of alternate fuel.

1.5 Final reserve fuel, which should be:

a. For aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or

b. For aeroplanes with turbine power units, fuel to fly for 30 minutes at holding speed at 1 500 ft

(450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at

the alternate or the destination, when no alternate is required.

1.6 With the exception of Concorde operations, the minimum additional fuel which should permit:

a. Holding for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions, when

a flight is operated without a destination alternate; and

b. Following the possible failure of a power unit or loss of pressurisation, based on the assumption

that such a failure occurs at the most critical point along the route, the aeroplane to:

i. Descend as necessary and proceed to an adequate aerodrome; and

ii. Hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions;

and

iii. Make an approach and landing,

except that additional fuel is only required, if the minimum amount of fuel calculated in accordance with sub-

paragraphs 1.2 to 1.5 above is not sufficient for such an event.

1.7 Extra fuel, which should be at the discretion of the commander.

2 Decision Point Procedure. If an operator’s fuel policy includes planning to a destination aerodrome

via a decision point along the route, the amount of fuel should be the greater of 2.1 or 2.2 below:

2.1 The sum of:

a. Taxy fuel;

b. Trip fuel to the destination aerodrome, via the decision point;

c. Contingency fuel equal to not less than 5% of the estimated fuel consumption from the decision

point to the destination aerodrome;

d. Alternate fuel, if a destination alternate is required;

e. Final reserve fuel;

f. Additional fuel; and



01.09.04 2-D-12 Amendment 7

g. Extra fuel if required by the commander; or,

2.2 The sum of:

a. Taxy fuel;

b. The estimated fuel consumption from the departure aerodrome to a suitable en-route alternate, via

the decision point;

c. Contingency fuel equal to not less than 3% of the estimated fuel consumption from the departure

aerodrome to the en-route alternate;

d. Final reserve fuel;

e. Additional fuel; and

f. Extra fuel if required by the commander.

3 Isolated aerodrome procedure. If an operator’s fuel policy includes planning to an isolated

aerodrome for which a destination alternate does not exist, the amount of fuel at departure should include:

3.1 Taxy fuel;

3.2 Trip Fuel;

3.3 Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;

3.4 Additional Fuel if required, but not less than:

a. For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight time

planned to be spent at cruising level, or two hours, whichever is less; or

b. For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption after

arriving overhead the destination aerodrome, including final reserve fuel; and

3.5 Extra Fuel if required by the commander.

4 Pre-determined point procedure. If an operator’s fuel policy includes planning to a destination

alternate where the distance between the destination aerodrome and the destination alternate is such that a

flight can only be routed via a predetermined point to one of these aerodromes, the amount of fuel should

be the greater of 4.1 or 4.2 below:

4.1 The sum of:

a. Taxy Fuel;

b. Trip Fuel from the departure aerodrome to the destination aerodrome, via the predetermined point;

c. Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;

d. Additional Fuel if required, but not less than:

i. For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight time

planned to be spent at cruising level or two hours, whichever is less; or

ii. For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption after

arriving overhead the destination aerodrome,

including Final Reserve Fuel; and

e. Extra Fuel if required by the commander; or

4.2 The sum of:

a. Taxy Fuel;

b. Trip Fuel from the departure aerodrome to the alternate aerodrome, via the predetermined point;

c. Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;

d. Additional Fuel if required, but not less than:

i. For aeroplanes with reciprocating engines: fuel to fly for 45 minutes; or



Amendment 7 2-D-13 01.09.04

ii. For aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m)

above aerodrome elevation in standard conditions; including Final Reserve Fuel; and

e. Extra Fuel if required by the commander.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

IEM OPS 1.255(c)(3)(i)

Contingency Fuel

See JAR-OPS 1.255(c)(3)(i)

1 At the planning stage, not all factors which could have an influence on the fuel consumption to the

destination aerodrome can be foreseen. Therefore, contingency fuel is carried to compensate for items such

as:

i. Deviations of an individual aeroplane from the expected fuel consumption data;

ii. Deviations from forecast meteorological conditions; and

iii. Deviations from planned routings and/or cruising levels/altitudes.

IEM OPS 1.260

Carriage of persons with Reduced Mobility

See JAR-OPS 1.260

1 A person with reduced mobility (PRM) is understood to mean a person whose mobility is reduced

due to physical incapacity (sensory or locomotory), an intellectual deficiency, age, illness or any other

cause of disability when using transport and when the situation needs special attention and the adaptation

to a person’s need of the service made available to all passengers.

2 In normal circumstances PRMs should not be seated adjacent to an emergency exit.

3 In circumstances in which the number of PRMs forms a significant proportion of the total number of

passengers carried on board:

a. The number of PRMs should not exceed the number of able-bodied persons capable of assisting

with an emergency evacuation; and

b. The guidance given in paragraph 2 above should be followed to the maximum extent possible.

AMC OPS 1.270

Cargo carriage in the passenger cabin

See JAR-OPS 1.270

1. In establishing procedures for the carriage of cargo in the passenger cabin of an aeroplane, an

operator should observe the following:

a. That dangerous goods are not permitted (See also JAR-OPS 1.1210(a));

b. That a mix of the passengers and live animals should not be permitted except for pets (weighing

not more than 8 kg) and guide dogs;

c. That the weight of the cargo does not exceed the structural loading limit(s) of the cabin floor or

seat(s);

d. That the number/type of restraint devices and their attachment points should be capable of

restraining the cargo in accordance with JAR 25.789 or equivalent;

e. That the location of the cargo should be such that, in the event of an emergency evacuation, it will

not hinder egress nor impair the cabin crew’s view.

[Ch. 1, 01.03.98]



01.09.04 2-D-14 Amendment 7

ACJ OPS 1.280

Passenger Seating

See JAR-OPS 1.280

See IEM OPS 1.280

1 An operator should establish procedures to ensure that:

a. Those passengers who are allocated seats which permit direct access to emergency exits, appear

to be reasonably fit, strong and able to assist the rapid evacuation of the aeroplane in an emergency after

an appropriate briefing by the crew:

b. In all cases, passengers who, because of their condition, might hinder other passengers during an

evacuation or who might impede the crew in carrying out their duties, should not be allocated seats which

permit direct access to emergency exits. If the operator is unable to establish procedures which can be

implemented at the time of passenger ‘check-in’, he should establish an alternative procedure acceptable to

the Authority that the correct seat allocation will, in due course, be made.

[Amdt. 3, 01.12.01]

IEM OPS 1.280

Passenger Seating

See JAR-OPS 1.280

1 The following categories of passengers are among those who should not be allocated to, or

directed to seats which permit direct access to emergency exits:

a. Passengers suffering from obvious physical, or mental, handicap to the extent that they would have

difficulty in moving quickly if asked to do so;

b. Passengers who are either substantially blind or substantially deaf to the extent that they might not

readily assimilate printed or verbal instructions given;

c. Passengers who because of age or sickness are so frail that they have difficulty in moving quickly;

d. Passengers who are so obese that they would have difficulty in moving quickly or reaching and

passing through the adjacent emergency exit;

e. Children (whether accompanied or not) and infants;

f. Deportees or prisoners in custody; and,

g. Passengers with animals.

Note: “Direct access” means a seat from which a passenger can proceed directly to the exit without entering an aisle

or passing around an obstruction.

[Amdt. 3, 01.12.01]

ACJ OPS 1.295

Location of an En Route Alternate Aerodrome

See JAR-OPS 1.295

The en-route alternate (see AMC OPS 1.255 1.3 a. ii) should be located within a circle having a radius

equal to 20% of the total flight plan distance, the centre of which lies on the planned route at a distance

from the destination of 25% of the total flight plan distance, or at least 20% of the total flight plan distance

plus 50 nm., whichever is greater, all distances are to be calculated in still air conditions (see example in

Appendix 1 to ACJ OPS 1.295).

[Amdt. 3, 01.12.01]


Amendment 7 2-D-15 01.09.04

IEM OPS 1.295(c)(1)(ii)

Separate runways

See JAR-OPS 1.295(c)(1)(ii)

1 Runways on the same aerodrome are considered to be separate runways when:

i. They are separate landing surfaces which may overlay or cross such that if one of the runways is

blocked, it will not prevent the planned type of operations on the other runway; and

ii. Each of the landing surfaces has a separate approach procedure based on a separate aid.

ACJ OPS 1.297(b)(2)

Planning Minima for Alternate Aerodromes

See JAR-OPS 1.297(b)(2)

‘Non precision minima' in JAR OPS 1.297, Table 1, means the next highest minimum that is available in the

prevailing wind and serviceability conditions; Localiser Only approaches, if published, are considered to be

‘non precision’ in this context. It is recommended that operators wishing to publish Tables of planning

minima choose values that are likely to be appropriate on the majority of occasions (e.g. regardless of wind

direction). Unserviceabilities must, however, be fully taken into account.

[Amdt. 3, 01.12.01]


01.09.04

2-D-16

Amendment 7

SECTION 2

JAR-O

PS 1 Subpart D

AMC OPS 1.297

Application of aerodrome forecasts

See JAR-OPS 1.297

APPLICATION OF AERODROME FORECASTS (TAF & TREND) TO PRE-FLIGHT PLANNING (ICAO Annex 3 refers)

1. APPLICATION OF INITIAL PART OF TAF (For aerodrome planning minima see JAR-OPS 1.297)

a) Applicable time period : From the start of the TAF validity period up to the time of applicability of the first subsequent 'FM...*' or 'BECMG' or, if no 'FM' or BECMG' is given, up to the end of the validity period of the TAF.

b) Application of forecast: The prevailing weather conditions forecast in the initial part of the TAF should be fully applied with the exception of the mean wind and gusts (and crosswind) which should be applied in accordance

with the policy in the column ' BECMG AT and FM' in the table below. This may however be overruled temporarily by a 'TEMPO' or 'PROB**' if applicable acc. to the table below.

2. APPLICATION OF FORECAST FOLLOWING CHANGE INDICATORS IN TAF AND TREND

FM (alone) and

BECMG AT:

BECMG (alone), BECMG FM, BECMG TL ,

BECMG FM ...* TL, in case of:TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM ... TL, PROB30/40 (alone) PROB TEMPO

TAF or TREND for Deterioration and Deterioration Improvement D e t e r i o r a t i o n Improvement Deterioration and

AERODROME PLANNED

AS:

Improvement Transient/Showery Conditions

in connection with short-lived weather

phenomena, e.g. thunderstorms, showers

Persistent Conditions

in connection with e.g. haze, mist, fog,

dust/sandstorm, continuous precipitation

In any case Improvement

DESTINATIONat ETA ±1 HR

Applicable from the

start of the

change.

Applicable from the

time of startof the change.

Applicable from the

time of endof the change.

Not applicable Applicable

TAKE–OFF ALTERNATE

at ETA ± 1 HR

Mean wind: Should be within required

limits;

DEST. ALTERNATE

at ETA ± 1 HR

Mean wind:

Should be within

required limits;

Mean wind: Should

be within required

limits;

Mean wind: Should

be within required

limits;

Gusts: May be disregardedDeterioration may be

disregarded;

Improvement should

be disregarded

ENROUTE ALTERNATE

at ETA ± 1 HR

(See JAR-OPS AMC 1.255)

Gusts: May be

disregarded.

Gusts: May be disre-

garded.

Gusts: May be disre-

garded.

Mean wind and gusts exceeding

required limits may be disregarded. Should be

disregarded.

including mean

wind and gusts.

ETOPS ENRT ALTN

at earliest/latest ETA ± 1 HR

Applicable from the

time of start of

change;

Applicable from the

time of start of

change;

Applicable from the

time of end of the

change;

Applicable if below applicable landing

minima

Applicable if below applicable landing

minima

Mean wind:

Should be within

required limits;

Mean wind: Should

be within required

limits;

Mean wind: Should

be within required

limits;


limits;


limits;

Gusts exceeding

crosswind limits

should be fully

applied.

Gusts exceeding

crosswind limits

should be fully

applied.

Gusts exceeding

crosswind limits

should be fully

applied;.

Gusts exceeding crosswind limits should

be fully applied.

Gusts exceeding crosswind limits should

be fully applied.

Note 1: "Required limits" are those contained in the Operations Manual.

Note 2: If promulgated aerodrome forecasts do not comply with the requirements of ICAO Annex 3, operators should ensure that guidance in the application of these reports is provided.

* The space following ‘FM’ should always include a time group e.g. ‘FM1030’.

[Ch. 1, 01.03.98]


Amendment 7 2-D-17 01.09.04

AMC OPS 1.300

Submission of ATS Flight plan

See JAR-OPS 1.300

1 Flights without ATS flight plan. When unable to submit or to close the ATS flight plan due to lack of

ATS facilities or any other means of communications to ATS, an operator should establish procedures,

instructions and a list of authorised persons to be responsible for alerting search and rescue services.

2 To ensure that each flight is located at all times, these instructions should:

a. Provide the authorised person with at least the information required to be included in a VFR Flight

plan, and the location, date and estimated time for re-establishing communications;

b. If an aeroplane is overdue or missing, provide for notification to the appropriate ATS or Search and

Rescue facility; and

c. Provide that the information will be retained at a designated place until the completion of the flight.

IEM OPS 1.305

Refuelling/Defuelling with passengers embarking, on board or disembarking

See JAR-OPS 1.305

When re/defuelling with passengers on board, ground servicing activities and work inside the aeroplane,

such as catering and cleaning, should be conducted in such a manner that they do not create a hazard and

that the aisles and emergency doors are unobstructed.

IEM OPS 1.307

Refuelling/Defuelling with wide-cut fuel

See JAR-OPS 1.307

1 ‘Wide cut fuel’ (designated JET B, JP-4 or AVTAG) is an aviation turbine fuel that falls between

gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or JET A1),

it has the properties of higher volatility (vapour pressure), lower flash point and lower freezing point.

2 Wherever possible, an operator should avoid the use of wide-cut fuel types. If a situation arises

such that only wide-cut fuels are available for refuelling/defuelling, operators should be aware that mixtures

of wide-cut fuels and kerosene turbine fuels can result in the air/fuel mixture in the tank being in the

combustible range at ambient temperatures. The extra precautions set out below are advisable to avoid

arcing in the tank due to electrostatic discharge. The risk of this type of arcing can be minimised by the use

of a static dissipation additive in the fuel. When this additive is present in the proportions stated in the fuel

specification, the normal fuelling precautions set out below are considered adequate.

3 Wide-cut fuel is considered to be “involved” when it is being supplied or when it is already present

in aircraft fuel tanks.

4 When wide-cut fuel has been used, this should be recorded in the Technical Log. The next two

uplifts of fuel should be treated as though they too involved the use of wide-cut fuel.

5. When refuelling/defuelling with turbine fuels not containing a static dissipator, and where wide -cut

fuels are involved, a substantial reduction on fuelling flow rate is advisable. Reduced flow rate, as

recommended by fuel suppliers and/or aeroplane manufacturers, has the following benefits:

a. It allows more time for any static charge build-up in the fuelling equipment to dissipate before the

fuel enters the tank;

b. It reduces any charge which may build up due to splashing; and

c. Until the fuel inlet point is immersed, it reduces misting in the tank and consequently the extension

of the flammable range of the fuel.


01.01.05 2-D-18 Amendment 8

6 The flow rate reduction necessary is dependent upon the fuelling equipment in use and the type of

filtration employed on the aeroplane fuelling distribution system. It is difficult, therefore, to quote precise

flow rates. Reduction in flow rate is advisable whether pressure fuelling or over-wing fuelling is employed.

7 With over-wing fuelling, splashing should be avoided by making sure that the delivery nozzle

extends as far as practicable into the tank. Caution should be exercised to avoid damaging bag tanks with

the nozzle.

[Ch. 1, 01.03.98]

[ACJ OPS 1.308

Push Back and Towing

See JAR-OPS 1.308

Towbarless towing should be based on the applicable SAE ARP (Aerospace Recommended Practices), i.e.

4852B/4853B/5283/5284/5285 (as amended).]

[Amdt. 7, 01.09.04]

[ACJ OPS 1.310(a)(3)

Controlled rest on flight deck


Even though crew members should stay alert at all times during flight, unexpected fatigue can occur as a

result of sleep disturbance and circadian disruption. To cover for this unexpected fatigue, and to regain a

high level of alertness, a controlled rest procedure on the Flight Deck can be used. Moreover, the use of

controlled rest has been shown to increase significantly levels of alertness during the later phases of flight,

particularly after the top of descent, and is considered a good use of CRM principles. Controlled rest should

be used in conjunction with other on board fatigue management countermeasures such as physical

exercise, bright cockpit illumination at appropriate times, balanced eating and drinking, and intellectual

activity. The maximum rest time has been chosen to limit deep sleep with consequent long recovery time

(sleep inertia).

1 It is the responsibility of all crew members to be properly rested before flight (see JAR-OPS 1.085).

2 This ACJ is concerned with controlled rest taken by the minimum certificated flight crew. It is not

concerned with resting by members of an augmented crew.

3 Controlled rest means a period of time ‘off task’ some of which may include actual sleep.

4 Controlled rest may be used at the discretion of the commander to manage both sudden

unexpected fatigue and fatigue which is expected to become more severe during higher workload periods

later in the flight. It cannot be planned before flight.

5 Controlled rest should only take place during a low workload part of the flight.

6 Controlled rest periods should be agreed according to individual needs and the accepted principles

of CRM; where the involvement of the cabin crew is required, consideration should be given to their

workload.

7 Only one crew member at a time should take rest, at his station; the harness should be used and

the seat positioned to minimise unintentional interference with the controls.

8 The commander should ensure that the other flight crew member(s) is (are) adequately briefed to

carry out the duties of the resting crew member. One pilot must be fully able to exercise control of the

aeroplane at all times. Any system intervention which would normally require a cross check according to

multi crew principles should be avoided until the resting crew member resumes his duties.

9 Controlled rest may be taken according the following conditions:

a) The rest period should be no longer than 45 minutes (in order to limit any actual sleep to

approximately 30 minutes). ]



Amendment 8 2-D-19 01.01.05

b) After this 45-minute period, there should be a recovery period of 20 minutes during which sole

control of the aeroplane should not be entrusted to the pilot who has completed his rest.

c) In the case of 2-crew operations, means should be established to ensure that the non-resting flight

crew member remains alert. This may include:

- Appropriate alarm systems

- Onboard systems to monitor crew activity

- Frequent Cabin Crew checks; In this case, the commander should inform the senior cabin crew

member of the intention of the flight crew member to take controlled rest, and of the time of the end of that

rest; Frequent contact should be established between the flight deck and the cabin crew by means of the

interphone, and cabin crew should check that the resting crew member is again alert at the end of the

period. The frequency of the contacts should be specified in the Ops Manual.

10 A minimum 20 minute period should be allowed between rest periods to overcome the effects of

sleep inertia and allow for adequate briefing.

11 If necessary, a flight crew member may take more than one rest period if time permits on longer

sectors, subject to the restrictions above.

12 Controlled rest periods should terminate at least 30 minutes before top of descent.

[Amdt. 7, 01.09.04]

IEM OPS 1.310(b)

Cabin crew seating positions


1 When determining cabin crew seating positions, the operator should ensure that they are:

i. Close to a floor level exit;

ii. Provided with a good view of the area(s) of the passenger cabin for which the cabin crew member

is responsible; and

iii. Evenly distributed throughout the cabin,

in the above order of priority.

2 Paragraph 1 above should not be taken as implying that, in the event of there being more such

cabin crew stations than required cabin crew, the number of cabin crew members should be increased.

[ ACJ OPS 1.345

Ice and other contaminants

Procedures

1. General

a. Any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may drastically

affect its flying qualities because of reduced aerodynamic lift, increased drag, modified stability and control

characteristics. Furthermore, freezing deposits may cause moving parts, such as elevators, ailerons, flap

actuating mechanism etc., to jam and create a potentially hazardous condition. Propeller/engine/APU/

systems performance may deteriorate due to the presence of frozen contaminants to blades, intakes and

components. Also, engine operation may be seriously affected by the ingestion of snow or ice, thereby

causing engine stall or compressor damage. In addition, ice/frost may form on certain external surfaces

(e.g. wing upper and lower surfaces, etc.) due to the effects of cold fuel/structures, even in ambient

temperatures well above 0° C.

b. The procedures established by the operator for de-icing and/or anti-icing in accordance with JAR-

OPS 1.345 are intended to ensure that the aeroplane is clear of contamination so that degradation of

aerodynamic characteristics or mechanical interference will not occur and, following anti-icing, to maintain ]



01.01.05 2-D-20 Amendment 8

[ the airframe in that condition during the appropriate holdover time. The de-icing and/or anti-icing

procedures should therefore include requirements, including type-specific, taking into account

manufacturer’s recommendations and cover:

(i) Contamination checks, including detection of clear ice and under-wing frost.

Note: limits on the thickness/area of contamination published in the AFM or other manufacturers’ documentation should

be followed;

(ii) De-icing and/or anti-icing procedures including procedures to be followed if de-icing and/or anti-

icing procedures are interrupted or unsuccessful;

(iii) Post treatment checks;

(iv) Pre take-off checks;

(v) Pre take-off contamination checks;

(vi) The recording of any incidents relating to de-icing and/or anti-icing; and

(vii) The responsibilities of all personnel involved in de-icing and/or anti-icing.

c. Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffective in

providing sufficient protection for continued operations. Examples of these conditions are freezing rain, ice

pellets and hail, heavy snow, high wind velocity, fast dropping OAT or any time when freezing precipitation

with high water content is present. No Holdover Time Guidelines exist for these conditions.

d. Material for establishing operational procedures can be found, for example, in:

- ICAO Annex 3, Meteorological Service for International Air Navigation;

- ICAO Doc 9640-AN/940”Manual of aircraft ground de-icing/anti-icing operations”;

- ISO 11075 (*) ISO Type I fluid;

- ISO 11076 (*) Aircraft de-icing/anti-icing methods with fluids;

- ISO 11077 (*) Self propelled de-icing/anti-icing vehicles-functional requirements;

- ISO 11078 (*) ISO Type II fluid;

- AEA ”Recommendations for de-icing/anti-icing of aircraft on the ground”;

- AEA “Training recommendations and background information for de-icing/anti-icing of aircraft on

the ground”;

- EUROCAE ED-104/SAE AS 5116 Minimum operational performance specification for ground ice

detection systems;

- SAE ARP 4737 Aircraft de-icing/anti-icing methods;

- SAE AMS 1424 Type I fluids;

- SAE AMS 1428 Type II, III and IV fluids;

- SAE ARP 1971 Aircraft De-icing Vehicle, Self-Propelled, Large and Small Capacity;

- SAE ARD 50102 Forced air or forced air/fluid equipment for removal of frozen contaminants;

- SAE ARP 5149 Training Programme Guidelines for De-icing/Anti-icing of Aircraft on Ground.

(*) The revision cycle of ISO documents is infrequent and therefore the documents quoted may not reflect

the latest industry standards.

2. Terminology

Terms used in the context of this ACJ have the following meanings. Explanations of other definitions may

be found elsewhere in the documents listed in 1 d. In particular, meteorological definitions may be found in

ICAO doc. 9640.

a. Anti-icing. The procedure that provides protection against the formation of frost or ice and

accumulation of snow on treated surfaces of the aeroplane for a limited period of time (holdover time). ]

ACJ OPS 1.345 (continued)


Amendment 8 2-D-21 01.01.05

[ b. Anti-icing fluid. Anti-icing fluid includes but is not limited to the following:

(i) Type I fluid if heated to min 60° C at the nozzle;

(ii) Mixture of water and Type I fluid if heated to min 60°C at the nozzle;

(iii) Type II fluid;

(iv) Mixture of water and Type II fluid;

(v) Type III fluid;

(vi) Mixture of water and Type III fluid;

(vii) Type IV fluid;

(viii) Mixture of water and Type IV fluid.

NOTE: On uncontaminated aeroplane surfaces Type II, III and IV anti-icing fluids are normally applied unheated.

c. Clear ice. A coating of ice, generally clear and smooth, but with some air pockets. It forms on

exposed objects, the temperature of which are at, below or slightly above the freezing temperature, by the

freezing of super-cooled drizzle, droplets or raindrops.

d. Conditions conducive to aeroplane icing on the ground. Freezing fog, freezing precipitation, frost,

rain or high humidity (on cold soaked wings), mixed rain and snow and snow.

e. Contamination. Contamination in this context is understood as all forms of frozen or semi-frozen

moisture such as frost, snow, slush, or ice.

f. Contamination check. Check of aeroplane for contamination to establish the need for de-icing.

g. De-icing. The procedure by which frost, ice, snow or slush is removed from an aeroplane in order

to provide uncontaminated surfaces.

h. De-icing fluid. Such fluid includes, but is not limited to, the following:

(i) Heated water;

(ii) Type I fluid;

(iii) Mixture of water and Type I fluid;

(iv) Type II fluid;

(v) Mixture of water and Type II fluid;

(vi) Type III fluid;

(vii) Mixture of water and Type III fluid;

(viii) Type IV fluid;

(ix) Mixture of water and Type IV fluid.

NOTE: De-icing fluid is normally applied heated to ensure maximum efficiency.

i. De-icing/anti-icing. This is the combination of de-icing and anti-icing performed in either one or two

steps.

j. Ground Ice Detection System (GIDS). System used during aeroplane ground operations to inform

the ground crew and/or the flight crew about the presence of frost, ice, snow or slush on the aeroplane

surfaces.

k. Holdover time (HOT). The estimated period of time for which an anti-icing fluid is expected to

prevent the formation of frost or ice and the accumulation of snow on the treated surfaces of an aeroplane

on the ground in the prevailing ambient conditions.

l. Lowest Operational Use Temperature (LOUT). The lowest temperature at which a fluid has been

tested and certified as acceptable in accordance with the appropriate aerodynamic acceptance test whilst

still maintaining a freezing point buffer of not less than:

10° C for a type I de-icing/anti-icing fluid, ]



01.01.05 2-D-22 Amendment 8

[ 7° C for type II, III or IV de-/anti-icing fluids.

m. Post treatment check. An external check of the aeroplane after de-icing and/or anti-icing treatment

accomplished from suitably elevated observation points (e.g. from the de-icing equipment itself or other

elevated equipment) to ensure that the aeroplane is free from any frost, ice, snow, or slush.

n. Pre-take-off check. An assessment, normally performed from within the flight deck, to validate the

applied holdover time.

o. Pre-take-off contamination check. A check of the treated surfaces for contamination, performed

when the hold-over-time has been exceeded or if any doubt exists regarding the continued effectiveness of

the applied anti-icing treatment. It is normally accomplished externally, just before the commencement of

the take-off run.

3. Fluids

a. Type I fluid. Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to which it

is applied which, under certain weather conditions, gives a very limited holdover time. With this type of fluid,

increasing the concentration of fluid in the fluid/water mix does not provide any extension in holdover time.

b. Type II and type IV fluids contain thickeners which enable the fluid to form a thicker liquid-wetting

film on surfaces to which it is applied. Generally, this fluid provides a longer holdover time than Type I fluids

in similar conditions. With this type of fluid, the holdover time can be extended by increasing the ratio of

fluid in the fluid/water mix.

c. Type III fluid: a thickened fluid intended especially for use on aeroplanes with low rotation speeds.

d. Fluids used for de-icing and/or anti-icing should be acceptable to the operator and the aeroplane

manufacturer. These fluids normally conform to specifications such as SAE AMS 1424, 1428 or equivalent.

Use of non-conforming fluids is not recommended due to their characteristics not being known.

Note: The anti-icing and aerodynamic properties of thickened fluids may be seriously degraded by, for example,

inappropriate storage, treatment, application, application equipment and age.

4. Communications

4.1 Before aeroplane treatment.

When the aeroplane is to be treated with the flight crew on board, the flight and ground crews should

confirm the fluid to be used, the extent of treatment required, and any aeroplane type specific procedure(s)

to be used. Any other information needed to apply the HOT tables should be exchanged.

4.2 Anti-icing code

a. The operator’s procedures should include an anti-icing code, which indicates the treatment the

aeroplane has received. This code provides the flight crew with the minimum details necessary to estimate

a holdover time (see para 5 below) and confirms that the aeroplane is free of contamination.

b. The procedures for releasing the aeroplane after the treatment should therefore provide the

Commander with the anti-icing code.

c. Anti-icing Codes to be used (examples):

(i) ”Type I“ at (start time) – To be used if anti-icing treatment has been performed with a Type I fluid;

(ii) ”Type II/100“ at (start time) – To be used if anti-icing treatment has been performed with undiluted

Type II fluid;

(iii) ”Type II/75“ at (start time) – To be used if anti-icing treatment has been performed with a mixture of

75% Type II fluid and 25% water;

(iv) ”Type IV/50“ at (start time) – To be used if anti-icing treatment has been performed with a mixture

of 50% Type IV fluid and 50% water.

Note 1: When a two-step de-icing/anti-icing operation has been carried out, the Anti-Icing Code is determined by the

second step fluid. Fluid brand names may be included, if desired. ]



Amendment 8 2-D-23 01.01.05

[ 4.3 After Treatment

Before reconfiguring or moving the aeroplane, the flight crew should receive a confirmation from the ground

crew that all de-icing and/or anti-icing operations are complete and that all personnel and equipment are

clear of the aeroplane.

5. Holdover protection

a. Holdover protection is achieved by a layer of anti-icing fluid remaining on and protecting aeroplane

surfaces for a period of time. With a one-step de-icing/anti-icing procedure, the holdover time (HOT) begins

at the commencement of de-icing/anti-icing. With a two-step procedure, the holdover time begins at the

commencement of the second (anti-icing) step. The holdover protection runs out:

(i) At the commencement of take-off roll (due to aerodynamic shedding of fluid) or

(ii) When frozen deposits start to form or accumulate on treated aeroplane surfaces, thereby indicating

the loss of effectiveness of the fluid.

b. The duration of holdover protection may vary subject to the influence of factors other than those

specified in the holdover time (HOT) tables. Guidance should be provided by the operator to take account of

such factors which may include:

(i) Atmospheric conditions, e.g. exact type and rate of precipitation, wind direction and velocity,

relative humidity and solar radiation and

(ii) The aeroplane and its surroundings, such as aeroplane component inclination angle, contour and

surface roughness, surface temperature, operation in close proximity to other aeroplanes (jet or propeller

blast) and ground equipment and structures.

c. Holdover times are not meant to imply that flight is safe in the prevailing conditions if the specified

holdover time has not been exceeded. Certain meteorological conditions, such as freezing drizzle or

freezing rain, may be beyond the certification envelope of the aeroplane.

d. The operator should publish in the Operations Manual the holdover times in the form of a table or

diagram to account for the various types of ground icing conditions and the different types and

concentrations of fluids used. However, the times of protection shown in these tables are to be used as

guidelines only and are normally used in conjunction with pre-take-off check.

e. References to usable HOT tables may be found in the ‘AEA recommendations for de-/anti-icing

aircraft on the ground’.

6. Procedures to be used

Operator’s procedures should ensure that:

a. When aeroplane surfaces are contaminated by ice, frost, slush or snow, they are de-iced prior to

take-off; according to the prevailing conditions. Removal of contaminants may be performed with

mechanical tools, fluids (including hot water), infra-red heat or forced air, taking account of aeroplane type-

specific requirements.

b. Account is taken of the wing skin temperature versus OAT, as this may affect:

(i) The need to carry out aeroplane de-icing and/or anti-icing; and

(ii) The performance of the de-icing/anti-icing fluids.

c. When freezing precipitation occurs or there is a risk of freezing precipitation occurring, which would

contaminate the surfaces at the time of take-off, aeroplane surfaces should be anti-iced. If both de-icing and

anti-icing are required, the procedure may be performed in a one or two-step process depending upon

weather conditions, available equipment, available fluids and the desired holdover time. One-step de-

icing/anti-icing means that de-icing and anti-icing are carried out at the same time using a mixture of de-

icing/anti-icing fluid and water. Two-step de-icing/anti-icing means that de-icing and anti-icing are carried

out in two separate steps. The aeroplane is first de-iced using heated water only or a heated mixture of de-

icing/anti-icing fluid and water. After completion of the de-icing operation a layer of a mixture of de-

icing/anti-icing fluid and water, or of de-icing/anti-icing fluid only, is to be sprayed over the aeroplane

surfaces. The second step will be applied, before the first step fluid freezes, typically within three minutes

and, if necessary, area by area. ]



01.01.05 2-D-24 Amendment 8

[ d. When an aeroplane is anti-iced and a longer holdover time is needed/desired, the use of a less

diluted Type II or Type IV fluid should be considered.

e. All restrictions relative to Outside Air Temperature (OAT) and fluid application (including, but not

necessarily limited to temperature and pressure), published by the fluid manufacturer and/or aeroplane

manufacturer, are followed. Procedures, limitations and recommendations to prevent the formation of fluid

residues are followed.

f. During conditions conducive to aeroplane icing on the ground or after de-icing and/or anti-icing, an

aeroplane is not dispatched for departure unless it has been given a contamination check or a post

treatment check by a trained and qualified person. This check should cover all treated surfaces of the

aeroplane and be performed from points offering sufficient accessibility to these parts. To ensure that there

is no clear ice on suspect areas, it may be necessary to make a physical check (e.g. tactile).

g. The required entry is made in the Technical Log. (See AMC OPS 1.915, par. 2, Section 3.vi.).

h. The Commander continually monitors the environmental situation after the performed treatment.

Prior to take-off he performs a pre-take-off check, which is an assessment whether the applied HOT is still

appropriate. This pre-take-off check includes, but is not limited to, factors such as precipitation, wind and

OAT.

i. If any doubt exists as to whether a deposit may adversely affect the aeroplane’s performance

and/or controllability characteristics, the Commander should require a pre-take-off contamination check to

be performed in order to verify that the aeroplane’s surfaces are free of contamination. Special methods

and/or equipment may be necessary to perform this check, especially at night time or in extremely adverse

weather conditions. If this check cannot be performed just prior take-off, re- treatment should be applied.

j. When re-treatment is necessary, any residue of the previous treatment should be removed and a

completely new de-icing/anti-icing treatment applied.

k. When a Ground Ice Detection System (GIDS) is used to perform an aeroplane surfaces check prior

to and/or after a treatment, the use of GIDS by suitably trained personnel should be a part of the procedure.

7. Special operational considerations

a. When using thickened de-icing/anti-icing fluids, the operator should consider a two-step de-

icing/anti-icing procedure, the first step preferably with hot water and/or non thickened fluids.

b. The use of de-icing/anti-icing fluids has to be in accordance with the aeroplane manufacturer’s

documentation. This is particular true for thickened fluids to assure sufficient flow-off during take-off.

c. The operator should comply with any type-specific operational requirement(s) such as an

aeroplane mass decrease and/or a take-off speed increase associated with a fluid application.

d. The operator should take into account any flight handling procedures (stick force, rotation speed

and rate, take-off speed, aeroplane attitude etc.) laid down by the aeroplane manufacturer when associated

with a fluid application.

e. The limitations or handling procedures resulting from c and/or d above should be part of the flight

crew pre take-off briefing.

8. Special maintenance considerations

a. General

The operator should take proper account of the possible side-effects of fluid use. Such effects may include,

but are not necessarily limited to, dried and/or re-hydrated residues, corrosion and the removal of

lubricants.

b. Special considerations due to residues of dried fluids

The operator should establish procedures to prevent or detect and remove residues of dried fluid. If

necessary the operator should establish appropriate inspection intervals based on the recommendations of

the airframe manufacturers and/or own experience: ]



Amendment 8 2-D-25 01.01.05

[ (i) Dried fluid residues.

Dried fluid residue could occur when surfaces has been treated but the aircraft has not subsequently been

flown and not been subject to precipitation. The fluid may then have dried on the surfaces;

(ii) Re-hydrated fluid residues.

Repetitive application of thickened de-icing/anti-icing fluids may lead to the subsequent formation/build up

of a dried residue in aerodynamically quiet areas, such as cavities and gaps. This residue may re-hydrate if

exposed to high humidity conditions, precipitation, washing, etc., and increase to many times its original

size/volume. This residue will freeze if exposed to conditions at or below 0° C. This may cause moving parts

such as elevators, ailerons, and flap actuating mechanisms to stiffen or jam in flight.

Re-hydrated residues may also form on exterior surfaces, which can reduce lift, increase drag and stall

speed.

Re-hydrated residues may also collect inside control surface structures and cause clogging of drain holes or

imbalances to flight controls.

Residues may also collect in hidden areas: around flight control hinges, pulleys, grommets, on cables and in

gaps;

(iii) Operators are strongly recommended to request information about the fluid dry-out and re-

hydration characteristics from the fluid manufacturers and to select products with optimised characteristics;

(iv) Additional information should be obtained from fluid manufacturers for handling, storage,

application and testing of their products.

9. Training

a. An operator should establish appropriate initial and recurrent de-icing and/or anti-icing training

programmes (including communication training) for flight crew and those of his ground crew who are

involved in de-icing and/or anti-icing.

b. These de-icing and/or anti-icing training programmes should include additional training if any of the

following will be introduced:

(i) A new method, procedure and/or technique;

(ii) A new type of fluid and/or equipment; and

(iii) A new type(s) of aeroplane.

10. Subcontracting (see AMC OPS 1.035 sections 4 and 5)

The operator should ensure that the subcontractor complies with the operator’s quality and

training/qualification requirements together with the special requirements in respect of:

a. De-icing and/or anti-icing methods and procedures;

b. Fluids to be used, including precautions for storage and preparation for use;

c. Specific aeroplane requirements (e.g. no-spray areas, propeller/engine de-icing, APU operation

etc.);

d. Checking and communications procedures. ]

[Amdt.8, 01.01.05]

ACJ OPS 1.346

Flight in expected or actual icing conditions

See JAR-OPS 1.346

1. The procedures to be established by an operator should take account of the design, the equipment

or the configuration of the aeroplane and also of the training which is needed. For these reasons, different

aeroplane types operated by the same company may require the development of different procedures. In

every case, the relevant limitations are those which are defined in the Aeroplane Flight Manual (AFM) and

other documents produced by the manufacturer.



01.01.05 2-D-26 Amendment 8

2. For the required entries in the Operations Manual, the procedural principles which apply to flight in

icing conditions are referred to under Appendix 1 to JAR-OPS 1.1045, A 8.3.8 and should be cross-

referenced, where necessary, to supplementary, type-specific data under B 4.1.1.

3. Technical content of the Procedures. The operator should ensure that the procedures take account

of the following:

a. JAR-OPS 1.675;

b. The equipment and instruments which must be serviceable for flight in icing conditions;

c. The limitations on flight in icing conditions for each phase of flight. These limitations may be

imposed by the aeroplane’s de-icing or anti-icing equipment or the necessary performance corrections

which have to be made;

d. The criteria the Flight Crew should use to assess the effect of icing on the performance and/or

controllability of the aeroplane;

e. The means by which the Flight Crew detects, by visual cues or the use of the aeroplane’s ice

detection system, that the flight is entering icing conditions; and

f. The action to be taken by the Flight Crew in a deteriorating situation (which may develop rapidly)

resulting in an adverse affect on the performance and/or controllability of the aeroplane, due to either:

i. the failure of the aeroplane’s anti-icing or de-icing equipment to control a build-up of ice, and/or

ii. ice build-up on unprotected areas.

4. Training for despatch and flight in expected or actual icing conditions. The content of the

Operations Manual, Part D, should reflect the training, both conversion and recurrent, which Flight Crew,

Cabin Crew and all other relevant operational personnel will require in order to comply with the procedures

for despatch and flight in icing conditions.

4.1 For the Flight Crew, the training should include:

a. Instruction in how to recognise, from weather reports or forecasts which are available before flight

commences or during flight, the risks of encountering icing conditions along the planned route and on how

to modify, as necessary, the departure and in-flight routes or profiles;

b. Instruction in the operational and performance limitations or margins;

c. The use of in-flight ice detection, anti-icing and de-icing systems in both normal and abnormal

operation; and

d. Instruction in the differing intensities and forms of ice accretion and the consequent action which

should be taken.

4.2 For the Cabin Crew, the training should include;

a. Awareness of the conditions likely to produce surface contamination; and

b. The need to inform the Flight Crew of significant ice accretion.

[Amdt. 3, 01.12.01]

AMC to Appendix 1 to JAR-OPS 1.375(b)(2)

Flight to an isolated aerodrome

When approaching the last possible point of diversion to an available en-route aerodrome, unless the fuel

expected to remain overhead the isolated aerodrome is at least equal to the Additional Fuel calculated as

being required for the flight, or unless two separate runways are available at the isolated aerodrome and the

expected weather conditions at that aerodrome comply with those specified for planning in JAR-OPS

1.297(b)(2), the commander should not proceed to the isolated aerodrome. In such circumstances, the

commander should instead proceed to the en-route alternate unless according to information he has at that

time, such a diversion appears inadvisable.

[Amdt. 3, 01.12.01]



Amendment 8 2-D-27 01.01.05

ACJ OPS 1.390(a)(1)

Assessment of Cosmic Radiation


1 In order to show compliance with JAR-OPS 1.390(a), an operator should assess the likely exposure

for crew members so that he can determine whether or not action to comply with JAR-OPS 1.390(a)(2), (3),

(4) and (5) will be necessary.

a. Assessment of exposure level can be made by the method described below, or other method

acceptable to the Authority:

Table 1 - Hours exposure for effective dose of 1 millisievert (mSv)

Altitude (feet) Kilometre equivalent Hours at latitude 60o N Hours at equator

27 000 8·23 630 1330

30 000 9·14 440 980

33 000 10·06 320 750

36 000 10·97 250 600

39 000 11·89 200 490

42 000 12·80 160 420

45 000 13·72 140 380

48 000 14·63 120 350

Note: This table, published for illustration purposes, is based on the CARI-3 computer program; and may be superseded

by updated versions, as approved by the Authority.

The uncertainty on these estimates is about ± 20%. A conservative conversion factor of 0·8 has been used to convert

ambient dose equivalent to effective dose.

b. Doses from cosmic radiation vary greatly with altitude and also with latitude and with the phase of

the solar cycle. Table 1 gives an estimate of the number of flying hours at various altitudes in which a dose

of 1 mSv would be accumulated for flights at 60o N and at the equator. Cosmic radiation dose rates change

reasonably slowly with time at altitudes used by conventional jet aircraft (i.e. up to about 15 km / 49 000 ft).

c. Table 1 can be used to identify circumstances in which it is unlikely that an annual dosage level of

1 mSv would be exceeded. If flights are limited to heights of less than 8 km (27 000 ft), it is unlikely that

annual doses will exceed 1 mSv. No further controls are necessary for crew members whose annual dose

can be shown to be less than 1 mSv.

[Amdt. 3, 01.12.01]

ACJ OPS 1.390(a)(2)

Working Schedules and Record Keeping


Where in-flight exposure of crew members to cosmic radiation is likely to exceed 1 mSv per year the

operator should arrange working schedules, where practicable, to keep exposure below 6 mSv per year. For

the purpose of this regulation crew members who are likely to be exposed to more than 6 mSv per year are

considered highly exposed and individual records of exposure to cosmic radiation should be kept for each

crew member concerned.

[Amdt. 3, 01.12.01]


01.01.05 2-D-28 Amendment 8

ACJ OPS 1.390(a)(3)

Explanatory Information


Operators should explain the risks of occupational exposure to cosmic radiation to their crew members.

Female crew members should know of the need to control doses during pregnancy, and the operator

consequently notified so that the necessary dose control measures can be introduced.

[Amdt. 3, 01.12.01]

ACJ OPS 1.398

Use of Airborne Collision Avoidance System (ACAS)

See JAR-OPS 1.398

1 The ACAS operational procedures and training programmes established by the operator should

take into account Temporary Guidance Leaflet 11 "Guidance for Operators on Training Programmes for the

Use of ACAS". This TGL incorporates advice contained in:

a. ICAO Annex 10 Volume 4;

b. ICAO Doc 8168 PANS OPS Volume 1;

c. ICAO Doc 4444 PANS RAC Part X paragraph 3.1.2; and

d. ICAO guidance material “ACAS Performance - Based Training Objectives” (published under

Attachment E to State letter AN 7/1.3.7.2-97/77.)

[Amdt. 3, 01.12.01]

IEM OPS 1.400

Approach and Landing Conditions

See JAR-OPS 1.400

The in-flight determination of the landing distance should be based on the latest available report, preferably

not more than 30 minutes before the expected landing time.

IEM OPS 1.405(a)

Commencement and continuation of approach – Equivalent position


The ‘equivalent position’ mentioned in JAR-OPS 1.405 can be established by means of a DME distance, a

suitably located NDB or VOR, SRE or PAR fix or any other suitable fix that independently establishes the

position of the aeroplane.

AMC OPS 1.420(d)(4)

Dangerous Goods Occurrence reporting

See JAR-OPS 1.420(d)(4)

1 To assist the ground services in preparing for the landing of an aeroplane in an emergency

situation, it is essential that adequate and accurate information about any dangerous goods on board be

given to the appropriate air traffic services unit. Wherever possible this information should include the

proper shipping name and/or the UN/ID number, the class/division and for Class 1 the compatibility group,

any identified subsidiary risk(s), the quantity and the location on board the aeroplane.

2 When it is not considered possible to include all the information, those parts thought most relevant

in the circumstances, such as the UN/ID numbers or classes/divisions and quantity, should be given.

[Amdt. 3, 01.12.01]


Amendment 8 2-D-29 01.01.05

Appendix 1 to AMC OPS 1.245(a)(2)

Power supply to essential services

1. Any one of the three electrical power sources referred to in sub-paragraph 2.b of AMC OPS

1.245(a)(2) should be capable of providing power for essential services which should normally include:

a. Sufficient instruments for the flight crew providing, as a minimum, attitude, heading, airspeed and

altitude information;

b. Appropriate pitot heating;

c. Adequate navigation capability;

d. Adequate radio communication and intercommunication capability;

e. Adequate flight deck and instrument lighting and emergency lighting;

f Adequate flight controls;

g. Adequate engine controls and restart capability with critical type fuel (from the stand-point of flame-

out and restart capability) and with the aeroplane initially at the maximum relight altitude;

h. Adequate engine instrumentation;

i. Adequate fuel supply system capability including such fuel boost and fuel transfer functions that

may be necessary for extended duration single or dual engine operation;

j. Such warnings, cautions and indications as are required for continued safe flight and landing;

k. Fire protection (engines and APU);

l. Adequate ice protection including windshield de-icing; and

m. Adequate control of the flight deck and cabin environment including heating and pressurisation.

2. The equipment (including avionics) necessary for extended diversion times should have the ability

to operate acceptably following failures in the cooling system or electrical power systems.

[Amdt. 3, 01.12.01]


01.01.05 2-D-30 Amendment 8

Radius equal to 20%

of the total flight plan

distance = 732 NM

DESTINATION

Circle centred on planned route at a

distance from the destination equal to

25% of the total flight plan distance,

or 20% of the total flight plan distance

plus 50 NM, whichever is greater =

915 NM

HALFWAY POINT

Shading indicates the

areeas in which the en-

route alternate should

be located.

Airways route, distance 3660 NM

Circle, radius 732 NM, centred on a

point 915 NM from the destination.

DEPARTURE

Appendix 1 to ACJ OPS 1.295

Fuel Policy: Location of a Fuel en-route alternate

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]


Amendment 3 2-E-1 01.12.01

AMC OPS 1.430(b)(4) Effect on Landing Minima of temporarily failed or downgraded Ground Equipment See JAR-OPS 1.430(b)(4)

1 Introduction

1.1 This AMC provides operators with instructions for flight crews on the effects on landing minima of temporary failures or downgrading of ground equipment.

1.2 Aerodrome facilities are expected to be installed and maintained to the standards prescribed in ICAO Annexes 10 and 14. Any deficiencies are expected to be repaired without unnecessary delay.

2 General. These instructions are intended for use both pre-flight and in-flight. It is not expected however that the commander would consult such instructions after passing the outer marker or equivalent position. If failures of ground aids are announced at such a late stage, the approach could be continued at the commander’s discretion. If, however, failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Tables 1A and 1B below, and the approach may have to be abandoned to allow this to happen.

3 Operations with no Decision Height (DH)

3.1 An operator should ensure that, for aeroplanes authorised to conduct no DH operations with the lowest RVR limitations, the following applies in addition to the content of Tables 1A and 1B, below:

i. RVR. At least one RVR value must be available at the aerodrome;

ii. Runway lights

a. No runway edge lights, or no centre lights – Day – RVR 200 m; Night – Not allowed;

b. No TDZ lights – No restrictions;

c. No standby power to runway lights – Day – RVR 200 m; Night – not allowed.

4. Conditions applicable to Tables 1A & 1B

i. Multiple failures of runway lights other than indicated in Table 1B are not acceptable.

ii. Deficiencies of approach and runway lights are treated separately.

iii. Category II or III operations. A combination of deficiencies in runway lights and RVR assessment equipment is not allowed.

iv. Failures other than ILS affect RVR only and not DH.

ACJ/AMC/IEM E — ALL WEATHER OPERATIONS

TABLE 1A - Failed or downgraded equipment - effect on landing minima

EFFECT ON LANDING MINIMA FAILED OR DOWNGRADED EQUIPMENT

CAT III B (Note 1) CAT III A CAT II CAT I NON PRECISION

ILS stand-by transmitter Not allowed No effect

Outer Marker No effect if replaced by published equivalent position Not applicable

Middle Marker No effect No effect unless used as MAPT

Touch Down Zone RVR assessment system

May be temporarily replaced with midpoint RVR if approved by the State of the aerodrome. RVR may be reported by human observation

No effect

Midpoint or Stopend RVR No effect

Anemometer for R/W in use No effect if other ground source available

Celiometer No effect

Note 1 For Cat III B operations with no DH, see also paragraph 3, above.

01.1

2.01 2-E

-2 A

me

ndm

ent 3

JAR

-OP

S 1 S

ub

part E

SE

CT

ION

2

TABLE 1B - Failed or downgraded equipment - effect on landing minima

EFFECT ON LANDING MINIMA FAILED OR DOWNGRADED EQUIPMENT

CAT III B (Note 1) CAT III A CAT II CAT I NON PRECISION

Approach lights Not allowed for operations with DH > 50 ft

Not allowed Minima as for nil facilities

Approach lights except the last 210 m No effect Not allowed Minima as for nil facilities

Approach lights except the last 420 m No effect Minima as for intermediate facilities

Standby power for approach lights No effect No effect

Whole runway light system Not allowed Day - Minima as for nil facilities Night - Not allowed

Edge lights Day only; Night - not allowed

Centreline lights Day - RVR 300 m Night - not allowed

Day - RVR 300 m Night - 550 m

No effect

Centreline lights spacing increased to 30 m RVR 150 m No effect

Touch Down Zone lights Day - RVR 200 m Night - 300 m

Day - RVR 300 m Night - 550 m

No effect

Standby power for runway lights Not allowed No effect

Taxiway light system No effect - except delays due to reduced movement rate

Note 1 For Cat III B operations with no DH, see also paragraph 3, above.

Am

end

me

nt 3 2

-E-3 0

1.12.0

1

SE

CT

ION

2 JAR

-OP

S 1 S

ub

part E


01.12.01 2-E-4 Amendment 3

IEM OPS 1.430 Documents containing information related to All Weather Operations See JAR-OPS 1, Subpart E

1 The purpose of this IEM is to provide operators with a list of documents related to AWO.

a. ICAO Annex 2 / Rules of the Air;

b. ICAO Annex 6 / Operation of Aircraft, Part I;

c. ICAO Annex 10 / Telecommunications Vol 1;

d. ICAO Annex 14 / Aerodromes Vol 1;

e. ICAO Doc 8186 / PANS - OPS Aircraft Operations;

f. ICAO Doc 9365 / AWO Manual;

g. ICAO Doc 9476 / SMGCS Manual (Surface Movement Guidance And Control Systems);

h. ICAO Doc 9157 / Aerodrome Design Manual;

i. ICAO Doc 9328 / Manual for RVR Assessment;

j. ECAC Doc 17, Issue 3 (partly incorporated in JAR-OPS); and

k. JAR-AWO (Airworthiness Certification).

[Ch. 1, 01.03.98]

IEM to Appendix 1 to JAR-OPS 1.430 Aerodrome Operating Minima See Appendix 1 to JAR-OPS 1.430

The minima stated in this Appendix are based upon the experience of commonly used approach aids. This is not meant to preclude the use of other guidance systems such as Head Up Display (HUD) and Enhanced Visual Systems (EVS) but the applicable minima for such systems will need to be developed as the need arises.

IEM to Appendix 1 to JAR-OPS 1.430, paragraphs (d) and (e) Establishment of minimum RVR for Category II and III Operations See Appendix 1 to JAR-OPS 1.430, paragraphs (d) and (e)

1 General

1.1 When establishing minimum RVR for Category II and III Operations, operators should pay attention to the following information which originates in ECAC Doc 17 3rd Edition, Subpart A. It is retained as background information and, to some extent, for historical purposes although there may be some conflict with current practices.

1.2 Since the inception of precision approach and landing operations various methods have been devised for the calculation of aerodrome operating minima in terms of decision height and runway visual range. It is a comparatively straightforward matter to establish the decision height for an operation but establishing the minimum RVR to be associated with that decision height so as to provide a high probability that the required visual reference will be available at that decision height has been more of a problem.

1.3 The methods adopted by various States to resolve the DH/RVR relationship in respect of Category II and Category III operations have varied considerably. In one instance there has been a simple approach which entailed the application of empirical data based on actual operating experience in a particular environment. This has given satisfactory results for application within the environment for which it was developed. In another instance a more sophisticated method was employed which utilised a fairly complex computer programme to take account of a wide range of variables. However, in the latter case, it has been found that with the improvement in the performance of visual aids, and the increased use of automatic equipment in the many different types of new aircraft, most of the variables cancel each other out and a simple tabulation can be constructed which is applicable to a wide range of aircraft. The basic principles


Amendment 3 2-E-5 01.12.01

which are observed in establishing the values in such a table are that the scale of visual reference required by a pilot at and below decision height depends on the task that he has to carry out, and that the degree to which his vision is obscured depends on the obscuring medium, the general rule in fog being that it becomes more dense with increase in height. Research using flight simulators coupled with flight trials has shown the following:

a. Most pilots require visual contact to be established about 3 seconds above decision height though it has been observed that this reduces to about 1 second when a fail-operational automatic landing system is being used;

b. To establish lateral position and cross-track velocity most pilots need to see not less than a 3 light segment of the centre line of the approach lights, or runway centre line, or runway edge lights;

c. For roll guidance most pilots need to see a lateral element of the ground pattern, i.e. an approach lighting cross bar, the landing threshold, or a barrette of the touchdown zone lighting; and

d. To make an accurate adjustment to the flight path in the vertical plane, such as a flare, using purely visual cues, most pilots need to see a point on the ground which has a low or zero rate of apparent movement relative to the aircraft.

e. With regard to fog structure, data gathered in the United Kingdom over a twenty-year period have shown that in deep stable fog there is a 90% probability that the slant visual range from eye heights higher than 15ft above the ground will be less that the horizontal visibility at ground level, i.e. RVR. There are at present no data available to show what the relationship is between the Slant Visual Range and RVR in other low visibility conditions such as blowing snow, dust or heavy rain, but there is some evidence in pilot reports that the lack of contrast between visual aids and the background in such conditions can produce a relationship similar to that observed in fog.

2 Category II Operations

2.1 The selection of the dimensions of the required visual segments which are used for Category II operations is based on the following visual requirements:

a. A visual segment of not less than 90 metres will need to be in view at and below decision height for pilot to be able to monitor an automatic system;

b. A visual segment of not less than 120 metres will need to be in view for a pilot to be able to maintain the roll attitude manually at and below decision height; and

c. For a manual landing using only external visual cues, a visual segment of 225 metres will be required at the height at which flare initiation starts in order to provide the pilot with sight of a point of low relative movement on the ground.

[ ]

3 Category III fail passive operations

3.1 Category III operations utilising fail-passive automatic landing equipment were introduced in the late 1960’s and it is desirable that the principles governing the establishment of the minimum RVR for such operations be dealt with in some detail.

3.2 During an automatic landing the pilot needs to monitor the performance of the aircraft system, not in order to detect a failure which is better done by the monitoring devices built into the system, but so as to know precisely the flight situation. In the final stages he should establish visual contact and, by the time he reaches decision height, he should have checked the aircraft position relative to the approach or runway centre-line lights. For this he will need sight of horizontal elements (for roll reference) and part of the touchdown area. He should check for lateral position and cross-track velocity and, if not within the pre-stated lateral limits, he should carry out a go-around. He should also check longitudinal progress and sight of the landing threshold is useful for this purpose, as is sight of the touchdown zone lights.

3.3 In the event of a failure of the automatic flight guidance system below decision height, there are two possible courses of action; the first is a procedure which allows the pilot to complete the landing manually if there is adequate visual reference for him to do so, or to initiate a go-around if there is not; the second is to make a go-around mandatory if there is a system disconnect regardless of the pilot’s assessment of the visual reference available.

IEM to Appendix 1 to JAR-OPS 1.430, paragraphs (d) and (e) (continued) (continued)


01.12.01 2-E-6 Amendment 3

a. If the first option is selected then the overriding requirement in the determination of a minimum RVR is for sufficient visual cues to be available at and below decision height for the pilot to be able to carry out a manual landing. Data presented in Doc 17 showed that a minimum value of 300 metres would give a high probability that the cues needed by the pilot to assess the aircraft in pitch and roll will be available and this should be the minimum RVR for this procedure.

b. The second option, to require a go-around to be carried out should the automatic flight-guidance system fail below decision height, will permit a lower minimum RVR because the visual reference requirement will be less if there is no need to provide for the possibility of a manual landing. However, this option is only acceptable if it can be shown that the probability of a system failure below decision height is acceptably low. It should be recognised that the inclination of a pilot who experiences such a failure would be to continue the landing manually but the results of flight trials in actual conditions and of simulator experiments show that pilots do not always recognise that the visual cues are inadequate in such situations and present recorded data reveal that pilots’ landing performance reduces progressively as the RVR is reduced below 300 metres. It should further be recognised that there is some risk in carrying out a manual go-around from below 50ft in very low visibility and it should therefore be accepted that if an RVR lower than 300 metres is to be authorised, the flight deck procedure should not normally allow the pilot to continue the landing manually in such conditions and the aeroplane system should be sufficiently reliable for the go-around rate to be low.

3.4 These criteria may be relaxed in the case of an aircraft with a fail-passive automatic landing system which is supplemented by a head-up display which does not qualify as a fail-operational system but which gives guidance which will enable the pilot to complete a landing in the event of a failure of the automatic landing system. In this case it is not necessary to make a go-around mandatory in the event of a failure of the automatic landing system when the RVR is less than 300 metres.

4 Category III fail operational operations - with a Decision Height

4.1 For Category III operations utilising a fail-operational landing system with a Decision Height, a pilot should be able to see at least 1 centre line light.

4.2 For Category III operations utilising a fail-operational hybrid landing system with a Decision Height, a pilot should have a visual reference containing a segment of at least 3 consecutive lights of the runway centre line lights.

5 Category III fail operational operations - with No Decision Height

5.1 For Category III operations with No Decision Height the pilot is not required to see the runway prior to touchdown. The permitted RVR is dependent on the level of aeroplane equipment.

5.2 A CAT III runway may be assumed to support operations with no Decision Height unless specifically restricted as published in the AIP or NOTAM.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

IEM to Appendix 1 to JAR-OPS 1.430, paragraph (e)(5) - Table 7 Crew actions in case of autopilot failure at or below decision height in fail-passive Category III operations. See Appendix 1 to JAR-OPS 1.430, paragraph (e)(5) Table 7

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

This means that a go-around is the normal action. However the wording recognises that there may be circumstances where the safest action is to continue the landing. Such circumstances include the height at which the failure occurs, the actual visual references, and other malfunctions. This would typically apply to the late stages of the flare.

In conclusion it is not forbidden to continue the approach and complete the landing when the commander or the pilot to whom the conduct of the flight has been delegated, determines that this is the safest course of action.

Operational instructions should reflect the information given in this IEM and the operators policy.

[Amdt 2, 01.07.00]

IEM to Appendix 1 to JAR-OPS 1.430, paragraphs (d) and (e) (continued) (continued)


Amendment 3 2-E-7 01.12.01

IEM to Appendix 1 to JAR-OPS 1.430, paragraph (f) Visual Manoeuvring (circling) See Appendix 1 to JAR-OPS 1.430, paragraph (f)

1 The purpose of this IEM is to provide operators with supplemental information regarding the application of aerodrome operating minima in relation to circling approaches.

2 Conduct of flight - General

2.1 For these procedures, the applicable visibility is the meteorological visibility (VIS).

2.2 The MDA/H and OCA/H minimums included in the procedure are related to aerodrome elevation.

3 Missed approach

3.1 If the decision to carry out a missed approach is taken when the aircraft is positioned on the approach axis (track) defined by radio-navigation aids, the published missed approach procedure must be followed. If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular instrument approach must be followed. It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where he will establish the aeroplane in a climb on the missed approach track. Inasmuch as the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aeroplane on the prescribed missed approach course depending on its position at the time visual reference is lost unless otherwise prescribed.

3.2 If the instrument approach procedure is carried out with the aid of an ILS, the Missed Approach Point (MAPt) associated with an ILS procedure without glide path (GP out procedure) should be taken in account.

4 Instrument approach followed by visual manoeuvring (circling) without prescribed tracks

4.1 Before visual reference is established, but not below MDA/H - The flight should follow the corresponding instrument approach procedure.

4.2 At the beginning of the level flight phase at or above the MDA/H - From the beginning of the level flight phase, the instrument approach track determined by radio navigation aids should be maintained until:

a. The pilot estimates that, in all probability, visual contact with the runway or runway environment will be maintained during the entire procedure;

b. The pilot estimates that his aircraft is within the circling area before commencing circling; and

c. The pilot is able to determine his aircraft’s position in relation to the runway with the aid of the external references.

4.3 If the conditions in paragraph 4.2 above are not met by the MAPt, a missed approach must be carried out in accordance with the instrument approach procedure.

4.4 After the aeroplane has left the track of the corresponding instrument approach procedure, the flight phase outbound from the runway should be limited to the distance which is required to align the aeroplane for the final approach. Flight manoeuvres should be conducted within the circling area and in such way that visual contact with the runway or runway environment is maintained at all times.

4.5 Flight manoeuvres should be carried out at an altitude/height which is not less than the circling minimum descent/altitude height (MDA/H).

4.6 Descent below MDA/H should not be initiated until the threshold of the runway to be used has been identified and the aeroplane is in a position to continue with a normal rate of descent and land within the touchdown zone.

5 Instrument approach followed by a visual manoeuvring (circling) with prescribed track

5.1 Before visual reference is established, but not below MDA/H - The flight should follow the corresponding instrument approach procedure.

5.2 The aeroplane should be established in level flight at or above the MDA/H and the instrument approach track determined by the radio navigation aids maintained until visual contact can be achieved and


01.12.01 2-E-8 Amendment 3

maintained. At the divergence point, the aeroplane should leave the instrument approach track and the published routing and heights followed.

5.3 If the divergence point is reached before the necessary visual reference is acquired, a missed approach procedure should be initiated not later than the MAPt and carried out in accordance with the instrument approach procedure.

5.4 The instrument approach track determined by radio navigation aids should only be left at the prescribed divergence point when only the published routing and heights should be followed.

5.5 Unless otherwise specified in the procedure, final descent should not be initiated until the threshold of the runway to be used has been identified and the aeroplane is in a position to continue with a normal rate of descent and land within the touchdown zone.

[Ch. 1, 01.03.98]

[ACJ to Appendix 1 to JAR-OPS 1.440 Operational Demonstrations See Appendix 1 to JAR-OPS 1.440

1. General

1.1 Demonstrations may be conducted in line operations, or any other flight where the Operator's procedures are being used.

1.2 In unique situations where the completion of 100 successful landings could take an unreasonably long period of time due to factors such as a small number of aeroplanes in the fleet, limited opportunity to use runways having Category II/III procedures, or inability to obtain ATS sensitive area protection during good weather conditions, and equivalent reliability assurance can be achieved, a reduction in the required number of landings may be considered on a case-by-case basis. Reduction of the number of landings to be demonstrated requires a justification for the reduction, and prior approval from Authority. However, at the operator's option, demonstrations may be made on other runways and facilities. Sufficient information should be collected to determine the cause of any unsatisfactory performance (e.g. sensitive area was not protected).

1.3 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/classes of aeroplane, the operator should show that the various variants have satisfactory performance, but the operator need not conduct a full operational demonstration for each variant.

1.4 Not more than 30% of the demonstration flights should be made on the same runway.

2. Data Collection For Operational Demonstrations

2.1 Data should be collected whenever an approach and landing is attempted utilising the Category II/ III system, regardless of whether the approach is abandoned, unsatisfactory, or is concluded successfully.

2.2 The data should, as a minimum, include the following information:

a. Inability to initiate an Approach. Identify deficiencies related to airborne equipment which preclude initiation of a Category II/III approach.

b. Abandoned Approaches. Give the reasons and altitude above the runway at which approach was discontinued or the automatic landing system was disengaged.

c. Touchdown or Touchdown and Roll-out Performance. Describe whether or not the aircraft landed satisfactorily (within the desired touchdown area) with lateral velocity or cross track error which could be corrected by the pilot or automatic system so as to remain within the lateral confines of the runway without unusual pilot skill or technique. The approximate lateral and longitudinal position of the actual touchdown point in relation to the runway centreline and the runway threshold, respectively, should be indicated in the report. This report should also include any Category II/III system abnormalities which required manual intervention by the pilot to ensure a safe touchdown or touchdown and roll-out, as appropriate. ]

IEM to Appendix 1 to JAR-OPS 1.430, paragraph (f) (continued)


Amendment 3 2-E-9 01.12.01

[ 3. Data Analysis

3.1 Unsuccessful approaches due to the following factors may be excluded from the analysis:

a. ATS Factors. Examples include situations in which a flight is vectored too close to the final approach fix/point for adequate localiser and glide slope capture, lack of protection of ILS sensitive areas, or ATS requests the flight to discontinue the approach.

b. Faulty Navaid Signals. Navaid (e.g. ILS localiser) irregularities, such as those caused by other aircraft taxiing, over-flying the navaid (antenna).

c. Other Factors. Any other specific factors that could affect the success of Category II/ III operations that are clearly discernible to the flight crew should be reported.]

[Amdt. 3, 01.12.01]

IEM to Appendix 1 to JAR-OPS 1.440, paragraph (b) Criteria for a successful CAT II/III approach and automatic landing See Appendix 1 to JAR-OPS 1.440, paragraph (b)

1 The purpose of this IEM is to provide operators with supplemental information regarding the criteria for a successful approach and landing to facilitate fulfilling the requirements prescribed in Appendix 1 to JAR-OPS 1.440, paragraph (b).

2 An approach may be considered to be successful if:

2.1 From 500 feet to start of flare:

a. Speed is maintained as specified in ACJ-AWO 231, paragraph [2 ‘Speed Control’]; and

b. No relevant system failure occurs; and

2.2 From 300 feet to DH:

a. No excess deviation occurs; and

b. No centralised warning gives a go-around command (if installed).

3 An automatic landing may be considered to be successful if:

a. No relevant system failure occurs;

b. No flare failure occurs;

c. No de-crab failure occurs (if installed);

d. Longitudinal touchdown is beyond a point on the runway 60 metres after the threshold and before the end of the touchdown zone lighting (900 metres from the threshold);

e. Lateral touchdown with the outboard landing gear is not outside the touchdown zone lighting edge;

f. Sink rate is not excessive;

g. Bank angle does not exceed a bank angle limit; and

h. No roll-out failure or deviation (if installed) occurs.

4 More details can be found in JAR-AWO 131, JAR-AWO 231 and ACJ-AWO 231.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

IEM OPS 1.450(g)(1) Low Visibility Operations - Training & Qualifications See Appendix 1 to JAR-OPS 1.450

The number of approaches referred to in 1.450(g)(1) includes one approach and landing that may be conducted in the aeroplane using approved Category II/III procedures. This approach and landing may be

ACJ to Appendix 1 to JAR-OPS 1.440 (continued)


01.12.01 2-E-10 Amendment 3

conducted in normal line operation or as a training flight. It is assumed that such flights will only be conducted by pilots qualified in accordance JAR-OPS 1.940 and qualified for the particular category of operation.

[Ch. 1, 01.03.98]


IEM OPS 1.450(g)(1) (continued)

SECTION 2 JAR-OPS1

01.03.98 2-F-1

[AMC OPS 1.475(b)Landing - Reverse Thrust CreditSee JAR-OPS 1.475(b)

Landing distance data included in the AFM (or POH etc.) with credit for reverse thrust can only beconsidered to be approved for the purpose of showing compliance with the applicable requirements if itcontains a specific statement from the appropriate airworthiness authority that it complies with a recognisedairworthiness code (e.g. FAR 23/25, JAR 23/25, BCAR Section ‘D‘/’K’). ]

[IEM OPS 1.475(b)Factoring of Automatic Landing Distance Performance Data (Performance Class A Aeroplanes only)See JAR-OPS 1.475(b)

1 In those cases where the landing requires the use of an automatic landing system, and thedistance published in the Aeroplane Flight Manual (AFM) includes safety margins equivalent to thosecontained in JAR-OPS 1.515(a)(1) and JAR-OPS 1.520, the landing mass of the aeroplane should be thelesser of:

a. The landing mass determined in accordance with JAR-OPS 1.515(a)(1) or JAR-OPS 1.520 asappropriate; or

b. The landing mass determined for the automatic landing distance for the appropriate surfacecondition as given in the AFM, or equivalent document. Increments due to system features such as beamlocation or elevations, or procedures such as use of overspeed, should also be included.]

INTENTIONALLY LEFT BANK

AMC/EM F - PERFORMANCE GENERAL

JAR-OPS 1 SECTION 2

2-F-2 01.03.98



Amendment 3 2-G-1 01.12.01

IEM OPS 1.485(b) General – Wet and Contaminated Runway data See JAR-OPS 1.485(b)

If the performance data has been determined on the basis of measured runway friction coefficient, the operator should use a procedure correlating the measured runway friction coefficient and the effective braking coefficient of friction of the aeroplane type over the required speed range for the existing runway conditions.

IEM OPS 1.490(c)(3) Take-off – Runway surface condition See JAR-OPS 1.490(c)(3)

1 Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag and therefore to the achievable performance and control of the the aeroplane during take-off, since the actual conditions may not completely match the assumptions on which the performance information is based. In the case of a contaminated runway, the first option for the commander is to wait until the runway is cleared. If this is impracticable, he may consider a take-off, provided that he has applied the applicable performance adjustments, and any further safety measures he considers justified under the prevailing conditions.

2 An adequate overall level of safety will only be maintained if operations in accordance with JAR-25 AMJ 25X1591 are limited to rare occasions. Where the frequency of such operations on contaminated runways is not limited to rare occasions, operators should provide additional measures ensuring an equivalent level of safety. Such measures could include special crew training, additional distance factoring and more restrictive wind limitations.

IEM OPS 1.490(c)(6) Loss of runway length due to alignment See JAR-OPS 1.490(c)(6)

1 Introduction

1.1 The length of the runway which is declared for the calculation of TODA, ASDA and TORA, does not account for line-up of the aeroplane in the direction of take-off on the runway in use. This alignment distance depends on the aeroplane geometry and access possibility to the runway in use. Accountability is usually required for a 90° taxiway entry to the runway and 180° turnaround on the runway. There are two distances to be considered:

a. The minimum distance of the mainwheels from the start of the runway for determining TODA and TORA,”L”; and

b. The minimum distance of the most forward wheel(s) from the start of the runway for determining ASDA,”N”.

ACJ/AMC/IEM G – PERFORMANCE CLASS A


01.12.01 2-G-2 Amendment 3

Where the aeroplane manufacturer does not provide the appropriate data, the calculation method given in paragraph 2 may be use to determine the alignment distance.

2. Alignment Distance Calculation

The distances mentioned in (a) and (b) of paragraph 1 above are:

90° ENTRY 180° TURNAROUND

L= RM + X RN + Y

N= RM + X + W B RN + Y + W B

WB where: RN = A + WN = + WN

cos(90°-α)

and RM = B + WM = WB tan(90°-α) + WM

X = Safety distance of outer main wheel during turn to the edge of the runway

Y = Safety distance of outer nose wheel during turn to the edge of the runway

NOTE: Minimum edge safety distances for X and Y are specified in FAA AC 150/5300-13 and ICAO Annex 14 paragraph 3.8.3

RN = Radius of turn of outer nose wheel

RM = Radius of turn of outer main wheel

WN = Distance from aeroplane centre-line to outer nose wheel

WM = Distance from aeroplane centre-line to outer main wheel

WB = Wheel base

α = Steering angle

[Ch. 1, 01.03.98]

IEM OPS 1.490(c)(6) (continued)


Amendment 3 2-G-3 01.12.01

IEM OPS 1.495(a) Take-off obstacle clearance See JAR-OPS 1.495(a)

1 In accordance with the definitions used in preparing the take-off distance and take-off flight path Data provided in the Aeroplane Flight Manual:

a. The net take-off flight path is considered to begin at a height of 35 ft above the runway or clearway at the end of the take-off distance determined for the aeroplane in accordance with sub-paragraph (b) below.

b. The take-off distance is the longest of the following distances:

i. 115% of the distance with all engines operating from the start of the take-off to the point at which the aeroplane is 35 ft above the runway or clearway; or

ii. The distance from the start of the take-off to the point at which the aeroplane is 35 ft above the runway or clearway assuming failure of the critical engine occurs at the point corresponding to the decision speed (V1) for a dry runway; or

iii. If the runway is wet or contaminated, the distance from the start of the take-off to the point at which the aeroplane is 15 ft above the runway or clearway assuming failure of the critical engine occurs at the point corresponding to the decision speed (V1) for a wet or contaminated runway.

JAR-OPS 1.495(a) specifies that the net take-off flight path, determined from the data provided in the Aeroplane Flight Manual in accordance with sub-paragraphs 1(a) and 1(b) above, must clear all relevant obstacles by a vertical distance of 35 ft. When taking off on a wet or contaminated runway and an engine failure occurs at the point corresponding to the decision speed (V1) for a wet or contaminated runway, this

implies that the aeroplane can initially be as much as 20 ft below the net take-off flight path in accordance with sub-paragraph 1 above and, therefore, may clear close-in obstacles by only 15 ft. When taking off on wet or contaminated runways, the operator should exercise special care with respect to obstacle assessment, especially if a take-off is obstacle limited and the obstacle density is high.

AMC OPS 1.495(c)(4) Take-off obstacle clearance See JAR-OPS 1.495(c)

1 The Aeroplane Flight Manual generally provides a climb gradient decrement for a 15° bank turn. For bank angles of less than 15°, a proportionate amount should be applied, unless the manufacturer or Aeroplane Flight Manual has provided other data.

2 Unless otherwise specified in the Aeroplane Flight Manual or other performance or operating manuals from the manufacturer, acceptable adjustments to assure adequate stall margins and gradient corrections are provided by the following:

BANK SPEED GRADIENT CORRECTION

15° V2 1 x Aeroplane Flight Manual 15° Gradient Loss

20° V2 + 5 kt 2 x Aeroplane Flight Manual 15° Gradient Loss

25° V2 + 10 kt 3 x Aeroplane Flight Manual 15° Gradient Loss


01.12.01 2-G-4 Amendment 3

AMC OPS 1.495(d)(1) & (e)(1) Required Navigational Accuracy See JAR-OPS 1.495(d)(1) & (e)(1)

1 Flight-deck systems. The obstacle accountability semi-widths of 300 m (see JAR-OPS 1.495(d)(1)) and 600 m (see JAR-OPS 1.495(e)(1)) may be used if the navigation system under one-engine-inoperative conditions provides a two standard deviation (2 s) accuracy of 150 m and 300 m respectively.

2 Visual Course Guidance

2.1 The obstacle accountability semi-widths of 300 m (see JAR-OPS 1.495(d)(1)) and 600 m (see JAR-OPS 1.495(e)(1)) may be used where navigational accuracy is ensured at all relevant points on the flight path by use of external references. These references may be considered visible from the flight deck if they are situated more than 45° either side of the intended track and with a depression of not greater than 20° from the horizontal.

2.2 For visual course guidance navigation, an operator should 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 should specify, for the aerodrome(s) concerned, the minimum weather conditions which enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows:

a. The procedure should 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 should 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 should be provided for crew use;

d. The limiting environmental conditions (such as wind, the lowest cloud base, ceiling, visibility, day/night, ambient lighting, obstruction lighting) should be specified.

[Ch. 1, 01.03.98]

IEM OPS 1.495(f) Engine failure procedures See JAR-OPS 1.495(f)

If compliance with JAR-OPS 1.495(f) is based on an engine failure route that differs from the all engine departure route or SID normal departure, a “deviation point” can be identified where the engine failure route deviates from the normal departure route. Adequate obstacle clearance along the normal departure with failure of the critical engine at the deviation point will normally be available. However, in certain situations the obstacle clearance along the normal departure route may be marginal and should be checked to ensure that, in case of an engine failure after the deviation point, a flight can safely proceed along the normal departure.

AMC OPS 1.500 En-Route – One Engine Inoperative See JAR-OPS 1.500

1 The high terrain or obstacle analysis required for showing compliance with JAR-OPS 1.500 may be carried out in one of two ways, as explained in the following three paragraphs.

2 A detailed analysis of the route should be made using contour maps of the high terrain and plotting the highest points within the prescribed corridor’s width along the route. The next step is to determine whether it is possible to maintain level flight with one engine inoperative 1000 ft above the highest point of the crossing. If this is not possible, or if the associated weight penalties are unacceptable, a driftdown procedure should be worked out, based on engine failure at the most critical point and clearing critical obstacles during the driftdown by at least 2000 ft. The minimum cruise altitude is determined by the


Amendment 3 2-G-5 01.12.01

intersection of the two driftdown paths, taking into account allowances for decision making (see Figure 1). This method is time consuming and requires the availability of detailed terrain maps.

3 Alternatively, the published minimum flight altitudes (Minimum En route Altitude, MEA, or Minimum Off Route Altitude, MORA) may be used for determining whether one engine inoperative level flight is feasible at the minimum flight altitude or if it is necessary to use the published minimum flight altitudes as the basis for the driftdown construction (see Figure 1). This procedure avoids a detailed high terrain contour analysis but may be more penalising than taking the actual terrain profile into account as in paragraph 2.

4 In order to comply with JAR-OPS 1.500(c), one means of compliance is the use of MORA and, with JAR-OPS 1.500(d), MEA provided that the aeroplane meets the navigational equipment standard assumed in the definition of MEA.

FIGURE 1

NOTE: MEA or MORA normally provide the required 2000 ft obstacle clearance for driftdown. However, at and below 6000 ft altitude, MEA and MORA cannot be used directly as only 1000 ft. clearance is ensured.

IEM OPS 1.510(b) [and (c)] Landing – Destination and Alternate Aerodromes See JAR-OPS 1.510(b) [and (c)]

[ ] [The required missed approach gradient may not be achieved] by all aeroplanes when operating at or near maximum certificated landing mass and in engine-out conditions. Operators of such aeroplanes should consider mass, altitude and temperature limitations and wind for the missed approach [ ]. [As an alternative method,] an increase in the decision altitude/height or minimum descent altitude/height [and/or a contingency procedure (see JAR-OPS 1.495(f)) providing a safe route and avoiding obstacles, can be approved] [ ].

[Amdt. 3, 01.12.01]

AMC OPS 1.510 & 1.515 Landing – Destination and Alternate Aerodromes Landing – Dry Runways See JAR-OPS 1.510 & 1.515

In showing compliance with JAR-OPS 1.510 and JAR-OPS 1.515, the operator should use either pressure altitude or geometric altitude for his operation and this should be reflected in the Operations Manual.



01.12.01 2-G-6 Amendment 3

IEM OPS 1.515(c) Landing – Dry runway See JAR-OPS 1.515(c)

1 JAR-OPS 1.515(c) establishes two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes.

2 Firstly, the aeroplane mass will be such that on arrival the aeroplane can be landed within 60%or 70% (as applicable) of the landing distance available on the most favourable (normally the longest)runway in still air. Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a particular aerodrome, cannot be exceeded.

3 Secondly, consideration should be given to anticipated conditions and circumstances. The expected wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These factors may result in a lower landing mass than that permitted under paragraph 2 above, in which case, to show compliance with JAR-OPS 1.515(a), despatch should be based on this lesser mass.

4 The expected wind referred to in paragraph 3 is the wind expected to exist at the time of arrival.



01.03.98 2-H-1

AMC OPS 1.530(c)(4) Take-Off Performance Correction Factors See JAR-OPS 1.530(c)(4) Unless otherwise specified in the Aeroplane Flight Manual or other performance or operating manuals from the manufacturers, the variables affecting the take-off performance and the associated [factors that should be applied to the Aeroplane Flight Manual data are shown in the table below. They should be applied in addition to the operational factors as prescribed in JAR-OPS 1.530(b).

SURFACE TYPE CONDITION FACTOR

Dry 1·20 Grass (on firm soil) up to 20 cm long Wet 1·30

Paved Wet 1·00

Notes: 1. The soil is firm when there are wheel impressions but no rutting.

2. When taking off on grass with a single engined aeroplane, care should be taken to assess the rate of

acceleration and consequent distance increase.

3. When making a rejected take-off on very short grass which is wet, and with a firm subsoil, the surface

may be slippery, in which case the distances may increase significantly.]

IEM OPS 1.530(c)(4) Take-Off Performance Correction Factors See JAR-OPS 1.530(c)(4)

Due to the inherent risks, operations from contaminated runways are inadvisable, and should be avoided whenever possible. Therefore, it is advisable to delay the take-off until the runway is cleared. Where this is impracticable, the commander should also consider the excess runway length available including the criticality of the overrun area.

AMC OPS 1.530(c)(5) Runway Slope See JAR-OPS 1.530(c)(5)

Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals from the manufacturers, the take-off distance should be increased by 5% for each 1% of upslope except that correction factors for runways with slopes in excess of 2% require the acceptance of the Authority.

IEM OPS 1.535 Obstacle Clearance in Limited Visibility See JAR-OPS 1.535

1 The intent of the complementary requirements JAR-OPS 1.535 and Appendix 1 to JAR-OPS 1.430 sub-paragraph (a)(3)(ii) is to enhance safe operation with Performance Class B aeroplanes in conditions of limited visibility. Unlike the Performance Class A Airworthiness requirements, those for Performance Class B do not necessarily provide for engine failure in all phases of flight. It is accepted that performance accountability for engine failure need not be considered until a height of 300 ft is reached. 2 The weather minima given in Appendix 1 to JAR-OPS 1.430 sub-paragraph (a)(3)(ii) up to and including 300 ft imply that if a take-off is undertaken with minima below 300 ft a one engine inoperative flight path must be plotted starting on the all-engine take-off flight path at the assumed engine failure height. This path must meet the vertical and lateral obstacle clearance specified in JAR-OPS 1.535. Should engine failure occur below this height, the associated visibility is taken as being the minimum

AMC/IEM H — PERFORMANCE CLASS B


2-H-2 01.03.98

which would enable the pilot to make, if necessary, a forced landing broadly in the direction of the take-off. At or below 300 ft, a circle and land procedure is extremely inadvisable. Appendix 1 to JAR-OPS 1.430 sub-paragraph (a)(3)(ii) specifies that, if the assumed engine failure height is more than 300 ft, the visibility must be at least 1500 m and, to allow for manoeuvring, the same minimum visibility should apply whenever the obstacle clearance criteria for a continued take-off cannot be met.

AMC OPS 1.535(a) Take-off Flight Path Construction See JAR-OPS 1.535(a)

1 Introduction. For demonstrating that an aeroplane clears all obstacles vertically, a flight path should be constructed consisting of an all-engine segment to the assumed engine failure height, followed by an engine-out segment. Where the Aeroplane Flight Manual does not contain the appropriate data, the approximation given in paragraph 2 below may be used for the all-engine segment for an assumed engine failure height of 200 ft, 300 ft, or higher.

2 Flight Path Construction

2.1 All-Engines Segment (50 ft to 300 ft). The average all-engines gradient for the all-engines flight path segment starting at an altitude of 50 ft at the end of the take-off distance ending at or passing through the 300 ft point is given by the following formula:

NOTE: The factor of 0.77 as required by JAR-OPS 1.535(a)(4) is already included where:

Y300 = Average all-engines gradient from 50 ft to 300 ft

YERC = Scheduled all engines en-route gross climb gradient

VERC = En-route climb speed, all engines knots TAS

V2 = Take-off speed at 50 ft, knots TAS

(See IEM OPS 1.535(a), Figure 1a for graphical presentation) 2.2 All-Engines Segment (50 ft to 200 ft). (May be used as an alternative to 2.1 where weather minima permits) The average all-engine gradient for the all-engine flight path segment starting at an altitude of 50 ft at the end of the take-off distance ending at or passing through the 200 ft point is given by the following formula:




VERC = En-route climb speed, all engines, knots TAS


(See IEM OPS 1.535(a), Figure 1b for graphical presentation)

0·57(YERC) Y300 = 1 + (VERC2 – V22) / 5647

Y0 51(Y )

1 (V - V ) / 3388200ERC

ERC2

22= ⋅

+


01.03.98 2-H-3

2.3 All-Engines Segment (above 300 ft). The all-engines flight path segment continuing from an altitude of 300 ft is given by the AFM en-route gross climb gradient, multiplied by a factor of 0·77. 2.4 The One Engine Inoperative Flight Path. The one engine inoperative flight path is given by the one engine inoperative gradient chart contained in the AFM. 3 Worked examples of the method given above are contained in IEM OPS 1.535(a).

IEM OPS 1.535(a) Take-off flight path construction See JAR-OPS 1.535(a) 1 This IEM provides examples to illustrate the method of take-off flight path construction given in AMC OPS 1.535(a). The examples shown below are based on an aeroplane for which the Aeroplane Flight Manual shows, at a given mass, altitude, temperature and wind component the following performance data:

Factored take-off distance – 1000 m

Take-off speed, V2 – 90 kt

En-route climb speed, VERC – 120 kt

En-route all-engine climb gradient, YERC – 0·200

En-route one engine inoperative climb gradient, YERC-1 – 0·032

a. Assumed Engine Failure Height 300 ft. The average all-engine gradient from 50 ft to 300 ft may be read from Figure 1a (page 2–H–8) or calculated with the following formula:




VERC = En-route climb speed, all engines knots TAS


Y0 57(Y )

1 (V - V ) / 5647300ERC

ERC2

22= ⋅

+


2-H-4 01.03.98

b. Assumed engine failure height 200 ft. The average all-engine gradient from 50 ft to 200 ft may be read from Figure 1b (page 2–H–9) or calculated with the following formula:



YERC = Scheduled all engines en-route gross gradient

VERC = En-route climb speed, all engines, knots TAS


c. Assumed engine failure height less than 200 ft. Construction of a take-off flight path is only possible if the AFM contains the required flight path data. d. Assumed engine failure height more than 300 ft. The construction of a take-off flight path for an assumed engine failure height of 400 ft is illustrated below.

Y0 51(Y )

1 (V - V ) / 3388200

ERC

ERC2

22

=⋅

+


01.03.98 2-H-5

IEM OPS 1.540 En-Route See JAR-OPS 1.540

1 The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from which the driftdown procedure can be planned to start. 2 Aeroplanes may be planned to clear en-route obstacles assuming a driftdown procedure, having first increased the scheduled en-route one engine inoperative descent data by 0·5% gradient.

IEM OPS 1.542 En-route – Single-engined Aeroplanes See JAR-OPS 1.542

1 In the event of an engine failure, single-engine aeroplanes have to rely on gliding to a point suitable for a safe forced landing. Such a procedure is clearly incompatible with flight above a cloud layer which extends below the relevant minimum safe altitude. 2 Operators should first increase the scheduled engine-inoperative gliding performance data by 0·5% gradient when verifying the en-route clearance of obstacles and the ability to reach a suitable place for a forced landing. 3 The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from which the engine-inoperative procedure can be planned to start.

[AMC OPS 1.542(a) En-Route - Single-engine aeroplanes See JAR-OPS 1.542(a) JAR-OPS 1.542(a) requires an operator to ensure that in the event of an engine failure, the aeroplane should be capable of reaching a point from which a successful forced landing can be made. Unless otherwise specified by the Authority, this point should be 1000ft above the intended landing area.]

AMC OPS 1.545 & 1.550 Landing Destination and Alternate Aerodromes Landing - Dry runway See JAR-OPS 1.545 & 1.550

In showing compliance with JAR-OPS 1.545 & JAR-OPS 1.550, the operator should use either pressure altitude or geometric altitude for his operation and this should be reflected in the Operations Manual.


2-H-6 01.03.98

AMC OPS 1.550(b)(3) Landing Distance Correction Factors See JAR-OPS 1.550(b)(3) Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals [from the manufacturers, the variable affecting the landing performance and the associated factor that should be applied to the Aeroplane Flight Manual data is shown in the table below. It should be applied in addition to the operational factors as prescribed in JAR-OPS 1.550(a). ]

SURFACE TYPE FACTOR Grass (on firm soil up to 20 cm 1·15 long)

NOTE: The soil is firm when there are wheel impressions but no rutting

AMC OPS 1.550(b)(4) Runway Slope See JAR-OPS 1.550(b)(4) Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals from the manufacturer, the landing distances required should be increased by 5% for each 1% of downslope except that correction factors for runways with slopes in excess of 2% need the acceptance of the Authority. IEM OPS 1.550(c) Landing – Dry Runway See JAR-OPS 1.550(c)

1 JAR-OPS 1.550(c) establishes two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes. 2 Firstly, the aeroplane mass will be such that on arrival the aeroplane can be landed within [70% of the landing distance available on the most favourable (normally the longest) runway in still air.] Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a particular aerodrome, cannot be exceeded. 3 Secondly, consideration should be given to anticipated conditions and circumstances. The expected wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These factors may result in a lower landing mass than that permitted under paragraph 2 above, in which case, to show compliance with JAR-OPS 1.550(a), despatch should be based on this lesser mass. 4 The expected wind referred to in paragraph 3 is the wind expected to exist at the time of arrival.


01.03.98 2-H-7

[IEM OPS 1.555(a) Landing on Wet Grass Runways See JAR-OPS 1.555(a) 1 When landing on very short grass which is wet, and with a firm subsoil, the surface may be slippery, in which case the distances may increase by as much as 60% (1.60 factor). 2 As it may not be possible for a pilot to determine accurately the degree of wetness of the grass, particularly when airborne, in cases of doubt, the use of the wet factor (1.15) is recommended.]


JAR

-OP

S 1

SE

CT

ION

2 SU

BP

AR

T H

2-H

-8

01.0

3.98

SE

CT

ION

2 SU

BP

AR

T H

JA

R-O

PS

1

01.03.9

8

2-H-9


2-H-10 01.03.98



01.03.98 2-I-1

AMC/IEM I — PERFORMANCE CLASS C IEM OPS 1.565(d)(3) Take-off See JAR-OPS 1.565(d)(3) Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag and therefore to the achievable performance and control of the aeroplane during take-off, since the actual conditions may not completely match the assumptions on which the performance information is based. An adequate overall level of safety can, therefore, only be maintained if such operations are limited to rare occasions. In case of a contaminated runway the first option for the commander is to wait until the runway is cleared. If this is impracticable, he may consider a take-off, provided that he has applied the applicable performance adjustments, and any further safety measures he considers justified under the prevailing conditions.

[IEM OPS 1.565(d)(6) Loss of runway length due to alignment See JAR-OPS 1.565(d)(6) 1 Introduction 1.1 The length of the runway which is declared for the calculation of TODA, ASDA and TORA, does not account for line-up of the aeroplane in the direction of take-off on the runway in use. This alignment distance depends on the aeroplane geometry and access possibility to the runway in use. Accountability is usually required for a 90° taxiway entry to the runway and 180° turnaround on the runway. There are two distances to be considered: a. The minimum distance of the mainwheels from the start of the runway for determining TODA and TORA, “L”; and b. The minimum distance of the most forward wheel(s) from the start of the runway for determining ASDA, “N”.

Where the aeroplane manufacturer does not provide the appropriate data, the calculation method given in paragraph 2 may be use to determine the alignment distance.


2-I-2 01.03.98

2. Alignment Distance Calculation

The distances mentioned in (a) and (b) of paragraph 1 above are:

90° ENTRY 180° TURNAROUND

L = RM + X RN + Y

N = RM + X + WB RN + Y + WB

where:

and

X = Safety distance of outer main wheel during turn to the edge of the runway Y = Safety distance of outer nose wheel during turn to the edge of the runway NOTE: Minimum edge safety distances for X and Y are specified in FAA AC 150/5300-13 and ICAO Annex 14 paragraph 3.8.3 RN = Radius of turn of outer nose wheel RM = Radius of turn of outer main wheel WN = Distance from aeroplane centre-line to outer nose wheel WM = Distance from aeroplane centre-line to outer main wheel WB = Wheel base a = Steering angle]

WN

RN

A

WB

B

WM

RM

α

N N

B

NR = A + W =

W

(90 - ) + W

cos ° α

M M B MR = B + W = W (90 - ) + Wtan ° α


01.03.98 2-I-3

AMC OPS 1.565(d)(4) Runway Slope See JAR-OPS 1.565(d)(4) Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals from the manufacturers, the take-off distance should be increased by 5% for each 1% of upslope except that correction factors for runways with slopes in excess of 2% need the acceptance of the Authority. AMC OPS 1.570(d) Take-off Flight Path See JAR-OPS 1.570(d) 1 The Aeroplane Flight Manual generally provides a climb gradient decrement for a 15° bank turn. Unless otherwise specified in the Aeroplane Flight Manual or other performance or operating manuals from the manufacturer, acceptable adjustments to assure adequate stall margins and gradient corrections are provided by the following:

BANK SPEED GRADIENT CORRECTION 15° V2 1 x Aeroplane Flight Manual 15° Gradient Loss 20° V2 + 5 kt 2 x Aeroplane Flight Manual 15° Gradient Loss 25° V2 + 10 kt 3 x Aeroplane Flight Manual 15° Gradient Loss 2 For bank angles of less than 15°, a proportionate amount may be applied, unless the manufacturer or Aeroplane Flight Manual has provided other data. [AMC OPS 1.570(e)(1) & (f)(1) Required navigational accuracy See JAR-OPS 1.570(e)(1) & (f)(1) 1 Flight-deck systems. The obstacle accountability semi-widths of 300 m (see JAR-OPS 1.570(e)(1)) and 600 m (see JAR-OPS 1.570(f)(1)) may be used if the navigation system under one-engine-inoperative conditions provides a two standard deviation (2 s) accuracy of 150 m and 300 m respectively. 2 Visual Course Guidance 2.1 The obstacle accountability semi-widths of 300 m (see JAR-OPS 1.570(e)(1)) and 600 m (see JAR-OPS 1.570(f)(1)) may be used where navigational accuracy is ensured at all relevant points on the flight path by use of external references. These references may be considered visible from the flight deck if they are situated more than 45° either side of the intended track and with a depression of not greater than 20° from the horizontal. 2.2 For visual course guidance navigation, an operator should 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 should specify, for the aerodrome(s) concerned, the minimum weather conditions which enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows: a. The procedure should be well defined with respect to ground reference points so that the


2-I-4 01.03.98

track to be flown can be analysed for obstacle clearance requirements; b. The procedure should 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 should be provided for crew use; d. The limiting environmental conditions (such as wind, the lowest cloud base, ceiling, visibility, day/night, ambient lighting, obstruction lighting) should be specified.] AMC OPS 1.580 En-Route – One Engine Inoperative See JAR OPS 1.580 The high terrain or obstacle analysis required for showing compliance with JAR-OPS 1.580 can be carried out by making a detailed analysis of the route using contour maps of the high terrain, and plotting the highest points within the prescribed corridor width along the route. The next step is to determine whether it is possible to maintain level flight with one engine inoperative 1000 ft above the highest point of the crossing. If this is not possible, or if the associated weight penalties are unacceptable, a drift-down procedure must be evaluated, based on engine failure at the most critical point, and must show obstacle clearance during the drift-down by at least 2000 ft. The minimum cruise altitude is determined from the drift-down path, taking into account allowances for decision making, and the reduction in the scheduled rate of climb (See Figure 1).

FIGURE 1

AMC OPS 1.590 & 1.595 Landing – Destination and Alternate Aerodromes Landing – Dry Runways See JAR-OPS 1.590 & 1.595 In showing compliance with JAR-OPS 1.590 and JAR-OPS 1.595, the operator should use either pressure altitude or geometric altitude for his operation and this should be reflected in the Operations Manual.


01.03.98 2-I-5

AMC OPS 1.595(b)(3) Landing Distance Correction Factors See JAR-OPS 1.595(b)(3) Unless otherwise specified in the Aeroplane Flight Manual or other performance or operating manuals from the manufacturers, the variables affecting the landing performance and the associated factors to be applied to the Aeroplane Flight Manual data are shown in the table below. It should be applied in addition to the factor specified in JAR-OPS 1.595(a).

SURFACE TYPE FACTOR Grass (on firm soil up to 13 cm 1·20 long)

NOTE: The so i l is f i rm when there a re whee l im pressions bu t no ru t t ing .

AMC OPS 1.595(b)(4) Runway Slope See JAR-OPS 1.595(b)(4) Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals from the manufacturer, the landing distances required should be increased by 5% for each 1% of downslope.

IEM OPS 1.595(c) Landing Runway See JAR-OPS 1.595(c) 1 JAR-OPS 1.595(c) establishes two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes. 2 Firstly, the aeroplane mass will be such that on arrival the aeroplane can be landed within 70% of the landing distance available on the most favourable (normally the longest) runway in still air. Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a particular aerodrome, cannot be exceeded. 3 Secondly, consideration should be given to anticipated conditions and circumstances. The expected wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These factors may result in a lower landing mass than that permitted under paragraph 2 above, in which case, to show compliance with JAR-OPS 1.595(a), despatch should be based on this lesser mass. 4 The expected wind referred to in paragraph 3 is the wind expected to exist at the time of arrival.


2-I-6 01.03.98


SECTION 2 JAR-OPS 1 Subpart J

Amendment 3 2-J-1 01.12.01

IEM OPS 1.605(e) Fuel density SeeJAR-OPS 1.605(e)

1 If the actual fuel density is not known, the operator may use the standard fuel density values specified in the Operations Manual for determining the mass of the fuel load. Such standard values should be based on current fuel density measurements for the airports or areas concerned. Typical fuel density values are:

a. Gasoline (piston engine fuel) – 0·71

b. Jet fuel JP 1 – 0·79

c. Jet fuel JP 4 – 0·76

d. Oil – 0·88

[ACJ OPS 1.605 Mass values See JAR-OPS 1.605

In accordance with ICAO Annex 5 and the International System of Units (SI), the actual and limiting masses of aeroplanes, the payload and its constituent elements, the fuel load etc, are expressed in JAR-OPS 1 in units of mass (kg). However, in most approved Flight Manuals and other operational documentation, these quantities are published as weights in accordance with the common language. In the SI system, a weight is a force rather than a mass. Since the use of the term ‘weight’ does not cause any problem in the day-to-day handling of aeroplanes, its continued use in operational applications and publications is acceptable.]

[Amdt. 3, 01.12.01]

AMC to Appendix 1 to JAR-OPS 1.605 Accuracy of weighing equipment See Appendix 1 to JAR-OPS 1.605, paragraph (a)(4)(iii)

1 The mass of the aeroplane as used in establishing the dry operating mass and the centre of gravity must be established accurately. Since a certain model of weighing equipment is used for initial and periodic weighing of aeroplanes of widely different mass classes, one single accuracy criterion for weighing equipment cannot be given. However, the weighing accuracy is considered satisfactory if the following accuracy criteria are met by the individual scales/cells of the weighing equipment used:

a. For a scale/cell load below 2 000 kg – an accuracy of ± 1%;

b. For a scale/cell load from 2 000 kg to 20 000 kg – an accuracy of ± 20 kg; and

c. For a scale/cell load above 20 000 kg – an accuracy of ± 0·1 %.

[Ch. 1, 01.03.98]

IEM to Appendix 1 to JAR-OPS 1.605 Centre of gravity limits See Appendix 1 to JAR-OPS 1.605, sub-paragraph (d)

1 In the Certificate Limitations section of the Aeroplane Flight Manual, forward and aft centre of gravity (CG) limits are specified. These limits ensure that the certification stability and control criteria are met throughout the whole flight and allow the proper trim setting for take-off. An operator should ensure that these limits are observed by defining operational procedures or a CG envelope which compensates for deviations and errors as listed below:

1.1 Deviations of actual CG at empty or operating mass from published values due, for example, to weighing errors, unaccounted modifications and/or equipment variations.

ACJ/AMC/IEM J - MASS & BALANCE

JAR-OPS 1 Subpart J SECTION 2

01.12.01 2-J-2 Amendment 3

1.2 Deviations in fuel distribution in tanks from the applicable schedule.

1.3 Deviations in the distribution of baggage and cargo in the various compartments as compared with the assumed load distribution as well as inaccuracies in the actual mass of baggage and cargo.

1.4 Deviations in actual passenger seating from the seating distribution assumed when preparing the mass and balance documentation. (See Note)

1.5 Deviations of the actual CG of cargo and passenger load within individual cargo compartments or cabin sections from the normally assumed mid position.

1.6 Deviations of the CG caused by gear and flap positions and by application of the prescribed fuel usage procedure (unless already covered by the certified limits).

1.7 Deviations caused by in-flight movement of cabin crew, pantry equipment and passengers.

Note: Large CG errors may occur when ‘free seating’ (freedom of passengers to select any seat when entering the aeroplane) is permitted. Although in most cases reasonably even longitudinal passenger seating can be expected, there is a risk of an extreme forward or aft seat selection causing very large and unacceptable CG errors (assuming that the balance calculation is done on the basis of an assumed even distribution). The largest errors may occur at a load factor of approximately 50% if all passengers are seated in either the forward or aft half of the cabin. Statistical analysis indicates that the risk of such extreme seating adversely affecting the CG is greatest on small aeroplanes.

AMC OPS 1.620(a) Passenger mass established by use of a verbal statement See JAR-OPS 1.620(a)

1 When asking each passenger on aeroplanes with less than 10 passenger seats for his/her mass (weight), specific constants should be added to account for hand baggage and clothing. These constants should be determined by the operator on the basis of studies relevant to his particular routes, etc. and should not be less than:

a. For clothing - 4 kg; and

b. For hand baggage - 6 kg.

2 Personnel boarding passengers on this basis should assess the passenger’s stated mass and the mass of passengers’ clothing and hand baggage to check that they are reasonable. Such personnel should have received instruction on assessing these mass values. Where necessary, the stated mass and the specific constants should be increased so as to avoid gross inaccuracies.

[Ch. 1, 01.03.98]

IEM OPS 1.620(d)(2) Holiday Charter See JAR-OPS 1.620(d)(2)

A “charter flight solely intended as an element of a holiday travel package” is a flight where the entire passenger capacity is hired by one or more Charterer(s) for the carriage of passengers who are travelling, all or in part by air, on a round- or circle-trip basis for holiday purposes. Categories of passengers such as company personnel, tour operators’ staff, representatives of the press, JAA/Authority officials etc. can be included within the 5% alleviation without negating the use of holiday charter mass values.

[Ch. 1, 01.03.98]

IEM OPS 1.620(g) Statistical evaluation of passenger and baggage mass data See JAR-OPS 1.620(g)

1 Sample size (see also Appendix 1 to JAR-OPS 1.620(g)).

1.1 For calculating the required sample size it is necessary to make an estimate of the standard deviation on the basis of standard deviations calculated for similar populations or for preliminary surveys.

IEM to Appendix 1 to JAR-OPS 1.605 (continued)


Amendment 3 2-J-3 01.12.01

The precision of a sample estimate is calculated for 95% reliability or ‘significance’, i.e. there is a 95% probability that the true value falls within the specified confidence interval around the estimated value. This standard deviation value is also used for calculating the standard passenger mass.

1.2 As a consequence, for the parameters of mass distribution, i.e. mean and standard deviation, three cases have to be distinguished:

a. µ, σ = the true values of the average passenger mass and standard deviation, which are unknown and which are to be estimated by weighing passenger samples.

b. µ’, σ’ = the ‘a priori’ estimates of the average passenger mass and the standard deviation, i.e. values resulting from an earlier survey, which are needed to determine the current sample size.

c. x, s = the estimates for the current true values of m and s, calculated from the sample.

The sample size can then be calculated using the following formula:

ner

≥ ⋅( * ' * )( ' * ' )

1 96 100 2

2

σµ

where:

n = number of passengers to be weighed (sample size)

e’r = allowed relative confidence range (accuracy) for the estimate of µ by x (see also equation in paragraph 3).

NOTE: The allowed relative confidence range specifies the accuracy to be achieved when estimating the true mean. For example, if it is proposed to estimate the true mean to within ± 1%, then e’r will be 1 in the above formula.

1·96 = value from the Gaussian distribution for 95% significance level of the resulting confidence interval.

2 Calculation of average mass and standard deviation. If the sample of passengers weighed is drawn at random, then the arithmetic mean of the sample (x) is an unbiased estimate of the true average mass (µ) of the population.

2.1 Arithmetic mean of sample

where:

xj = mass values of individual passengers (sampling units).

2.2 Standard deviation

where:

xj – = deviation of the individual value from the sample mean.

s

(x x)

n 1

j2

j 1

n

=

−

−=∑

x

x

n

jj

n

= =∑

1

IEM OPS 1.620(g) (continued)


01.12.01 2-J-4 Amendment 3

3. Checking the accuracy of the sample mean. The accuracy (confidence range) which can be ascribed to the sample mean as an indicator of the true mean is a function of the standard deviation of the sample which has to be checked after the sample has been evaluated. This is done using the formula:

whereby er should not exceed 1% for an all adult average mass and not exceed 2% for an average male

and/or female mass. The result of this calculation gives the relative accuracy of the estimate of µ at the 95% significance level. This means that with 95% probability, the true average mass µ lies within the interval:

4. Example of determination of the required sample size and average passenger mass

4.1 Introduction. Standard passenger mass values for mass and balance purposes require passenger weighing programs be carried out. The following example shows the various steps required for establishing the sample size and evaluating the sample data. It is provided primarily for those who are not wellversed in statistical computations. All mass figures used throughout the example are entirely fictitious.

4.2 Determination of required sample size. For calculating the required sample size, estimates of the standard (average) passenger mass and the standard deviation are needed. The ‘a priori’ estimates from an earlier survey may be used for this purpose. If such estimates are not available, a small representative sample of about 100 passengers has to be weighed so that the required values can be calculated. The latter has been assumed for the example.

Step 1: estimated average passenger mass Step 2: estimated standard deviation

n xj (kg) n xj (xj – x) (xj – x)2

1 79·9 1 79·9 +9·3 86·49 2 68·1 2 68·1 –2·5 6·25 3 77·9 3 77·9 +7·3 53·29 4 74·5 4 74·5 +3·9 15·21 5 54·1 5 54·1 –16·5 272·25 6 x 62·2 6 62·2 –8·4 70·56 7 89·3 7 89·3 +18·7 349·69 8 108·7 8 108·7 +38·1 1 451·61 . . . . . . 85 63·2 85 63·2 –7·4 54·76 86 75·4 86 75·4 –4·8 23·04

6 071·6 6 071·6 34 683·40

=70·6 kg

σ ’ = 20·20 kg

es

n xr =

⋅1 96 100* *

*(%)

xs

n± ⋅1 96 *

j =∑

1

86

j =∑

1

86

σ'( )

=−

−∑ x x

nj

2

1

σ' = ⋅−

34 683 4086 1


µ' = = = ⋅∑x

x

nj 6071 6

86


Amendment 3 2-J-5 01.12.01

Step 3: required sample size.

The required number of passengers to be weighed should be such that the confidence range, e'r, does not

exceed 1% as specified in paragraph 3.

n ≥ 3145

The result shows that at least 3 145 passengers have to be weighed to achieve the required accuracy. If e′r is chosen as 2% the result would be n ≥ 786.

Step 4: after having established the required sample size a plan for weighing the passengers is to be worked out, as specified in Appendix 1 to JAR-OPS 1.620(g).

4.3 Determination of the passenger average mass

Step 1: Having collected the required number of passenger mass values, the average passenger mass can be calculated. For the purpose of this example it has been assumed that 3 180 passengers were weighed. The sum of the individual masses amounts to 231 186·2 kg.

n = 3180

x kg= ⋅72 7

Step 2: calculation of the standard deviation.

For calculating the standard deviation the method shown in paragraph 4.2 step 2 should be applied.

( )x xj − = ⋅∑

2 745 145 20

s = 15·31 kg

Step 3: calculation of the accuracy of the sample mean.

er = 0·73%

n ≥ ⋅ ⋅⋅

( * * )

( *

1 96 20 20 100

1 70 6)

2

2

ne r

≥ ⋅( * ' * )

( ' * ' )

1 96 100 2

2

σµ

xx

nkg

j= = ⋅∑ 231186 23180

X kgjj

= ⋅=∑ 231186 2

1

3180

sx x

nj=−

−∑ ( )2

1

s = ⋅−

745 145 203180 1

er = ⋅ ⋅⋅

1 96 15 31 100

3180 72 7

* *

*%

es

n xr = ⋅1 96 100* *

*%



01.12.01 2-J-6 Amendment 3

Step 4: calculation of the confidence range of the sample mean.

72·7 ± 0·5 kg

The result of this calculation shows that there is a 95% probability of the actual mean for all passengers lying within the range 72·2 kg to 73·2 kg.

IEM OPS 1.620(h) & (i) Adjustment of standard masses See JAR-OPS 1.620(h) & (i)

1. When standard mass values are used, JAR-OPS 1.620 (h) and 1.620(i) require the operator to identify and adjust the passenger and checked baggage masses in cases where significant numbers of passengers or quantities of baggage are suspected of exceeding the standard values. This requirement implies that the Operations Manual should contain appropriate directives to ensure that:

a. Check-in, operations and cabin staff and loading personnel report or take appropriate action when a flight is identified as carrying a significant number of passengers whose masses, including hand baggage, are expected to exceed the standard passenger mass, and/or groups of passengers carrying exceptionally heavy baggage (eg. military personnel or sports teams); and

b. On small aeroplanes, where the risks of overload and/or CG errors are the greatest, commanders pay special attention to the load and its distribution and make proper adjustments.

AMC to Appendix 1 to JAR-OPS 1.620(g) Guidance on passenger weighing surveys See Appendix 1 to JAR-OPS 1.620(g), sub-paragraph (c)(4)

1 Operators seeking approval to use standard passenger masses differing from those prescribed in JAR-OPS 1.620, Tables 1 and 2, on similar routes or networks may pool their weighing surveys provided that:

a. The Authority has given prior approval for a joint survey;

b. The survey procedures and the subsequent statistical analysis meet the criteria of Appendix 1 to JAR-OPS 1.620(g); and

c. In addition to the joint weighing survey results, results from individual operators participating in the joint survey should be separately indicated in order to validate the joint survey results.

IEM to Appendix 1 to JAR-OPS 1.620(g) Guidance on passenger weighing surveys See Appendix 1 to JAR-OPS 1.620(g)

1 This IEM summarises several elements of passenger weighing surveys and provides explanatory and interpretative information.

2 Information to the Authority. An operator should advise the Authority about the intent of the passenger weighing survey, explain the survey plan in general terms and obtain prior approval to proceed (JAR–OPS 1.620(g) refers).

xs

n± ⋅1 96 *

x kg± ⋅ ⋅1 96 15 31

3180

*



Amendment 3 2-J-7 01.12.01

3 Detailed survey plan

3.1 An operator should establish and submit for approval to the Authority a detailed weighing survey plan that is fully representative of the operation, i.e. the network or route under consideration and the survey should involve the weighing of an adequate number of passengers (JAR–OPS 1.620(g)).

3.2 A representative survey plan means a weighing plan specified in terms of weighing locations, dates and flight numbers giving a reasonable reflection of the operator’s timetable and/or area of operation (See Appendix 1 to JAR-OPS 1.620(g), sub-paragraph (a)(1)).

3.3 The minimum number of passengers to be weighed is the highest of the following (See Appendix 1 to JAR-OPS 1.620(g) sub-paragraph (a)):

a. The number that follows from the general requirement that the sample should be representative of the total operation to which the results will be applied; this will often prove to be the overriding requirement; or

b. The number that follows from the statistical requirement specifying the accuracy of the resulting mean values which should be at least 2% for male and female standard masses and 1% for all adult standard masses, where applicable. The required sample size can be estimated on the basis of a pilot sample (at least 100 passengers) or from a previous surveys. If analysis of the results of the survey indicates that the requirements on the accuracy of the mean values for male or female standard masses or all adult standard masses, as applicable, are not met, an additional number of representative passengers should be weighed in order to satisfy the statistical requirements.

3.4 To avoid unrealistically small samples a minimum sample size of 2 000 passengers (males + females) is also required, except for small aeroplanes where in view of the burden of the large number of flights to be weighed to cover 2 000 passengers, a lesser number is considered acceptable.

4 Execution of weighing programme

4.1 At the beginning of the weighing programme it is important to note, and to account for, the data requirements of the weighing survey report (See paragraph 7 below).

4.2 As far as is practicable, the weighing programme should be conducted in accordance with the specified survey plan.

4.3 Passengers and all their personal belongings should be weighed as close as possible to the boarding point and the mass, as well as the associated passenger category (male/female/child), should be recorded.

5 Analysis of results of weighing survey

5.1 The data of the weighing survey should be analysed as explained in IEM OPS 1.620(g). To obtain an insight to variations per flight, per route etc. this analysis should be carried out in several stages, i.e. by flight, by route, by area, inbound/outbound, etc. Significant deviations from the weighing survey plan should be explained as well as their possible effect(s) on the results.

6 Results of the weighing survey

6.1 The results of the weighing survey should be summarised. Conclusions and any proposed deviations from published standard mass values should be justified. The results of a passenger weighing survey are average masses for passengers, including hand baggage, which may lead to proposals to adjust the standard mass values given in JAR-OPS 1.620 Tables 1 and 2. As stated in Appendix 1 to JAR-OPS 1.620(g), sub-paragraph (c), these averages, rounded to the nearest whole number may, in principle, be applied as standard mass values for males and females on aeroplanes with 20 and more passenger seats. Because of variations in actual passenger masses, the total passenger load also varies and statistical analysis indicates that the risk of a significant overload becomes unacceptable for aeroplanes with less that 20 seats. This is the reason for passenger mass increments on small aeroplanes.

6.2 The average masses of males and females differ by some 15 kg or more and because of uncertainties in the male/female ratio the variation of the total passenger load is greater if all adult standard masses are used than when using separate male and female standard masses. Statistical analysis indicates that the use of all adult standard mass values should be limited to aeroplanes with 30 passenger seats or more.



01.12.01 2-J-8 Amendment 3

6.3 As indicated in Appendix 1 to JAR-OPS 1.620(g), standard mass values for all adults must be based on the averages for males and females found in the sample, taking into account a reference male/female ratio of 80/20 for all flights except holiday charters where a ratio of 50/50 applies. An operator may, based on the data from his weighing programme, or by proving a different male/female ratio, apply for approval of a different ratio on specific routes or flights.

7 Weighing survey report

7.1 The weighing survey report, reflecting the content of paragraphs 1–6 above, should be prepared in a standard format as follows:

WEIGHING SURVEY REPORT

1 Introduction

– Objective and brief description of the weighing survey

2 Weighing survey plan

– Discussion of the selected flight number, airports, dates, etc.

– Determination of the minimum number of passengers to be weighed.

– Survey plan.

3 Analysis and discussion of weighing survey results

– Significant deviations from survey plan (if any).

– Variations in means and standard deviations in the network.

– Discussion of the (summary of) results.

4 Summary of results and conclusions

– Main results and conclusions.

– Proposed deviations from published standard mass values.

Attachment 1

Applicable summer and/or winter timetables or flight programmes.

Attachment 2

Weighing results per flight (showing individual passenger masses and sex); means and standard deviations per flight, per route, per area and for the total network.

IEM to Appendix 1 to JAR-OPS 1.625 Mass and balance documentation See Appendix 1 to JAR-OPS 1.625

For Performance Class B aeroplanes, the CG position need not be mentioned on the mass and balance documentation if, for example, the load distribution is in accordance with a precalculated balance table or if it can be shown that for the planned operations a correct balance can be ensured, whatever the real load is.


SECTION 2 JAR-OPS 1 Subpart K

ACJ/AMC/IEM K – INSTRUMENTS AND EQUIPMENT

IEM OPS 1.630 Instruments and Equipment - Approval and Installation See JAR-OPS 1.630

1 For Instruments and Equipment required by JAR-OPS 1 Subpart K, “Approved” means that compliance with the applicable JTSO design requirements and performance specifications, or equivalent, in force at the time of the equipment approval application, has been demonstrated. Where a JTSO does not exist, the applicable airworthiness standards apply unless otherwise prescribed in JAR-OPS 1 or JAR-26.

2 “Installed” means that the installation of Instruments and Equipment has been demonstrated to comply with the applicable airworthiness requirements of JAR-23/JAR-25, or the relevant code used for Type Certification, and any applicable requirement prescribed in JAR-OPS 1.

3 Instruments and Equipment approved in accordance with design requirements and performance specifications other than JTSOs, before the applicability dates prescribed in JAR-OPS 1.001(b), are acceptable for use or installation on aeroplanes operated for the purpose of commercial air transportation provided that any relevant JAR-OPS requirement is complied with.

4 When a new version of a JTSO (or of a specification other than a JTSO) is issued, Instruments and Equipment approved in accordance with earlier requirements may be used or installed on aeroplanes operated for the purpose of commercial air transportation provided that such Instruments and Equipment are operational, unless removal from service or withdrawal is required by means of an amendment to JAR-OPS 1 or JAR-26.

[Ch. 1, 01.03.98]

AMC OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment See JAR-OPS 1.650/1.652

1 Individual requirements of these paragraphs may be met by combinations of instruments or by integrated flight systems or by a combination of parameters on electronic displays provided that the information so available to each required pilot is not less than that provided by the instruments and associated equipment as specified in this Subpart.

2 The equipment requirements of these paragraphs may be met by alternative means of compliance when equivalent safety of the installation has been shown during type certification approval of the aeroplane for the intended kind of operation.

Amendment 7 2-K-1 01.09.04

JAR-OPS 1 Subpart K SECTION 2

IEM OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment See JAR-OPS 1.650/1.652

SERIAL FLIGHTS UNDER VFR FLIGHTS UNDER IFR OR AT NIGHT

INSTRUMENT SINGLE PILOT

TWO PILOTS

REQUIRED

MAX T/O MASS AUTH>5700 kg OR MAX PASS>9 Pax

SINGLE PILOT

TWO PILOTS REQUIRED

MAX T/O MASS AUTH>5700 kg OR MAX PASS>9 Pax

(a) (b) (c ) (d) (e) (f) (g)

1 Magnetic Compass 1 1 1 1 1 1

2 Accurate Time Piece 1 1 1 1 1 1

3 OAT Indicator 1 1 1 1 1 1

4 Sensitive Pressure Altimeter

1 2 2 2

Note (5)

2

Note (5)

2

Note (5)

5 Air Speed Indicator 1 2 2 1 2 2

6 Heated Pitot system 2 1 2 2

7 Pitot heat failure Indicator 2

8 Vertical Speed Indicator 1 2 2 1 2 2

9 Turn and slip Indicator OR Turn Co-ordinator

1

Note (1)

2

Notes (1) & (2)

2

Notes (1) & (2)

1

Note (4)

2

Note (4)

2

Note (4)

10 Attitude Indicator 1

Note (1)

2

Notes (1) & (2)

2

Notes (1) & (2)

1 2 2

11 Gyroscopic Direction Indicator

1

Note (1)

2

Notes (1) & (2)

2

Notes (1) & (2)

1 2 2

12 Standby Attitude Indicator 1

13 Mach Number Indicator See Note (3) for all aeroplanes

NOTES :

(1) For local flights (A to A, 50 Nm radius, not more than 60 minutes duration) the instruments at Serials 9(b) 10(b) and 11 (b) may be replaced by EITHER a turn and slip indicator, OR a turn co-ordinator, OR both an attitude indicator and a slip indicator.

(2) The substitute instruments permitted by Note (1) shall be provided at each pilot's station.

(3) Serial 13 - A Mach number indicator is required for each pilot whenever compressibility limitations are not otherwise indicated by airspeed indicators.

(4) For IFR or at night, a Turn and Slip indicator, or a slip indicator and a third (standby) attitude indicator certificated according to JAR 25.1303(b)(4) or equivalent, is required.

(5) Neither Three pointers, nor drum pointer altimeters satisfy the requirement.

[Amdt. 3, 01.12.01]

AMC OPS 1.650(i) & 1.652(i) Flight and Navigational Instruments and Associated Equipment See JAR-OPS 1.650(i) & 1.652(i)

A means to indicate outside air temperature indicator may be an air temperature indicator which provides indications that are convertible to outside air temperature.

01.09.04 2-K-2 Amendment 7


IEM OPS 1.650(p)/1.652(s) Headset, boom microphone and associated equipment See JAR-OPS 1.650(p)/1.652(s)

A headset, as required by JAR-OPS 1.650(p) and JAR-OPS 1.652(s), consists of a communication device which includes an earphone(s) to receive and a microphone to transmit audio signals to the aeroplane’s communication system. To comply with the minimum performance requirements, the earphone(s) and microphone should match with the communication system’s characteristics and the flight deck environment. The headset should be adequately adjustable to fit the pilot’s head. Headset boom microphones should be of the noise cancelling type.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

AMC OPS 1.652(d) & (k)(2) Flight and Navigational Instruments and Associated Equipment See JAR-OPS 1.652(d) & (k)(2)

A combined pitot heater warning indicator is acceptable provided that a means exists to identify the failed heater in systems with two or more sensors.

IEM OPS 1.668 Airborne Collision Avoidance System See JAR-OPS 1.668

The minimum performance level for ACAS II is contained in ICAO Annex 10, Volume IV, Chapter 4. [Ch. 1, 01.03.98]

ACJ OPS 1.680(a)(2) Quarterly Radiation Sampling See JAR-OPS 1.680(a)(2)

1. Compliance with JAR-OPS 1.680(a)(2) may be shown by conducting quarterly radiation sampling during aeroplane operation using the following criteria:

a. The sampling should be carried out in conjunction with a Radiological Agency or similar organisation acceptable to the Authority;

b. Sixteen route sectors which include flight above 49 000 ft should be sampled every quarter (three months). Where less than sixteen route sectors which include flight above 49 000 ft are achieved each quarter, then all sectors above 49 000 ft should be sampled.;

c. The cosmic radiation recorded should include both the neutron and non-neutron components of the radiation field.

2. The results of the sampling, including a cumulative summary quarter on quarter, should be reported to the Authority under arrangements acceptable to the Authority.

[Amdt. 3, 01.12.01]

Amendment 7 2-K-3 01.09.04


AMC OPS 1.690(b)(6) Crew member interphone system See JAR-OPS 1.690(b)(6)

1 The means of determining whether or not an interphone call is a normal or an emergency call may be one or a combination of the following:

i. Lights of different colours;

ii. Codes defined by the operator (e.g. Different number of rings for normal and emergency calls);

iii. Any other indicating signal acceptable to the Authority.

IEM OPS 1.690(b)(7) Crew member interphone system See JAR-OPS 1.690(b)(7)

At least one interphone system station for use by ground personnel should be, where practicable, so located that the personnel using the system may avoid detection from within the aeroplane.

ACJ OPS 1.700 Cockpit Voice Recorders See JAR-OPS 1.700

The operational performance requirements for Cockpit Voice Recorders should be those laid down in EUROCAE Document ED56A (Minimum Operational Performance Requirements For Cockpit Voice Recorder Systems) December 1993.

[Amdt. 4, 01.07.02]

ACJ OPS 1.705/1.710 Cockpit Voice Recorders See JAR-OPS 1.705/1.710

Account should be taken of the operational performance requirements for Cockpit Voice Recorders as laid down in EUROCAE Documents ED56 or ED56A (Minimum Operational Performance Requirements For Cockpit Voice Recorder Systems) dated February 1988 and December 1993 respectively.

[Amdt. 4, 01.07.02]

01.09.04 2-K-4 Amendment 7


ACJ OPS 1.700, 1.705 and 1.710 Cockpit Voice Recorders See JAR-OPS 1.705 and 1.710

Summary table of applicable requirements

[Ch. 1, 01.03.98; Amdt. 4, 01.07.02]

ACJ OPS 1.715 Flight Data Recorders See JAR-OPS 1.715

1 The operational performance requirements for Flight Data Recorders should be those laid down in EUROCAE Document ED55 (Minimum Operational Performance Specification For Flight Data Recorder Systems) dated May 1990.

ALL AEROPLANES(See JAR-OPS 1.710 CVR-3)

ALL AEROPLANES(See JAR-OPS 1.700 CVR-1)

NO REQUIREMENT

ALL MULTIENGINE TURBINEPOWERED AEROPLANES

w ith a MAPSC of more than 9(applicability: 1 April 2000)

(See JAR-OPS 1.705 CVR-2)

ALL MULTIENGINE TURBINEPOWERED AEROPLANES

w ith a MAPSC of more than 9

(See JAR-OPS 1.705 CVR-1)

MCTOM

5700 Kg

0 1.1.1990 1.4.1998 DATE OF ISSUEOF THE FIRST

INDIVIDUAL C. of A.

NOTE 1: MCTOM = Maximum Cert if icated Take Off MassMAPSC = Maximum Approved Passenger Seating Conf igurat ion

2 The parameters to be recorded should meet, as far as practicable, the performance specifications (designated ranges, sampling intervals, accuracy limits and minimum resolution in read-out) defined in the relevant tables of EUROCAE Minimum Operational Performance Specification for Flight Data Recorder Systems, Document ED 55 dated May 1990. The remarks columns of those tables are acceptable means of compliance to the parameter specifications.

3 For aeroplanes with novel or unique design or operational characteristics, the additional parameters should be those required in accordance with JAR 25.1459(e) during type or supplemental type certification or validation.

4 If recording capacity is available, as many of the additional parameters specified in table A1.5 of Document ED 55 dated May 1990 as possible should be recorded.

[Amdt. 4, 01.07.02]

ACJ OPS 1.715(g) Extensive Modifications of Aeroplane Systems See JAR-OPS 1.715(g)

The alleviation policy included in JAR-OPS 1.715(g) affects a small number of aeroplanes first issued with a C of A on or after 1 April 1998 that were either constructed prior to this date or to a specification in force just prior to this date. These aeroplanes may not comply fully with JAR-OPS 1.715, but are able to comply with JAR-OPS 1.720. In granting such an alleviation, the Authority should confirm that the above conditions

Amendment 7 2-K-5 01.09.04


01.09.04 2-K-6 Amendment 7

ACJ OPS 1.715(g) (continued)

[Amdt. 4, 01.07.02]

6. For the purpose of JAR-OPS 1.720(d)(1), 1.720(e)(1), 1.725(c)(2)(i) and 1.725(c)(3) a sensor is considered "readily available" when it is already available or can be easily incorporated.

5. For the purpose of JAR-OPS 1.720(d), 1.720(e), 1.725(c)(2) and 1.725(c)(3) "capacity available" refers to the space on both Flight Data Acquisition Unit and the flight data recorder not allocated for recording the required parameters, or the parameters recorded for the purpose of JAR-OPS 1.037 (Accident prevention and flight safety programme) as acceptable to the Authority.

c. Equipment software development.

b. The down-time period; and

a. The extent of the modification required

4. For the purpose of JAR-OPS 1.720(d), 1.720(e) and 1.725(c)(2), the alleviation should be acceptable only when adding the recording of missing parameters to the existing flight data recorder system would require a major upgrade of the system itself. Account should be taken of the following:

e. additional engine parameters (EPR, N1, EGT, fuel flow, etc.)

d. retardation information including brake application for use in the investigation of landing overruns or rejected take offs; and

iv) the identity of displayed pages from emergency procedures and checklists.

iii) warning and alerts;

ii) display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV, WXR, COMPOSITE, COPY, etc;

i) parameters selected by the flight crew relating to the desired flight path, e.g. barometric pressure setting, selected altitude, selected airspeed, decision height, and autoflight system engagement and mode indications if not recorded from another source;

c. operational information from electronic display systems, such as EFIS, ECAM or EICAS, with the following order of priority:

b. Any dedicated parameter relating to novel or unique design or operational characteristics of the aeroplane;

a. Remaining parameters in Table B of Appendix 1 to JAR-OPS 1.720 or JAR-OPS 1.725 as applicable;

3 For all aeroplanes, so far as practicable, when further recording capacity is available, the recording of the following additional parameters should be considered:

2 Flight data recorder systems, for which the recorded parameters do not comply with the performance specifications of Table 1 of Appendix 1 to ACJ OPS 1.720/1.725 (i.e. range, sampling intervals, accuracy limits and recommended resolution readout) may be acceptable to the Authority.

1 The parameters to be recorded should meet the performance specifications (designated ranges, recording intervals and accuracy limits) defined in Table 1 of Appendix 1 to ACJ OPS 1.720/1.725. Remarks in Table 1 of Appendix 1 to ACJ OPS 1.720/1.725 are acceptable means of compliance to the parameters requirements.

have been met and that compliance with JAR-OPS 1.715 would imply significant modifications to the aeroplane with a severe re-certification effort.

[Amdt. 4, 01.07.02]

ACJ OPS 1.720 /1.725 Flight Data Recorders See JAR-OPS 1.720 /1.725 See Appendix 1 to ACJ OPS 1.720 /1.725

SECTIO

N 2

JAR

-OPS 1 Subpart K

Date of First Issuance of

Individual Certificate

ACJ OPS 1.715, 1.720 and 1.725 Flight Data Recorders See JAR-OPS 1.715, 1.720 and 1.725

Summary table of applicable requirements and parameters recorded MCTOM

See Appendix 1 to JAR-OPS 1.725 See Appendix 1 to JAR-OPS 1.720

See Appendix 1 to JAR-OPS 1.715

TURBINE POWEREDAEROPLANES

• Table A (1.725)

param. 1 - 5; and

• For aeroplanes of a

type first type

certificated after

30.09.69 Table B

(1.725) param.

6 - 15b

TURBINE POWERED AEROPLANES

• Table A (1.725) param. 1 - 5; and

• For aeroplanes of a type first type certificated after 30.09.69 Table B

(1.725) param. 6 - 15b; and

• If sufficient capacity is available on FDR system remaining Table B

(1.725) parameters

ALL AEROPLANES

• Table A (1.720) param. 1 - 15b;

and

• Table B (1.720) param. 16 - 32

ALL AEROPLANES

• Table A1 (1.715) param.

1 - 17; and

• Table B (1.715) param.

18 - 32; and

• Table C (EFIS) param.

33 - 42; and

• Param. relating to novel or

unique design features

27 000 kg TURBINE POWERED AEROPLANES

Table A (1.725)

param. 1 - 5


Table A (1.725)

param. 1 - 5


• Table A (1.725) param.

1 - 5; and

• If sufficient capacity is

available on FDR system

Table B (1.725)

parameters 6 - 15b

ALL AEROPLANES

Table A (1.720)

param. 1 - 15b

ALL AEROPLANES

• Table A1 (1.715) param.

1 - 17; and


33 - 42; and



5 700 kg

No Requirement

No Requirement

No Requirement

No Requirement

MULTI-ENGINE TURBINE POWERED AEROPLANES

MASPC > 9 • Table A2 (1.715) param.

1 - 17; and


33 - 42; and



01.01.87 01.01.89 01.06.90 01.04.98

Note 3: MAPSC = Maximum Approved Passenger Seating Configuration Note 2: MCTOM = Maximum Certificated Take Off Mass Note 1: Alleviation not included in this table

[Ch. 1, 01.03.98; Amdt. 4, 01.07.02]

Am

endment 7

2-K-7

01.09.04


ACJ OPS 1.727 Combination recorders See JAR-OPS 1.727

When two combination recorders are installed, one should be located near the cockpit, in order to minimise the risk of a data loss due to the failure of the wiring that gather data to the recorder. The other should be located at the rear of the aeroplane in order to minimise the risk of a data loss due to recorder damage in the case of a crash.

[Amdt. 4, 01.07.02]

[ACJ OPS 1.730(a)(3) Seats, seat safety belts, harnesses and child restraint devices (See JAR-OPS 1.730(a)(3))

1. General

A child restraint device (CRD) is considered to be acceptable if:

a) It is a ‘supplementary loop belt’ manufactured with the same techniques and the same materials of the approved safety belts; or

b) It complies with paragraph 2.

2. Acceptable CRDs

Provided the CRD can be installed properly on the respective aircraft seat, the following CRDs are considered “acceptable”:

2.1 Types of CRDs

a) CRDs approved for use in aircraft only by any JAA authority, the FAA or Transport Canada (on the basis of a national technical standard) and marked accordingly.

b) CRDs approved for use in motor vehicles according to the UN standard ECE R 44, -03 or later series of Amendments; or

c) CRDs approved for use in motor vehicles and aircraft according to Canadian CMVSS 213/213.1; or

d) CRDs approved for use in motor vehicles and aircraft according to US FMVSS No 213 and are manufactured to these standards on or after February 26, 1985. US approved CRDs manufactured after this date must bear the following labels in red lettering:

1) “THIS CHILD RESTRAINT SYSTEM CONFORMS TO ALL APPLICABLE FEDERAL MOTOR VEHICLE SAFETY STANDARDS“ and

2) “THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT“.

e) CRDs qualified for use in aircraft according to the German “Qualification Procedure for Child Restraint Systems for Use in Aircraft“ (TÜV Doc.: TÜV/958-01/2001).

2.2 Devices approved for use in cars manufactured and tested to standards equivalent to those listed in 2.1 (a) to (e) inclusive, which are acceptable to the NAA. The device must be marked with an associated qualification sign, which shows the name of the qualification organisation and a specific identification number, related to the associated qualification project.

2.3 The qualifying organization shall be a competent and independent organization that is acceptable to the national JAA authority.

3. Location

3.1 Forward facing CRDs may be installed on both forward and rearward facing passenger seats but only when fitted in the same direction as the passenger seat on which it is positioned. Rearward facing CRDs can only be installed on forward facing passenger seats. A CRD may not be installed within the radius of action of an airbag, unless it is obvious that the airbag is de-activated or it can be demonstrated that there is no negative impact from the airbag.

3.2 A child in a restraint device should be located as near to a floor level exit as feasible.

01.09.05 2-K-8 Amendment 9



3.3 A child in a restraint device should be seated in accordance with JAR-OPS 1.280 and IEM OPS 1.280, “Passenger Seating“ so as to not hinder evacuation for any passenger.

3.4 A child in a restraint device should neither be located in the row leading to an emergency exit nor located in a row immediately forward or aft of an emergency exit. A window passenger seat is the preferred location. An aisle passenger seat or a cross aisle passenger seat is not recommended. Other locations may be acceptable provided the access of neighbour passengers to the nearest aisle is not obstructed by the CRD.

3.5 In general, only one CRD per row segment is recommended. More than one CRD per row segment is allowed if the children are from the same family or travelling group provided the children are accompanied by a responsible person sitting next to them.

3.6 A Row Segment is the fraction of a row separated by two aisles or by one aisle and the aircraft fuselage.

4. Installation

4.1 CRDs shall only be installed on a suitable aircraft seat with the type of connecting device they are approved or qualified for. E.g., CRDs to be connected by a three point harness only (most rearward facing baby CRDs currently available) shall not be attached to an aircraft seat with a lap belt only, a CRD designed to be attached to a vehicle seat by means of rigid bar lower anchorages (ISO-FIX or US equivalent) only, shall only be used on aircraft seats that are equipped with such connecting devices and shall not be attached by the aircraft seat lap belt. The method of connecting must be clearly shown in the manufacturer’s instructions to be provided with each CRD.

4.2 All safety and installation instructions must be followed carefully by the responsible person accompanying the infant. Cabin crew should prohibit the use of any inadequately installed CRD or not qualified seat.

4.3 If a forward facing CRD with a rigid backrest is to be fastened by a lap belt, the restraint device should be fastened when the backrest of the passenger seat on which it rests is in a reclined position. Thereafter, the backrest is to be positioned upright. This procedure ensures better tightening of the CRD on the aircraft seat if the aircraft seat is reclinable.

4.4 The buckle of the adult safety belt must be easily accessible for both opening and closing, and must be in line with the seat belt halves (not canted) after tightening.

4.5 Forward facing restraint devices with an integral harness must not be installed such that the adult safety belt is secured over the child.

5. Operation

5.1 Each CRD shall remain secured to a passenger seat during all phases of flight, unless it is properly stowed when not in use.

5.2 Where a CRD is adjustable in recline it must be in an upright position for all occasions when passenger restraint devices are required to be used according to JAR-OPS 1.320(b)(1).]

[Amdt. 9, 01.09.05]

AMC OPS 1.745 First-Aid Kits See JAR-OPS 1.745

The following should be included in the First-Aid Kits:

Bandages (unspecified) Burns dressings (unspecified) Wound dressings, large and small Adhesive tape, safety pins and scissors Small adhesive dressings Antiseptic wound cleaner Adhesive wound closures

Amendment 9 2-K-9 01.09.05



Adhesive tape Disposable resuscitation aid Simple analgesic e.g. paracetamol Antiemetic e.g. cinnarizine Nasal decongestant First-Aid handbook Gastrointestinal antacid + Anti-diarrhoeal medication e.g. Loperamide + Ground/Air visual signal code for use by survivors. Disposable Gloves

A list of contents in at least 2 languages (English and one other). This should include information on the effects and side effects of drugs carried.

NOTE: An eye irrigator whilst not required to be carried in the first-aid kit should, where possible, be available for use on the ground.

+ For aeroplanes with more than 9 passenger seats installed.

[Amdt. 7, 01.09.04]

AMC OPS 1.755 Emergency Medical Kit See JAR-OPS 1.755

The following should be included in the emergency medical kit carried in the aeroplane:

Sphygmomanometer – non mercury Stethoscope Syringes and needles Oropharyngeal airways (2 sizes) Tourniquet Coronary vasodilator e.g. nitro-glycerine Anti-spasmodic e.g. hyoscine Epinephrine 1:1 000 Adrenocortical steroid e.g. hydrocortisone Major analgesic e.g. nalbuphine Diuretic e.g. furosemide Antihistamine e.g. diphenhydramine hydrochloride Sedative/anticonvulsant e.g. diazepam Medication for Hypoglycaemia hypertonic glucose and/or glucagon Antiemetic e.g. metoclopramide Atropine Digoxin Disposable Gloves Bronchial Dilator – injectable and inhaled form Needle Disposal Box Catheter

A list of contents in at least 2 languages (English and one other). This should include information on the effects and side effects of drugs carried.

[Amdt. 7, 01.09.04]

IEM OPS 1.760 First-aid Oxygen See JAR-OPS 1.760

1 First aid oxygen is intended for those passengers who, having been provided with the supplemental oxygen required under JAR-OPS 1.770, still need to breathe undiluted oxygen when the amount of supplemental oxygen has been exhausted.

01.09.05 2-K-10 Amendment 9



2 When calculating the amount of first-aid oxygen, an operator should take into account the fact that, following a cabin depressurisation, supplemental oxygen as calculated in accordance with Appendix 1 to JAR-OPS 1.770 should be sufficient to cope with hypoxic problems for:

a. all passengers when the cabin altitude is above 15 000 ft; and

b. a proportion of the passengers carried when the cabin altitude is between 10 000 ft and 15 000 ft.

3 For the above reasons, the amount of first-aid oxygen should be calculated for the part of the flight after cabin depressurisation during which the cabin altitude is between 8 000 ft and 15 000 ft, when supplemental oxygen may no longer be available.

4 Moreover, following cabin depressurisation an emergency descent should be carried out to the lowest altitude compatible with the safety of the flight. In addition, in these circumstances, the aeroplane should land at the first available aerodrome at the earliest opportunity.

5 The conditions above should reduce the period of time during which the first-aid oxygen may be required and consequently should limit the amount of first-aid oxygen to be carried on board.

[Amdt. 3, 01.12.01]

IEM OPS 1.770 Supplemental Oxygen – Pressurised Aeroplanes See JAR-OPS 1.770

1 A quick donning mask is the type of mask that:

a. Can be placed on the face from its ready position, properly secured, sealed, and supplying oxygen upon demand, with one hand and within 5 seconds and will thereafter remain in position, both hands being free;

b. Can be put on without disturbing eye glasses and without delaying the flight crew member from proceeding with assigned emergency duties;

c. After being put on, does not prevent immediate communication between the flight crew members and other crew members over the aeroplane intercommunication system;

d. Does not inhibit radio communications.

2 In determining the supplemental oxygen for the routes to be flown, it is assumed that the aeroplane will descend in accordance with the emergency procedures specified in the Operations Manual, without exceeding its operating limitations, to a flight altitude that will allow the flight to be completed safely (ie. flight altitudes ensuring adequate terrain clearance, navigational accuracy, hazardous weather avoidance etc.)

ACJ OPS 1.770(b)(2)(v) Supplemental Oxygen - Pressurised Aeroplanes (Not certificated to fly above 25 000 ft) See JAR-OPS 1.770 (b)(2)(v)

1 With respect to JAR-OPS 1.770(b)(2)(v) the maximum altitude up to which an aeroplane can operate, without a passenger oxygen system installed and capable of providing oxygen to each cabin occupant, should be established using an emergency descent profile which takes into account the following conditions:

a. 17 seconds time delay for pilot’s recognition and reaction including mask donning, for trouble shooting and configuring the aeroplane for the emergency descent;

b. maximum operational speed (VMO) or the airspeed approved in the Aeroplane Flight Manual for emergency descent, whichever is the less;

c. all engines operative;

d. the estimated mass of the aeroplane at the top of climb.

Amendment 9 2-K-11 01.09.05


ACJ OPS 1.770(b)(2)(v) (continued)

1.1 Emergency descent data (charts) established by the aeroplane manufacturer and published in the Aeroplane Operating Manual and/or Aeroplane Flight Manual should be used to ensure uniform application of the rule.

2 On routes where the oxygen is necessary to be carried for 10% of the passengers for the flight time between 10 000ft and 13 000ft the oxygen may be provided either:

a. by a plug-in or drop-out oxygen system with sufficient outlets and dispensing units uniformly distributed throughout the cabin so as to provide oxygen to each passenger at his own discretion when seated on his assigned seat; or:

b. by portable bottles when a fully trained cabin crew member is carried on board of each such flight.

[Amdt. 3, 01.12.01]

AMC OPS 1.790 Hand Fire Extinguishers See JAR-OPS 1.790

1 The number and location of hand fire extinguishers should be such as to provide adequate availability for use, account being taken of the number and size of the passenger compartments, the need to minimise the hazard of toxic gas concentrations and the location of toilets, galleys etc. These considerations may result in the number being greater than the minimum prescribed.

2 There should be at least one fire extinguisher suitable for both flammable fluid and electrical equipment fires installed on the flight deck. Additional extinguishers may be required for the protection of other compartments accessible to the crew in flight. Dry chemical fire extinguishers should not be used on the flight deck, or in any compartment not separated by a partition from the flight deck, because of the adverse effect on vision during discharge and, if non-conductive, interference with electrical contacts by the chemical residues.

3 Where only one hand fire extinguisher is required in the passenger compartments it should be located near the cabin crew member’s station, where provided.

4 Where two or more hand fire extinguishers are required in the passenger compartments and their location is not otherwise dictated by consideration of paragraph 1 above, an extinguisher should be located near each end of the cabin with the remainder distributed throughout the cabin as evenly as is practicable.

5 Unless an extinguisher is clearly visible, its location should be indicated by a placard or sign. Appropriate symbols may be used to supplement such a placard or sign.

AMC OPS 1.810 Megaphones See JAR-OPS 1.810

Where one megaphone is required, it should be readily accessible from a cabin crew member’s assigned seat. Where two or more megaphones are required, they should be suitably distributed in the passenger cabin(s) and readily accessible to crew members assigned to direct emergency evacuations. This does not necessarily require megaphones to be positioned such that they can be reached by a crew member when strapped in a cabin crew member’s seat.

[ ]

[Amdt. 9, 01.09.05]

01.09.05 2-K-12 Amendment 9


[ACJ OPS 1.820 Emergency Locator Transmitter (ELT) See JAR-OPS 1.820, JAR-OPS 1.830(c) and JAR-OPS 1.835(b)

1. An Emergency Locator Transmitter (ELT) is a generic term describing equipment which broadcasts distinctive signals on designated frequencies and, depending on application, may be activated by impact or be manually activated. An ELT is one of the following:

a. Automatic Fixed (ELT(AF)). An automatically activated ELT which is permanently attached to an aircraft;

b. Automatic Portable (ELT(AP)). An automatically activated ELT which is rigidly attached to an aircraft but readily removable from the aircraft;

c. Automatic Deployable (ELT(AD)). An ELT which is rigidly attached to the aircraft and which is automatically deployed and activated by impact, and, in some cases, also by hydrostatic sensors. Manual deployment is also provided;

d. Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed so as to facilitate its ready use in an emergency, and manually activated by survivors.

2. An automatic portable ELT, (ELT(AP)), as installed in accordance with JAR-OPS 1.820, may be used to replace one ELT(S) provided that it meets the ELT(S) requirements. A water activated ELT(S) is not an ELT(AP).]

[Amdt. 9, 01.09.05]

IEM OPS 1.825 Life Jackets See JAR-OPS 1.825

For the purpose of JAR-OPS 1.825, seat cushions are not considered to be flotation devices.

AMC OPS 1.830(b)(2) Life-rafts and ELT for extended overwater flights See JAR-OPS 1.830(b)(2)

1 The following should be readily available with each life-raft:

a. Means for maintaining buoyancy;

b. A sea anchor:

c. Life-lines, and means of attaching one life-raft to another;

d. Paddles for life-rafts with a capacity of 6 or less;

e. Means of protecting the occupants from the elements;

f. A water resistant torch;

g. Signalling equipment to make the pyrotechnical distress signals described in ICAO Annex 2;

h. 100 g of glucose tablet for each 4, or fraction of 4, persons which the life-raft is designed to carry:

i. At least 2 litres of drinkable water provided in durable containers or means of making sea water drinkable or a combination of both; and

j. First-aid equipment.

2 As far as practicable, items listed above should be contained in a pack.

[Amdt. 3, 01.12.01]

Amendment 9 2-K-13 01.09.05


[ ]

[Amdt. 9, 01.09.05]

IEM OPS 1.835 Survival Equipment See JAR-OPS 1.835

1 The expression ‘Areas in which search and rescue would be especially difficult’ should be interpreted in the context of this JAR as meaning:

a. Areas so designated by the State responsible for managing search and rescue; or

b. Areas that are largely uninhabited and where:

i. The State responsible for managing search and rescue has not published any information to confirm that search and rescue would not be especially difficult; and

ii. The State referred to in (a) above does not, as a matter of policy, designate areas as being especially difficult for search and rescue.

AMC OPS 1.835(c) Survival Equipment See JAR-OPS 1.835(c)

1 At least the following survival equipment should be carried when required:

a. 2 litres of drinkable water for each 50, or fraction of 50, persons on board provided in durable containers;

b. One knife;

c. One set of Air/Ground codes;

In addition, when polar conditions are expected, the following should be carried:

d. A means for melting snow;

e. Sleeping bags for use by 1/3 of all persons on board and space blankets for the remainder or space blankets for all passengers on board;

f. 1 Arctic/Polar suit for each crew member carried.

2 If any item of equipment contained in the above list is already carried on board the aeroplane in accordance with another requirement, there is no need for this to be duplicated.

[Amdt. 3, 01.12.01]


01.09.05 2-K-14 Amendment 9

JAR

-OPS 1 Subpart K

SEC

TION

2

Appendix 1 to ACJ OPS 1.720 /1.725 Parameters to be recorded See ACJ OPS 1.720 /1.725 TABLE 1 – Parameters Performance Specifications

Serial No.

Parameter RangeSampling Interval in seconds

Accuracy limits (sensor input compared to FDR readout)

Recommended Resolution in readout

Remarks

1 Time or relative time count 24 hours 4 ±0·125% per hour 1 second UTC time preferred where available, otherwise

elapsed time

2 Pressured altitude -1 000 ft to maximum certificated altitude of aircraft +5000 ft 1 ±100 ft to ±700 ft 5 ft For altitude record error see JAR JTSO C124

3 Indicated airspeed 50 kt to max VSO Max VSO to 1·2 Vd

1 ±5% ±3 % 1kt

Vso stalling speed or minimum steady flight speed in the landing configuration VdF design diving speed

4 Heading 360º 1 ±2º 0·5º

5 Normal acceleration -3 g to +6 g 0·125 ± 0·125 ±1% of maximum range excluding a datum error of ± 5% 0·004 g

6 Pitch attitude ±75º 1 ±2º 0·5º

7 Roll attitude ±180º 1 ±2º 0·5º

8 Manual radio transmission keying Discrete 1 - -

On-off (one discrete). An FDR/CVR time synchronisation signal complying with EUROCAE Document ED55 dated May 1990 paragraph 4.2.1 is an acceptable alternative means of compliance

9 Power on each engine Full range Each engine each second ±2% 0·2% of full range

Sufficient parameters e.g. EPR/N, or Torque/Np as appropriate to the particular engine should be recorded to determine power


Full range or each discrete position 2 ±5% or as pilot’s indicator 0·5% of full range


Full range or each discrete position 2 - 0·5% of full range

12 Thrust reverser position Stowed, in transit, and reverse Each reverser

each second ±2% unless higher accuracy uniquely required -

13 Ground spoiler and/or speed brake selection Full range or each discrete position 1 ±2º 0·2% of full range

14 Outside air temperatures or Total air temperature

Sensor range 2 - 0·3º

15a 15b

Autopilot engagement status Autopilot operating modes, autothrottle and AFCS systems engagement status and operating modes

A suitable combination of discretes 1 -

Am

endment 9

2-K-15

01.09.05

Serial No.

Parameter Range Sampling Interval in seconds

Accuracy limits (sensor input compared to FDR readout)

Recommended Resolution in readout

Remarks

16 Longitudinal acceleration ± 1 g 0·25 ± 1·5% of maximum range

excluding a datum error of ± 5% 0·004 g

17 Lateral acceleration ±1 g 0·25 ±1·5% of maximum range

excluding a datum error of ±5% 0·004 g

18

Primary flight controls. Control surface positions and/or pilot input (pitch, roll, yaw)

Full range 1 ±2º unless higher accuracy uniquely required 0·2% of full range

For aeroplanes with conventional control systems ‘or’ applies For aeroplanes with non-mechanical control systems ‘and’ applies For aeroplanes with split surfaces a suitable combination of inputs is acceptable in lieu of recording each surface separately

19 Pitch trim position Full range 1 ±3% unless higher accuracy uniquely required 0·3% of full range

20 Radio altitude -20 ft to +2500 ft 1 ±2 ft or ±3% whichever is greater below 500 ft and ±5% above 500 ft

1 ft below 500 ft, 1 ft +5% of full range above 500 ft

As installed. Accuracy limits are recommended

21 Glide path deviation Signal range 1 ±3% 0·3% of full range As installed. Accuracy limits are recommended

22 Localiser deviation Signal range 1 ±3% 0·3% of full range As installed. Accuracy limits are recommended

23 Marker beacon passage Discrete 1 – – A single discrete is acceptable for all markers

24 Master warning Discrete 1 – –

25 NAV 1 and 2 frequency selection Full range 4 As installed –

26 DME 1 and 2 distance 0-200 nm 4 As installed – Recording of latitude and longitude from INS or other navigation system is a preferred alternative

27 Landing gear squat switch status Discrete 1 – –

28 Ground proximity warning system (GPWS)

Discrete 1 – –

29 Angle of attack Full range 0·5 As installed 0·3% of full range

30 Hydraulics Discrete(s) 2 – –

31 Navigation data As installed 1 As installed –

32 Landing gear or gear selector position Discrete 4 As installed –

SECTIO

N 2

JAR

-OPS 1 Subpart K

Appendix 1 to A

MC

OP

S 1.720(c)/1.725(c)

01.09.05 2-K

-16 A

mendm

ent 9

Am

endment 9

2-K-17

01.09.05

JAR

-OPS 1 Subpart

SECTIO

N 2

Appendix 1 to A

MC

OP

S 1.720(c)/1.725(c)

TABLE B – Additional information to be considered

(a) Operational information from electronic display systems, such as Electronic Flight Instruments Systems (EFIS), Electronic Centralised Aircraft Monitor (ECAM) and Engine Indications and Crew Alerting System (EICAS). Use the following order of priority:

1. Parameters selected by the flight crew relating to the desired flight path, e.g. barometric pressure setting, selected altitude, selected airspeed,

decision height, and autoflight system engagement and mode indications if not recorded from another source; 2. Display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV, WXR, COMPOSITE, COPY; 3. Warnings and alerts; 4. The identity of displayed pages for emergency procedures and checklists.

(b) Retardation information including brake application for use in the investigation of landing over-runs and rejected take-offs; and (c) Additional engine parameters (EPR, N1 EGT, fuel flow, etc.).


01.09.05 2-K-18 Amendment 9


SECTION 2 JAR-OPS 1 Subpart L

ACJ/AMC/IEM L — COMMUNICATION AND NAVIGATION EQUIPMENT

IEM OPS 1.845 Communication and Navigation Equipment - Approval and Installation See JAR-OPS 1.845

1 For Communication and Navigation Equipment required by JAR-OPS 1 Subpart L, “Approved” means that compliance with the applicable JTSO design requirements and performance specifications, or equivalent, in force at the time of the equipment approval application, has been demonstrated. Where a JTSO does not exist, the applicable airworthiness standards or equivalent apply unless otherwise prescribed in JAR-OPS 1 or JAR-26.

2 “Installed” means that the installation of Communication and Navigation Equipment has been demonstrated to comply with the applicable airworthiness requirements of JAR-23/JAR-25, or the relevant code used for Type Certification, and any applicable requirement prescribed in JAR-OPS 1.

3 Communication and Navigation Equipment approved in accordance with design requirements and performance specifications other than JTSOs, before the applicability dates prescribed in JAR-OPS 1.001(b), are acceptable for use or installation on aeroplanes operated for the purpose of commercial air transportation provided that any relevant JAR-OPS requirement is complied with.

4 When a new version of a JTSO (or of a specification other than a JTSO) is issued, Communication and Navigation Equipment approved in accordance with earlier requirements may be used or installed on aeroplanes operated for the purpose of commercial air transportation provided that such Communication and Navigation Equipment are operational, unless removal from service or withdrawal is required by means of an amendment to JAR-OPS 1 or JAR-26.

[Ch. 1, 01.03.98]

AMC OPS 1.865 Combinations of Instruments and Integrated Flight Systems See JAR-OPS 1.865

Individual requirements of JAR-OPS 1.865 may be met by combinations of instruments or by integrated flight systems or by a combination of parameters on electronic displays provided that the information so available to each required pilot is not less than that provided by the instruments and associated equipment specified.

[ACJ OPS 1.865(c)(1)(i) IFR operations without ADF system See JAR-OPS 1.865(c)(1)(i)

1 To perform IFR operations without an ADF system installed, an operator should consider the following guidelines on equipment carriage, operational procedures and training criteria.

2 The removal/non installation of ADF equipment from an aeroplane may only be done where it is not essential for navigation, provided that alternative equipment giving equivalent or enhanced navigation capability is carried. This may be accomplished by the carriage of an additional VOR receiver or a GNSS receiver approved for IFR operations.

3 For IFR operations without ADF, an operator should ensure that:

a. route segments that rely solely on ADF for navigation are not flown;

b. a firm commitment is made not to fly any ADF/NDB procedures;

c. that the MEL has been amended to take account of the non-carriage of ADF;

d. that the Operations Manual does not reference any procedures based on NDB signals for the aeroplanes concerned;

e. that flight planning and dispatch procedures are consistent with the above mentioned criteria. ]

Amendment 7 2-L-1 01.09.04

JAR-OPS 1 Subpart L SECTION 2

01.09.04 2-L-2 Amendment 7

ACJ OPS 1.865(c)(1)(i) (continued)

[ 4 The removal of ADF should be taken into account by the operator in the initial and recurrent training of flight crew.]

[Amdt. 7, 01.09.04]

ACJ OPS 1.865(e) FM Immunity Equipment Standards See JAR-OPS 1.865(e)

1 FM immunity performance Standards for ILS Localiser, VOR receivers and VHF communication receivers have been incorporated in ICAO Annex 10, Volume I - Radio Navigation Aids Fifth Edition dated July 1996, Chapter 3, Paragraphs 3.1.4, 3.3.8 and Volume III, Part II - Voice Communications Systems, Paragraph 2.3.3.

2 Acceptable equipment standards, consistent with ICAO Annex 10, are contained in EUROCAE Minimum Operational Performance Specifications, documents ED-22B for VOR receivers, ED-23B for VHF communication receivers and ED-46B for LOC receivers and the corresponding RTCA documents DO-186, DO-195 and DO-196.

[Amdt. 3, 01.12.01]

[ACJ] OPS 1.870 Additional Navigation Equipment for operations in MNPS Airspace See JAR-OPS 1.870

1 A Long Range Navigation System may be one of the following:

a. One Inertial Navigation System (INS).

b. One [Global Navigation Satellite System (GNSS)].

c. One navigation system using inputs from one or more Inertial Reference Systems (IRS), [ ] or any other MNPS approved sensor system.

2 [To conform to the Long Range Navigation System Specification, a GNSS and its operational use should be approved in accordance with the relevant requirements for MNPS airspace.]

[3] An integrated navigation system which offers equivalent functional availability, integrity and redundancy, when approved may, for the purpose of this requirement, be considered as two independent Long Range Navigation Systems.

[Amdt. 7, 01.09.04]


SECTION 2 JAR-OPS 1 Subpart M

ACJ/AMC/IEM M – AEROPLANE MAINTENANCE

IEM OPS 1.875 Introduction See JAR-OPS 1.875

1. Reference to aeroplanes includes the components fitted to or intended to be fitted to the aeroplane.

2. The performance of de-icing and anti-icing activities does not require a JAR-145 approval.

[Amdt. 2, 01.07.00]

IEM OPS 1.885(a) Application for and approval of the Operator’s Maintenance See JAR-OPS 1.885(a)

1 The Authority does not expect the documents listed in JAR-OPS 1.185(b) to be submitted in a completed state with the initial application for grant or variation since each will require approval in its own right and may be subject to amendment as a result of Authority assessment during the technical investigations. Draft documents should be submitted at the earliest opportunity so that investigation of the application can begin. Grant or variation cannot be achieved until the Authority is in possession of completed documents.

2 This information is required to enable the Authority to conduct its investigation into the application, to assess the volume of maintenance work necessary and the locations at which it will be accomplished.

3 The applicant should inform the Authority where base and scheduled line maintenance is to take place and give details of any contracted maintenance which is in addition to that provided in response to JAR-OPS 1.895(a) or (c).

4 At the time of application, the Operator should have arrangements for all base and scheduled line maintenance in place for an appropriate period of time, as acceptable to the Authority. The operator should establish further arrangements in due course before the maintenance is due.

Base maintenance contracts for high-life time checks may be based on one time contracts, when the Authority considers that this is compatible with the operator’s fleet size.

[Amdt. 2, 01.07.00]

IEM OPS 1.885(b) Application for and approval of the Operator’s Maintenance System See JAR-OPS 1.885(b)

1 The approval of an operator’s maintenance system will be indicated by means of a statement containing the following information:

a. Air Operator Certificate number;

b. Name of the Operator;

c. Type(s) of aeroplane for which the maintenance system has been accepted;

d. Reference identification of the operator’s approved aeroplane maintenance programme(s) related to (c) above;

e. Reference identification of the operators approved maintenance management exposition; and

f. Any limitations imposed by the Authority on the grant or variation.

NOTE: Approval may be limited to specified aeroplanes, to specific locations or by other means like operational limitations if considered

necessary by the Authority in the interests of safe operation.

Amendment 7 2-M-1 01.09.04

JAR-OPS 1 Subpart M SECTION 2

AMC OPS 1.890(a) Maintenance Responsibility See JAR-OPS 1.890(a

1 The requirement means that the operator is responsible for determining what maintenance is required, when it has to be performed and by whom and to what standard, in order to ensure the continued airworthiness of the aircraft being operated.

2 An operator should therefore have adequate knowledge of the design status (type specification, customer options, AD’s, modifications, operational equipment) and required and performed maintenance. Status of aeroplane design and maintenance should be adequately documented to support the performance of the quality system (See JAR-OPS 1.900).

3 An operator should establish adequate co-ordination between flight operations and maintenance to ensure that both will receive all information on the condition of the aircraft necessary to enable both to perform their tasks.

4 The requirement does not mean that an operator himself performs the maintenance (this is to be done by a JAR-145 Approved Maintenance Organisation (See JAR-OPS 1.895) but that the operator carries the responsibility for the airworthy condition of aircraft it operates and thus should be satisfied before the intended flight that all required maintenance has been properly carried out.

5 When an operator is not appropriately approved in accordance with JAR-145, the operator should provide a clear work order to the maintenance contractor. The fact that an operator has contracted a JAR-145 Approved Maintenance Organisation should not prevent him from checking at the maintenance facilities on any aspect of the contracted work if he wishes to do so to satisfy his responsibility for the airworthiness of the aircraft.

AMC OPS 1.890(a)(1) Maintenance Responsibility See JAR-OPS 1.890(a)(1)

1 With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure that the aeroplane is fit to make the intended flight. These should typically include but are not necessarily limited to:

a. A walk-around type inspection of the aeroplane and its emergency equipment for condition including, in particular, any obvious signs of wear, damage or leakage. In addition, the presence of all required emergency equipment should be established.

b. Inspection of the Technical log to ensure that the intended flight is not adversely affected by any outstanding deferred defects and that no required maintenance action shown in the maintenance statement is overdue or will become due during the flight.

c. That consumable fluids, gases etc. uplifted prior to flight are of the correct specification, free from contamination, and correctly recorded.

d. That all doors are securely fastened.

e. Control surface and landing gear locks, pitot/static covers, restraint devices and engine/aperture blanks have been removed.

f. That all the aeroplane’s external surfaces and engines are free from ice, snow, sand, dust etc.

2 Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the preflight inspection, if acceptable to the Authority. The related pre-flight inspection instructions should address the procedures to determine where the necessary uplift or inflation results from an abnormal consumption and possibly requires additional maintenance action by the JAR-145 approved/accepted Maintenance Organisation.

3 An operator should publish guidance to maintenance and flight personnel and any other personnel performing pre-flight inspection tasks, as appropriate, defining responsibilities for these actions and, where tasks are contracted to other organisations, how their accomplishment is subject to the quality system of JAR-OPS 1.900. It should be demonstrated to the Authority that preflight inspection personnel have received

01.09.04 2-M-2 Amendment 7



appropriate training for the relevant preflight inspections tasks. The training standard for personnel performing the preflight inspection should be described in the Operator’s Maintenance Management Exposition.

[Amdt. 2, 01.07.00]

IEM OPS 1 890(a)(1) Maintenance Responsibility See JAR-OPS 1.890(a)(1)

The fact that the performance of pre flight inspections is an Operator’s maintenance responsibility does not necessarily means that such personnel performing pre-flight inspection tasks report to the Nominated Postholder for Maintenance, but that the Nominated postholder for Maintenance is responsible for determining the content of the pre flight inspection and setting the qualification standard of the involved personnel. In addition, compliance with the qualification standard should be monitored by the Operator’s Quality System.

[Amdt. 2, 01.07.00]


The Operator should have a system to ensure that all defects affecting the safe operation of the aeroplane are rectified within the limits prescribed by the approved MEL or CDL as appropriate and that no postponement of such a defect rectification can be permitted unless with the Operator’s agreement and in accordance with a procedure approved by the Authority.

[Amdt. 2, 01.07.00]

AMC OPS 1.890(a)(3) Maintenance Responsibility See JAR - OPS 1.890(a)(3)

The Operator should have a system to ensure that all aeroplane maintenance checks are performed within the limits prescribed by the approved aeroplane maintenance programme and that, whenever a maintenance check cannot be performed within the required time limit, its postponement is allowed with the Operator’s agreement and in accordance with a procedure approved by the Authority.

[Amdt. 2, 01.07.00]


An operator should have a system to analyse the effectiveness of the maintenance programme, with regard to spares, established defects, malfunctions and damage, and to amend the maintenance programme (this amendment will involve the approval of the Authority unless the operator has been approved to amend the maintenance programme without direct involvement of the Authority).

Amendment 7 2-M-3 01.09.04


IEM OPS 1.890(a)(5) Maintenance Responsibility See JAR - OPS 1.890(a)(5) “Any other continued airworthiness requirement made mandatory by the Authority” includes Type Certification related requirements such as: Certification Maintenance Requirements (CMR’s), Life Limited Parts, Airworthiness Limitations, etc...

[Amdt. 2, 01.07.00]


An operator should establish a policy, and work to that policy, to assess non-mandatory information related to the airworthiness of the aircraft, such as Service Bulletins, Service Letters and other information on the aircraft and its components from the design organisation, the manufacturer or the related airworthiness authorities.

AMC OPS 1.895(a) Maintenance Management See JAR-OPS 1.895(a)

1 The requirement is intended to provide for the possibility of the following three alternative options:

a. An operator to be approved in accordance with JAR-145 to carry out all maintenance of the aeroplane and aeroplane components;

b. An operator to be approved in accordance with JAR-145 to carry out some of the maintenance of the aeroplane and aeroplane components. This, at minimum, could be limited line maintenance but may be considerably more but still short of option (a);

c. An operator not approved in accordance with JAR-145 to carry out any maintenance.

2 An operator or prospective operator may apply for any one of these options but it will be for the Authority to determine which option may be accepted in each particular case.

2.1 To make this determination the Authority will apply the primary criteria of relevant operator experience if carrying out some or all maintenance on comparable aeroplanes. Therefore where an operator applies for option (a) – all maintenance – the Authority will need to be satisfied that the operator has sufficient experience of carrying out all maintenance on a comparable type. For example, assuming that the experience is judged satisfactory, then it is reasonable from the maintenance viewpoint to add a different wide bodied aircraft to an existing wide bodied fleet. If the experience is not satisfactory or too limited the Authority may choose either to require more experienced management and/or more experienced release to service staff or may refuse to accept the new wide bodied aircraft if extra experienced staff cannot be found. Option (b) or (c) may be possible alternatives.

2.2 Where an operator applies for option (b) – some maintenance, or the Authority has been unable to accept an application for option (a) – then satisfactory experience is again the key but in this case the satisfactory experience is related to the reduced maintenance of this option. If the experience is not satisfactory or too limited the Authority may choose to require more experienced staff or may refuse to accept the application if such staff cannot be found. Option (c) may be the possible alternative. Option (c) accepts that the operator either does not have satisfactory experience or has only limited experience of some maintenance.

2.3 The Authority will require an operator to enter into a contract with an appropriately approved JAR-145 organisation except that in some cases where the Authority believes that it is possible to obtain sufficient satisfactorily experienced staff to provide the minimal maintenance support for option (b), in which case option (b) would apply.

01.09.04 2-M-4 Amendment 7


AMC OPS 1.895(a) (continued)

2.4 In respect of this paragraph, ‘experience’ means staff who have proven evidence that they were directly involved with at least line maintenance of similar aircraft types for not less than 12 months. Such experience should be demonstrated to be satisfactory. An operator is required to have enough personnel meeting the requirement of JAR-OPS 1.895(b) to manage the maintenance responsibility whichever option is used.

AMC OPS 1.895(b) Maintenance Management See JAR-OPS 1.895(b)

1 The person or group of persons employed should represent the maintenance management structure of the operator (for maintenance) and be responsible for all maintenance functions. Dependent on the size of the operation and the organisational set-up, the maintenance functions may be divided under individual managers or combined in nearly any number of ways. This includes combining the functions of ‘accountable manager’ (see JAR-OPS 1.175(h)), the ‘nominated postholder’ (see JAR-OPS 1.175(i)) and the quality monitoring function (see JAR-OPS 1.900) so long as the quality monitoring function remains independent of the functions to be monitored. In the smallest organisation this may lead to the quality monitoring function being performed by the accountable manager if suitably qualified. Consequently the smallest organisation consists of at least two persons except that the Authority may agree to the quality monitoring function being sub-contracted to another operator’s quality monitoring department or a suitably qualified independent person acceptable to the Authority.

2 The actual number of persons to be employed and their necessary qualifications is dependent upon the tasks to be performed and thus dependent on the size and complexity of the operation (route network, line or charter, ETOPS, number of aircraft and the aircraft types, complexity of the aircraft and their age), number and locations of maintenance facilities and the amount and complexity of maintenance contracting. Consequently, the number of persons needed, and their qualifications, may differ greatly from one operator to another and a simple formula covering the whole range of possibilities is not feasible.

3 To enable the Authority to accept the number of persons and their qualifications, an operator should make an analysis of the tasks to be performed, the way in which he intends to divide and/or combine these tasks, indicate how he intends to assign responsibilities and establish the number of man/hours and the qualifications needed to perform the tasks. With significant changes in the aspects relevant to the number and qualifications of persons needed, this analysis should be updated.

4 The authority does not necessarily expect that the credential of each person of the Maintenance Management Group of Persons are individually submitted to the Authority for their acceptance. However, the Manager of the Maintenance Management Group of Persons, and any manager reporting directly to him should be individually acceptable to the Authority.

[Amdt. 2, 01.07.00]

AMC OPS 1.895(c) Maintenance Management See JAR-OPS 1.895(c)

The Authority should only accept that the proposed person be employed by the JAR-145 Organisation when it is manifest that he/she is the only available competent person in a position to exercise this function, within a practical working distance from the Operator’s offices.

[Amdt. 2, 01.07.00]

Amendment 7 2-M-5 01.09.04


IEM OPS 1.895(c) Maintenance Management See JAR-OPS 1.895(c)

This paragraph only applies to contracted maintenance and therefore does not affect situations where the JAR-145 approved/accepted Organisation and the Operator are the same organisation.

[Amdt. 2, 01.07.00]

AMC OPS 1.895(d) Maintenance Management See JAR-OPS 1.895(d)

1 Where an operator is not approved to JAR-145 or an operator’s maintenance organisation is an independent organisation, a contract should be agreed between the operator and the JAR-145 Approved Maintenance Organisation that specifies, in detail, the work to be performed by the JAR-145 Approved Maintenance Organisation.

2 Both the specification of work and the assignment of responsibilities should be clear, unambiguous and sufficiently detailed to ensure that no misunderstanding should arise between the parties concerned (operator, maintenance organisation and the Authority) that could result in a situation where work that has a bearing on the airworthiness or serviceability of aircraft is not or will not be properly performed.

3 Special attention should be paid to procedures and responsibilities to ensure that all maintenance work is performed, service bulletins are analysed and decisions taken on accomplishment, airworthiness directives are completed on time and that all work, including non-mandatory modifications is carried out to approved data and to the latest standards.

4 For the actual lay out of the contract the IATA Standard Ground Handling Agreement may be used as a basis, but this does not preclude the Authority from ensuring that the content of the contract is acceptable to them, and especially that the contract allows the Operator to properly exercise its maintenance responsibility. Those parts of a contract that have no bearing on the technical or operational aspects of airworthiness are outside the scope of this paragraph.

[Amdt. 2, 01.07.00]

AMC OPS 1.895(e) Maintenance Management See JAR-OPS 1.895(e)

1 In the case of a contract with an organisation that is not JAR-145 approved/accepted, the Operator’s Maintenance Management Exposition should include appropriate procedures to ensure that all this contracted maintenance is ultimately performed on time by JAR-145 approved/accepted organisations in accordance with data acceptable to the Authority. In particular the Quality System procedures should place great emphasis on monitoring compliance with the above. The list of JAR-145 approved/accepted contractors, or a reference to this list, should be included in the Operator’s Maintenance Management Exposition.

2 Such a maintenance arrangement does not absolve the Operator from its overall Maintenance responsibility. Specifically, in order to accept the maintenance arrangement, the Authority should be satisfied that such an arrangement allows the Operator to ensure full compliance with JAR-OPS 1.890 Maintenance Responsibility.

[Amdt. 2, 01.07.00]

01.09.04 2-M-6 Amendment 7


IEM OPS 1.895(e) Maintenance Management See JAR-OPS 1.895(e)

The purpose of JAR-OPS 1.895(e) is to authorise a primary maintenance arrangement with an organisation which is not a JAR-145 approved/accepted Maintenance Organisation, when it proves that such an arrangement is in the interest of the Operator by simplifying the management of its maintenance, and the Operator keeps an appropriate control of it. Such an arrangement should not preclude the Operator from ensuring that all maintenance is performed by a JAR-145 approved/accepted organisation and complying with the JAR-OPS 1.890 maintenance responsibility requirements. Typical examples of such arrangements follow:

- Component maintenance :

The Operator may find it more appropriate to have a primary contractor, that would despatch the components to appropriately approved organisations, rather than himself sending different types of components to various JAR-145 approved/accepted maintenance organisations. The benefit for the operator is that the management of maintenance is simplified by having a single contact point for component maintenance. The Operator remains responsible for ensuring that all maintenance is performed by JAR-145 approved/accepted Organisations and in accordance with the approved standard.

- Aeroplane, engine and component maintenance :

The operator may wish to have a maintenance contract with another non JAR-145 approved JAR-OPS operator of the same type of aeroplane. A typical case is that of a dry-leased aeroplane between JAR-OPS Operators, where the parties, for consistency or continuity reasons (especially for short term lease agreements), find it appropriate to keep the aeroplane under the current maintenance arrangement. Where this arrangement involves various JAR-145 approved/accepted contractors, it might be more manageable for the lessee Operator to have a single contract with the lessor Operator. Such an arrangement should not be understood as a transfer of responsibility to the lessor Operator: the lessee Operator, being the JAR-OPS approved Operator of the aeroplane, remains responsible for the maintenance of the aeroplane in performing the JAR-OPS 1.890 functions, and employing the JAR-OPS 1.895 Maintenance Management Group of Persons.

In essence, JAR-OPS 1.895(e) does not alter the intent of JAR-OPS 1.895(a), (b) and (d) in that it also requires that the Operator has to establish a written maintenance contract acceptable to the Authority and, whatever type of acceptable arrangement is made, the Operator is required to exercise the same level of control on contracted maintenance, particularly through the JAR-OPS 1.895(b) Maintenance Management Group of Persons and JAR-OPS 1.900 Quality System.

[Amdt. 2, 01.07.00]

IEM - OPS 1.895(f&g) Maintenance Management See JAR-OPS 1.895(f&g)

The intent of this paragraph is that maintenance contracts are not necessary when the Operator’s maintenance system, as approved by the Authority, specifies that the relevant maintenance activity may be ordered through one time work orders. This includes for obvious reasons occasional line maintenance and may also include aeroplane component maintenance up to engines, so long as the Authority considers that the maintenance is manageable through work orders, both in term of volume and complexity. It should be noted that this paragraph implies that even where base maintenance is ordered on a case by case basis, there must be a written maintenance contract.

[Amdt. 2, 01.07.00]

Amendment 7 2-M-7 01.09.04


AMC OPS 1.895(h) Maintenance Management See JAR-OPS 1.895(h)

Office accommodation in this case means office accommodation such that the incumbents, whether they be maintenance management, planning, technical records or quality staff, can carry out their designated tasks in a manner that contributes to good maintenance standards. In the smaller operators, the Authority may agree to these tasks being conducted from one office subject to being satisfied that there is sufficient space and that each task can be carried out without undue disturbance. Office accommodation should also include an adequate technical library and room for document consultation.

[Amdt. 2, 01.07.00]

AMC OPS 1.900 Quality system See JAR-OPS 1.900

1 An operator should establish a plan acceptable to the Authority to show when and how often the activities as required by JAR-OPS 1.890 will be monitored. In addition, reports should be produced at the completion of each monitoring investigation and include details of discrepancies of non compliance with procedures or requirements.

2 The feedback part of the system should address who is required to rectify discrepancies and non compliance in each particular case and the procedure to be followed if rectification is not completed within appropriate timescales. The procedure should lead to the Accountable Manager specified in JAR-OPS 1.175(h).

3 To ensure effective compliance with JAR-OPS 1.900 the following elements have been shown to work well:

a. Product sampling – the part inspection of a representative sample of the aeroplane fleet;

b. Defect sampling – the monitoring of defect rectification performance;

c. Concession sampling – the monitoring of any concession to not carry out maintenance on time;

d. On time maintenance sampling – the monitoring of when (flying hours/calendar time/flight cycles etc) aeroplanes and their components are brought in for maintenance;

e. Sampling reports of unairworthy conditions and maintenance errors.

Note that JAR-OPS 1.900 includes other self-explanatory monitoring elements.

IEM OPS 1.900 Quality system See JAR-OPS 1.900

The primary purpose of the Quality System is to monitor compliance with the approved procedures specified in an operator’s Maintenance Management Exposition to ensure compliance with Subpart M and thereby ensure the maintenance aspects of the operational safety of the aeroplanes. In particular, this part of the Quality System provides a monitor of the effectiveness of maintenance, reference JAR-OPS 1.890, and should include a feedback system to ensure that corrective actions are both identified and carried out in a timely manner.

AMC OPS 1.905(a) Maintenance Management exposition See JAR-OPS 1.905(a)

1 The purpose of the Maintenance Management Exposition is to set forth the procedures, means and methods of the operator. Compliance with its contents will assure compliance with JAR-OPS 1 Subpart M

01.09.04 2-M-8 Amendment 7



requirements, which in conjunction with an appropriate JAR-145 Approved Maintenance Organisation Exposition, is a pre-requisite for obtaining an acceptance of the operator’s maintenance system by the Authority.

2 Where an operator is appropriately approved as a JAR-145 Approved Maintenance Organisation the Exposition of the maintenance organisation may form the basis of the Operator’s Maintenance Management Exposition in a combined document as follows:

JAR-145 Exposition

Part 1 Management

Part 2 Maintenance Procedures

Part L2 Additional Line Maintenance Procedures

Part 3 Quality System Procedures

Part 4 Contracted JAA Operators

Part 5 Appendices (sample of documents)

Part 3 must also cover the functions specified by JAR-OPS 1.900, Quality System.

Additional parts should be introduced covering the following:

Part 0 General Organisation

Part 6 JAR-OPS Maintenance Procedures

3 Where an operator is not approved in accordance with JAR-145 but has a maintenance contract with a JAR-145 Approved Maintenance Organisation, the Maintenance Management Exposition should comprise:

Part 0 General Organisation

Part 1 JAR-OPS Maintenance Procedures

Part 2 Quality System

Part 3 Contracted Maintenance

4 Personnel are expected to be familiar with those parts of the Exposition that are relevant to the maintenance and airworthiness co-ordination work they carry out.

5 The operator will need to specify in the Exposition who should amend the document, particularly where there are several parts.

6 The person responsible for the management of the Quality System should be responsible for monitoring and amending the Exposition unless otherwise agreed by the Authority, including associated procedures manuals, and the submission of proposed amendments to the Authority for approval. The Authority may agree a procedure, which will be stated in the amendment control section of the Exposition, defining the class of amendments which can be incorporated without the prior consent of the Authority.

7 The operator may use Electronic Data Processing (EDP) for publication of the maintenance management exposition. The maintenance management exposition should be made available to the Authority in a form acceptable to the Authority. Attention should be paid to the compatibility of EDP publication systems with the necessary dissemination of the maintenance management exposition, both internally and externally.

8. Part 0 “General Organisation” of the Maintenance Management Exposition should include a corporate commitment by the operator, signed by the Accountable Manager confirming that the Maintenance Management Exposition and any associated manuals define the organisation compliance with JAR-OPS 1 Subpart M and will be complied with at all times.

9 The accountable manager's exposition statement should embrace the intent of the following paragraph and in fact this statement may be used without amendment. Any modification to the statement should not alter the intent:

Amendment 7 2-M-9 01.09.04



This exposition defines the organisation and procedures upon which the Authority* Approval under JAR-OPS 1 Subpart M is based.

These procedures are approved by the undersigned and must be complied with, as applicable, in order to ensure that all maintenance of .....(quote Operator’s name)...... fleet of aircraft is carried out on time to an approved standard.

It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published by the Authority* from time to time where these new or amended regulations are in conflict with these procedures .

It is understood that the Authority* will approve this organisation whilst the Authority* is satisfied that the procedures are being followed and the work standard maintained. It is understood that the Authority* reserves the right to suspend, vary or revoke the JAR-OPS Subpart M maintenance system approval of the organisation, as applicable, if the Authority* has evidence that the procedures are not followed and the standards not upheld.

It is further understood that suspension or revocation of the approval of the maintenance system would invalidate the AOC.

Signed .....................................

Dated .....................................

Accountable Manager and ...(quote position).......

For and on behalf of .....(quote organisation's name)...... "

* Where it states Authority please insert the actual name of the JAA-NAA, for example, RLD, RAI, LBA, DGAC, CAA, etc. etc.

10 Whenever the accountable manager is changed it is important to ensure that the new accountable manager signs the para 9. statement at the earliest opportunity as part of the acceptance by the JAA-NAA.

Failure to carry out this action invalidates the JAR-OPS M approval.

Appendices 1. and 2. contain examples of Exposition lay-outs.

[Amdt. 2, 01.07.00]

AMC OPS 1.910(a) Operator’s Aeroplane Maintenance See JAR-OPS 1.910(a)

1 The aeroplane maintenance programme should be managed and presented by the operator to the Authority.

2 Where implementation of the content of an approved operator’s aeroplane maintenance programme is accomplished by an appropriately approved JAR-145 Approved Maintenance Organisation, it therefore follows that the JAR-145 Approved Maintenance Organisation should have access to the relevant parts of the approved operator’s aeroplane maintenance programme when the organisation is not the author. Implementation means preparation and planning of the maintenance tasks in accordance with the approved maintenance programme.

3 The aeroplane should only be maintained to one approved operator’s aeroplane maintenance programme at a given point in time. Where an operator wishes to change from one approved operator’s aeroplane maintenance programme to another such approved programme, a transfer Check/Inspection may need to be performed, as agreed with the Authority, in order to implement the change.

4 The operator’s aeroplane maintenance programme should contain a preface which will define the maintenance programme contents, the inspection standards to be applied, permitted variations to task frequencies and, where applicable, any procedure to escalate established check/inspection intervals. Appendix 1 to AMC OPS 1.910(a) & (b) provides detailed guidance on the content of an approved operator’s aeroplane maintenance programme.

01.09.04 2-M-10 Amendment 7



5 Where an operator wishes to use an aeroplane with the initial operator’s aeroplane maintenance programme based upon the Maintenance Review Board Report (MRBR) process, any associated programme for the continuous surveillance of the reliability, or health monitoring of the aeroplane should be considered as part of the aeroplane maintenance programme.

6 Where an aeroplane type has been subjected to the MRBR process, an operator should normally develop the initial operator’s aeroplane maintenance programme based upon the MRBR.

7 The documentation supporting the development of operator’s aeroplane maintenance programmes for aeroplane types subjected to the MRBR process should contain identification cross reference to the MRBR tasks such that it is always possible to relate such tasks to the current approved operator’s aeroplane maintenance programme. This does not prevent the approved operator’s aeroplane maintenance programme from being developed in the light of service experience to beyond the MRBR recommendations but will show the relationship to such recommendations.

8 Some approved operator’s aeroplane maintenance programmes, not developed from the MRB Process, utilise reliability programmes. Such reliability programmes should be considered as a part of the approved maintenance programme.

9 Reliability programmes should be developed for aeroplane maintenance programmes based upon MSG logic or those that include condition monitored components or that do not contain overhaul time periods for all significant system components.

10 Reliability programmes need not be developed for aeroplane maintenance programmes of aeroplanes of 5 700 kg and below or that do contain overhaul time periods for all significant system components.

11. The purpose of a reliability programme is to ensure that the aeroplane maintenance programme tasks are effective and their periodicity is adequate. It therefore follows that the actions resulting from the reliability programme may be not only to escalate or delete maintenance task, but also to de-escalate or add maintenance tasks, as necessary.

12. A reliability programme provides an appropriate means of monitoring the effectiveness of the maintenance programme.

[Amdt. 2, 01.07.00]

[AMC OPS 1.910(b) Operator’s Aeroplane Maintenance Programme See JAR-OPS 1.910(b)

1 The Operator should review the detailed requirements at least annually.]

[Amdt. 7, 01.09.04]

[AMC OPS 1.910(c) Operator’s Aeroplane Maintenance Programme See JAR-OPS 1.910(c)

1 Not withstanding AMC OPS 1.910(b) the Operator is to review mandatory information before compliance is required. Such information includes but is not limited to:

i. Airworthiness Limitations such as those required by JAR 23.1529 Appendix G and JAR 25.1529 Appendix H25.4 include where applicable mandatory replacement times of life limited parts, structural inspection intervals together with related structural inspection procedures.

ii. Maintenance considerations such as Certification Maintenance Requirements/ Certification Check Requirements) and those addressed by AMJ 25.1309 and AMJ 25-19 including where applicable mandatory tasks intended to detect latent safety-significant failures.]

[Amdt. 7, 01.09.04]

Amendment 7 2-M-11 01.09.04


AMC OPS 1.910([d]) Operator’s Aeroplane Maintenance See JAR-OPS 1.910(b)

1 The documentation issued by the Authority to approve the operator’s aeroplane maintenance programme may include details of who may issue certificates of release to service in a particular situation and may define which tasks are considered as base maintenance activity. Development of the approved operator’s aeroplane maintenance programme is dependent upon sufficient satisfactory in-service experience which has been properly processed. In general, the task being considered for escalation beyond the MRB limits should have been satisfactorily repeated at the existing frequency several times before being proposed for escalation. Appendix 1 to AMC OPS 1.910(a) & (b) gives further guidance.

2 The Authority may approve a part of or an incomplete operator’s aeroplane maintenance programme at the start of operation of a new aeroplane type or a new operator, subject to the limitation that the approved operator’s aeroplane maintenance programme is only valid for a period that does not exceed any required maintenance not yet approved. The following examples illustrate just two possibilities:

2.1 A new aeroplane type may not have completed the acceptance process for structural inspection or corrosion control. It therefore follows that the operator’s aeroplane maintenance programme cannot be approved as a complete programme but it is reasonable to approve for a limited period, say, 3 000 hrs or 1 year;

2.2 A new operator may not have established suitable maintenance arrangements for the high-life time checks. It therefore follows that the Authority may be unable to approve the complete operator’s aeroplane maintenance programme, preferring to opt for a limited period.

3 If the Authority is no longer satisfied that a safe operation can be maintained, the approval of an operator’s aeroplane maintenance programme or part of it may be suspended or revoked. Events giving rise to such action include:

3.1 An operator suspending the operation of that aeroplane type for at least one year;

3.2 Periodic review of the approved operator’s aeroplane maintenance programme by the Authority shows that the operator has failed to ensure that the programme reflects the maintenance needs of the aeroplane such that safe operation can be assured.

[Amdt. 7, 01.09.04]

AMC OPS 1.915 Operator’s aeroplane technical log See JAR-OPS 1.915

1 The operator’s aeroplane technical log is a system for recording defects and malfunctions discovered during the operation and for recording details of all maintenance carried out on the particular aeroplane to which the operator’s aeroplane technical log applies whilst that aeroplane is operating between scheduled visits to the base maintenance facility. In addition, it is used for recording operating information relevant to flight safety and should contain maintenance data that the operating crew need to know. Where a means of recording defects or malfunctions in the cabin or galleys that affect the safe operation of the aeroplane or the safety of its occupants, separate from the aeroplane technical log, is used, this should be regarded as forming part of the aeroplane technical log system.

2 The operators aeroplane technical log system may range from a simple single section document to a complex system containing many sections but in all cases it should include the information specified for the example used here which happens to use a 5 section document / computer system:

Section 1 should contain details of the registered name and address of the operator, the aeroplane type and the complete international registration marks of the aeroplane.

Section 2 should contain details of when the next scheduled maintenance is due, including, if relevant any out of phase component changes due before the next maintenance check. In addition this Section should contain the current Certificate of Release to Service, for the complete aeroplane, issued normally at the end of the last maintenance check.

01.09.04 2-M-12 Amendment 7



NOTE: The flight crew does not need to receive such details if the next scheduled maintenance is controlled by other means acceptable

to the Authority.

Section 3 should contain details of all information considered necessary to ensure continued flight safety. Such information includes:

i. The aeroplane type and registration mark.

ii. The date and place of take-off and landing.

iii. The times at which the aeroplane took off and landed.

iv. The running total of flying hours, such that the hours to the next schedule maintenance can be determined. The flight crew does not need to receive such details if the next scheduled maintenance is controlled by other means acceptable to the Authority.

v. Details of any failure, defect or malfunction to the aeroplane affecting airworthiness or safe operation of the aeroplane including emergency systems, and any failure, defect or malfunctions in the cabin or galleys that affect the safe operation of the aeroplane or the safety of its occupants that are known to the commander. Provision should be made for the commander to date and sign such entries, including, where appropriate, the nil defect state for continuity of the record. Provision should be made for a Certificate of Release to Service or, if agreed by the Authority, the alternate abbreviated Certificate of Release to Service following rectification of a defect or any deferred defect or maintenance check carried out. Such a certificate appearing on each page of this section should readily identify the defect(s) to which it relates or the particular maintenance check as appropriate.

The alternate abbreviated certificate of release to service consists of the following statement “JAR 145.50 release to service” in place of the full certification statement specified in AMC 145.50(b) para 1.

When the JAA-NAA agrees to the use of the alternate abbreviated certificate of release to service, the introductory section of the technical log should include an example of the full certification statement from AMC 145.50(b) para 1 together with a note stating; “The alternate abbreviated certificate of release to service used in this technical log satisfies the intent of JAR 145.50(a) only. All other aspects of JAR 145.50(b) shall be complied with”.

vi. The quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or combination of tanks, at the beginning and end of each flight; provision to show, in the same units of quantity, both the amount of fuel planned to be uplifted and the amount of fuel actually uplifted; provision for the time when ground de-icing and/or anti-icing was started and the type of fluid applied, including mixture ratio fluid/water.

vii. The pre-flight inspection signature.

In addition to the above it may be necessary to record the following supplementary information:

The time spent in particular engine power ranges where use of such engine power affects the life of the engine or engine module. Maximum or Inter Contingency Power are two examples.

The number of landings where landings affect the life of an aeroplane or aeroplane component.

Flight cycles or flight pressure cycles where such cycles affect the life of an aeroplane or aeroplane component.

NOTE 1: Where Section 3 is of the multisector ‘part removable’ type then such ‘part removable’ sections should contain all of the foregoing information where appropriate.

NOTE 2: Section 3 should be designed such that one copy of each page may remain on the aeroplane and one other copy may be retained on the ground until completion of the flight to which it relates. See also JAR-OPS 1.140 Information retained on the ground (Subpart B).

NOTE 3: Section 3 lay-out should be divided to show clearly what is required to be completed after flight and what is required to be completed in preparation for the next flight.

Section 4 should contain details of all deferred defects that affect or may affect the safe operation of the aeroplane and should therefore be known to the aeroplane commander. Each page of this section should be pre-printed with the operator’s name and page serial number and make provision for recording the following:

i. A cross reference for each deferred defect such that the original defect can be identified in the particular Section 3 Sector Record Page.

Amendment 7 2-M-13 01.09.04



ii. The original date of occurrence of the defect deferred.

iii. Brief details of the defect.

iv. Details of the eventual rectification carried out and its Certificate of Release to Service or a clear cross-reference back to the document that contains details of the eventual rectification.

Section 5 should contain any necessary maintenance support information that the aeroplane commander needs to know. Such information would include data on how to contact maintenance engineering if problems arise whilst operating the routes etc.

The Aeroplane Technical Log System can be either a paper or computer system or any combination of both methods.

[Amdt. 2, 01.07.00; Amdt. 3, 01.12.01]

AMC OPS 1.920 Maintenance Records See JAR-OPS 1.920

1 The operator should ensure that he always receives a complete JAR-145 Certificate of Release to Service such that the required records can be retained. The system to keep the maintenance records should be described in the operator’s maintenance management exposition or in the relevant JAR-145 exposition.

2 When an operator arranges for the relevant maintenance organisation to retain copies of the maintenance records on his behalf, he will nevertheless continue to be responsible for the records under JAR-OPS 1.920(b) relating to the preservation of records. If he ceases to be the operator of the aeroplane, he also remains responsible for transferring the records to any other person who becomes the operator of the aeroplane.

3 Keeping maintenance records in a form acceptable to the Authority normally means in paper form or on a computer database or a combination of both methods. Records stored in microfilm or optical disc form are also acceptable.

4 Paper systems should use robust material which can withstand normal handling and filing. The record should remain legible throughout the required retention period.

5 Computer systems should have at least one backup system which should be updated at least within 24 hours of any maintenance. Each terminal is required to contain programme safeguards against the ability of unauthorised personnel to alter the database.

6 Microfilming or optical storage of maintenance records may be carried out at any time. The records should be as legible as the original record and remain so for the required retention period.

7 Information on times, dates, cycles etc. as required by JAR-OPS 1.920 hereafter referred to as ‘summary maintenance records’ are those records that give an overall picture on the state of maintenance of the aeroplane and any life-limited aeroplane component. The current status of all life-limited aeroplane components should indicate the component life limitation, total number of hours, accumulated cycles or calendar time and the number of hours/cycles/time remaining before the required retirement time of the component is reached.

8 The current status of Airworthiness Directives (AD) should identify the applicable AD’s including revision or amendment numbers. Where an AD is generally applicable to the aeroplane or component type but is not applicable to the particular aeroplane or component, then this should be identified. The AD status includes the date when the AD was accomplished, and where the AD is controlled by flight hours or flight cycles it should include the aeroplane or engine or component total flight hours or cycles, as appropriate. For repetitive AD’s, only the last application should be recorded in the AD status. The status should also specify which part of a multi-part directive has been accomplished and the method, where a choice is available in the AD.

9 Details of current modification and repairs means the substantiating data supporting compliance with the airworthiness requirements. This can be in the form of a Supplemental Type Certificate, Service Bulletin, Structural Repair Manual or similar approved document. If the airworthiness data for modification

01.09.04 2-M-14 Amendment 7


AMC OPS 1.920(continued)

and repair is produced by the JAR-145 organisation in accordance with existing national regulations all detailed documentation necessary to define the change and its approval should be retained.

10 The substantiating data may include:

a. Compliance programme;

b. Master drawing or drawing list, production drawings, installation instructions;

c. Engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.);

d. Ground and flight test programme and results;

e. Mass and balance change data;

f. Maintenance and repair manual supplements;

g. Maintenance programme changes and instructions for continuing airworthiness; and

h. Aeroplane flight manual supplement.

11 Maintenance records should be stored in a safe way with regard to fire, flood, theft and alteration.

12 Computer backup discs, tapes etc., should be stored in a different location from that containing the current working discs, tapes, etc. and in a safe environment.

[Amdt. 2, 01.07.00]

IEM OPS 1.920(b)(6) Maintenance Records See JAR-OPS 1.920(b)(6)

For the purpose of this paragraph, a “component vital to flight safety” means a component that includes Life Limited Parts or is subject to Airworthiness Limitations or a major component such as, undercarriage and flight controls.

[Amdt. 2, 01.07.00]

AMC OPS 1.920(c) Maintenance Records See JAR-OPS 1.920(c)

1 Where an operator terminates his operation, all retained maintenance records should be passed on to the new operator or, if there is no operator, stored as required by the Authority.

2 A “permanent transfer“ does not generally include the dry lease-out of an aeroplane when the duration of the lease agreement is less than 6 months. However the Authority should be satisfied that all maintenance records necessary for the duration of the lease agreement are transferred to the lessee or made accessible to them.

[Amdt. 2, 01.07.00]

IEM OPS 1.930 Continued validity of the Air Operator Certificate in respect of the maintenance system See JAR-OPS 1.930

This paragraph covers scheduled changes to the maintenance system. Whilst the requirements relating to Air Operator Certificates, including their issue, variation and continued validity, are prescribed in Subpart C, this paragraph is included in Subpart M to ensure that operators remain aware that there is a requirement elsewhere which may affect continued acceptance of the maintenance arrangement.

Amendment 7 2-M-15 01.09.04


IEM OPS 1.935 Equivalent Safety Case See JAR-OPS 1.935

1 This paragraph is intended to provide the necessary flexibility to the Authority such that it may accept alternate means of compliance with any Subpart M requirement, particularly in the case of advancement of technology.

2 Once agreed by the JAA, the alternative means of compliance will be proposed for inclusion in JAR-OPS 1 Subpart M following NPA consultation but, in the meantime, may be published as a Maintenance Temporary Guidance Leaflet.


01.09.04 2-M-16 Amendment 7


Appendix 1 to AMC OPS 1.905(a) Maintenance Management Exposition for an Operator who is also approved in accordance with JAR-145

The Exposition may be put together in any subject order and subjects combined so long as all applicable subjects are covered.

PART 0 GENERAL ORGANISATION

0.1 Corporate commitment by the Operator;

0.2 General information:

– Brief description of organisation

– Relationship with other organisations

– Fleet composition – Type of operation

– Line station locations;

0.3 Maintenance Management personnel:

– Accountable Manager

– Nominated postholder

– Maintenance co-ordination

– Duties and responsibilities

– Organisation chart(s)

– Manpower resources and training policy;

0.4 Notification procedure to the JAA regarding changes to the Operator’s maintenance arrangements/locations/ personnel/activities/approval

0.5 Exposition amendment procedures.

*PART 1 MANAGEMENT

*PART 2 MAINTENANCE PROCEDURES

*PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

*PART 3 QUALITY SYSTEM PROCEDURES

Qualifying operator’s maintenance personnel not covered by JAR-145.

NOTE: The Quality System procedures shown in Appendix 2 to AMC OPS 1.905(a) (Part 2 Quality System) must also be taken into

account.

*PART 4 CONTRACTED JAA OPERATORS

*PART 5 APPENDICES (Sample of Documents)

(*) These Parts comprise the Exposition of the JAR-145 approved maintenance organisation.

PART 6 JAR-OPS MAINTENANCE PROCEDURES

6.1 Aircraft technical log utilisation and MEL application;

6.2 Aircraft maintenance programme – Development and amendment;

6.3 Time and maintenance records, Responsibilities, Retention, Access;

6.4 Accomplishment and control of Airworthiness Directives;

6.5 Analysis of the effectiveness of the maintenance programme;

6.6 Non-mandatory modification embodiment policy;

6.7 Major modification standards;

Amendment 7 2-M-17 01.09.04


Appendix 1 to AMC OPS 1.905(a) (continued)

6.8 Defect reports:

– Analysis

– Liaison with manufacturers and Regulatory Authorities

– Deferred defect policy;

6.9 Engineering activity;

6.10 Reliability programmes

– Airframe

– Propulsion

– Components;

6.11 Pre-flight Inspection:

– Preparation of aircraft for flight

– Sub-contracted Ground Handling functions

– Security of Cargo and Baggage loading

– Control of refuelling, Quantity/Quality

– Control of snow, ice, dust and sand contamination to an approved standard;

6.12 Aircraft weighing;

6.13 Flight test procedures; **

6.14 Sample of documents, Tags and Forms used;

(**) could be covered in Part 2, Maintenance Procedures.

[Amdt. 2, 01.07.00]


01.09.04 2-M-18 Amendment 7


Appendix 2 to AMC OPS 1.905(a) Maintenance Management Exposition for an Operator who is NOT approved in accordance with JAR-145

The Exposition may be put together in any subject order so long as all applicable subjects are covered.

PART 0 GENERAL ORGANISATION

(as shown in Appendix 1 to IEM OPS 1.905(a))

PART 1 JAR-OPS MAINTENANCE PROCEDURES

(as shown in Appendix 1, Part 6 entitled – JAR-OPS Maintenance procedures)

PART 2 QUALITY SYSTEM

2.1 Maintenance quality policy, plan and audit procedures;

2.2 Monitoring of maintenance management activities;

2.3 Monitoring the effectiveness of the maintenance programme;

2.4 Monitoring that all maintenance is carried out by an appropriate JAR-145 organisation:

– Aeroplane maintenance

– Engines

– Components;

2.5 Monitoring that all contracted maintenance is carried out in accordance with the contract, including sub-contractors used by the maintenance contractor;

2.6 Quality audit personnel.

PART 3 CONTRACTED MAINTENANCE

3.1 Maintenance contractor selection procedure;

3.2 Detailed list of maintenance contractors;

3.3 Relevant technical procedures identified in the maintenance contract(s).


Amendment 7 2-M-19 01.09.04


Appendix 1 to AMC OPS 1.910(a)[, (b), (c) and (d)] [Operator’s Aeroplane Maintenance Programme See JAR-OPS 1.910(a), (b), (c), and (d)]

1.1 The maintenance programme should contain the following basic information.

1.1.1 The type/model and registration number of the aeroplane, engines and, where applicable, auxiliary power units and propellers.

1.1.2 The name and address of the operator.

1.1.3 The operator’s reference identification of the programme document; the date of issue and issue number.

1.1.4 A statement signed by the operator to the effect that the specified aeroplanes will be maintained to the programme and that the programme will be reviewed and updated as required by paragraph 5.

1.1.5 Contents/list of effective pages of the document.

1.1.6 Check periods which reflect the anticipated utilisation of the aeroplane. Such utilisation should be stated and include a tolerance of not more than 25%. Where utilisation cannot be anticipated, calendar time limits should also be included.

1.1.7 Procedures for the escalation of established check periods, where applicable and acceptable to the Authority.

1.1.8 Provision to record date and reference to approved amendments incorporated in the programme.

1.1.9 Details of pre-flight maintenance tasks which are accomplished by maintenance staff and not included in the Operations Manual for action by flight crew.

1.1.10 The tasks and the periods (intervals/frequencies) at which each part of the aeroplane, engines, APU’s, propellers, components, accessories, equipment, instruments, electrical and radio apparatus, and associated systems and installations should be inspected, together with the type and degree of inspection.

1.1.11 The periods at which items as appropriate, should be checked, cleaned, lubricated, replenished, adjusted and tested.

1.1.12 Details of [applicable ageing aeroplane systems requirements together with any specified sampling programmes.]

1.1.13 Details of [specific structural maintenance programmes where issued by the Type Certificate Holder including but not limited to:

- Maintenance of Structural Integrity by Damage Tolerance and Supplemental Structural Inspection Programmes (SSID)

- Structural maintenance programmes resulting from the Service Bulletin review performed by the Type Certificate holder

- Corrosion Prevention and Control

- Repair Assessment

- Widespread Fatigue Damage]

[1.1.14 A statement of the limit of validity in terms of total flight cycles/calendar data/flight hours for the structural programme in 1.1.13.

Note: Further detailed guidance material on programmes for ageing aircraft structures can be found in TGL 11 which is published in JAA

Administration and Guidance material Section One Part Three.]

[1.1.15] The periods and procedures for the collection of engine health monitoring data.

[1.1.16] The periods at which overhauls and/or replacements by new or overhauled parts should be made.

[1.1.17] A cross-reference to other documents approved by the Authority which contain the details of maintenance tasks related to mandatory life limitations, Certification Maintenance Requirements (CMR’s) and Airworthiness Directives (AD’s).

01.09.04 2-M-20 Amendment 7


Appendix 1 to AMC OPS 1.910(a), (b), (c), and (d) (continued)

Note: To prevent inadvertent variations to such tasks or intervals these items should not be included in the main portion of the

maintenance programme document, or any planning control system, without specific identification of their mandatory status.

[1.1.18] Details of, or cross-reference to, any required Reliability Programme or statistical methods of continuous Surveillance.

[1.1.19] A statement that practices and procedures to satisfy the Programme should be to the standards specified in the Type Certificate Holder’s Maintenance Instructions. When practices and procedures are included in a customised Operator’s Maintenance Manual approved by the Authority, the statement should refer to this Manual.

[1.1.20] Each maintenance task quoted should be defined in a definition section of the Programme.

2 Programme basis

2.1 Operator’s Aeroplane Maintenance programmes should normally be based upon the Maintenance Review Board Report, where available, and the Type Certificate holder’s Maintenance Planning Document or Chapter 5 of the Maintenance Manual, (i.e. the Manufacturer’s recommended Maintenance Programme). The structure and format of these maintenance recommendations may be re-written by the operator to better suit his operation and control of the particular maintenance programme.

2.2 For a newly type-certificated aeroplane, where no previously approved Maintenance Programme exists, it will be necessary for the operator to comprehensively appraise the manufacturer’s recommendations (and the MRB Report where applicable), together with other airworthiness information, in order to produce a realistic Programme for approval.

2.3 For existing aeroplane types it is permissible for the operator to make comparisons with maintenance programmes previously approved. It should not be assumed that a Programme approved for another operator will automatically be approved for the operator. Evaluation is to be made of aircraft/fleet utilisation, landing rate, equipment fit and, in particular, the experience of the maintenance organisation must be assessed. Where the Authority is not satisfied that the proposed maintenance programme can be used as is by the Operator, the Authority should request the Operator to introduce appropriate changes to it, such as additional maintenance tasks or de-escalation of check frequencies, or to develop the aeroplane initial maintenance programme based upon the Manufacturer’s recommendations.

3 Amendments

3.1 Amendments (revisions) to the approved Programme should be raised by the operator, to reflect changes in the type certificate holder’s recommendations, modifications, service experience, or as required by the Authority. Reliability programmes form one important method of updating approved programmes.

4 Permitted variations to maintenance periods

4.1 The Operator may only vary the periods prescribed by the Programme with the approval of the Authority.

[ ]

[Amdt. 2, 01.07.00; Amdt. 7, 01.09.04]


Amendment 7 2-M-21 01.09.04


01.09.04 2-M-22 Amendment 7



Amendment 7 2-N-1 01.09.04

AMC OPS 1.940(a)(4)

Crewing of inexperienced flight crew members


1 An operator should consider that a flight crew member is inexperienced, following completion of a

Type Rating or command course, and the associated line flying under supervision, until he has achieved on

the Type either:

a. 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days; or

b. 150 flying hours and flown 20 sectors (no time limit).

2 A lesser number of flying hours or sectors, subject to any other conditions which the Authority may

impose, may be acceptable to the Authority when:

a. A new operator is commencing operations; or

b. An operator introduces a new aeroplane type; or

c. Flight crew members have previously completed a type conversion course with the same operator; or

d. The aeroplane has a Maximum Take-off Mass below 10 tonnes or a Maximum Approved

Passenger Seating Configuration of less than 20.

[Ch. 1, 01.03.98]

AMC OPS 1.945

Conversion Course Syllabus

See JAR-OPS 1.945 and Appendix 1 to JAR-OPS 1.945

1 General

1.1 Type rating training when required may be conducted separately or as part of conversion training.

When the type rating training is conducted as part of conversion training, the conversion training

programme should include all the requirements of JAR-FCL.

2 Ground training

2.1 Ground training should comprise a properly organised programme of ground instruction by training

staff with adequate facilities, including any necessary audio, mechanical and visual aids. However, if the

aeroplane concerned is relatively simple, private study may be adequate if the operator provides suitable

manuals and/or study notes.

2.2 The course of ground instruction should incorporate formal tests on such matters as aeroplane

systems, performance and flight planning, where applicable.

3 Emergency and safety equipment training and checking

3.1 On the initial conversion course and on subsequent conversion courses as applicable, the following

should be addressed:

a. Instruction on first aid in general (Initial conversion course only); Instruction on first aid as relevant

to the aeroplane type of operation and crew complement including where no cabin crew are required to be

carried (Initial and subsequent);

b. Aeromedical topics including:

i. Hypoxia;

ii. Hyperventilation;

iii. Contamination of the skin/eyes by aviation fuel or hydraulic or other fluids;

iv. Hygiene and food poisoning; and

v. Malaria;

ACJ/AMC/IEM N — FLIGHT CREW


01.09.04 2-N-2 Amendment 7

c. The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated

smoke-filled environment;

d. The operational procedures of security, rescue and emergency services.

e. Survival information appropriate to their areas of operation (e.g. polar, desert, jungle or sea) and

training in the use of any survival equipment required to be carried.

f. A comprehensive drill to cover all ditching procedures should be practised where flotation

equipment is carried. This should include practice of the actual donning and inflation of a lifejacket, together

with a demonstration or film of the inflation of life-rafts and/or slide-rafts and associated equipment. This

practice should, on an initial conversion course, be conducted using the equipment in water, although

previous certificated training with another operator or the use of similar equipment will be accepted in lieu of

further wet-drill training.

g. Instruction on the location of emergency and safety equipment, correct use of all appropriate drills,

and procedures that could be required of flight crew in different emergency situations. Evacuation of the

aeroplane (or a representive training device) by use of a slide where fitted should be included when the

Operations Manual procedure requires the early evacuation of flight crew to assist on the ground.

4 Aeroplane/STD training

4.1 Flying training should be structured and sufficiently comprehensive to familiarise the flight crew

member thoroughly with all aspects of limitations and normal /abnormal and emergency procedures

associated with the aeroplane and should be carried out by suitably qualified Type Rating Instructors and/or

Type Rating Examiners. For specialised operations such as steep approaches, ETOPS, [ ] All Weather

Operations, or [QFE operations,] additional training should be carried out.

4.2 In planning aeroplane/STD training on aeroplanes with a flight crew of two or more, particular

emphasis should be placed on the practice of Line Orientated Flying Training (LOFT) with emphasis on

Crew Resource Management (CRM).

4.3 Normally, the same training and practice in the flying of the aeroplane should be given to copilots

as well as commanders. The ‘flight handling’ sections of the syllabus for commanders and copilots alike

should include all the requirements of the operator proficiency check required by JAR-OPS 1.965.

4.4 Unless the type rating training programme has been carried out in a Flight Simulator usable for

zero flight-time (ZFT) conversion, the training should include at least 3 takeoffs and landings in the

aeroplane.

5 Line flying under supervision

5.1 Following completion of aeroplane/STD training and checking as part of the operator’s conversion

course, each flight crew member should operate a minimum number of sectors and/or flying hours under the

supervision of a flight crew member nominated by the operator and acceptable to the Authority.

5.2 The minimum sectors/hours should be specified in the Operations Manual and should be

determined by the following:

a. Previous experience of the flight crew member;

b. Complexity of the aeroplane; and

c. The type and area of operation.

5.3 A line check in accordance with JAR-OPS 1.945(a)(8) should be completed upon completion of line

flying under supervision.

6 System Panel Operator

6.1 Conversion training for system panel operators should approximate to that of pilots.

6.2 If the flight crew includes a pilot with duties of a systems panel operator, he should, after training

and the initial check in these duties, operate a minimum number of sectors under the supervision of a

nominated additional flight crew member. The minimum figures should be specified in the Operations



Amendment 11 2-N-3 01.08.06

Manual and should be selected after due note has been taken of the complexity of the aeroplane and the

experience of the flight crew member.

[Amdt. 3. 01.12.01; Amdt. 7, 01.09.04]

IEM OPS 1.945

Line Flying under Supervision

See JAR-OPS 1.945

1 Introduction

1.1 Line flying under supervision provides the opportunity for a flight crew member to carry into

practice the procedures and techniques he has been made familiar with during the ground and flying

training of a conversion course. This is accomplished under the supervision of a flight crew member

specifically nominated and trained for the task. At the end of line flying under supervision the respective

crew member should be able to perform a safe and efficient flight conducted within the tasks of his crew

ember station.

1.2 The following minimum figures for details to be flown under supervision are guidelines for operators

to use when establishing their individual requirements.

2 Turbo jet aircraft

a. Co-pilot undertaking first conversion course:

i. Total accumulated 100 hours or minimum 40 sectors;

b. Co-pilot upgrading to commander:

i. Minimum 20 sectors when converting to a new type;

ii. Minimum 10 sectors when already qualified on the aeroplane type.

[ ] [ACJ] OPS [(AMC)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

Crew Resource Management (CRM)

See JAR-OPS 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)/1.965(a)(3)(iv)

See [ ] [ACJ] OPS [(IEM)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

1 General

1.1 Crew Resource Management (CRM) is the effective utilisation of all available resources (e.g. crew

members, aeroplane systems, supporting facilities and persons) to achieve safe and efficient operation.

1.2 The objective of CRM is to enhance the communication and management skills of the flight crew

member concerned. The emphasis is placed on the non-technical aspects of flight crew performance.

2 Initial CRM Training

2.1 Initial CRM training programmes are designed to provide knowledge of, and familiarity with, human

factors relevant to flight operations. The course duration should be a minimum of one day for single pilot

operations and two days for all other types of operations. It should cover all elements in Table 1, column (a)

to the level required by column (b) (Initial CRM training).

2.2

a. A CRM trainer should possess group facilitation skills and should at least:

i. Have current commercial air transport experience as a flight crew member; and have either:

(A) Successfully passed the Human Performance and Limitations (HPL) examination whilst recently

obtaining the ATPL (see the requirements applicable to the issue of Flight Crew Licences); or,

(B) If holding a Flight Crew Licence acceptable under JAR-OPS 1.940(a)(3) prior to the introduction of

HPL into the ATPL syllabus, followed a theoretical HPL course covering the whole syllabus of the HPL

examination.



01.08.06 2-N-4 Amendment 11

ii. Have completed initial CRM training; and

iii. Be supervised by suitably qualified CRM training personnel when conducting their first initial CRM

training session; and

iv. Have received additional education in the fields of group management, group dynamics and

personal awareness.

b. Notwithstanding paragraph (a) above, and when acceptable to the Authority;

i. A flight crew member holding a recent qualification as a CRM trainer may continue to be a CRM

trainer even after the cessation of active flying duties;

ii. An experienced non-flight crew CRM trainer having a knowledge of HPL, may also continue to be a

CRM trainer;

iii. A former flight crew member having knowledge of HPL may become a CRM trainer if he maintains

adequate knowledge of the operation and aeroplane type and meets the provisions of paragraphs 2.2a ii, iii

and iv.

2.3 An operator should ensure that initial CRM training addresses the nature of the operations of the

company concerned, as well as the associated procedures and the culture of the company. This will include

areas of operations which produce particular difficulties or involve adverse climatic conditions and any

unusual hazards.

2.4 If the operator does not have sufficient means to establish initial CRM training, use may be made of

a course provided by another operator, or a third party or training organisation acceptable to the Authority.

In this event the operator should ensure that the content of the course meets his operational requirements.

When crew members from several companies follow the same course, CRM core elements should be

specific to the nature of operations of the companies and the trainees concerned.

2.5 A flight crew member’s CRM skills should not be assessed during initial CRM training.

3 Conversion Course CRM training

3.1 If the flight crew member undergoes a conversion course with a change of aeroplane type, all

elements in Table 1, column (a) should be integrated into all appropriate phases of the operator’s

conversion course and covered to the level required by column (c) (conversion course when changing type),

unless the two operators use the same CRM training provider.

3.2 If the flight crew member undergoes a conversion course with a change of operator, all elements in

Table 1, column (a) should be integrated into all appropriate phases of the operator’s conversion course

and covered to the level required by column (d) (conversion course when changing operator).

3.3 A flight crew member should not be assessed when completing elements of CRM training which

are part of an operator’s conversion course.

4 Command course CRM training

4.1 An operator should ensure that all elements in Table 1, column (a) are integrated into the command

course and covered to the level required by column (e) (command course).


are part of the command course, although feedback should be given.

5 Recurrent CRM training

5.1 An operator should ensure that :

a. Elements of CRM are integrated into all appropriate phases of recurrent training every year; and

that all elements in Table 1, column (a) are covered to the level required by column (f) (recurrent training);

and that modular CRM training covers the same areas over a maximum period of 3 years.

b. Relevant modular CRM training is conducted by CRM trainers qualified according to paragraph 2.2.


are part of recurrent training.

[ ] [ACJ] OPS [(AMC)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) (continued)


Amendment 11 2-N-5 01.08.06

6 Implementation of CRM

6.1 The following table indicates which elements of CRM should be included in each type of training:

Table 1

Core Elements Initial CRM Training

Operator’s conversion course when changing type

Operator’s conversion course when changing operator

Command course Recurrent training

(a) (b) (c) (d) (e) (f)

Human error and reliability, error chain, error prevention and detection

In depth

Overview

Overview

Company safety culture, SOPs, organisational factors

In depth

Stress, stress management, fatigue & vigilance

Not required

Information acquisition and processing situation awareness, workload management

Decision making

Not required

Communication and co-ordination inside and outside the cockpit

Leadership and team behaviour synergy

In depth

Overview

Overview

Indepth

Overview

Automation, philosophy of the use of automation (if relevant to the type)

In depth

Specific type-related differences

As required

In depth

Not required

As required

As required

Case based studies In depth In depth In depth In depth As appropriate

7 Co-ordination between flight crew and cabin crew training

7.1 Operators should, as far as is practicable, provide combined training for flight crew and cabin crew

including briefing and debriefing.

7.2 There should be an effective liaison between flight crew and cabin crew training departments.

Provision should be made for flight and cabin crew instructors to observe and comment on each others

training.

8 Assessment of CRM Skills (See [ ] [ACJ] OPS [(IEM)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e),

paragraph 4)

8.1 Assessment of CRM skills should:

a. Provide feedback to [the crew and] the individual and serve to identify retraining [where needed];

and

b. Be used to improve the CRM training system.

8.2 Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology

including terminology used, acceptable to the Authority, should be published in the Operations Manual.

8.3 Operators should establish procedures, [including retraining,] to be applied in the event that

personnel do not achieve or maintain the required standards (Appendix 1 to 1.1045, Section D, paragraph

3.2 refers).

8.4 If the operator proficiency check is combined with the Type Rating revalidation/renewal check, the

assessment of CRM skills will satisfy the Multi Crew Co-operation requirements of the Type Rating

revalidation/renewal. This assessment will not affect the validity of the Type Rating.

[Amdt. 3. 01.12.01; Amdt. 11, 01.08.06]

[ ] [ACJ] OPS [(AMC)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) (continued)


01.08.06 2-N-6 Amendment 11

[ ] [ACJ] OPS [(IEM)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

Crew Resource Management (CRM)

See JAR-OPS 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

See [ ] [ACJ] OPS [(AMC)] 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

1 CRM training should reflect the culture of the operator and be conducted by means of both

classroom training and practical exercises including group discussions and accident and serious incident

reviews to analyse communication problems and instances or examples of a lack of information or crew

management.

2 Whenever it is practicable to do so, consideration should be given to conducting relevant parts of

CRM training in synthetic training devices which reproduce, in an acceptable way, a realistic operational

environment and permit interaction. This includes, but is not limited to, simulators with appropriate LOFT

scenarios.

3 It is recommended that, whenever possible, initial CRM training be conducted in a group session

outside the company premises so that the opportunity is provided for flight crew members to interact and

communicate away from the pressures of their usual working environment.

4 Assessment of CRM Skills

4.1 Assessment [of CRM skills] is the process of observing, recording, interpreting and [ ] [debriefing

crews’ and crew member’s] performance and knowledge [ ] [using an acceptable methodology] in the

context of overall performance. It includes the concept of self-critique, and feedback which can be given

continuously during training or in summary following a check. [In order to enhance the effectiveness of the

programme this methodology should, where possible, be agreed with flight crew representatives.]

4.2 [ ] [NOTECHS or other acceptable] methods of assessment should be [used] [ ]. [T]he selection

criteria and training requirements of the assessors and their relevant qualifications, knowledge and skills

[should be established].

4.3 [ ] [Methodology of CRM skills assessment]:

a. An operator should establish the CRM training programme including an agreed terminology. This

should be evaluated with regard to methods, length of training, depth of subjects and effectiveness.

b. A training and standardisation programme for training personnel should then be established.

c. [ ] [The assessment should be based on the following principles:

i. only observable, repetitive behaviours are assessed,

ii. the assessment should positively reflect any CRM skills that result in enhanced safety,

iii. assessments should include behaviour which contributes to a technical failure, such technical

failure being errors leading to an event which requires debriefing by the person conducting the line check,

iv. the crew and, where needed, the individual are orally debriefed.

4.4 De-identified summaries of all CRM assessments by the operator should be used to provide

feedback to update and improve the operator’s CRM training.]

5. Levels of Training.

a. Overview. When Overview training is required it will normally be instructional in style. Such training

should refresh knowledge gained in earlier training.

b. In Depth. When In Depth Training is required it will normally be interactive in style and should

include, as appropriate, case studies, group discussions, role play and consolidation of knowledge and

skills. Core elements should be tailored to the specific needs of the training phase being undertaken.

[Amdt. 3. 01.12.01; Amdt. 11, 01.08.06]


Amendment 11 2-N-7 01.08.06

AMC OPS 1.945(a)(9)

Crew Resource Management - Use of Automation


1 The conversion course should include training in the use and knowledge of automation and in the

recognition of systems and human limitations associated with the use of automation. An operator should

therefore ensure that a flight crew member receives training on:

a. The application of the operations policy concerning the use of automation as stated in the

Operations Manual; and

b. System and human limitations associated with the use of automation.

2 The objective of this training should be to provide appropriate knowledge, skills and behavioural

patterns for managing and operating automated systems. Special attention should be given to how

automation increases the need for crews to have a common understanding of the way in which the system

performs, and any features of automation which make this understanding difficult.

[Amdt. 3. 01.12.01]

AMC OPS 1.965(c)

Line checks


1 Where a pilot is required to operate as pilot flying and pilot non-flying, he should be checked on

one sector as pilot flying and on another sector as pilot non-flying.

2 However, where an operator’s procedures require integrated flight preparation, integrated cockpit

initialisation and that each pilot performs both flying and non-flying duties on the same sector, then the line

check may be performed on a single sector.

[Amdt. 3. 01.12.01]

AMC OPS 1.965(d)

Emergency and Safety Equipment Training

See JAR-OPS 1.965(d)

1 The successful resolution of aeroplane emergencies requires interaction between flight crew and

cabin crew and emphasis should be placed on the importance of effective co-ordination and two-way

communication between all crew members in various emergency situations.

2 Emergency and Safety Equipment training should include joint practice in aeroplane evacuations

so that all who are involved are aware of the duties other crew members should perform. When such

practice is not possible, combined flight crew and cabin crew training should include joint discussion of

emergency scenarios.

3 Emergency and safety equipment training should, as far as is practicable, take place in conjunction

with cabin crew undergoing similar training with emphasis on co-ordinated procedures and two-way

communication between the flight deck and the cabin.

[Amdt. 3. 01.12.01]

IEM OPS 1.965

Recurrent training and checking

See JAR-OPS 1.965

1 Line checks, route and aerodrome competency and recent experience requirements are intended

to ensure the crew member’s ability to operate efficiently under normal conditions, whereas other checks

and emergency and safety equipment training are primarily intended to prepare the crew member for

abnormal/emergency procedures.

2 The line check is performed in the aeroplane. All other training and checking should be performed

in the aeroplane of the same type or an STD or, an approved flight simulator or, in the case of emergency


01.08.06 2-N-8 Amendment 11

and safety equipment training, in a representative training device. The type of equipment used for training

and checking should be representative of the instrumentation, equipment and layout of the aeroplane type

operated by the flight crew member.

3 Line Checks

3.1 The line check is considered a particularly important factor in the development, maintenance and

refinement of high operating standards, and can provide the operator with a valuable indication of the

usefulness of his training policy and methods. Line checks are a test of a flight crew member’s ability to

perform a complete line operation satisfactorily, including preflight and postflight procedures and use of the

equipment provided, and an opportunity for an overall assessment of his ability to perform the duties

required as specified in the Operations Manual. The route chosen should be such as to give adequate

representation of the scope of a pilot’s normal operations. When weather conditions preclude a manual

landing, an automatic landing is acceptable. The line check is not intended to determine competence on any

particular route. The commander, or any pilot who may be required to relieve the commander, should also

demonstrate his ability to ‘manage’ the operation and take appropriate command decisions.

4 Proficiency Training and Checking

4.1 When an STD is used, the opportunity should be taken, where possible, to use Line Oriented Flying

Training (LOFT).

4.2 Proficiency training and checking for System Panel Operators should, where practicable, take place

at the same time a pilot is undergoing proficiency training and checking.

[Amdt. 3. 01.12.01]

AMC to Appendix 1 to JAR-OPS 1.965

Pilot incapacitation training

See Appendix 1 to JAR-OPS 1.965, paragraph (a)(1)

1 Procedures should be established to train flight crew to recognise and handle pilot incapacitation.

This training should be conducted every year and can form part of other recurrent training. It should take the

form of classroom instruction, discussion or video or other similar means.

2 If a Flight Simulator is available for the type of aeroplane operated, practical training on pilot

incapacitation should be carried out at intervals not exceeding 3 years.

[Ch. 1, 01.03.98; Amdt. 3. 01.12.01]

AMC OPS 1.970

Recency

See JAR-OPS 1.970

When using a Flight Simulator for meeting the landing requirements in JAR-OPS 1.970(a)(1) and (a)(2),

complete visual traffic patterns or complete IFR procedures starting from the Initial Approach Fix should be

flown.

[Ch. 1, 01.03.98; Amdt. 3. 01.12.01]

IEM OPS 1.970(a)(2)

Co-pilot proficiency


A co-pilot serving at the controls means that that pilot is either pilot flying or pilot non-flying. The only

required take-off and landing proficiency for a co-pilot is the operator’s and JAR-FCL type-rating proficiency

checks.

[Ch. 1, 01.03.98]



Amendment 11 2-N-9 01.08.06

AMC OPS 1.975

Route and aerodrome competence qualification

See JAR-OPS 1.975

1 Route competence

1.1 Route competence training should include knowledge of:

a. Terrain and minimum safe altitudes;

b. Seasonal meteorological conditions;

c. Meteorological, communication and air traffic facilities, services and procedures;

d. Search and rescue procedures; and

e. Navigational facilities associated with the route along which the flight is to take place.

1.2 Depending on the complexity of the route, as assessed by the operator, the following methods of

familiarisation should be used:

a. For the less complex routes, familiarisation by self-briefing with route documentation, or by means

of programmed instruction; and

b. For the more complex routes, in addition to sub-paragraph 1.2.a above, inflight familiarisation as a

commander, co-pilot or observers under supervision, or familiarisation in a Synthetic Training Device using

a database appropriate to the route concerned.

2 Aerodrome competence

2.1 The Operations Manual should specify a method of categorisation of aerodromes and specify the

requirements necessary for each of these categories. If the least demanding aerodromes are Category A,

Category B and C would be applied to progressively more demanding aerodromes. The Operations Manual

should specify the parameters which qualify an aerodrome to be considered Category A and then provide a

list of those aerodrome categorised as B or C.

2.2 All aerodromes to which an operator operates should be categorised in one of these three

categories. The operator’s categorisation should be acceptable to the Authority.

3 Category A. An aerodrome which satisfies all of the following requirements:

a. An approved instrument approach procedure;

b. At least one runway with no performance limited procedure for take-off and/or landing;

c. Published circling minima not higher than 1 000 feet above aerodrome level; and

d. Night operations capability.

4 Category B. An aerodrome which does not satisfy the Category A requirements or which

requires extra considerations such as:

a. Non-standard approach aids and/or approach patterns; or

b. Unusual local weather conditions; or

c. Unusual characteristics or performance limitations; or

d. Any other relevant considerations including obstructions, physical layout, lighting etc.

4.1 Prior to operating to a Category B aerodrome, the commander should be briefed, or self-briefed by

means of programmed instruction, on the Category B aerodrome(s) concerned and should certify that he

has carried out these instructions.

5 Category C. An aerodrome which requires additional considerations to a Category B aerodrome.

5.1 Prior to operating to a Category C aerodrome, the commander should be briefed and visit the

aerodrome as an observer and/or undertake instruction in a Flight Simulator. This instruction should be

certified by the operator.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]


01.03.06 2-N-10 Amendment 10

[ACJ OPS 1.978

Terminology

See JAR-OPS 1.978 and Appendix 1 to JAR-OPS 1.978

1 Terminology

1.1 Line Oriented Evaluation (LOE). LOE is an evaluation methodology used in the ATQP to evaluate

trainee performance, and to validate trainee proficiency. LOEs consist of flight simulator scenarios that are

developed by the operator in accordance with a methodology approved as part of the ATQP. The LOE

should be realistic and include appropriate weather scenarios and in addition should fall within an

acceptable range of difficulty. The LOE should include the use of validated event sets to provide the basis

for event based assessment. See paragraph 1.4 below.

1.2 Line Oriented Quality Evaluation (LOQE). LOQE is one of the tools used to help evaluate the

overall performance of an operation. LOQEs consist of line flights that are observed by appropriately

qualified operator personnel to provide feedback to validate the ATQP. The LOQE should be designed to

look at those elements of the operation that are unable to be monitored by FDM or Advanced FDM

programmes.

1.3 Skill based training. Skill based training requires the identification of specific knowledge and skills.

The required knowledge and skills are identified within an ATQP as part of a task analysis and are used to

provide targeted training.

1.4 Event based Assessment. This is the assessment of flight crew to provide assurance that the

required knowledge and skills have been acquired. This is achieved within an LOE. Feedback to the flight

crew is an integral part of event based assessment.]

[Amdt. 10, 01.03.06]

[ACJ to Appendix 1 to JAR-OPS 1.978(b)(1)

Requirements, Scope and Documentation of the Programme

See Appendix 1 to JAR-OPS 1.978(b)(1)

1 The documentation should demonstrate how the operator should establish the scope and

requirements of the programme. The documentation should include:

1.1 How the ATQP should enable the operator to establish an alternative training programme that

substitutes the requirements as listed in JAR-OPS 1 E and N. The programme should demonstrate that the

operator is able to improve the training and qualification standards of flight crew to a level that exceeds the

standard prescribed in JAR-OPS 1.

1.2 The operator’s training needs and established operational and training objectives.

1.3 How the operator defines the process for designing of and gaining approval for the operator’s flight

crew qualification programmes. This should include quantified operational and training objectives identified

by the operator’s internal monitoring programmes. External sources may also be used.

1.4 How the programme will:

a. Enhance safety;

b. Improve training and qualification standards of flight crew;

c. Establish attainable training objectives;

d. Integrate CRM in all aspects of training;

e. Develop a support and feedback process to form a self-correcting training system;

f. Institute a system of progressive evaluations of all training to enable consistent and uniform

monitoring of the training undertaken by flight crew;

g. Enable the operator to be able to respond to the new aeroplane technologies and changes in the

operational environment;


Amendment 10 2-N-11 01.03.06

h. Foster the use of innovative training methods and technology for flight crew instruction and the

evaluation of training systems;

i. Make efficient use of training resources, specifically to match the use of training media to the training

needs.]

[Amdt. 10, 01.03.06]


Task Analysis


1 For each aeroplane type/class to be included within the ATQP the operator should establish a

systematic review that determines and defines the various tasks to be undertaken by the flight crew when

operating that type(s)/class. Data from other types/class may also be used. The analysis should determine

and describe the knowledge and skills required to complete the various tasks specific to the aeroplane

type/class and/or type of operation. In addition the analysis should identify the appropriate behavioural

markers that should be exhibited. The task analysis should be suitably validated in accordance with

Appendix 1 to JAR-OPS 1.978(c)(iii). The task analysis, in conjunction with the data gathering

programme(s) permit the operator to establish a programme of targeted training together with the

associated training objectives described in ACJ to Appendix 1 to JAR-OPS 1.978(b)(3) paragraph (c)

below.]

[Amdt. 10, 01.03.06]


Training Programme


1 The training programme should have the following structure:

1.1 Curriculum.

1.2 Daily lesson plan.

2 The curriculum should specify the following elements:

2.1 Entry requirements: A list of topics and content, describing what training level will be required

before start or continuation of training.

2.2 Topics: A description of what will be trained during the lesson;

2.3 Targets/Objectives

a. Specific target or set of targets that have to be reached and fulfilled before the training course can

be continued.

b. Each specified target should have an associated objective that is identifiable both by the flight crew

and the trainers.

c. Each qualification event that is required by the programme should specify the training that is

required to be undertaken and the required standard to be achieved. (See paragraph 1.4 below)

3 Each lesson/course/training or qualification event should have the same basic structure. The topics

related to the lesson have to be listed and the lesson targets should be unambiguous.

4 Each lesson/course or training event whether classroom, CBT or simulator should specify the

required topics with the relevant targets to be achieved.]

[Amdt. 10, 01.03.06]

ACJ to Appendix 1 to JAR-OPS 1.978(b)(1) (continued)


01.03.06 2-N-12 Amendment 10


Training Personnel


1 Personnel who perform training and checking of flight crew in an operator’s ATQP should receive

the following additional training on:

1.1 ATQP principles and goals;

1.2 Knowledge/skills/behaviour as learned from task analysis;

1.3 LOE/ LOFT Scenarios to include triggers / markers / event sets / observable behaviour;

1.4 Qualification standards;

1.5 Harmonisation of assessment standards;

1.6 Behavioural markers and the systemic assessment of CRM;

1.7 Event sets and the corresponding desired knowledge/skills and behaviour of the flight crew;

1.8 The processes that the operator has implemented to validate the training and qualification

standards and the instructors part in the ATQP quality control; and

1.9 LOQE.]

[Amdt. 10, 01.03.06]


Feedback Loop


1 The feedback should be used as a tool to validate that the curricula are implemented as specified

by the ATQP; this enables substantiation of the curriculum, and that proficiency and training objectives have

been met. The feedback loop should include data from operations flight data monitoring, advanced FDM

programme and LOE/LOQE programmes. In addition the evaluation process shall describe whether the

overall targets/objectives of training are being achieved and shall prescribe any corrective action that needs

to be undertaken.

2 The programmes established quality control mechanisms should at least review the following:

2.1 Procedures for approval of recurrent training;

2.2 ATQP instructor training approvals;

2.3 Approval of event set(s) for LOE/LOFT;

2.4 Procedures for conducting LOE and LOQE.]

[Amdt. 10, 01.03.06]


Crew Performance Measurement and Evaluation


1 The qualification and checking programmes should include at least the following elements:

1.1 A specified structure;

1.2 Elements to be tested/examined;

1.3 Targets and/or standards to be attained;

1.4 The specified technical and procedural knowledge and skills, and behavioural markers to be

exhibited.


Amendment 10 2-N-13 01.03.06

2 An LOE event should comprise of tasks and sub-tasks performed by the crew under a specified set

of conditions. Each event has one or more specific training targets/objectives, which require the

performance of a specific manoeuvre, the application of procedures, or the opportunity to practise cognitive,

communication or other complex skills. For each event the proficiency that is required to be achieved should

be established. Each event should include a range of circumstances under which the crews’ performance is

to be measured and evaluated. The conditions pertaining to each event should also be established and they

may include the prevailing meteorological conditions (ceiling, visibility, wind, turbulence etc.); the

operational environment (navigation aid inoperable etc.); and the operational contingencies (non-normal

operation etc.).

3 The markers specified under the operator’s ATQP should form one of the core elements in

determining the required qualification standard. A typical set of markers are shown in the table below:

EVENT MARKER

Awareness 1 Monitors and reports changes in automation status.

of Aeroplane Systems: 2 Applies closed loop principle in all relevant situations.

3 Uses all channels for updates.

4 Is aware of remaining technical resources.

4 The topics / targets integrated into the curriculum have to be measurable and progression on any

training/course is only allowed if the targets are fulfilled.]

[Amdt. 10, 01.03.06]


Data Monitoring/Analysis Programme


1 The data analysis programme should consist of:

1.1 A Flight Data Monitoring (FDM) programme: This programme should include systematic evaluation

of operational data derived from equipment that is able to record the flight profile and relevant operational

information during flights conducted by the operator’s aeroplane. Data collection should reach a minimum

of 60% of all relevant flights conducted by the operator before ATQP approval is granted. This proportion

may be increased at the discretion of the Authority.

1.2 An Advanced FDM when an extension to the ATQP is requested: An advanced FDM programme is

determined by the level of integration with other safety initiatives implemented by the operator, such as the

operator’s Quality System. The programme should include both systematic evaluations of data from an

FDM programme and flight crew training events for the relevant crews. Data collection should reach a

minimum of 80% of all relevant flights and training conducted by the operator. This proportion may be

varied at the discretion of the Authority.

2 The purpose of either an FDM or advanced FDM programme is to enable the operator to:

2.1 Provide data to support the programme’s implementation and justify any changes to the ATQP;

2.2 Establish operational and training objectives based upon an analysis of the operational

environment;

2.3 Monitor the effectiveness of flight crew training and qualification.

3 Data Gathering.

3.1 FDM programmes should include a system that captures flight data, and then transforms the data

into an appropriate format for analysis. The programme should generate information to assist the operations

safety personnel in analysing the data. The analysis should be made available to the ATQP postholder.



01.03.06 2-N-14 Amendment 10

3.2 The data gathered should:

a. Include all fleets that plan to operate under the ATQP;

b. Include all crews trained and qualified under the ATQP;

c. Be established during the implementation phase of ATQP; and

d. Continue throughout the life of the ATQP.

4 Data Handling.

4.1 The operator should establish a process, which ensures the strict adherence to any data handling

protocols, agreed with flight crew representative bodies, to ensure the confidentiality of individual flight crew

members.

4.2 The data handling protocol should define the maximum period of time that detailed FDM or

advanced FDM programme data, including exceedences, should be retained. Trend data may be retained

permanently.

5 An operator that has an acceptable operations flight data monitoring programme prior to the

proposed introduction of ATQP may, with the approval of the Authority, use relevant data from other fleets

not part of the proposed ATQP.]

[Amdt. 10, 01.03.06]

[ACJ to Appendix 1 to JAR-OPS 1.978(c)(1)(i)

Safety Case

See Appendix 1 to JAR-OPS 1.978(c)(1)(i)

1 Safety Case

1.1 A documented body of evidence that provides a demonstrable and valid justification that the

programme (ATQP) is adequately safe for the given type of operation. The safety case should encompass

each phase of implementation of the programme and be applicable over the lifetime of the programme that

is to be overseen.

1.2 The safety case should:

a. Demonstrate the required level of safety;

b. Ensure the required safety is maintained throughout the lifetime of the programme;

c. Minimise risk during all phases of the programmes implementation and operation.

2 Elements of a Safety Case:

2.1 Planning: Integrated and planned with the operation (ATQP) that is to be justified;

2.2 Criteria: Develop the applicable criteria - see paragraph 3 below;

2.3 Documentation: Safety related documentation – including a safety checklist;

2.4 Programme of implementation: To include controls and validity checks;

2.5 Oversight: Review and audits.

3 Criteria for the establishment of a Safety Case.

3.1 The Safety Case should:

a. Be able to demonstrate that the required or equivalent level of safety is maintained throughout all

phases of the programme, including as required by paragraph (c) below;

b. Be valid to the application and the proposed operation (ATQP);

c. Be adequately safe and ensure the required regulatory safety standards or approved equivalent

safety standards are achieved;

d. Be applicable over the entire lifetime of the programme;



Amendment 10 2-N-15 01.03.06

e. Demonstrate Completeness and Credibility of the programme;

f. Be fully documented;

g. Ensure integrity of the operation and the maintenance of the operations and training infra-structure;

h. Ensure robustness to system change;

i. Address the impact of technological advance, obsolescence and change;

j. Address the impact of regulatory change.

4 In accordance with Appendix 1 to JAR-OPS 1.978 paragraph (c) the operator may develop an

equivalent method other than that specified above.]

[Amdt. 10, 01.03.06]

AMC OPS 1.980


See JAR-OPS 1.980

1 Terminology

1.1 The terms used in the context of the requirement for operation of more than one type or variant

have the following meaning:

a. Base aeroplane. An aeroplane, or a group of aeroplanes, designated by an operator and used as a

reference to compare differences with other aeroplane types/variants within an operator’s fleet.

b. Aeroplane variant. An aeroplane, or a group of aeroplanes, with the same characteristics but which

have differences from a base aeroplane which require additional flight crew knowledge, skills, and or

abilities that affect flight safety.

c. Credit. The acceptance of training, checking or recent experience on one type or variant as being

valid for another type or variant because of sufficient similarities between the two types or variants.

d. Differences training. See JAR-OPS 1.950(a)(1).

e. Familiarisation training. See JAR-OPS 1.950(a)(2).

f. Major change. A change, or changes, within an aeroplane type or related type, which significantly

affect the flight crew interface with the aeroplane (e.g. flight characteristics, procedures, design/number of

propulsion units, change in number of required flight crew).

g. Minor change. Any change other than a major change.

h. Operator Difference Requirements (ODRs). A formal description of differences between types or

variants flown by a particular operator.

1.2 Training and checking difference levels

a. Level A

i. Training. Level A training can be adequately addressed through self-instruction by a crew member

through page revisions, bulletins or differences handouts. Level A introduces a different version of a system

or component which the crew member has already shown the ability to use and understand. The differences

result in no, or only minor, changes in procedures.

ii. Checking. A check related to differences is not required at the time of training. However, the crew

member is responsible for acquiring the knowledge and may be checked during proficiency checking.

b. Level B

i. Training. Level B training can be adequately addressed through aided instruction such as

slide/tape presentation, computer based instruction which may be interactive, video or classroom

instruction. Such training is typically used for part-task systems requiring knowledge and training with,

possibly, partial application of procedures (eg. fuel or hydraulic systems etc.).

ii. Checking. A written or oral check is required for initial and recurrent differences training.

ACJ to Appendix 1 to JAR-OPS 1.978(c)(1)(i) (continued)


01.03.06 2-N-16 Amendment 10

c. Level C

i. Training. Level C training should be accomplished by use of “hands on” STDs qualified according

to JAR-STD 2A, Level 1 or higher. The differences affect skills, abilities as well as knowledge but do not

require the use of “real time” devices. Such training covers both normal and non-normal procedures (for

example for flight management systems) .

ii. Checking. An STD used for training level C or higher is used for a check of conversion and

recurrent training. The check should utilise a “real time” flight environment such as the demonstration of the

use of a flight management system. Manoeuvres not related to the specific task do not need to be tested.

d. Level D

i. Training. Level D training addresses differences that affect knowledge, skills and abilities for which

training will be given in a simulated flight environment involving, “real time” flight manoeuvres for which the

use of an STD qualified according to JAR-STD 2A, Level 1 would not suffice, but for which motion and

visual clues are not required. Such training would typically involve an STD as defined in JAR-STD 2A, Level

2.

ii. Checking. A proficiency check for each type or variant should be conducted following both initial

and recurrent training. However, credit may be given for manoeuvres common to each type or variant and

need not be repeated. Items trained to level D differences may be checked in STDs qualified according to

JAR-STD 2A, Level 2. Level D checks will therefore comprise at least a full proficiency check on one type or

variant and a partial check at this level on the other.

e. Level E

i. Training. Level E provides a realistic and operationally oriented flight environment achieved only by

the use of Level C or D Flight Simulators or the aeroplane itself. Level E training should be conducted for

types and variants which are significantly different from the base aeroplane and/or for which there are

significant differences in handling qualities.

ii. Checking. A proficiency check on each type or variant should be conducted in a level C or D

Flight Simulator or the aeroplane itself. Either training or checking on each Level E type or variant should be

conducted every 6 months. If training and checking are alternated, a check on one type or variant should be

followed by training on the other so that a crew member receives at least one check every 6 months and at

least one check on each type or variant every 12 months.

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

AMC OPS 1.980(b)

Methodology - Use of Operator Difference Requirement (ODR) Tables


See also IEM OPS 1.980(b)

1 General

1.1 Use of the methodology described below is acceptable to the Authority as a means of evaluating

aeroplane differences and similarities to justify the operation of more than one type or variant, and when

credit is sought.

2 ODR Tables

2.1 Before requiring flight crew members to operate more than one type or variant, operators should

first nominate one aeroplane as the Base Aeroplane from which to show differences with the second

aeroplane type or variant, the ‘difference aeroplane’, in terms of technology (systems), procedures, pilot

handling and aeroplane management. These differences, known as Operator Difference Requirements

(ODR), preferably presented in tabular format, constitute part of the justification for operating more than one

type or variant and also the basis for the associated differences/familiarisation training for the flight crew.

3 The ODR Tables should be presented as follows:

3.1 Table 1 - ODR 1 – General



Amendment 10 2-N-17 01.03.06

BASE AEROPLANE:

DIFFERENCE AEROPLANE:

COMPLIANCE METHOD

GENERAL DIFFERENCES FLT CHAR PROC

CHNG Training Checking

Recent

Experience

General

description of

aircraft

(dimensions

weight,

limitations, etc.)

Identification of the

relevant differences

between the base

aeroplane and the

difference aeroplane.

Impact on flight

characteristics

(performance

and/or handling)

Impact on

procedures

(Yes or No)

Assessment of the difference levels

according to Table 4

3.2 Table 2 - ODR 2 - systems

BASE AEROPLANE:

DIFFERENCE AEROPLANE: COMPLIANCE METHOD

SYSTEM DIFFERENCES FLT CHAR PROC CHNG Training Checking Recent

Experience

Brief description

of systems and

subsystems

classified

according to the

ATA 100 index.

list of differences

for each relevant

subsystem between

the base aeroplane

and the difference

aeroplane.

Impact on

flight

characteristics

(performance

and/or

handling)

Impact on

procedures

(Yes or No)



3.3 Table 3 - ODR 3 - manoeuvres

BASE AEROPLANE:

DIFFERENCE AEROPLANE: COMPLIANCE METHOD

MANOEUVRES DIFFERENCES FLT CHAR PROC

CHNG Training Checking

Recent

Experience

Described

according to

phase of flight

(gate, taxy,

flight, taxy,

gate)

List of relevant

differences for each

manoeuvre between

the base aeroplane

and the difference

aeroplane.

Impact on

flight

characteristics

(performance

and/or

handling)

Impact on

procedures

(Yes or No)



4 Compilation of ODR Tables

4.1 ODR 1 - Aeroplane general

a. The general characteristics of the difference aeroplane should be compared with the base

aeroplane with regard to:

i. General dimensions and aeroplane design;

ii. Flight deck general design;

iii. Cabin layout;

iv. Engines (number, type and position);

v. Limitations (flight envelope).

AMC OPS 1.980(b) (continued)


01.03.06 2-N-18 Amendment 10

4.2 ODR 2 - Aeroplane systems

a. Consideration should be given to differences in design between the difference aeroplane and the

base aeroplane. This comparison should be completed using the ATA 100 index to establish system and

subsystem classification and then an analysis performed for each index item with respect to main

architectural, functional and/or operations elements, including controls and indications on the systems

control panel.

4.3 ODR 3 - Aeroplane manoeuvres (operational differences)

a. Operational differences encompass normal, abnormal and emergency situations and include any

change in aeroplane handling and flight management. It is necessary to establish a list of operational items

for consideration on which an analysis of differences can be made. The operational analysis should take the

following into account:

i. Flight deck dimensions (e.g. size, cut-off angle and pilot eye height);

ii. Differences in controls (eg. design, shape, location, function);

iii. Additional or altered function (flight controls) in normal or abnormal conditions;

iv. Procedures;

v. Handling qualities (including inertia) in normal and abnormal configurations;

vi. Performance in manoeuvres;

vii. Aeroplane status following failure;

vii. Management (e.g. ECAM, EICAS, navaid selection, automatic checklists).

4.4 Once the differences for ODR 1, ODR 2 and ODR 3 have been established, the consequences of

differences evaluated in terms of Flight Characteristics (FLT CHAR) and Change of Procedures (PROC

CHNG) should be entered into the appropriate columns.

4.5 Difference Levels - crew training, checking and currency

4.5.1 The final stage of an operator’s proposal to operate more than one type or variant is to establish

crew training, checking and currency requirements. This may be established by applying the coded

difference levels from Table 4 to the Compliance Method column of the ODR Tables.

5 Differences items identified in the ODR systems as impacting flight characteristics, and/or

procedures, should be analysed in the corresponding ATA section of the ODR manoeuvres. Normal,

abnormal and emergency situations should be addressed accordingly.

6 Table 4 - Difference Levels versus training

Difference Level Method/Minimum Specification

for Training Device

A: Represents knowledge requirement. Self Instruction through operating bulletins or differences handouts

B: Aided instruction is required to ensure crew understanding, emphasise issues, aid retention of information, or : aided instruction with partial application of procedures

Aided instrucion e.g. computer based training (CBT), class room instruction or video tapes. Interactive CBT

C: For variants having part task differences affecting skills or abilities as well as knowledge. Training device required to ensure attainment and retention of crew skills

STD (JAR-STD 2A, Level 1)

D: Full task differences affecting knowledge, skills and/or abilities using STDs capable of performing flight manoeuvres.

STD (JAR-STD 2A, Level 2)

E: Full tasks differences requiring high fidelity environment to attain and maintain knowledge skills and abilities.

STD (JAR-STD 1A, Level C)

Note: Levels A and B require familiarisation training, levels C, D and E require differences training. For Level E, the nature and extent of the differences may be such that it is not possible to fly both types or variants with a credit in accordance with Appendix 1 to JAR-OPS 1.980, sub-paragraph (d)(7).

[Ch. 1, 01.03.98; Amdt. 3, 01.12.01]

AMC OPS 1.980(b) (continued)


Amendment 10 2-N-19 01.03.06

IEM OPS 1.980(b)

Operation on more than one type or variant - Philosophy and Criteria


1 Philosophy

1.1 The concept of operating more than one type or variant depends upon the experience, knowledge

and ability of the operator and the flight crew concerned.

1.2 The first consideration is whether or not the two aeroplane types or variants are sufficiently similar

to allow the safe operation of both.

1.3 The second consideration is whether or not the types or variants are sufficiently similar for the

training, checking and recent experience items completed on one type or variant to replace those required

on the similar type or variant. If these aeroplanes are similar in these respects, then it is possible to have

credit for training, checking and recent experience. Otherwise, all training, checking and recent experience

requirements prescribed in Subpart N should be completed for each type or variant within the relevant

period without any credit.

2 Differences between aeroplane types or variants

2.1 The first stage in any operator’s submission for crew multi-type or variant operations is to consider

the differences between the types or variants. The principal differences are in the following three areas:

a. Level of technology. The level of technology of each aircraft type or variant under consideration

encompasses at least the following design aspects:

i. Flight deck layout (e.g. design philosophy chosen by a manufacturer);

ii. Mechanical versus electronic instrumentation;

iii. Presence or absence of Flight Management System (FMS);

iv. Conventional flight controls (hydraulic, electric or manual controls) versus fly-by-wire;

v. Side-stick versus conventional control column;

vi. Pitch trim systems;

vii. Engine type and technology level (e.g. jet/turboprop/piston, with or without automatic protection

systems.

b. Operational differences. Consideration of operational differences involves mainly the pilot machine

interface, and the compatibility of the following:

i. Paper checklist versus automated display of checklists or messages (e.g. ECAM, EICAS) during all

procedures;

ii. Manual versus automatic selection of navaids;

iii. Navigation equipment;

iv. Aircraft weight and performance.

c. Handling characteristics. Consideration of handling characteristics includes control response, crew

perspective and handling techniques in all stages of operation. This encompasses flight and ground

characteristics as well as performance influences (eg. number of engines). The capabilities of the autopilot

and autothrust systems may affect handling characteristics as well as operational procedures.

3 Training, checking and crew management. Alternating training and proficiency checking may be

permitted if the submission to operate more than one type or variant shows clearly that there are sufficient

similarities in technology, operational procedures and handling characteristics.

4 An example of completed ODR tables for an operator’s proposal for flight crews to operate more

than one type or variant may appear as follows:


01.03.06 2-N-20 Amendment 10

Table 1 - ODR 1 - AEROPLANE GENERAL

BASE AEROPLANE: ‘X’ DIFFERENCE AEROPLANE: ‘Y’

COMPLIANCE METHOD

GENERAL DIFFERENCES FLT

CHAR PROC CHNG

Training Checking Recent

Experience

Flight Deck Same flight deck arrangement, 2 observers seats on ‘Y’

NO NO A / /

Cabin ‘Y’ max certificated passenger capacity: 335, ‘X’: 179

NO NO A / /

Table 2 - ODR 2 - SYSTEMS

BASE AEROPLANE: ‘X’ DIFFERENCE AEROPLANE: ‘Y’

COMPLIANCE METHOD

SYSTEMS DIFFERENCES FLT CHAR PROC CHNG

Training Checking Recent Experience

21 Air Conditioning - Trim air system - packs - cabin temperature

NO NO NO

YES NO YES

B

B

B

22 Auto flight - FMGS architecture - FMGES functions - reversion modes

NO NO NO

NO YES YES

B C D

B C D

B B D

23 Communications

Table 3 - ODR 3 - MANOEUVRES

BASIC AEROPLANE: ‘X’ DIFFERENCE AEROPLANE: ‘Y’

COMPLIANCE METHOD

MANOEUVRES DIFFERENCES FLT CHAR PROC CHNG

Training Checking Recent Experience

Taxy - Pilot eye height, turn radius, - two engine taxy (1&4)

YES

NO

NO

NO

D

A

D /

/ /

Take-off Flight Characteristics in ground law

YES NO E E E

Rejected take-off Reverser actuation logic YES NO D D D

Take-off engine failure

- V1/Vr split - Pitch attitude/lateral control

YES(P)* YES(H)*

NO NO

B E

B E

B

*P = Performance, H = Handling

[Ch. 1, 01.03.98]

IEM OPS 1.980(b) (continued)


Amendment 10 2-N-21 01.03.06

IEM OPS 1.985

Training records

See JAR-OPS 1.985

A summary of training should be maintained by the operator to show a flight crew member’s completion of

each stage of training and checking.



01.03.06 2-N-22 Amendment 10



Amendment 7 2-O-1 01.09.04

IEM OPS 1.988

Additional crew members assigned to specialist duties

See JAR-OPS 1.988

The additional crew members solely assigned to specialist duties to whom the requirements of Subpart O

are not applicable include the following:

i. Child minders/escorts;

ii. Entertainers;

iii. Ground engineers;

iv. Interpreters;

v. Medical personnel;

vi. Secretaries; and

vii. Security staff.

IEM OPS 1.990

Number and Composition of Cabin Crew

See JAR-OPS 1.990

1 The demonstration or analysis referred to in JAR-OPS 1.990(b)(2) should be that which is the most

applicable to the type, or variant of that type, and the seating configuration used by the operator.

2 With reference to JAR-OPS 1.990(b), the Authority may require an increased number of cabin crew

members in excess of the requirements of JAR-OPS 1.990 on certain types of aeroplane or operations.

Factors which should be taken into account include:

a. The number of exits;

b. The type of exits and their associated slides;

c. The location of exits in relation to cabin crew seats and the cabin layout;

d. The location of cabin crew seats taking into account cabin crew duties in an emergency evacuation

including:

i. Opening floor level exits and initiating stair or slide deployment;

ii. Assisting passengers to pass through exits; and

iii. Directing passengers away from inoperative exits, crowd control and passenger flow management;

e. Actions required to be performed by cabin crew in ditchings, including the deployment of slide-rafts

and the launching of life-rafts.

3 When the number of cabin crew is reduced below the minimum required by JAR-OPS 1.990(b), for

example in the event of incapacitation or non-availability of cabin crew, the procedures to be specified in the

Operations Manual should result in consideration being given to at least the following:

a. Reduction of passenger numbers;

b. Re-seating of passengers with due regard to exits and other applicable aeroplane limitations; and

c. Relocation of cabin crew and any change of procedures.

4 When scheduling cabin crew for a flight, an operator should establish procedures which take

account of the experience of each cabin crew member such that the required cabin crew includes some

cabin crew members who have at least 3 months operating experience as a cabin crew member.

ACJ/AMC/IEM O — CABIN CREW


01.09.04 2-O-2 Amendment 7

AMC OPS 1.995(a)(2)

Minimum requirements


1 The initial medical examination or assessment and any re-assessment of cabin crew members

should be conducted by, or under the supervision of, a medical practitioner acceptable to the Authority.

2 An operator should maintain a medical record for each cabin crew member.

3 The following medical requirements are applicable for each cabin crew member:

a. Good health;

b. Free from any physical or mental illness which might lead to incapacitation or inability to perform

cabin crew duties;

c. Normal cardiorespiratory function;

d. Normal central nervous system;

e. Adequate visual acuity 6/9 with or without glasses;

f. Adequate hearing; and

g. Normal function of ear, nose and throat.

IEM OPS 1.1000(c)

Senior Cabin Crew Training


Training for senior cabin crew members should include:

1 Pre-flight Briefing:

a. Operating as a crew;

b. Allocation of cabin crew stations and responsibilities; and

c. Consideration of the particular flight including:

i. Aeroplane type;

ii. Equipment;

iii. Area and type of operation including ETOPS; and

iv. Categories of passengers, including the disabled, infants and stretcher cases;

2 Co-operation within the crew:

a. Discipline, responsibilities and chain of command;

b. Importance of co-ordination and communication; and

c. Pilot incapacitation;

3 Review of operators’ requirements and legal requirements:

a. Passengers safety briefing, safety cards;

b. Securing of galleys;

c. Stowage of cabin baggage;

d. Electronic equipment;

e. Procedures when fuelling with passengers on board;

f. Turbulence; and

g. Documentation;

4 Human Factors and Crew Resource Management


Amendment 11 2-O-3 01.08.06

(Where practicable, this should include the participation of Senior Cabin Crew Members in flight simulator

Line Oriented Flying Training exercises);

5 Accident and incident reporting; and

6 Flight and duty time limitations and rest requirements.

ACJ OPS 1.1005/1.1010/1.1015 [ ]

Crew Resource Management Training

See JAR-OPS 1.1005/1.1010/1.1015 and Appendix 2 to JAR-OPS 1.1005/1.1010/1.1015

1 Introduction

1.1 Crew Resource Management (CRM) should be the effective utilisation of all available resources

(e.g. crew members, aeroplane systems, and supporting facilities) to achieve safe and efficient operation.

1.2 The objective of CRM should be to enhance the communication and management skills of the crew

member, as well as the importance of effective co-ordination and two-way communication between all crew

members.

1.3 CRM training should reflect the culture of the operator, the scale and scope of the operation

together with associated operating procedures and areas of operation which produce particular difficulties.

2 General Principles for CRM Training for Cabin Crew

2.1 Cabin crew CRM training should focus on issues related to cabin crew duties, and therefore, should

be different from flight crew CRM training. However, the co-ordination of the tasks and functions of flight

crew and cabin crew should be addressed.

2.2 Whenever it is practicable to do so, operators should provide combined training for flight crew and

cabin crew, including feedback, as appropriate to Appendix 2 to JAR-OPS 1.1005/1.1010/1.1015 Table 1,

Columns (d), (e) and (f). This is of particular importance for senior cabin crew members.

2.3 Where appropriate, CRM principles should be integrated into relevant parts of cabin crew training.

2.4 CRM training should include group discussions and the review of accidents and incidents (case-

based studies).

2.5 Whenever it is practicable to do so, relevant parts of CRM training should form part of the training

conducted in cabin mock-ups or aircraft.

2.6 CRM training should take into account the items listed in Appendix 2 to JAR-OPS 1.1005/1.1010/1.1015

Table 1. CRM training courses should be conducted in a structured and realistic manner.

2.7 The operator should be responsible for the quality of all CRM training, including any training

provided by sub-contractors/third parties (in accordance with JAR-OPS 1.035 and AMC-OPS 1.035,

paragraph 5.1).

2.8 CRM training for cabin crew should include, an Introductory CRM Course, Operator’s CRM

Training, and Aeroplane Type Specific CRM, all of which may be combined.

2.9 There should be no assessment of CRM skills. Feedback from instructors or members of the group

on individual performance should be given during training to the individuals concerned.

3 Introductory CRM Course

3.1 The Introductory CRM Course should provide cabin crew members with a basic knowledge of

Human Factors relevant to the understanding of CRM.

3.2 Cabin crew members from different operators may attend the same Introductory CRM Course

provided that operations are similar (see paragraph 1.3).

IEM OPS 1.1000(c) (continued)


01.08.06 2-O-4 Amendment 11

4 Operator’s CRM Training

4.1 Operator’s CRM training should be the application of the knowledge gained in the Introductory

CRM Course to enhance communication and co-ordination skills of cabin crew members relevant to the

operator’s culture and type of operation.

5 Aeroplane Type Specific CRM

5.1 Aeroplane Type Specific CRM should be integrated into all appropriate phases of the operator’s

conversion training on the specific aeroplane type.

5.2 Aeroplane Type Specific CRM should be the application of the knowledge gained in previous CRM

training on the specifics related to aircraft type, including, narrow/wide bodied aeroplanes, single/multi deck

aeroplanes, and flight crew and cabin crew composition.

6 Annual Recurrent Training

6.1 When a cabin crew member undergoes annual recurrent training, CRM training should be

integrated into all appropriate phases of the recurrent training and may include stand-alone modules.

6.2 When CRM elements are integrated into all appropriate phases of the recurrent training, the CRM

elements should be clearly identified in the training syllabus.

6.3 Annual Recurrent CRM Training should include realistic operational situations.

6.4 Annual Recurrent CRM Training should include areas as identified by the operator’s accident

prevention and flight safety programme (see JAR-OPS 1.037).

7 CRM Training for Senior Cabin Crew

7.1 CRM training for Senior Cabin Crew Members should be the application of knowledge gained in

previous CRM training and operational experience relevant to the specific duties and responsibilities of a

Senior Cabin Crew Member.

7.2 The senior cabin crew member should demonstrate ability to manage the operation and take

appropriate leadership/management decisions.

8 CRM Instructor Qualifications

8.1 The operator should ensure that all personnel conducting relevant training are suitably qualified to

integrate elements of CRM into all appropriate training programmes.

8.2 A training and standardisation programme for CRM instructors should be established.

8.3 Cabin crew CRM instructors should:

a. Have suitable experience of commercial air transport as a cabin crew member; and

b. Have received instruction on Human Factors Performance Limitations (HPL); and

c. Have completed an Introductory CRM Course and the Operator’s CRM training; and

d. Have received instructions in training skills in order to conduct CRM courses; and

e. Be supervised by suitably qualified CRM instructors when conducting their first CRM training

course.

8.4 An experienced non-cabin crew CRM instructor may continue to be a cabin crew CRM instructor,

provided that the provisions of paragraph 8.3 b) to e) are satisfied and that a satisfactory knowledge has

been demonstrated of the nature of the operation and the relevant specific aeroplane types. In such

circumstances, the operator should be satisfied that the instructor has a suitable knowledge of the cabin

crew working environment.

8.5 Instructors integrating elements of CRM into conversion, recurrent training, or Senior Cabin Crew

Member training, should have acquired relevant knowledge of human factors and have completed

appropriate CRM training.

9 Co-ordination between flight crew and cabin crew training departments

9.1 There should be an effective liaison between flight crew and cabin crew training departments.

Provision should be made for flight and cabin crew instructors to observe and comment on each others

ACJ OPS 1.1005/1.1010/1.1015 [ ] (continued)


Amendment 11 2-O-5 01.08.06

training. Consideration should be given to creating flight deck scenarios on video for playback to all cabin

crew during recurrent training, and to providing the opportunity for cabin crew, particularly senior cabin

crew, to participate in Flight Crew LOFT exercises.

[Amdt. 7, 01.09.04; Amdt. 10, 01.03.06, Amdt. 11, 01.08.06]

AMC OPS 1.1012

Familiarisation

See JAR-OPS 1.1012

1 New entrant cabin crew

1.1 Each new entrant cabin crew member having no previous comparable operating experience should:

a. Participate in a visit to the aeroplane to be operated; and

b. Participate in familiarisation flights as described in paragraph 3 below.

2 Cabin crew operating on a subsequent aeroplane type

2.1 A cabin crew member assigned to operate on a subsequent aeroplane type with the same operator

should either:

a. Participate in a familiarisation flight as described in paragraph 3 below; or

b. Participate in an aeroplane visit to the aeroplane to be operated.

3 Familiarisation Flights

3.1 During familiarisation flights, the cabin crew member should be additional to the minimum number

of cabin crew required by JAR-OPS 1.990.

3.2 Familiarisation flights should be conducted under the supervision of the senior cabin crew member.

3.3 Familiarisation flights should be structured and involve the cabin crew member in the participation

of safety related pre-flight, in-flight and post-flight duties.

3.4 Familiarisation flights should be operated with the cabin crew member in the operator’s uniform.

3.5 Familiarisation flights should form part of the training record for each cabin crew member.

4 Aeroplane visits

4.1 The purpose of aeroplane visits is to familiarise each cabin crew member with the aeroplane

environment and its equipment. Accordingly, aeroplane visits should be conducted by suitably qualified

persons and in accordance with a syllabus described in the Operations Manual, Part D. The aeroplane visit

should provide an overview of the aeroplane’s exterior, interior and systems including the following:

a. Interphone and public address systems;

b. Evacuation alarm systems;

c. Emergency lighting;

d. Smoke detection systems;

e. Safety/emergency equipment;

f. Flight deck;

g. Cabin crew stations;

h. Toilet compartments;

i. Galleys, galley security and water shut-off;

j. Cargo areas if accessible from the passenger compartment during flight;

k. Circuit breaker panels located in the passenger compartment;

l. Crew rest areas;

ACJ OPS 1.1005/1.1010/1.1015 [ ] (continued)


01.08.06 2-O-6 Amendment 11

m. Exit location and its environment.

4.2 An aeroplane familiarisation visit may be combined with the conversion training required by JAR-

OPS 1.1010(c)(3).

[Ch. 1, 01.03.98]

[ ] [ACJ] OPS 1.1005/1.1010/1.1015/1.1020

Representative Training Devices

See JAR-OPS 1.1005/1.1010/1.1015/1.1020

1 A representative training device may be used for the training of cabin crew as an alternative to the

use of the actual aeroplane or required equipment.

2 Only those items relevant to the training and testing intended to be given, should accurately

represent the aeroplane in the following particulars:

a. Layout of the cabin in relation to exits, galley areas and safety equipment stowage;

b. Type and location of passenger and cabin crew seats;

c. [ ] [E]xits in all modes of operation (particularly in relation to method of operation, their mass and

balance and operating forces) [including failure of power assist systems where fitted]; and

d. Safety equipment of the type provided in the aeroplane (such equipment may be ‘training use only’

items and, for oxygen and protective breathing equipment, units charged with or without oxygen may be

used).

[3 When determining whether an exit can be considered to be a variant of another type, the following

factors should be assessed:

a. Exit arming/disarming;

b. Direction of movement of the operating handle;

c. Direction of exit opening;

d. Power assist mechanisms;

e. Assist means, e.g. evacuation slides]

[Amdt. 11, 01.08.06]

IEM OPS 1.1015

Recurrent training

[See] JAR-OPS 1.1015

Operators should ensure that a formalised course of recurrent training is provided for cabin crew in order to

ensure continued proficiency with all equipment relevant to the aeroplane types that they operate.

[Amdt. 10, 01.03.06]

AMC OPS 1.1020

Refresher Training

See JAR-OPS 1.1020

In developing the content of any refresher training programme prescribed in JAR-OPS 1.1020, operators

should consider (in consultation with the Authority) whether, for aeroplanes with complex equipment or

procedures, refresher training may be necessary for periods of absence that are less than the 6 months

prescribed in JAR-OPS 1.1020(a).

AMC [OPS] 1.1012 (continued)


Amendment 11 2-O-7 01.08.06

IEM OPS 1.1020(a)

Refresher training


See AMC OPS 1.1020

An operator may substitute recurrent training for refresher training if the re-instatement of the cabin crew

member’s flying duties commences within the period of validity of the last recurrent training and checking. If

the period of validity of the last recurrent training and checking has expired, conversion training is required.

[Ch. 1, 01.03.98]

AMC OPS 1.1025

Checking

See JAR-OPS 1.1025

1 Elements of training which require individual practical participation should be combined with

practical checks.

2 The checks required by JAR-OPS 1.1025 should be accomplished by the method appropriate to the

type of training including:

a. Practical demonstration; and/or

b. Computer based assessment; and/or

c. In-flight checks; and/or

d. Oral or written tests.

ACJ OPS 1.1030


See JAR-OPS 1.1030

1 For the purposes of JAR-OPS 1.1030(b)(1), when determining similarity of exit operation the

following factors should be assessed to justify the finding of similarity:

a. Exit arming/disarming;

b. Direction of movement of the operating handle;

c. Direction of exit opening;

d. Power assist mechanisms;

e. Assist means, e.g. evacuation slides.

Self-help exits, for example Type III and Type IV exits, need not be included in this assessment.

2 For the purposes of JAR-OPS 1.1030(a)(2) and (b)(2), when determining similarity of location and

type of portable safety equipment the following factors should be assessed to justify the finding of similarity:

a. All portable safety equipment is stowed in the same, or in exceptional circumstances, in

substantially the same location;

b. All portable safety equipment requires the same method of operation;

c. Portable safety equipment includes:

i. Fire fighting equipment;

ii. Protective Breathing Equipment (PBE);

iii. Oxygen equipment;

iv. Crew lifejackets;

v. Torches;


01.08.06 2-O-8 Amendment 11

vi. Megaphones;

vii. First aid equipment;

viii. Survival equipment and signalling equipment;

ix. Other safety equipment where applicable.

3 For the purposes of sub-paragraph of JAR-OPS 1.1030(a)(2) and (b)(3), type specific emergency

procedures include, but are not limited, to the following:

a. Land and water evacuation;

b. In-flight fire;

c. Decompression;

d. Pilot incapacitation.

4 When changing aeroplane type or variant during a series of flights, the cabin crew safety briefing

required by AMC OPS 1.210(a), should include a representative sample of type specific normal and

emergency procedures and safety equipment applicable to the actual aeroplane type to be operated.

[Amdt. 3, 01.12.01]

IEM OPS 1.1035

Training records

See JAR-OPS 1.1035

An operator should maintain a summary of training to show a trainee’s completion of every stage of training

and checking.

IEM to Appendix 1 to JAR-OPS 1.1005/1.1015/1.1020

First Aid Training

See Appendix 1 to JAR-OPS 1.1005/1.1015/1.1020

1 First aid training should include the following subjects:

a. Physiology of flight including oxygen requirements, and hypoxia;

b. Medical emergencies in aviation including:

i. Choking;

ii. Stress reactions and allergic reactions;

iii. Hyperventilation;

iv. Gastro-intestinal disturbance;

v. Air sickness;

vi. Epilepsy;

vii. Heart attacks;

viii. Stroke;

ix. Shock;

x. Diabetes;

xi. Emergency childbirth; and

xii. Asthma;

c. Basic first aid and survival training including care of:

i. The unconscious;



Amendment 11 2-O-9 01.08.06

ii. Burns;

iii. Wounds; and

iv. Fractures and soft tissue injuries;

d. Practical cardio-pulmonary resuscitation by each cabin crew member having regard to the

aeroplane environment and using a specifically designed dummy;

e. The use of appropriate aeroplane equipment including first-aid kits and first-aid oxygen.

IEM to Appendix 1 to JAR-OPS 1.1005/1.1010/1.1015/1.1020

Crowd Control

See Appendix 1 to JAR-OPS 1.1005/1.1010/1.1015/1.1020

1 Crowd control

1.1 Operators should provide training in the application of crowd control in various emergency

situations. This training should include:

a. Communications between flight crew and cabin crew and use of all communications equipment,

including the difficulties of co-ordination in a smoke-filled environment;

b. Verbal commands;

c. The physical contact that may be needed to encourage people out of an exit and onto a slide;

d. The re-direction of passengers away from unusable exits;

e. The marshalling of passengers away from the aeroplane;

f. The evacuation of disabled passengers; and

g. Authority and leadership.

[Ch. 1, 01.03.98]

IEM to Appendix 1 to JAR-OPS 1.1005/1.1010/1.1015/1.1020

Training Methods

See Appendix 1 to JAR-OPS 1.1005/1.1010/1.1015/1.1020

Training may include the use of mock-up facilities, video presentations, computer based training and other

types of training. A reasonable balance between the different training methods should be achieved.

[Ch. 1, 01.03.98]

IEM to Appendix 1 to JAR-OPS 1.1010/1.1015

Conversion and recurrent training

See Appendix 1 to JAR-OPS 1.1010/1.1015

1 A review should be carried out of previous initial training given in accordance with JAR-OPS 1.1005

in order to confirm that no item has been omitted. This is especially important for cabin crew members first

transferring to aeroplanes fitted with life-rafts or other similar equipment.

2 Fire and smoke training requirements

Training requirement/interval

Required activity

First conversion to aeroplane type (e.g. new entrant)

Actual fire fighting and handling equipment (Note 1)

IEM to Appendix 1 to JAR-OPS 1.1005/1.1015/1.1020 (continued)


01.08.06 2-O-10 Amendment 11

Every year during recurrent training

Handling equipment

Every 3 years during recurrent training

Actual fire fighting and handling equipment (Note 1)

Subsequent a/c conversion

(Note 1) (Note 1) (Notes 2 & 3)

New fire fighting equipment

Handling equipment

NOTES:

1. Actual fire fighting during training must include use of at least one fire extinguisher and extinguishing agent as used on the aeroplane type. An alternative extinguishing agent may be used in place of Halon.

2. Fire fighting equipment is required to be handled if it is different to that previously used.

3. Where the equipment between aeroplane types is the same, training is not required if within the validity of the 3 year check.


IEM to Appendix 1 to JAR-OPS [1].1010/1.1015 (continued)

SECTION 2 JAR-OPS 1

01.03.03 2-P-1 Amendment 5

IEM OPS 1.1040(b)

Elements of the Operations Manual subject to approval


1 A number of the provisions of JAR-OPS require the prior approval of the Authority. As a consequence, the related sections of the Operations Manual should be subject to special attention. In practice, there are two possible options: a. The Authority approves a specific item (e.g. with a written response to an application) which is then included in the Operations Manual. In such cases, the Authority merely checks that the Operations Manual accurately reflects the content of the approval. In other words, such text has to be acceptable to the Authority; or b. An operator’s application for an approval includes the related, proposed, Operations Manual text in which case, the Authority’s written approval encompasses approval of the text. 2 In either case, it is not intended that a single item should be subject to two separate approvals. 3 The following list indicates only those elements of the Operations Manual which require specific approval by the Authority. (A full list of every approval required by JAR-OPS in its entirety may be found in Appendix 6 of the Operations Joint Implementation Procedures (JAA Administration & Guidance Material Section 4, Part 2.)


AMC/IEM P – MANUALS, LOGS & RECORDS

JAR-OPS 1 SECTION 2

Amendment 10 2-P-2 01.03.06

Ops Manual

Section (App. 1 to

JAR-OPS 1.1045)

Subject JAR-OPS Reference

A 2.4 Operational Control 1.195

A 5.2(f) Procedures for flight crew to operate on more than 1 type or

variant

1.980

A 5.3(c) Procedures for cabin crew to operate on four airplane types 1.1030(a)

A 8.1.1 Method of determination of minimum flight attitudes 1.250(b)

A 8.1.4 En-route single engine safe forced landing area for land planes 1.542(a)

A 8.1.8 (i) Standard mass values other than those specified in Subpart

J

1.620(g)

Mass & balance: (ii) Alternative documentation and related procedures 1.625(c)

(iii) Omission of data from documentation App. 1, 1.625, § (a)(1)(ii)

(iv) Special standard masses for the traffic load App. 1, 1.605, § (b)

A 8.1.11 Tech Log 1.915(b)

A 8.4 Cat II/III Operations 1.440(a)(3), (b) & App. 1

to JAR-OPS 1.455, Note

A 8.5 ETOPS Approval 1.246

A 8.6 Use of MEL 1.030(a)

A 9 Dangerous Goods 1.1155

A 8.3.2(b) MNPS 1.243

A 8.3.2(c) RNAV (RNP) 1.243

A 8.3.2(f) RVSM 1.241

B 1.1(b) Max. approved passenger seating configuration 1.480(a)(6)

B 2(g) Alternate method for verifying approach mass

(DH < 200ft) - Performance Class A

1.510(b)

B 4.1(h) Steep Approach Procedures and Short Landing Operations -

Performance Class B

1.515(a)(3) & (a)(4)

& 1.550(a)

B 6(b) Use of on-board mass and balance systems App. 1 to JAR-OPS 1.625,

§ (c)

B 9 MEL 1.030(a)

D 2.1 Cat II/III Training syllabus flight crew 1.450(a)(2)

Recurrent training programme flight crew 1.965(a)(2)

Advanced qualification, programme 1.978(a)

D 2.2 Initial training cabin crew 1.1005

Recurrent training programme cabin crew 1.1015(b)

D 2.3(a) Dangerous Goods 1.1220(a)

[Ch.1, 01.03.98]


IEM OPS 1.1040(b) (continued[)] [Amdt. 10, 01.03.06]

SECTION 2 JAR-OPS 1

01.03.03 2-P-3 Amendment 5

IEM OPS 1.1040(c)

Operations Manual - Language


1 JAR-OPS 1.1040(c) requires the Operations Manual to be prepared in the English language. However, it is recognised that there may be circumstances where approval for the use of another language, for part or all of the Operations Manual, is justifiable. The criteria on which such an approval may be based should include at least the following: a. The language(s) commonly used by the operator; b. The language of related documentation used, such as the AFM; c. Size of the operation; d. Scope of the operation i.e. domestic or international route structure; e. Type of operation e.g. VFR/IFR; and f. The period of time requested for the use of another language.

[Ch.1, 01.03.98]

AMC OPS 1.1045

Operations Manual Contents

See JAR-OPS 1.1045

1 Appendix 1 to JAR-OPS 1.1045 prescribes in detail the operational policies, instructions, procedures and other information to be contained in the Operations Manual in order that operations personnel can satisfactorily perform their duties. When compiling an Operations Manual, an operator may take advantage of the contents of other relevant documents. Material produced by the operator for Part B of the Operations Manual may be supplemented with or substituted by applicable parts of the Aeroplane Flight Manual required by JAR-OPS 1.1050 or, where such a document exists, by an Aeroplane Operating

Manual produced by the manufacturer of the aeroplane. [In the case of performance class B aeroplanes. it is acceptable that a “Pilot Operating Handbook” (POH) or equivalent document is used as Part B of the

Operations Manual, provided that the POH covers the necessary items.] For Part C of the Operations Manual, material produced by the operator may be supplemented with or substituted by applicable Route Guide material produced by a specialised professional company. 2 If an operator chooses to use material from another source in his Operations Manual he should either copy the applicable material and include it directly in the relevant part of the Operations Manual, or the Operations Manual should contain a statement to the effect that a specific manual(s) (or parts thereof) may be used instead of the specified part(s) of the Operations Manual.

3 If an operator chooses to make use of material from an alternative source [(e.g. a Route Manual

producer, an aeroplane manufacturer or a training organisation)] as explained above, this does not absolve the operator from the responsibility of verifying the applicability and suitability of this material.

(See JAR-OPS 1.1040(k)). [Any material received form an external source should be given its status by a

statement in the Operations Manual.]

[Amdt. 5, 01.03.03]

IEM OPS 1.1045(c)

Operations Manual Structure

See JAR-OPS 1.1045(c) & Appendix 1 to JAR-OPS 1.1045

1 JAR-OPS 1.1045(a) prescribes the main structure of the Operations Manual as follows: Part A – General/Basic; Part B – Aeroplane Operating Matters – Type related; Part C – Route and Aerodrome Instructions and Information;

JAR-OPS 1 SECTION 2

Amendment 10 2-P-4 01.03.06

Part D – Training. 2 JAR-OPS 1.1045 (c) requires the operator to ensure that the detailed structure of the Operations Manual is acceptable to the Authority. 3 Appendix 1 to JAR-OPS 1.1045 contains a comprehensively detailed and structured list of all items to be covered in the Operations Manual. Since it is believed that a high degree of standardisation of Operations Manuals within the JAA will lead to improved overall flight safety, it is strongly recommended that the structure described in this IEM should be used by operators as far as possible. A List of Contents based upon Appendix 1 to JAR-OPS 1.1045 is given below. 4 Manuals which do not comply with the recommended structure may require a longer time to be accepted/approved by the Authority. 5 To facilitate comparability and usability of Operations Manuals by new personnel, formerly employed by another operator, operators are recommended not to deviate from the numbering system used in Appendix 1 to JAR-OPS 1.1045. If there are sections which, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described below and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate.

Operations Manual Structure

(List of Contents)

Part A GENERAL/BASIC

0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1. Introduction 0.2 System of amendment and revision

1 ORGANISATION AND RESPONSIBILITIES 1.1 Organisational structure 1.2 Names of nominated postholders 1.3 Responsibilities and duties of operations management personnel 1.4 Authority, duties and responsibilities of the commander 1.5. Duties and responsibilities of crew members other than the commander

2 OPERATIONAL CONTROL AND SUPERVISION 2.1 Supervision of the operation by the operator 2.2 System of promulgation of additional operational instructions and information 2.3 Accident prevention and flight safety programme 2.4 Operational control 2.5 Powers of Authority

3 QUALITY SYSTEM

4 CREW COMPOSITION 4.1 Crew Composition 4.2 Designation of the commander 4.3. Flight crew incapacitation 4.4 Operation on more than one type

5 QUALIFICATION REQUIREMENTS 5.1 Description of licence, qualification/competency, training, checking requirements etc. 5.2 Flight crew 5.3 Cabin crew 5.4 Training, checking and supervisory personnel 5.5 Other operations personnel

IEM OPS 1.1045(c) (continued[)] [Amdt. 10, 01.03.06]

SECTION 2 JAR-OPS 1

01.03.06 2-P-5 Amendment 10

6 CREW HEALTH PRECAUTIONS 6.1 Crew health precautions

7 FLIGHT TIME LIMITATIONS

7.1 Flight and Duty Time limitations and Rest requirements 7.2 Exceedances of flight and duty time limitations and/or reduction of rest periods

8 OPERATING PROCEDURES 8.1 Flight Preparation Instructions 8.1.1 Minimum Flight Altitudes 8.1.2 Criteria for determining the usability of aerodromes 8.1.3 Methods for the determination of Aerodrome Operating Minima 8.1.4 En-route Operating Minima for VFR flights or VFR portions of a flight 8.1.5 Presentation and Application of Aerodrome and En Route Operating Minima 8.1.6 Interpretation of meteorological information 8.1.7 Determination of the quantities of fuel, oil and water methanol carried 8.1.8 Mass and Centre of Gravity 8.1.9 ATS Flight Plan 8.1.10 Operational Flight Plan 8.1.11 Operator’s Aeroplane Technical Log 8.1.12 List of documents, forms and additional information to be carried 8.2 Ground Handling Instructions 8.2.1 Fuelling procedures 8.2.2 Aeroplane, passengers and cargo handling procedures related to safety 8.2.3 Procedures for the refusal of embarkation 8.2.4 De-icing and Anti-icing on the Ground 8.3 Flight Procedures 8.3.1 VFR/IFR policy 8.3.2 Navigation Procedures 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 8.3.9 Wake Turbulence 8.3.10 Crew members at their stations 8.3.11 Use of safety belts for crew and passengers 8.3.12 Admission to Flight Deck 8.3.13 Use of vacant crew seats 8.3.14 Incapacitation of crew members 8.3.15 Cabin Safety Requirements 8.3.16 Passenger briefing procedures 8.3.17 Procedures for aeroplanes operated whenever required cosmic or solar radiation detection

equipment is carried 8.4 All Weather Operations 8.5 ETOPS 8.6 Use of the Minimum Equipment and Configuration Deviation List(s) 8.7 Non revenue flights 8.8 Oxygen Requirements

9 DANGEROUS GOODS AND WEAPONS

10 SECURITY

IEM OPS 1.1045(c) (continued IEM OPS 1.1045(c) (continued[)] [Amdt. 10, 01.03.06]

JAR-OPS 1 SECTION 2

Amendment 10 2-P-6 01.03.06

11 HANDLING OF ACCIDENTS AND OCCURRENCES

12 RULES OF THE AIR

[13 LEASING]

Part B AEROPLANE OPERATING MATTERS TYPE RELATED

0 GENERAL INFORMATION AND UNITS OF MEASUREMENT

1 LIMITATIONS

2 NORMAL PROCEDURES

3 ABNORMAL AND EMERGENCY PROCEDURES

4 PERFORMANCE 4.1 Performance data 4.2 Additional performance data

5 FLIGHT PLANNING

6 MASS AND BALANCE

7 LOADING

8 CONFIGURATION DEVIATION LIST

9 MINIMUM EQUIPMENT LIST

10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

11 EMERGENCY EVACUATION PROCEDURES 11.1 Instructions for preparation for emergency evacuation 11.2 Emergency evacuation procedures

12 AEROPLANE SYSTEMS

Part C ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION Part D TRAINING

1 TRAINING SYLLABI AND CHECKING PROGRAMMES – GENERAL

2 TRAINING SYLLABI AND CHECKING 2.1 Flight Crew 2.2 Cabin Crew 2.3 Operations Personnel including Crew Members 2.4. Operations Personnel other than Crew Members

3 PROCEDURES 3.1 Procedures for training and checking 3.2 Procedures to be applied in the event that personnel do not achieve or maintain required standards

3.3 Procedures to ensure that abnormal or emergency situations are not simulated during

commercial air transportation flights

4 DOCUMENTATION AND STORAGE

[Amdt. 10, 01.03.06]

[IEM OPS 1.1045(c) (continued)]

SECTION 2 JAR-OPS 1

01.03.03 2-P-7 Amendment 5

IEM OPS 1.1055(a)(12)

Signature or equivalent


1 JAR-OPS 1.1055 requires a signature or its equivalent. This IEM gives an example of how this can be arranged where normal signature by hand is impracticable and it is desirable to arrange the equivalent verification by electronic means. 2 The following conditions should be applied in order to make an electronic signature the equivalent of a conventional hand-written signature:

i. Electronic ‘signing’ should be achieved by entering a Personal Identification Number (PIN) code with appropriate security etc.;

ii. Entering the PIN code should generate a print-out of the individual’s name and professional capacity on the relevant document(s) in such a way that it is evident, to anyone having a need for that information, who has signed the document;

iii. The computer system should log information to indicate when and where each PIN code has been entered;

iv. The use of the PIN code is, from a legal and responsibility point of view, considered to be fully equivalent to signature by hand;

v. The requirements for record keeping remain unchanged; and.

vi. All personnel concerned should be made aware of the conditions associated with electronic signature and should confirm this in writing.

IEM OPS 1.1055(b)

Journey log


The ‘other documentation’ referred to in this paragraph might include such items as the operational flight plan, the aeroplane technical log, flight report, crew lists etc.

IEM to Appendix 1 to JAR-OPS 1.1045

Operations Manual Contents

1 With reference to Operations Manual Section A, paragraph 8.3.17, on cosmic radiation, limit values should be published in the Operations Manual only after the results of scientific research are available and internationally accepted. 2 With reference to Operations Manual Section B, paragraph 9 (Minimum Equipment List) and 12 (Aeroplane Systems) operators should give consideration to using the ATA number system when allocating chapters and numbers for aeroplane systems.

JAR-OPS 1 SECTION 2

Amendment 5 2-P-8 01.03.03


SECTION 2 SUBPART Q JAR-OPS 1

01.03.98 2-Q-1

AMC/IEM Q — FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

RESERVED

JAR-OPS 1 SECTION 2

2-Q-2 01.03.98



Amendment 3 2-R-1 01.12.01

ACJ/AMC/IEM R — TRANSPORT OF DANGEROUS GOODS BY AIR IEM OPS 1.1150(a)(3) & (a)(4) Terminology - Dangerous Goods Accident and Dangerous Goods Incident See JAR-OPS 1.1150(a)(3) & (a)(4)

As a dangerous goods accident (See JAR-OPS 1.1150(a)(3)) and dangerous goods incident (See JAR-OPS 1.1150(a)(4)) may also constitute an aircraft accident or incident the criteria for the reporting both types of occurrence should be satisfied.

[Ch. 1, 01.03.98]

IEM OPS 1.1155 Approval to transport dangerous goods See JAR-OPS 1.1155

1 Permanent approval for the transport of dangerous goods will be reflected on the Air Operator Certificate. In other circumstances an approval may be issued separately.

2 Before the issue of an approval for the transport of dangerous goods, the operator should satisfy the Authority that adequate training has been given, that all relevant documents (e.g. for ground handling, aeroplane handling, training) contain information and instructions on dangerous goods, and that there are procedures in place to ensure the safe handling of dangerous goods at all stages of air transport.

3 The exemption or approval indicated in JAR-OPS 1.1165(b)(1) or (2) is in addition to that indicated by JAR-OPS 1.1155.

IEM OPS 1.1160(b)(1) Dangerous goods on an aeroplane in accordance with the relevant regulations or for operating reasons See JAR-OPS 1.1160(b)(1)

1 Dangerous goods required to be on board an aeroplane in accordance with the relevant JARs or for operating reasons are those which are for:

a. The airworthiness of the aeroplane;

b. The safe operation of the aeroplane; or

c. The health of passengers or crew.

2 Such dangerous goods include but are not limited to:

a. Batteries;

b. Fire extinguishers;

c. First-aid kits;

d. Insecticides/Air fresheners;

e. Life saving appliances; and

f. Portable oxygen supplies.

IEM OPS 1.1160(b)(3) Veterinary aid or a humane killer for an animal See JAR-OPS 1.1160(b)(3) The dangerous goods referred to in JAR-OPS 1.1160(b)(3) may also be carried on a flight made by the same aeroplane or preceding the flight on which the animal is carried and/or on a flight made by the same


01.12.01 2-R-2 Amendment 3

aeroplane after that animal has been carried when it is impracticable to load or unload the goods at the time of the flight on which the animal is carried.

[Ch. 1, 01.03.98]

IEM OPS 1.1160(b)(4) Medical Aid for a Patient See JAR-OPS 1.1160(b)(4)

1 Gas cylinders, drugs, medicines, other medical material (such as sterilising wipes) and wet cell or lithium batteries are the dangerous goods which are normally provided for use in flight as medical aid for a patient. However, what is carried may depend on the needs of the patient. These dangerous goods are not those which are a part of the normal equipment of the aeroplane.

2 The dangerous goods referred to in paragraph 1 above may also be carried on a flight made by the same aeroplane to collect a patient or after that patient has been delivered when it is impracticable to load or unload the goods at the time of the flight on which the patient is carried.

IEM OPS 1.1160(b)(5) Scope – Dangerous goods carried by passengers or crew See JAR-OPS 1.1160(b)(5)

1 The Technical Instructions exclude some dangerous goods from the requirements normally applicable to them when they are carried by passengers or crew members, subject to certain conditions.

2 For the convenience of operators who may not be familiar with the Technical Instructions, these requirements are repeated below.

3 The dangerous goods which each passenger or crew member can carry are:

a. Alcoholic beverages [containing more than 24% but] not exceeding 70% alcohol by volume, when [in retail packagings not exceeding 5 litres and with a total not exceeding 5 litres per person;]

b. Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes, medicines containing alcohol); and, in checked baggage only, aerosols which are non-flammable, non-toxic and without subsidiary risk, when for sporting or home use. The net quantity of each single article should not exceed 0·5 litre or 0·5 kg and the total net quantity of all articles should not exceed 2 litres or 2 kg;

c. Safety matches or a lighter for the person’s own use and when carried on him. ‘Strike anywhere’ matches, lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and lighter refills are not permitted;

d. A hydrocarbon gas-powered hair curler, providing the safety cover is securely fitted over the heating element. Gas refills are not permitted;

e. Small carbon dioxide gas cylinders worn for the operation of mechanical limbs and spare cylinders of similar size if required to ensure an adequate supply for the duration of the journey;

f. Radioisotopic cardiac pacemakers or other devices (including those powered by lithium batteries) implanted in a person, or radio-pharmaceuticals contained within the body of a person as a result of medical treatment;

g. A small medical or clinical thermometer containing mercury, for the person’s own use, when in its protective case;

h. Dry ice, when used to preserve perishable items, providing the quantity of dry ice does not exceed 2 kg and the package permits the release of the gas. Carriage may be in carry-on (cabin) or checked baggage, but when in checked baggage the operator’s agreement is required;

i. When carriage is allowed by the operator, small gaseous oxygen or air cylinders for medical use;

j. When carriage is allowed by the operator, [not more than two] small carbon dioxide cylinders fitted into a self-inflating life-jacket and [not more than two] spare cylinders;

IEM OPS 1.1160(b)(3) (continued)


Amendment 3 2-R-3 01.12.01

k. When carriage is allowed by the operator, wheelchairs or other battery-powered mobility aids with non-spillable batteries, providing the equipment is carried as checked baggage. The battery should be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits;

l. When carriage is allowed by the operator, wheelchairs or other battery-powered mobility aids with spillable batteries, providing the equipment is carried as checked baggage. When the equipment can be loaded, stowed, secured and unloaded always in an upright position, the battery should be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits. When the equipment cannot be kept upright, the battery should be removed and carried in a strong, rigid packaging, which should be leak-tight and impervious to battery fluid. The battery in the packaging should be protected against accidental short circuits, be held upright and be surrounded by absorbent material in sufficient quantity to absorb the total liquid contents. The package containing the battery should have on it ‘Battery wet, with wheelchair’ or ‘Battery wet, with mobility aid’, bear a ‘Corrosives’ label and be marked to indicate its correct orientation. The package should be protected from upset by securement in the cargo compartment of the aeroplane. The commander should be informed of the location of a wheelchair or mobility aid with an installed battery or of a packed battery;

m. When carriage is allowed by the operator, cartridges for sporting weapons, providing they are in Division 1.4S (See Note), they are for that person’s own use, they are securely boxed and in quantities not exceeding 5 kg gross mass and they are in checked baggage. Cartridges with explosive or incendiary projectiles are not permitted;

NOTE: Division 1.4S is a classification assigned to an explosive. It refers to cartridges which are packed or designed so that any

dangerous effects from the accidental functioning of one or more cartridges in a package are confined within the package unless it has

been degraded by fire, when the dangerous effects are limited to the extent that they do not hinder fire fighting or other emergency

response efforts in the immediate vicinity of the package. Cartridges for sporting use are likely to be within Division 1.4S.

n. When carriage is allowed by the operator, a mercurial barometer [or mercurial thermometer] in carry-on (cabin) baggage when in the possession of a representative of a government weather bureau or similar official agency. The barometer [or thermometer] should be packed in a strong packaging having inside a sealed inner liner or bag of strong leak-proof and puncture resistant material impervious to mercury closed in such a way as to prevent the escape of mercury from the package irrespective of its position. The commander should be informed when such a barometer [or thermometer] is to be carried;

o. When carriage is allowed by the operator, heat producing articles (i.e. battery operated equipment, such as under-water torches and soldering equipment, which if accidentally activated will generate extreme heat which can cause a fire), providing the articles are in carry-on (cabin) baggage. The heat producing component or energy source should be removed to prevent accidental functioning;

[ ]

[Amdt. 3, 01.12.01]

IEM OPS 1.1165(b)(1) States concerned with exemptions See JAR-OPS 1.1165(b)(1)

1 The Technical Instructions provide that in certain circumstances dangerous goods, which are normally forbidden on an aeroplane, may be carried. These circumstances include cases of extreme urgency or when other forms of transport are inappropriate or when full compliance with the prescribed requirements is contrary to the public interest. In these circumstances all the States concerned may grant exemptions from the provisions of the Technical Instructions provided that every effort is made to achieve an overall level of safety which is equivalent to that provided by the Technical Instructions.

2 The States concerned are those of origin, transit, overflight and destination of the consignment and that of the operator. [ ]

3 Where the Technical Instructions indicate that dangerous goods which are normally forbidden may be carried with an approval, the exemption procedure does not apply.

IEM OPS 1.1160(b)(5) (continued


01.12.01 2-R-4 Amendment 3

4 The exemption required by JAR-OPS 1.1165(b)(1) is in addition to the approval required by JAR-OPS 1.1155.

[Amdt. 3, 01.12.01]

AMC OPS 1.1215(b) Provision of information See JAR-OPS 1.1215(b)

1 Information to Passengers

1.1 Information to passengers should be promulgated in such a manner that passengers are warned as to the types of dangerous goods that must not be carried on board an aeroplane.

1.2 As a minimum, this information should consist of:

a. Warning notices or placards sufficient in number and prominently displayed, at each of the places at an airport where tickets are issued and passengers checked in, in aeroplane boarding areas and at any other place where passengers are checked in; and

b. A warning with the passenger ticket. This may be printed on the ticket or on a ticket wallet or on a leaflet.

1.3 The information to passengers may include reference to those dangerous goods which may be carried.

2 Information to Other Persons

2.1 Information to persons offering cargo for transport by air should be promulgated in such a manner that those persons are warned as to the need to properly identify and declare dangerous goods.

2.2 As a minimum this information should consist of warning notices or placards sufficient in number and prominently displayed at any location where cargo is accepted.

3 General

3.1 Information should be easily understood and identify that there are various classes of dangerous goods.

3.2 Pictographs may be used as an alternative to providing written information or to supplement such information.

AMC OPS 1.1215(e) Information in the Event of an Aeroplane Incident or Accident See JAR-OPS 1.1215(e)

The information to be provided should include the proper shipping name, [UN/ID number,] class, subsidiary risk(s) for which labels are required, the compatibility group for Class 1 and the quantity and location on board the aeroplane.

[Amdt. 3, 01.12.01]

AMC OPS 1.1220 Training See JAR-OPS 1.1220

1 Application for Approval of Training Programmes

[Applications for approval of training programmes should indicate how the training will be carried out. Training intended to give general information and guidance may be by any means including handouts, leaflets, circulars, slide presentations, videos, etc, and may take place on-the-job or off-the-job. Training intended to give an in-depth and detailed appreciation of the whole subject or particular aspects of it should be by formal training courses, which should include a written examination, the successful passing of which ] [ will result in the issue of the proof of qualification. Applications for formal training courses should include

IEM OPS 1.1165(b)(1) (continued)


Amendment 3 2-R-5 01.12.01

the course objectives, the training programme syllabus/curricula and examples of the written examination to be undertaken.]

2 Instructors. Instructors should have knowledge not only of training techniques but also of the transport of dangerous goods by air, in order that the subject be covered fully and questions adequately answered.

3 [Areas of training. The areas of training given in Tables 1 and 2 of JAR-OPS 1.1220 are applicable whether the training is for general information and guidance or to give an in-depth and detailed appreciation. The extent to which any area of training should be covered is dependent upon whether it is for general information or to give in-depth appreciation. Additional areas not identified in Tables 1 and 2 may be needed, or some areas omitted, depending on the responsibilities of the individual.]

4 Levels of Training

4.1 There are two levels of training:

[a. Where it is intended to give an in-depth and a detailed appreciation of the whole subject or of the area(s) being covered, such that the person being trained gains in knowledge so as to be able to apply the detailed requirements of the Technical Instructions. This training should include establishing, by means of a written examination covering all the areas of the training programme, that a required minimum level of knowledge has been acquired; or]

b. Where it is intended to give general information [and] guidance about the area(s) being covered, such that the person being trained receives an overall awareness of the subject. [This training should include establishing by means of a written or oral examination covering all areas of the training programme, that a required minimum level of knowledge has been acquired.]

4.2 In the absence of other guidance, the staff referred to in JAR-OPS 1.1220(c)(1) should receive training to the [extent] identified in sub-paragraph 4.1.a above; all other staff referred to in JAR-OPS 1.1220(b) and (c) should receive training to the [extent] identified in sub-paragraph 4.1.b above. However, where flight crew or other crew members, such as loadmasters, are responsible for checking the dangerous goods to be loaded, their training should also be to the [extent] identified in paragraph 4.1.a above.

5 Training in Emergency Procedures. The training in emergency procedures should include as a minimum:

a. For those personnel covered by JAR-OPS 1.1220(b) and (c), except for crew members whose emergency procedures training is covered in sub-paragraphs 5b or 5c (as applicable) below:

i. Dealing with damaged or leaking packages; and

ii. Other actions in the event of ground emergencies arising from dangerous goods;

b. For flight crew members:

i. Actions in the event of emergencies in flight occurring in the passenger cabin or in the cargo compartments; and

ii. The notification to Air Traffic Services should an in-flight emergency occur (See JAR-OPS 1.420(e)).

c. For crew members other than flight crew members:

i. Dealing with incidents arising from dangerous goods carried by passengers; or

ii. Dealing with damaged or leaking packages in flight.

6 Recurrent training. Recurrent training should cover the areas in Table 1 or Table 2 relevant to initial Dangerous Goods training unless the responsibility of the individual has changed.

[7 Test to verify understanding. It is necessary to have some means of establishing that a person has gained in understanding as a result of training; this is achieved by requiring the person to undertake a test. The complexity of the test, the manner of conducting it and the questions asked should be commensurate with the duties of the person being trained; and the test should demonstrate that the training has been adequate. If the test is completed satisfactorily a certificate should be issued confirming this.]

[Amdt. 3, 01.12.01]

AMC OPS 1.1220 (continued) AMC OPS 1.1220 (continued)


01.12.01 2-R-6 Amendment 3

IEM OPS 1.1220 Training See JAR-OPS 1.1220

1 Areas of Training. The areas of training identified in Tables 1 and 2 of JAR-OPS 1.1220 are applicable whether the training is:

a. For general information and guidance; or

b. To give an in-depth and detailed appreciation of the subject.

1.1 The [extent] to which the training should be covered and whether areas not identified in Table 1 or Table 2 need to be added [or the identified areas varied,] is dependent on the responsibilities of the person being trained. In particular, if a crew member is a loadmaster the appropriate areas of training required may be those in column 4 of Table 2 and not those in column 5. [Also, if an operator carries only cargo, those areas relating to passengers and their baggage may be omitted from the training.]

2 How to Achieve Training

2.1 Training providing general information and guidance is intended to give a general [appreciation] of the requirements for the transport by air of dangerous goods. It may be achieved by means of handouts, leaflets, circulars, slide presentations, videos, etc, or a mixture of several of these means. The training does not need to be given by a formal training course [and may take place ‘on-the-job’ or ‘off-the-job’.]

2.2 Training providing in-depth guidance and a detailed appreciation of the whole subject or particular areas of it is intended to give a level of knowledge necessary for the application of the requirements for the transport by air of dangerous goods. It should be given by a formal training course which takes place at a time when the person is not undertaking normal duties. The course may be by means of tuition or as a self-study programme or a mixture of both of these. It should cover all the areas of dangerous goods relevant to the person receiving the training, although areas not likely to be relevant may be omitted (for instance, training in the transport of radioactive materials may be excluded where they will not be carried by the operator).

[Amdt. 3, 01.12.01]

AMC OPS 1.1225 Dangerous Goods Incident and Accident Reports See JAR-OPS 1.1225

1 Any type of dangerous goods incident or accident should be reported, irrespective of whether the dangerous goods are contained in cargo, mail, passengers’ baggage or crew baggage. [The finding of undeclared or misdeclared dangerous goods in cargo, mail or baggage should also be reported.]

2 Initial reports may be made by any means, but in all cases a written report should be made as soon as possible.

3 The report should be as precise as possible and contain all data known at the time the report is made, for example:

a. Date of the incident or accident, [or the finding of undeclared or misdeclared dangerous goods;]

b. Location, [ ] the flight number and flight date, if applicable;

c. Description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc;

d. Proper shipping name (including the technical name, if appropriate) and [UN/ID number,] where known;

e. Class or division and any subsidiary risk;

f. Type of packaging, if applicable, and the packaging specification marking on it;

g. Quantity involved;

h. Name and address of the shipper, passenger, etc;


Amendment 3 2-R-7 01.12.01

i. Any other relevant details;

j. Suspected cause of the incident or accident;

k. Action taken;

l. Any other reporting action taken; and

m. Name, title, address and contact number of the person making the report.

4 Copies of the relevant documents and any photographs taken should be attached to the report.

[Amdt. 3, 01.12.01]




01.12.01 2-R-8 Amendment 3


SECTION 2 JAR-OPS 1

01.08.03 2-S-1 Amendment 6

[ ACJ OPS 1.1240 Training programmes See JAR-OPS 1.1240

Individual crew member knowledge and competence should be based on the relevant elements described in ICAO doc 9811, “Manual of the implementation of the Security provisions of annex 6” and ECAC DOC 30 part “Training for Cockpit and Cabin crew”.]

[Amdt. 6, 01.08.03]


ACJ S – SECURITY

JAR-OPS 1 SECTION 2

Amendment 6 2-S-2 01.08.03
