Commission Regulation (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane

In forceVersion 2008-08-20from 2008-09-20

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Contents

Preamble
1. Article 1
2. Article 2
ANNEX
ANNEX
ANNEX III
SUBPART A APPLICABILITY AND DEFINITIONS
OPS 1.001 Applicability
OPS 1.003 Definitions
(a)
SUBPART B GENERAL
OPS 1.005 General
OPS 1.020 Laws, regulations and procedures — Operator's responsibilities
OPS 1.025 Common language
OPS 1.030 Minimum equipment lists — Operator's responsibilities
OPS 1.035 Quality system
OPS 1.037 Accident prevention and flight safety programme
(a)
OPS 1.040 Crew members
(b)
OPS 1.050 Search and rescue information
OPS 1.055 Information on emergency and survival equipment carried
OPS 1.060 Ditching
OPS 1.065 Carriage of weapons of war and munitions of war
(b)
OPS 1.070 Carriage of sporting weapons and ammunition
(b)
OPS 1.075 Method of carriage of persons
OPS 1.080 Intentionally blank
OPS 1.085 Crew responsibilities
(a)
(b)
(d)
(e)
(f)
10.
OPS 1.090 Authority of the commander
OPS 1.095 Authority to taxi an aeroplane
1.
OPS 1.100 Admission to flight deck
(a)
(b)
OPS 1.105 Unauthorised carriage
OPS 1.110 Portable electronic devices
OPS 1.115 Alcohol and drugs
OPS 1.120 Endangering safety
OPS 1.125 Documents to be carried
(a)
OPS 1.130 Manuals to be carried
OPS 1.135 Additional information and forms to be carried
(a)
OPS 1.140 Information retained on the ground
(a)
(b)
OPS 1.145 Power to inspect
OPS 1.150 Production of documentation and records
(a)
OPS 1.155 Preservation of documentation
OPS 1.160 Preservation, production and use of flight recorder recordings
(a)
4.
(c)
2.
OPS 1.165 Leasing
(a)
(b)
2.
(c)
1.
2.
3.
Appendix 1 to OPS 1.005 (a) Operations of performance class B aeroplanes
(a)
(b)
4.
A.
B.
6.
12.
(C)
16.
23.
24.
25.
26.
32.
35.
37.
(B)
38.
SUBPART C OPERATOR CERTIFICATION AND SUPERVISION
OPS 1.175 General rules for air operator certification
(c)
(g)
(i)
OPS 1.180 Issue, variation and continued validity of an AOC
(a)
3.
OPS 1.185 Administrative requirements
(a)
(b)
Appendix 2 to OPS 1.175 The management and organisation of an AOC holder
(b)
(c)
2.
3.
(d)
SUBPART D OPERATIONAL PROCEDURES
OPS 1.192 Terminology
OPS 1.195 Operational control
OPS 1.200 Operations manual
OPS 1.205 Competence of operations personnel
OPS 1.210 Establishment of procedures
OPS 1.215 Use of air traffic services
OPS 1.216 In-flight operational instructions
OPS 1.220 Authorisation of aerodromes by the operator (See OPS 1.192)
OPS 1.225 Aerodrome operating minima
(c)
OPS 1.230 Instrument departure and approach procedures
OPS 1.235 Noise abatement procedures (See OPS 1.192)
(c)
OPS 1.240 Routes and areas of operation
(a)
OPS 1.241 Operation in defined airspace with reduced vertical separation minima (RVSM)
OPS 1.243 Operation in areas with specified navigation performance requirements
OPS 1.245 Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval (See OPS 1.192)
(a)
1.
2.
3.
(c)
OPS 1.246 Extended range operations with two-engined aeroplanes (ETOPS) (See OPS 1.192)
OPS 1.250 Establishment of minimum flight altitudes
(d)
(e)
OPS 1.255 Fuel policy (See Appendix 1 and Appendix 2 to OPS 1.255)
(b)
1.
2.
(c)
3.
(d)
2.
OPS 1.260 Carriage of persons with reduced mobility
(b)
OPS 1.265 Carriage of inadmissible passengers, deportees or persons in custody
OPS 1.270 Stowage of baggage and cargo (See Appendix 1 to OPS 1.270)
OPS 1.275 Intentionally blank
OPS 1.280 Passenger seating
OPS 1.285 Passenger briefing
(a)
(b)
1.
2.
(c)
1.
(d)
1.
(e)
1.
OPS 1.290 Flight preparation
(b)
OPS 1.295 Selection of aerodromes
(b)
1.
(c)
1.
(d)
OPS 1.297 Planning minima for IFR flights
(b)
1.
(c) Table 1 Planning minima — Destination alternate aerodrome, isolated destination aerodrome, 3 % ERA and en-route alternate aerodrome
(d) Table 2 Planning minima — ETOPS
OPS 1.300 Submission of ATS flight plan
OPS 1.305 Refuelling/defuelling with passengers embarking, on board or disembarking (See Appendix 1 to OPS 1.305)
OPS 1.307 Refuelling/defuelling with wide-cut fuel
OPS 1.308 Push back and towing
(b)
OPS 1.310 Crew members at stations
(a)
OPS 1.311 Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers (see Appendix 1 to OPS 1.311)
(a)
(b)
OPS 1.313 Use of headset
OPS 1.315 Assisting means for emergency evacuation
OPS 1.320 Seats, safety belts and harnesses
(a)
(b)
OPS 1.325 Securing of passenger cabin and galley(s)
OPS 1.330 Accessibility of emergency equipment
OPS 1.335 Smoking on board
(a)
OPS 1.340 Meteorological conditions
(a)
(c)
OPS 1.345 Ice and other contaminants — ground procedures
OPS 1.346 Ice and other contaminants — flight procedures
OPS 1.350 Fuel and oil supply
OPS 1.355 Take-off conditions
OPS 1.360 Application of take-off minima
OPS 1.365 Minimum flight altitudes
OPS 1.370 Simulated abnormal situations in flight
OPS 1.375 In-flight fuel management
(a)
1.
(b)
1.
2.
4.
OPS 1.380 Intentionally blank
OPS 1.385 Use of supplemental oxygen
OPS 1.390 Cosmic radiation
(a)
(b)
OPS 1.395 Ground proximity detection
OPS 1.398 Use of airborne collision avoidance system (ACAS)
(b)
OPS 1.400 Approach and landing conditions
OPS 1.405 Commencement and continuation of approach
OPS 1.410 Operating procedures — Threshold crossing height
OPS 1.415 Journey log
OPS 1.420 Occurrence reporting
(a)
3.
(b)
(c)
(d)
1.
3.
OPS 1.425 Reserved
1.2.
1.3.
1.4.
1.5.
1.6.
2.1.
2.2.
3.1.
3.2.
Figure 1 Location of the 3 % en-route alternate (3 % ERA) aerodrome for the purposes of reducing contingency fuel to 3 %
SUBPART E ALL WEATHER OPERATIONS
OPS 1.430 Aerodrome operating minima — General (See Appendix 1 (old) and Appendix 1 (new) to OPS 1.430)
(b)
OPS 1.435 Terminology
OPS 1.440 Low visibility operations — General operating rules (See Appendix 1 to OPS 1.440)
(a)
OPS 1.445 Low visibility operations — Aerodrome considerations
OPS 1.450 Low visibility operations — Training and qualifications (See Appendix 1 to OPS 1.450)
1.
OPS 1.455 Low visibility operations — Operating procedures (See Appendix 1 to OPS 1.455)
(b)
OPS 1.460 Low visibility operations — Minimum equipment
OPS 1.465 VFR Operating minima (See Appendix 1 to OPS 1.465)
1.
3. (i) Table 1 RVR/visibility for take-off
4.
1. (i) Table 3 System minima for non-precision approach aids
2.
3.
4. Table 4a Table 4b Table 4c Table 4d RVR for non-precision approach — full facilities RVR for non-precision approach — intermediate facilities RVR for non-precision approach — basic facilities RVR for non-precision approach — Nil approach light facilities
(c)
2.
3.
4. Table 5 RVR for Cat I approach v. facilities and DH
(d)
1.
2.
4. Table 6 RVR for Cat II approach v. DH
(e)
1.
2.
3.
4.
5. Table 7 RVR for Cat III approach v. DH and roll-out control/guidance system
(f)
1. Table 8 Visibility and MDH for circling v. aeroplane category
(h)
2. Table 9 Conversion of visibility to RVR
(b) Table 3 System minima v. facilities
5.
1.
5.
9. Table 4 Table 5 Table 6 —— Table 6a Approach light systems RVR/CMV (See Table 11) v. DH/MDH Minimum and maximum applicable RVR/converted met visibility (see Table 11) for all instrument approaches down to CAT I minima (lower and upper cut-off limits): Failed or downgraded equipment — effect on landing minima:
10.
3. Table 6b Lower than Standard Category I Minimum RVR/CMV v. approach light system
5.
1.
2.
4. (i) Table 7a RVR for Cat II operations v. DH
(g)
1.
2.
3.
4.
5. Table 8 RVR for Cat III Operations v. DH and roll-out control/guidance system
1.
3.
(j)
1.
3.
5. Table 10 Minimum visibility and MDH for circling v. aeroplane category
(l)
2. Table 11 Conversion of met visibility to RVR/CMV
4.
2.
6.
7.
11.
3.
4.
SUBPART F PERFORMANCE GENERAL
OPS 1.470 Applicability
OPS 1.475 General
(a)
OPS 1.480 Terminology
(a)
2.
SUBPART G PERFORMANCE CLASS A
OPS 1.485 General
(a)
OPS 1.490 Take-off
(b)
(c)
OPS 1.495 Take-off obstacle clearance
(b)
(c)
(d)
(e)
OPS 1.500 En-route — One engine inoperative
(c)
4.
OPS 1.505 En-route — Aeroplanes with three or more engines, two engines inoperative
OPS 1.510 Landing — Destination and alternate aerodromes
OPS 1.515 Landing — Dry runways
(a)
(b)
(c)
OPS 1.520 Landing — Wet and contaminated runways
SUBPART H PERFORMANCE CLASS B
OPS 1.525 General
(a)
OPS 1.530 Take-off
(b)
2.
(c)
OPS 1.535 Take-off obstacle clearance — Multi-engined aeroplanes
(a)
(b)
(c)
(d)
OPS 1.540 En-Route — Multi-engined aeroplanes
(b)
OPS 1.542 En-route — Single-engine aeroplanes
(b)
OPS 1.545 Landing — Destination and alternate aerodromes
OPS 1.550 Landing — Dry runway
(a)
(b)
(c)
OPS 1.555 Landing — Wet and contaminated runways
(a)
SUBPART I PERFORMANCE CLASS C
OPS 1.560 General
OPS 1.565 Take-off
(b)
(c)
(d)
OPS 1.570 Take-off obstacle clearance
(c)
(e)
(f)
OPS 1.575 En-route — All engines operating
(a)
OPS 1.580 En-route — One engine inoperative
(a)
OPS 1.585 En-Route — Aeroplanes with three or more engines, two engines inoperative
OPS 1.590 Landing — Destination and alternate aerodromes
OPS 1.595 Landing — Dry runways
(b)
(c)
OPS 1.600 Landing — Wet and contaminated runways
SUBPART J MASS AND BALANCE
OPS 1.605 General (See Appendix 1 to OPS 1.605)
OPS 1.607 Terminology
(a)
(e)
OPS 1.610 Loading, mass and balance
OPS 1.615 Mass values for crew
(a)
OPS 1.620 Mass values for passengers and baggage
(d)
(e)
(f)
2. Table 3 20 or more seats
2.
OPS 1.625 Mass and balance documentation (See Appendix 1 to OPS 1.625)
grp_1
Figure 1 European region
SUBPART K INSTRUMENTS AND EQUIPMENT
OPS 1.630 General introduction
(a)
(c)
OPS 1.635 Circuit protection devices
OPS 1.640 Aeroplane operating lights
(a)
(b)
OPS 1.645 Windshield wipers
OPS 1.650 Day VFR operations — Flight and navigational instruments and associated equipment
(k)
(l)
OPS 1.652 IFR or night operations — Flight and navigational instruments and associated equipment
(k)
(l)
OPS 1.655 Additional equipment for single pilot operation under IFR or at night
OPS 1.660 Altitude alerting system
(a)
OPS 1.665 Ground proximity warning system and terrain awareness warning system
OPS 1.668 Airborne collision avoidance system
OPS 1.670 Airborne weather radar equipment
(a)
OPS 1.675 Equipment for operations in icing conditions
OPS 1.680 Cosmic radiation detection equipment
(a)
OPS 1.685 Flight crew interphone system
OPS 1.690 Crew member interphone system
(b)
2.
OPS 1.695 Public address system
(b)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Community,

Having regard to Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation, and in particular Article 11(1) thereof,

Whereas:

(1) Regulation (EEC) No 3922/91 provides that the Commission shall adopt the amendments to the common technical requirements and administrative procedures listed in Annex III thereto which are necessitated by scientific and technical progress;

(2) Annex III to Regulation (EEC) No 3922/91 is based on a set of harmonised rules adopted by the Joint Aviation Authorities (JAA) called Joint Aviation Requirements for Commercial Air Transportation (Aeroplanes) (JAR-OPS 1).

(3) Regulation (EEC) 8/2008.updated Annex III in order to reflect the amendments made to JAR-OPS since 1 January 2005 (Amendments 9 to 12) before the date on which that Annex will become applicable (16 July 2008)

(4) On the basis of further work conducted by the European Air Safety Agency, and pending the adoption of the implementing regulations provided in Regulation (EC) 8/2008, that Annex should be amended again in order to include certain detailed technical and operational requirements relating to the most crucial safety elements of that Annex.

(5) These new requirements should be applicable without delay. However, a lead time is needed by the industry and the authorities for the implementation of complex provisions pertaining to all weather operations and cabin crew training;

(6) Annex III to Regulation (EEC) No 3922/91 should therefore be amended accordingly.

(7) The measures provided for in this Regulation are in accordance with the opinion of the Air Safety Committee established by Article 12 of Regulation (EEC) No 3922/91,

HAS ADOPTED THIS REGULATION:

Article 1

Annex III to Council Regulation (EEC) No 3922/1991 is replaced by the Annex to this Regulation.

Article 2

1. This Regulation shall enter into force on the day of its publication in the Official Journal of the European Union.

2. The provisions of the Annex of this Regulation concerning OPS 1.1005, OPS 1.1010, OPS 1.1015, Appendix 1 to OPS 1.1005, Appendix 1 to OPS 1.1010, Appendix 1 to OPS 1.1015 and Appendix 3 to OPS 1.1005/1.1010/1.1015 shall apply from 16 July 2009.

3. The provisions of the Annex of this Regulation concerning OPS 1.430, OPS 1.435, OPS 1.440, OPS 1.450, OPS 1.455, OPS 1.460, Appendix 1 to OPS 1.430, Appendix 1 to OPS 1.440, Appendix 1 to OPS 1.450 and Appendix 1 to OPS 1.455 shall apply from 16 July 2011.

4. Pending the application of the provisions referred to in paragraphs 2 and 3, the corresponding provisions of the Annex to Regulation (EEC) 8/2008 shall continue to apply.

This Regulation shall be binding in its entirety and directly applicable in all Member States. Done at Brussels, 20 August 2008. For the Commission Antonio Tajani Vice-President

ANNEX

ANNEX III

Common technical requirements and administrative procedures applicable to commercial transportation by aircraft OPS 1: Commercial air transportation (aeroplanes) Contents (General layout) SUBPART A — Applicability and definitions 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 O — 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

SUBPART A APPLICABILITY AND DEFINITIONS

OPS 1.001 Applicability

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, registered office is in a Member State, hereafter called operator. OPS 1 does not apply:

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

2. to parachute dropping and fire-fighting flights, and to associated positioning and return flights in which the persons carried are those who would normally be carried on parachute dropping or fire-fighting; 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.

OPS 1.003 Definitions

(a) For the purpose of this Annex:

(a)

1. accepted/acceptable means not objected to by the Authority as suitable for the purpose intended.

2. approved (by the Authority) means documented (by the Authority) as suitable for the purpose intended.

3. Master minimum equipment list (MMEL) means a master list (including a preamble) appropriate to an aircraft type which determines those instruments, items of equipment or functions that, while maintaining the level of safety intended in the applicable airworthiness certification specifications, may temporarily be inoperative either due to the inherent redundancy of the design, and/or due to specified operational and maintenance procedures, conditions and limitations, and in accordance with the applicable procedures for Continued Airworthiness.

4. Minimum equipment list (MEL) means a list (including a preamble) which provides for the operation of aircraft, under specified conditions, with particular instruments, items of equipment or functions inoperative at the commencement of flight. This list is prepared by the operator for his own particular aircraft taking account of their aircraft definition and the relevant operational and maintenance conditions in accordance with a procedure approved by the Authority.

(b) Part M and Part 145 as referred to in this Annex are those of Commission Regulation (EC) No 2042/2003.

SUBPART B GENERAL

OPS 1.005 General

(a) An operator shall not operate an aeroplane for the purpose of commercial air transportation other than in accordance with OPS Part 1. For operations of Performance Class B aeroplanes, alleviated requirements can be found in Appendix 1 to OPS 1.005(a).

(b) An operator shall comply with the applicable retroactive airworthiness requirements for aeroplanes operated for the purpose of commercial air transportation.

(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) 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 the requirements applicable to synthetic training devices. An operator intending to use such STD must obtain approval from the Authority.

OPS 1.020 Laws, regulations and procedures — Operator's responsibilities

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.

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.

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.

OPS 1.035 Quality system

(a) An operator shall establish one quality system and designate one quality manager to monitor compliance with, and 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 OPS 1.175 (h)) to ensure corrective action as necessary.

(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.

(d) The quality system must be described in relevant documentation.

(e) Notwithstanding subparagraph (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.

OPS 1.037 Accident prevention and flight safety programme

(a) An operator shall establish and maintain an accident prevention and flight safety programme, which may be integrated with the quality system, including:

(a)

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; and

3. evaluation of relevant information relating to accidents and incidents and the promulgation of related information, but not the attribution of blame; and

4. a flight data monitoring programme for those aeroplanes in excess of 27000 kg 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; 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.

OPS 1.040 Crew members

(a) An operator shall ensure that all operating flight and cabin crew members have been trained in, and are proficient to perform, their assigned duties.

(b) Where there are crew members, other than cabin crew members, who carry out their duties in the passenger compartment of an aeroplane, an operator shall ensure that these:

(b)

1. are not confused by the passengers with the cabin crew members;

2. do not occupy required cabin crew assigned stations;

3. do not impede the cabin crew members in their duties.

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.

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.

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.

OPS 1.065 Carriage of weapons of war and munitions of war

(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:

(b)

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 subparagraph.

(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.

OPS 1.070 Carriage of sporting weapons and ammunition

(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:

(b)

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 OPS 1.1160 (b)(5)) as defined in OPS 1.1150 (a)(15).

OPS 1.075 Method of carriage of persons

An operator shall take all 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.

OPS 1.080 Intentionally blank

OPS 1.085 Crew responsibilities

(a) A crew member shall be responsible for the proper execution of his/her duties that:

(a)

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:

(b)

1. report to the commander any fault, failure, malfunction or defect which he/she 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;

3. make use of the operator's occurrence reporting schemes in accordance with 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:

(d)

1. while under the influence of any drug that may affect his/her faculties in a manner contrary to safety;

2. following deep sea diving except when a reasonable time period has elapsed;

3. following blood donation except when a reasonable time period has elapsed;

4. if applicable medical requirements are not fulfilled, or if he/she is in any doubt of being able to accomplish his/her assigned duties; or

5. if he/she knows or suspects that he/she is suffering from fatigue, or feels unfit to the extent that the flight may be endangered.

(e) A crew member shall be subject to appropriate requirements on the consumption of alcohol which shall be established by the operator and acceptable by the Authority, and which shall not be less restrictive than the following:

(e)

1. no alcohol shall be consumed less than eight hours prior to the specified reporting time for flight duty or the commencement of standby;

2. the blood alcohol level shall not exceed 0,2 promille at the start of a flight duty period;

3. no alcohol shall be consumed during the flight duty period or whilst on standby.

(f) The commander shall:

(f)

1. be responsible for the safety of all crew members, passengers and cargo on board, as soon as he/she arrives on board, until he/she 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 taxiing 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/she 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/her 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:

10.

(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/she 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/she considers necessary under the circumstances. In such cases he/she may deviate from rules, operational procedures and methods in the interest of safety.

OPS 1.090 Authority of the commander

An operator shall take all reasonable measures to 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.

OPS 1.095 Authority to taxi an aeroplane

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:

1. has been duly authorised by the operator or a designated agent and is competent to;

1.

(i) taxi 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.

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:

(a)

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/her official duties; or

3. permitted by, and carried in accordance with instructions contained in the Operations Manual.

(b) The commander shall ensure that:

(b)

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.

OPS 1.105 Unauthorised carriage

An operator shall take all reasonable measures to ensure that no person secretes himself/herself or secretes cargo on board an aeroplane.

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.

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.

OPS 1.120 Endangering safety

An operator shall take all reasonable 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.

OPS 1.125 Documents to be carried

(a) An operator shall ensure that the following documents or copies thereof are carried on each flight:

(a)

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.

OPS 1.130 Manuals to be carried

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 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 OPS 1.1045, Appendix 1, Part B contains relevant information for that aeroplane.

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 OPS 1.125 and OPS 1.130, the following information and forms, relevant to the type and area of operation, are carried on each flight:

(a)

1. Operational Flight Plan containing at least the information required in OPS 1.1060;

2. Aeroplane Technical Log containing at least the information required in Part M, paragraph M. A. 306 Operator's technical log system;

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 OPS 1.1215 (c);

9. current maps and charts and associated documents as prescribed in 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 subparagraph (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.

OPS 1.140 Information retained on the ground

(a) An operator shall ensure that: At least for the duration of each flight or series of flights;

(a)

(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 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:

(b)

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 (OPS 1.625 refers); and

5. special loads notification.

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/her opinion, the safety of the aeroplane would thereby be endangered.

OPS 1.150 Production of documentation and records

(a) An operator shall:

(a)

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.

OPS 1.155 Preservation of documentation

An operator shall ensure that:

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 flight duty, duty and rest period records, becomes a crew member for another operator, that record is made available to the new operator.

OPS 1.160 Preservation, production and use of flight recorder recordings

(a) Preservation of recordings:

(a)

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:

4.

(i) save the recordings for the period of operating time as required by 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)

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:

2.

(i) used by the operator for airworthiness or maintenance purposes only; or

(ii) de-identified; or

(iii) disclosed under secure procedures.

OPS 1.165 Leasing

(a) Terminology Terms used in this paragraph have the following meaning:

(a)

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.

(b) Leasing of aeroplanes between Community operators

(b)

1. Wet lease-out. A Community operator providing an aeroplane and complete crew to another Community operator, in accordance with Council Regulation (EEC) No 2407/92 of 23 July 1992 on licensing of air carriers, 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

2.

(i) Except as provided by subparagraph (b)(1) above, a Community operator utilising an aeroplane from, or providing it to, another Community operator, must obtain prior approval for the operation from his respective Authority. Any conditions which 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)

1. Dry lease-in

1.

(i) A Community operator shall not dry lease-in an aeroplane from an entity other than another Community operator, unless approved by the Authority. Any conditions which are part of this approval must be included in the lease agreement.

(ii) A Community 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 OPS 1.005(b), are notified to and are acceptable to the Authority.

2. Wet lease-in

2.

(i) A Community operator shall not wet lease-in an aeroplane from an entity other than another Community operator without the approval of the Authority.

(ii) A Community operator shall ensure that, with regard to aeroplanes that are wet leased-in:

(ii)

(A) the safety standards of the lessor with respect to maintenance and operation are equivalent to those established by the present Regulation;

(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 Member State other than the State responsible for issuing the AOC, will be accepted without further showing when issued in accordance with Part 21; and

(D) any requirement made applicable by the lessee's Authority is complied with.

3. Dry lease-out A Community 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:

3.

(A) The Authority exempted the operator from the relevant provisions of 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 Community operator providing an aeroplane and complete crew to another entity, in accordance with Regulation (EEC) No 2407/92, and retaining all the functions and responsibilities prescribed in Subpart C, shall remain the operator of the aeroplane.

Appendix 1 to OPS 1.005 (a) Operations of performance class B aeroplanes

(a) Terminology

(a)

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.

(b) Operations, to which this Appendix is applicable, may be conducted in accordance with the following alleviations.

(b)

1. OPS 1.035 Quality System: 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. Reserved

3. OPS 1.075 Methods of carriage of persons: Not required for VFR operations of single engine aeroplanes.

4. OPS 1.100 Admission to the flight deck:

4.

(i) An operator must establish rules for the carriage of passengers in a pilot seat.

(ii) The commander must ensure that:

(ii)

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. OPS 1.105 Unauthorised Carriage: Not required for VFR operations of single engine aeroplanes.

6. OPS 1.135 Additional information and forms to be carried:

6.

(i) For A to A VFR operations of single engine aeroplanes by day, the following documents need not be carried:

(i)

(A) operational flight plan;

(B) aeroplane technical log;

(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 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. 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 OPS 1.300.

8. 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. OPS 1.235 Noise abatement procedures: Not applicable to VFR operations of single engine aeroplanes.

10. 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. 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. OPS 1.255 Fuel Policy:

12.

(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;

(ii)

(A) Taxi fuel — Fuel consumed before take-off, if significant; and

(B) Trip fuel (Fuel to reach the destination); and

(C)

1. Contingency fuel — Fuel that is not less than 5 % of the planned trip fuel or, in the event of in-flight re-planning, 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; and

(E) Extra fuel — Fuel that the commander may require in addition to that required under subparagraphs (A)-(D) above.

13. 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. OPS 1.280 Passenger Seating: Not Applicable to VFR operations of single engine aeroplanes.

15. 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/her from his/her flying duties.

16. OPS 1.290 Flight Preparation:

16.

(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. 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 OPS 1.220.

18. OPS 1.310 Crew members at stations: For VFR operations, instructions on this matter are required only where two pilot operations are conducted.

19. OPS 1.375 In-flight fuel management: Appendix 1 to OPS 1.375 is not required to be applied to VFR operations of single engine aeroplanes by day.

20. OPS 1.405 Commencement and continuation of approach: Not applicable to VFR operations.

21. OPS 1.410 Operating procedures — threshold crossing height: Not applicable to VFR operations.

22. OPS 1.430 to 1.460, including appendices: Not applicable to VFR operations.

23. OPS 1.530 Take-off:

23.

(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 data, not conflicting with the Aeroplane Flight Manual 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:

(ii)

(A) specify the type of aeroplane;

(B) specify the type of operation;

(D) restrict the take-off to be conducted under VMC;

(E) specify the crew qualification, and

(F) be limited to aeroplanes where the first 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. OPS 1.535 Take-off Obstacle Clearance — Multi-Engined aeroplanes:

24.

(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, subparagraphs (b) and (c) apply with the following variations.

(ii)

(A) Visual course guidance is considered available when the flight visibility is 1500 m or more

(B) The maximum corridor width required is 300 m when flight visibility is 1500 m or more.

25. OPS 1.545 Landing — destination and alternate aerodromes:

25.

(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.

(ii) An operator wishing to conduct operations according to subparagraph (I) must have prior approval of the Authority issuing the AOC. Such an approval will:

(ii)

(A) specify the type of aeroplane;

(B) specify the type of operation;

(D) restrict the final approach and landing to be conducted under VMC;

(E) specify the crew qualification, and

(F) be limited to aeroplanes where the type certificate was first issued before 1 January 2005.

(iii) The operation must be accepted by the State in which the aerodrome is located.

26. OPS 1.550 Landing — dry runways:

26.

(ii) An operator wishing to conduct operations according to subparagraph (i) must have prior approval of the Authority issuing the AOC. Such an approval will:

(ii)

(A) specify the type of aeroplane;

(B) specify the type of operation;

(D) restrict the final approach and landing to be conducted under VMC;

(E) specify the crew qualification; and

(F) be limited to aeroplanes where the first type certificate was issued before 1 January 2005.

(iii) The operation must be accepted by the State in which the aerodrome is located.

27. Reserved

28. 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. Part M, paragraph M.A.704, Continuing Airworthiness Management Exposition The Continuing Airworthiness Management Exposition may be adapted to the operation to be conducted;

30. Part M, paragraph M. A. 306, Operator's technical log system: The Authority may approve an abbreviated form of technical log system, relevant to the type of operation conducted.

31. 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 two pilots are required by OPS 1.

32. OPS 1.945 Conversion training and checking:

32.

(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 dependent on the complexity of the operations to be performed.

(ii) Subparagraph (a)(8) is not required.

33. 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. OPS 1.960 Commanders holding a Commercial Pilot Licence Subparagraph (a)(1)(i) is not applicable to VFR operations by day.

35. OPS 1.965 Recurrent training and checking:

35.

(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 (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) Subparagraph (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 eight consecutive months, one operator proficiency check is sufficient. This proficiency check must be undertaken before commencing commercial air transport operations.

36. 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. OPS 1.975 Route and aerodrome competence:

37.

(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) to (d), route and aerodrome competence may be revalidated as follows:

(ii)

(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:

(B)

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. OPS 1.980 More than one type or variant:

38.

(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 OPS 1.980, subparagraph (d)(2)(i) for 500 hours in the relevant crew position before exercising the privileges of two 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. 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. Reserved

41. 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. (see OPS 1.135).

42. OPS 1.1070 Continuing Airworthiness Management Exposition The Continuing Airworthiness Management Exposition may be adapted to the operation to be conducted.

43. OPS 1.1071 Aeroplane technical log: Applicable as indicated for Part M, paragraph M. A. 306 Operators technical log system.

44. Reserved

45. Reserved

46. 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. OPS 1.1250 Aeroplane search procedure checklist: Not applicable for VFR operations by day.

Appendix 1 to OPS 1.125 Documents to be carried See OPS 1.125.

In case of loss or theft of documents specified in 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.

SUBPART C OPERATOR CERTIFICATION AND SUPERVISION

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)

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;

3. satisfy the Authority that he is able to conduct safe operations.

(d) If an operator has aeroplanes registered in different Member States, appropriate arrangements shall be made to ensure appropriate safety oversight.

(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 Part–145 maintenance organisation, to determine continued compliance with OPS 1.

(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:

(g)

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.

(i) The operator must have nominated post holders, acceptable to the Authority, who are responsible for the management and supervision of the following areas:

(i)

1. flight operations;

2. the maintenance system;

3. crew training; and

4. ground operations.

(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.

(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.

(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 Part 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.

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:

(a)

1. aeroplanes operated have a standard Certificate of Airworthiness issued in accordance with Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations by a Member State. Standard Certificates of Airworthiness issued by a Member State other than the State responsible for issuing the AOC, will be accepted without further showing when issued in accordance with Part 21;

2. the maintenance system has been approved by the Authority in accordance with Part M, Subpart G; and

3. he has satisfied the Authority that he has the ability to:

3.

(i) Establish and maintain an adequate organisation;

(ii) Establish and maintain a quality system in accordance with 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 OPS 1.175 (g) to (o); and

(v) Comply with OPS 1.175.

(b) Notwithstanding the provisions of OPS 1.185 (f), the operator must notify the Authority as soon as practicable of any changes to the information submitted in accordance with 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.

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:

(a)

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:

(b)

1. the operator's continuing airworthiness 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 Part–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.

Appendix 1 to 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;

(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) Minimum navigation performance specifications,

(ETOPS) Extended range operation twin engined aeroplanes,

(RNAV) Area navigation,

(RVSM) Reduced vertical separation minima,

Transportation of dangerous goods,

Authorisation to provide cabin crew initial safety training and, if applicable, to issue the attestation provided for in Subpart O, for those operators who provide such training directly or indirectly.

Appendix 2 to 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:

(b)

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)

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

2.

(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

3.

(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 flying 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

(d)

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.

SUBPART D OPERATIONAL PROCEDURES

OPS 1.192 Terminology

The terms which are listed below are for use within the context of this regulation.

(a) Adequate Aerodrome. An aerodrome which the operator considers to be satisfactory, taking account of the applicable performance requirements and runway characteristics; 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.

(b) ETOPS (Extended range operations for two engine aeroplanes). ETOPS operations are those with two engine aeroplanes approved by the Authority (ETOPS approval), to operate beyond the threshold distance determined in accordance with OPS 1.245 (a) from an Adequate Aerodrome.

(c) Adequate ETOPS en-route alternate aerodrome. An adequate aerodrome, which additionally, at the expected time of use, has an ATS facility and at least one instrument approach procedure.

(d) En-route alternate (ERA) aerodrome. An adequate aerodrome along the route, which may be required at the planning stage.

(e) 3 % ERA. An en-route alternate aerodrome selected for the purposes of reducing contingency fuel to 3 %.

(f) Isolated aerodrome. If acceptable to the Authority, the destination aerodrome can be considered as an isolated aerodrome, if the fuel required (diversion plus final) to the nearest adequate destination alternate aerodrome is more than: 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 For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel.

(g) Equivalent position. A position that can be established by means of a DME distance, a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix between three and five miles from threshold that independently establishes the position of the aeroplane.

(h) Critical phases of flight. 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.

(i) Contingency fuel. The fuel required to compensate for unforeseen factors which could have an influence on the fuel consumption to the destination aerodrome such as deviations of an individual aeroplane from the expected fuel consumption data, deviations from forecast meteorological conditions and deviations from planned routings and/or cruising levels/altitudes.

(j) Separate runways. Runways at the same aerodrome that are separate landing surfaces. These runways may overlay or cross in such a way that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway. Each runway shall have a separate approach procedure based on a separate navigation aid.

(k) Approved one-engine-inoperative cruise speed. For ETOPS, the approved one-engine-inoperative cruise speed for the intended area of operation shall be a speed, within the certified limits of the aeroplane, selected by the operator and approved by the regulatory authority.

(l) ETOPS area. An ETOPS area is an area containing airspace within which an ETOPS approved aeroplane remains in excess of the specified flying time in still air (in standard conditions) at the approved one-engine-inoperative cruise speed from an adequate ETOPS route alternate aerodrome.

(m) Dispatch. ETOPS planning minima applies until dispatch. Dispatch is when the aircraft first moves under its own power for the purpose of taking off.

OPS 1.195 Operational control

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.

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.

OPS 1.205 Competence of operations personnel

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.

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.

(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.

(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 OPS 1.192).

OPS 1.215 Use of air traffic services

An operator shall ensure that air traffic services are used for all flights whenever available.

OPS 1.216 In-flight operational instructions

An operator shall ensure that his in-flight operational instructions involving a change to the air traffic flight plan shall, when practicable, be coordinated with the appropriate air traffic service unit before transmission to an aeroplane.

OPS 1.220 Authorisation of aerodromes by the operator (See OPS 1.192)

An operator shall only authorise use of aerodromes that are adequate for the type(s) of aeroplane and operation(s) concerned.

OPS 1.225 Aerodrome operating minima

(a) An operator shall specify aerodrome operating minima, established in accordance with OPS 1.430 for each departure, destination or alternate aerodrome authorised to be used in accordance with OPS 1.220.

(b) Any increment imposed by the Authority must be added to the minima specified in accordance with subparagraph (a) above.

(c)

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. Crew is qualified accordingly.

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 subparagraph (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 subparagraph (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.

OPS 1.235 Noise abatement procedures (See OPS 1.192)

An operator shall establish appropriate operating departure and arrival/approach procedures for each aircraft type in accordance with the following:

(a) The operator shall ensure that safety has priority over noise abatement, and

(b) These procedures shall be designed to be simple and safe to operate with no significant increase in crew workload during critical phases of flight, and

(c) For each aeroplane type two departure procedures shall be defined, in accordance with ICAO Doc. 8168 (Procedures for air navigation services, PANS-OPS), Volume I:

(c)

1. noise abatement departure procedure one (NADP 1), designed to meet the close-in noise abatement objective; and

2. noise abatement departure procedure two (NADP 2), designed to meet the distant noise abatement objective; and

3. in addition, each NADP climb profile can only have one sequence of actions.

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:

(a)

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 (OPS 1.135 (a)(9) refers);

5. If two-engined aeroplanes are used, adequate aerodromes are available within the time/distance limitations of 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.

OPS 1.241 Operation in defined airspace with reduced vertical separation minima (RVSM)

An operator shall not operate an aeroplane in defined portions of airspace where, based on regional air navigation agreement, a vertical separation minimum of 300 m (1000 ft) applies unless approved to do so by the Authority (RVSM Approval). (See also OPS 1.872).

OPS 1.243 Operation in areas with specified navigation performance requirements

(a) An operator shall ensure that an aeroplane operated in areas, or through portions 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 OPS 1.865 (c)(2), OPS 1.870 and OPS 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.

OPS 1.245 Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval (See OPS 1.192)

(a) Unless specifically approved by the Authority in accordance with OPS 1.246 (a) (ETOPS approval), an operator shall not operate a two-engined aeroplane over a route which contains a point further from an adequate aerodrome (under standard conditions in still air) than, in the case of:

(a)

1. Performance Class A aeroplanes with either: the distance flown in 60 minutes at the one-engine-inoperative cruise speed determined in accordance with subparagraph (b) below;

1.

(i) a maximum approved passenger seating configuration of 20 or more; or

(ii) a maximum take-off mass of 45360 kg or more,

2. Performance Class A aeroplanes with: 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;

2.

(i) a maximum approved passenger seating configuration of 19 or less; and

(ii) a maximum take-off mass less than 45360 kg,

3. Performance Class B or C aeroplanes:

3.

(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.

(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.

(c) An operator must ensure that the following data, specific to each type or variant, is included in the Operations Manual: Note: The speeds specified above are only intended to be used for establishing the maximum distance from an adequate aerodrome.

(c)

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.

OPS 1.246 Extended range operations with two-engined aeroplanes (ETOPS) (See OPS 1.192)

(a) An operator shall not conduct operations beyond the threshold distance determined in accordance with OPS 1.245 unless approved to do so by the Authority (ETOPS approval).

(b) Prior to conducting an ETOPS flight, an operator shall ensure that an adequate ETOPS en-route alternate is available, within either the operator's approved diversion time, or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter. (See also OPS 1.297 (d)).

OPS 1.250 Establishment of minimum flight altitudes

(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:

(d)

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 subparagraph (d) above due consideration shall be given to:

(e)

1. Corrections for temperature and pressure variations from standard values;

2. The ATC requirements; and

3. Any foreseeable contingencies along the planned route.

OPS 1.255 Fuel policy (See Appendix 1 and Appendix 2 to OPS 1.255)

(a) An operator must establish a fuel policy for the purpose of flight planning and in-flight re-planning 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:

(b)

1. Procedures contained in the Operations Manual and data derived from:

1.

(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:

2.

(i) realistic aeroplane fuel consumption data;

(ii) anticipated masses;

(iii) expected meteorological conditions; and

(iv) air navigation services provider(s) procedures and restrictions.

(c)

1. Taxi fuel; and

2. Trip fuel; and

3. Reserve fuel consisting of:

3.

(i) contingency fuel (see OPS 1.192); and

(ii) alternate fuel, if a destination alternate aerodrome is required. (This does not preclude selection of the departure aerodrome as the destination alternate aerodrome); and

(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 re-planning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination aerodrome other than originally planned includes:

(d)

1. trip fuel for the remainder of the flight; and

2. reserve fuel consisting of:

2.

(i) contingency fuel; and

(ii) alternate fuel, if a destination alternate aerodrome is required (this does not preclude selection of the departure aerodrome as the destination alternate aerodrome); and

(iii) final reserve fuel; and

(iv) additional fuel, if required by the type of operation (e.g. ETOPS); and

3. extra fuel if required by the commander.

OPS 1.260 Carriage of persons with reduced mobility

(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:

(b)

1. impede the crew in their duties;

2. obstruct access to emergency equipment; or

3. impede the emergency evacuation of the aeroplane.

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.

OPS 1.270 Stowage of baggage and cargo (See Appendix 1 to 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.

OPS 1.275 Intentionally blank

OPS 1.280 Passenger seating

An operator shall establish procedures to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder evacuation from the aeroplane.

OPS 1.285 Passenger briefing

An operator shall ensure that:

(a) General

(a)

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

(b)

1. Passengers are briefed on the following items if applicable:

1.

(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:

2.

(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 (OPS 1.770 and 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 (OPS 1.825 refers).

(c)

1. Passengers are reminded of the following if applicable:

1.

(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

(d)

1. Passengers are reminded of the following if applicable:

1.

(i) smoking regulations;

(ii) use of safety belts and/or safety 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

(e)

1. Passengers are reminded of the following:

1.

(i) smoking regulations; and

(ii) use of safety belts and/or safety harnesses.

(f) In an emergency during flight, passengers are instructed in such emergency action as may be appropriate to the circumstances.

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/she is satisfied that:

(b)

1. the aeroplane is airworthy;

2. the aeroplane is not operated contrary to the provision 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 OPS 1.125 and 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 subparagraphs 9 and 11 above can be complied with.

OPS 1.295 Selection of aerodromes

(a) An operator shall establish procedures for the selection of destination and/or alternate aerodromes in accordance with OPS 1.220 when planning a flight.

(b) An operator must select and specify in the operational flight plan a take-off alternate aerodrome if it would not be possible to return to the departure aerodrome for meteorological or performance reasons. The take-off alternate aerodrome, in relation to the departure aerodrome, shall be located within:

(b)

1. for two-engined aeroplanes, either:

1.

(i) one hour flight time at a one-engine-inoperative cruising speed according to the Aircraft Flight Manual (AFM) in still air standard conditions based on the actual take-off mass; or

(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)

1. both: or

1.

(i) the duration of the planned flight from take-off to landing or, in the event of in-flight re-planning in accordance with OPS 1.255(d), the remaining flying time to destination does not exceed six hours, and

(ii) two separate runways (see OPS 1.192) are available and usable at the destination aerodrome 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 the destination aerodrome, the ceiling will be at least 2000 ft or circling height +500 ft, whichever is greater, and the visibility will be at least 5 km;

2. the destination aerodrome is isolated.

(d) An operator must select two destination alternate aerodromes when:

(d)

1. the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima (see OPS 1.297(b)); or

2. no meteorological information is available.

(e) An operator shall specify any required alternate aerodrome(s) in the operational flight plan.

OPS 1.297 Planning minima for IFR flights

(a) Planning minima for a take-off alternate aerodrome. An operator shall only select an aerodrome as a take-off alternate aerodrome when the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing one hour before and ending one 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 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 a destination aerodrome (except isolated destination aerodromes). An operator shall only select the destination aerodrome and when:

(b)

1. the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing one hour before and ending one 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.

(i) RVR/visibility specified in accordance with OPS 1.225; and

(ii) For a non-precision approach or a circling approach, the ceiling at or above MDH; or

2. two destination alternate aerodromes are selected under OPS 1.295(d).

(c) Table 1 Planning minima — Destination alternate aerodrome, isolated destination aerodrome, 3 % ERA and en-route alternate aerodrome

Planning minima for a: destination alternate aerodrome, or isolated aerodrome, or 3 % ERA aerodrome, or en-route alternate aerodrome required at the planning stage An operator shall only select an aerodrome for one of those purposes when the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in Table 1 below. Note 1 RVR. Note 2 The ceiling must be at or above the MDH. Type of approach Planning minima Cat II and III Cat I (Note 1) Cat I Non-precision (Notes 1 and 2) Non-precision Non-precision (Notes 1 and 2) plus 200 ft / 1000 m Circling Circling

(d) Table 2 Planning minima — ETOPS

Planning minima for an ETOPS en-route alternate aerodrome. An operator shall only select an aerodrome as an ETOPS en-route alternate aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions calculated by adding the additional limits of Table 2 will exist. An operator shall include in the Operations Manual the method for determining the operating minima at the planned ETOPS en-route alternate aerodrome. Approach facility Alternate airfield ceiling Weather minima Visibility/RVR Precision approach procedure. Authorised DH/DA plus an increment of 200 ft Authorised visibility plus an increment of 800 metres Non-precision approach or circling approach Authorised MDH/MDA plus an increment of 400 ft Authorised visibility plus an increment of 1500 metres

OPS 1.300 Submission of ATS flight plan

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.

OPS 1.305 Refuelling/defuelling with passengers embarking, on board or disembarking (See Appendix 1 to 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 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.

OPS 1.307 Refuelling/defuelling with wide-cut fuel

An operator shall establish procedures for refuelling/defuelling with wide-cut fuel (e.g. Jet-B or equivalent) if this is required.

OPS 1.308 Push back and towing

(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 aeroplanes is not executed by towbarless towing unless:

(b)

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.

OPS 1.310 Crew members at stations

(a) Flight crew members

(a)

1. During take-off and landing each flight crew member required to be on flight deck duty shall be at his/her station.

2. During all other phases of flight each flight crew member required to be on flight deck duty shall remain at his/her station unless his/her absence is necessary for the performance of his/her 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. 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.

OPS 1.311 Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers (see Appendix 1 to OPS 1.311)

An operator shall ensure that, whenever any passengers are on board an aeroplane, the minimum number of cabin crew required in accordance with OPS 1.990(a), (b), (c) and (d) are present in the passenger cabin, except:

(a) When the aeroplane is on the ground at a parking place, the number of cabin crew present in the passenger cabin may be reduced below the number determined by OPS 1.990(a), (b) and (c). The minimum number of cabin crew required in these circumstances shall be one per pair of floor-level emergency exits on each passenger deck, or one for every 50, or fraction of 50, passengers present on board, whichever is greater, provided that: This reduction is not permitted when the number of cabin crew is determined by using OPS 1.990(d).

(a)

1. the operator has established a procedure for the evacuation of passengers with this reduced number of cabin crew that has been accepted by the Authority as providing equivalent safety; and

2. no refuelling/defuelling is taking place; and

3. the senior cabin crew member has performed the pre-boarding safety briefing to the Cabin Crew; and

4. the senior cabin crew member is present in the passenger cabin; and

5. the pre-boarding cabin checks have been completed.

(b) During disembarkation when the number of passengers remaining on board is less than 20, the minimum number of cabin crew present in the passenger cabin may be reduced below the minimum number of cabin crew required in accordance with OPS 1.990(a), (b), (c) and (d), provided that:

(b)

1. the operator has established a procedure for the evacuation of passengers with this reduced number of cabin crew that has been accepted by the Authority as providing equivalent safety; and

2. the senior cabin crew member is present in the passenger cabin.

OPS 1.313 Use of headset

(a) Each flight crew member required to be on flight deck duty shall wear the headset with boom microphone or equivalent required by OPS 1.650(p) and/or 1.652(s) and use it as the primary device to listen to the voice communications with air traffic services:

on the ground:

when receiving the ATC departure clearance via voice communication,

when engines are running,

in flight below transition altitude or 10000 feet, which ever is higher, and

whenever deemed necessary by the commander.

(b) In the conditions of paragraph 1 above, the boom microphone or equivalent shall be in a position which permits its use for two-way radio communications.

OPS 1.315 Assisting means for emergency evacuation

An operator shall establish procedures to ensure that before taxiing, take-off and landing, and when safe and practicable to do so, an assisting means for emergency evacuation that deploys automatically, is armed.

OPS 1.320 Seats, safety belts and harnesses

(a) Crew members

(a)

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/her safety belt fastened while at his/her station.

(b) Passengers

(b)

1. Before take-off and landing, and during taxiing, 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/her 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.

OPS 1.325 Securing of passenger cabin and galley(s)

(a) An operator shall establish procedures to ensure that before taxiing, 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.

OPS 1.330 Accessibility of emergency equipment

The commander shall ensure that relevant emergency equipment remains easily accessible for immediate use.

OPS 1.335 Smoking on board

(a) The commander shall ensure that no person on board is allowed to smoke:

(a)

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.

OPS 1.340 Meteorological conditions

(a) On an IFR flight a commander shall only:

(a)

1. commence take-off; or

2. continue beyond the point from which a revised flight plan applies in the event of in-flight re-planning, when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) prescribed in OPS 1.295 are at or above the planning minima, prescribed in OPS 1.297.

(b) On an IFR flight, a commander shall only continue towards the planned destination aerodrome when 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 planning applicable aerodrome operating minima.

(c) On an IFR flight a commander shall only continue beyond: when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) prescribed in OPS 1.295 are at or above the applicable aerodrome operating minima prescribed in OPS 1.225.

(c)

1. the decision point when using the reduced contingency fuel procedure (see Appendix 1 to OPS 1.255); or

2. the pre-determined point when using the pre-determined point procedure (see Appendix 1 to OPS 1.255),

(d) On a VFR flight a commander shall only commence take-off when the appropriate weather reports or forecasts, or any combination thereof, 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.

OPS 1.345 Ice and other contaminants — ground procedures

(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.

OPS 1.346 Ice and other contaminants — flight procedures

(a) An operator shall establish procedures for flights in expected or actual icing conditions.

(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.

OPS 1.350 Fuel and oil supply

A commander shall only commence a flight or continue in the event of in-flight re-planning when he/she is satisfied that the aeroplane carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions.

OPS 1.355 Take-off conditions

Before commencing take-off, a commander must satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe take-off and departure.

OPS 1.360 Application of take-off minima

Before commencing take-off, a commander must satisfy himself/herself that the RVR or visibility in the take-off direction of the aeroplane is equal to or better than the applicable minimum.

OPS 1.365 Minimum flight altitudes

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.

OPS 1.370 Simulated abnormal situations in flight

An operator shall establish 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.

OPS 1.375 In-flight fuel management

An operator shall establish a procedure to ensure that in-flight fuel checks and fuel management are carried out according to the following criteria:

(a) in-flight fuel checks.

(a)

1. a commander must ensure that fuel checks are carried out in-flight at regular intervals. The usable remaining fuel must be recorded and evaluated to:

1.

(i) compare actual consumption with planned consumption;

(ii) check that the usable remaining fuel is sufficient to complete the flight, in accordance with paragraph (b) In-flight fuel management below; and

(iii) determine the expected usable fuel remaining on arrival at the destination aerodrome;

2. the relevant fuel data must be recorded.

(b) in-flight fuel management.

(b)

1. the flight must be conducted so that the expected usable fuel remaining on arrival at the destination aerodrome is not less than:

1.

(i) the required alternate fuel plus final reserve fuel, or

(ii) the final reserve fuel if no alternate aerodrome is required;

2. however, if, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival at the destination aerodrome is less than:

2.

(i) 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, at the destination alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel, or

(ii) the final reserve fuel if no alternate aerodrome is required, the commander must take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel;

3. the commander shall declare an emergency when calculated usable fuel on landing, at the nearest adequate aerodrome where a safe landing can be performed, is less than final reserve fuel.

4. additional conditions for specific procedures.

4.

(i) On a flight using the RCF procedure, in order to proceed to the Destination 1 aerodrome, the commander must ensure that the usable fuel remaining at the decision point is at least the total of: trip fuel from the decision point to the Destination 1 aerodrome; and contingency fuel equal to 5 % of trip fuel from the decision point to the Destination 1 aerodrome; and destination 1 aerodrome alternate fuel, if a destination 1 alternate aerodrome is required; and Final reserve fuel

(ii) On a flight using the PDP procedure in order to proceed to the destination aerodrome, the commander must ensure that the usable fuel remaining at the PDP is at least the total of: Trip fuel from the PDP to the destination aerodrome; and contingency fuel from the PDP to the destination aerodrome calculated in accordance with Appendix 1 to OPS 1.255 Paragraph 1.3; and fuel required according to Appendix 1 to OPS 1.255 Paragraph 3.1.d

OPS 1.380 Intentionally blank

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 10000 ft for a period in excess of 30 minutes and whenever the cabin altitude exceeds 13000 ft.

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:

(a)

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;

3. inform the crew members concerned of the health risks their work involves;

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 15000 m (49000 ft) unless the equipment specified in OPS 1.680(a)(1) is serviceable, or the procedure prescribed in OPS 1.680(a)(2) is complied with.

2. the commander or the pilot to whom conduct of the flight has been delegated shall initiate a descent as soon as practicable when the limit values of cosmic radiation dose rate specified in the Operations Manual are exceeded.

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.

OPS 1.398 Use of airborne collision avoidance system (ACAS)

An operator shall establish procedures to ensure 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 aircraft (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 jeopardise the safety of the aeroplane. The corrective action must:

(b)

(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.

(d) when the conflict is resolved the aeroplane is promptly returned to the terms of the ATC instructions or clearance.

OPS 1.400 Approach and landing conditions

Before commencing an approach to land, the commander must satisfy himself/herself that, according to the information available to him/her, 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.

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 OPS 1.192).

(b) Where RVR is not available, RVR values may be derived by converting the reported visibility in accordance with Appendix 1 to OPS 1.430, subparagraph (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 1000 ft above the aerodrome on the final approach segment. If the MDA/H is at or above 1000 ft above the aerodrome, the operator shall establish a height, for each approach procedure, below which the approach shall not be continued if RVR/visibility is less than 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. 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.

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.

OPS 1.415 Journey log

A commander shall ensure that the journey log is completed.

OPS 1.420 Occurrence reporting

(a) Terminology

(a)

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:

3.

(i) a person is fatally or seriously injured as a result of: 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

(i)

(A) being in the aircraft;

(B) direct contact with any part of the aircraft, including parts which have become detached from the aircraft; 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 subparagraph (d) below.

(b)

1. OPS 1.085(b) specifies the responsibilities of crew members for reporting incidents that endangers, 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 endangers 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/she 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 subparagraph (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 subparagraph (d) below.

(c)

1. A commander shall notify the operator of any accident or serious incident occurring while he/she 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:

(d)

1. Air traffic incidents. A commander shall without delay notify the air traffic service unit concerned of the incident and shall inform them of his/her intention to submit an air traffic incident report after the flight has ended whenever an aircraft in flight has been endangered by: In addition, the commander shall notify the Authority of the incident.

1.

(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.

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

3.

(i) A commander shall immediately inform the local air traffic service unit whenever a potential bird hazard is observed.

(ii) If he/she is aware that a bird strike has occurred, a commander shall submit a written bird strike report after landing to the Authority whenever an aircraft for which he/she is responsible suffers a bird strike that results in significant damage to the aircraft or the loss or malfunction of any essential service. If the bird strike is discovered when the commander is not available, the operator is responsible for submitting the report.

4. Dangerous goods incidents and accidents. An operator shall report dangerous goods incidents and accidents to the Authority and the appropriate Authority in the State where the accident or incident occurred, as provided for in Appendix 1 to OPS 1.1225. The first report shall be dispatched within 72 hours of the event unless exceptional circumstances prevent this and include the details that are known at that time. If necessary, a subsequent report must be made as soon as possible giving whatever additional information has been established. (See also OPS 1.1225).

5. Unlawful interference. Following an act of unlawful interference on board an aircraft, the commander or, in his/her 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 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.

OPS 1.425 Reserved

Appendix 1 to OPS 1.255 Fuel policy

An operator must base the company fuel policy, including calculation of the amount of fuel to be on board for departure, on the following planning criteria:

1. Basic procedure The usable fuel to be on board for departure must be the amount of:

1.1. Taxi fuel, which shall not be less than the amount, expected to be used prior to take-off. Local conditions at the departure aerodrome and APU consumption shall be taken into account;

1.2. Trip fuel, which shall include:

1.2.

(a) fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing; and

(b) fuel from top of climb to top of descent, including any step climb/descent; and

(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, except as provided for in Paragraph 2 Reduced Contingency Fuel, which shall be the higher of a. or b. below:

1.3.

(a) Either:

(a)

(i) 5 % of the planned trip fuel or, in the event of in-flight re-planning, 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 re-planning, 3 % of the trip fuel for the remainder of the flight, provided that an en-route alternate aerodrome is available in accordance with Appendix 2 to OPS 1.255; 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.

(b) An amount to fly for five minutes at holding speed at 1500 ft (450 m), above the destination aerodrome in standard conditions.

1.4. Alternate fuel which shall:

1.4.

(a) include:

(a)

(i) fuel for a missed approach from the applicable MDA/DH at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure; and

(ii) fuel for climb from missed approach altitude to cruising level/altitude, taking into account the expected departure routing; and

(iii) fuel for cruise from top of climb to top of descent, taking into account the expected routing; and

(iv) fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and

(v) fuel for executing an approach and landing at the destination alternate aerodrome selected in accordance with OPS 1.295.

(b) where two destination alternate aerodromes are required in accordance with OPS 1.295(d), be sufficient to proceed to the alternate aerodrome which requires the greater amount of alternate fuel.

1.5. Final reserve fuel, which shall be:

1.5.

(a) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or

(b) for aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1500 ft (450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required.

1.6. The minimum additional fuel, which shall permit:

1.6.

(a) the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and except that additional fuel is only required, if the minimum amount of fuel calculated in accordance with subparagraphs 1.2. to 1.5. above is not sufficient for such an event, and

(a)

(i) hold there for 15 minutes at 1500 ft (450 m) above aerodrome elevation in standard conditions; and

(ii) make an approach and landing,

(b) Holding for 15 minutes at 1500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without a destination alternate aerodrome;

1.7. Extra fuel, which shall be at the discretion of the commander.

2. Reduced Contingency Fuel (RCF) Procedure If an operator's fuel policy includes pre-flight planning to a Destination 1 aerodrome (commercial destination) with a reduced contingency fuel procedure using a decision point along the route and a Destination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, shall be the greater of 2.1. or 2.2. below:

2.1. the sum of:

2.1.

(a) taxi fuel; and

(b) trip fuel to the Destination 1 aerodrome, via the decision point; and

(c) contingency fuel equal to not less than 5 % of the estimated fuel consumption from the decision point to the Destination 1 aerodrome; and

(d) alternate fuel or no alternate fuel if the decision point is at less than six hours from the Destination 1 aerodrome and the requirements of OPS 1.295(c)(1)(ii) are fulfilled; and

(e) final reserve fuel; and

(f) additional fuel; and

(g) extra fuel if required by the commander.

2.2. The sum of:

2.2.

(a) taxi fuel; and

(b) trip fuel to the Destination 2 aerodrome, via the decision point; and

(c) contingency fuel equal to not less than the amount calculated in accordance with subparagraph 1.3 above from departure aerodrome to the Destination 2 aerodrome; and

(d) alternate fuel, if a Destination 2 alternate aerodrome is required; and

(e) final reserve fuel; and

(f) additional fuel; and

(g) extra fuel if required by the commander.

3. pre-determined point (PDP) procedure If an operator's fuel policy includes planning to a destination alternate aerodrome where the distance between the destination aerodrome and the destination alternate aerodrome is such that a flight can only be routed via a predetermined point to one of these aerodromes, the amount of usable fuel, on board for departure, shall be the greater of 3.1 or 3.2 below:

3.1. the sum of:

3.1.

(a) taxi fuel; and

(b) trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point; and

(d) additional fuel if required, but not less than: This shall not be less than final reserve fuel; and

(d)

(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 above the destination aerodrome.

(e) extra fuel if required by the commander; or

3.2. the sum of:

3.2.

(a) taxi fuel; and

(b) trip fuel from the departure aerodrome to the destination alternate aerodrome, via the predetermined point; and

(d) additional fuel if required, but not less than: This shall not be less than final reserve fuel; and

(d)

(i) For aeroplanes with reciprocating engines: fuel to fly for 45 minutes; or

(ii) For aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1500 ft (450 m) above the destination alternate aerodrome elevation in standard conditions.

(e) Extra fuel if required by the commander.

4. Isolated aerodrome procedure If an operator's fuel policy includes planning to an isolated aerodrome, the last possible point of diversion to any available en-route alternate aerodrome shall be used as the pre-determined point. See paragraph 3 above.

Appendix 2 to OPS 1.255 Fuel policy

Location of the 3 % En-Route Alternate (3 % ERA) aerodrome for the purposes of reducing contingency fuel to 3 % (See Appendix 1 to OPS 1.255 (1.3)(a)(ii) and OPS 1.192). The 3 % ERA aerodrome shall 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 aerodrome 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 figure 1).

Figure 1 Location of the 3 % en-route alternate (3 % ERA) aerodrome for the purposes of reducing contingency fuel to 3 %

DESTINATION AERODROME Radius equal to 20 % of the total flight plan distance = 732 NM Circle centred on planned route at a distance from the destination aerodrome 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 Airways route, distance 3 660 NM Circle radius 732 NM, centred on a point 915 NM from the destination aerodrome Shading indicates the areas in which the en-route alternate aerodrome should be located DEPARTURE AERODROME

Appendix 1 to OPS 1.270 Stowage of baggage and cargo

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.

Appendix 1 to OPS 1.305 Re/defuelling with passengers embarking, on board or disembarking

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. the minimum required number of cabin crew specified by OPS 1.990 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.

Appendix 1 to OPS 1.311 Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers

When operating under OPS 1.311 an operator shall establish operational procedures to ensure that:

1. electrical power is available on the aeroplane;

2. a means of initiating an evacuation is available to the senior cabin crew member, or at least one member of the flight crew is on the flight deck;

3. cabin crew stations and associated duties are specified in the operations manual; and

4. cabin crew remain aware of the position of servicing and loading vehicles at and near the exits.

SUBPART E ALL WEATHER OPERATIONS

OPS 1.430 Aerodrome operating minima — General (See Appendix 1 (old) and Appendix 1 (new) to OPS 1.430)

(a)1. 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(Old) or Appendix 1 (New) as applicable. 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. The use of HUD, HUDLS or EVS may allow operations with lower visibilities than normally associated with the aerodrome operating minima. States which promulgate aerodrome operating minima may also promulgate regulations for reduced visibility minima associated with the use of HUD or EVS.

(a)2. Notwithstanding paragraph (a)1. above, in-flight calculation of minima for use at unplanned alternate aerodromes and/or for approaches utilising EVS shall be carried out in accordance with a method acceptable to the Authority.

(b) In establishing the aerodrome operating minima which will apply to any particular operation, an operator must take full account of:

(b)

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 Appendix 1 (New) to OPS 1.430 Table 6a);

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;

8. the means to determine and report meteorological conditions; and

9. the flight technique to be used during the final approach.

(c) The aeroplane categories referred to in this Subpart must be derived in accordance with the method given in Appendix 2 to OPS 1.430 (c).

(d)1. All approaches shall be flown as stabilised approaches (SAp) unless otherwise approved by the Authority for a particular approach to a particular runway.

(d)2. All non-precision approaches shall be flown using the continuous descent final approaches (CDFA) technique unless otherwise approved by the Authority for a particular approach to a particular runway. When calculating the minima in accordance with Appendix 1 (New), the operator shall ensure that the applicable minimum RVR is increased by 200 metres (m) for Cat A/B aeroplanes and by 400 m for Cat C/D aeroplanes for approaches not flown using the CDFA technique, providing that the resulting RVR/CMV value does not exceed 5000 m.

(d)3. Notwithstanding the requirements in (d)2. above, an Authority may exempt an operator from the requirement to increase the RVR when not applying the CDFA technique.

(d)4. Exemptions as described in paragraph (d)3. must be limited to locations where there is a clear public interest to maintain current operations. The exemptions must be based on the operator's experience, training programme and flight crew qualification. The exemptions must be reviewed at regular intervals and must be terminated as soon as facilities are improved to allow application of the CDFA technique.

(e)1. An operator must ensure that either Appendix 1 (Old) or Appendix 1 (New) to OPS 1.430 is applied. However, an operator must ensure that Appendix 1 (New) to OPS 1.430 is applied not later than three years after publication date.

(e)2. Notwithstanding the requirements in (e)1. above, an Authority may exempt an operator from the requirement to increase the RVR above 1500 m (Cat A/B aeroplanes) or above 2400 m (Cat C/D aeroplanes), when approving an operation to a particular runway where it is not practicable to fly an approach using the CDFA technique or where the criteria in paragraph (c) of Appendix 1 (New) to OPS 1.430 cannot be met.

(e)3. Exemptions as described in paragraph (e)2. must be limited to locations where there is a clear public interest to maintain current operations. The exemptions must be based on the operator's experience, training programme and flight crew qualification. The exemptions must be reviewed at regular intervals and must be terminated as soon as facilities are improved to allow application of the CDFA technique.

OPS 1.435 Terminology

Terms used in this Subpart 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 Lower than Standard Category I, Other than Standard Category II, 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.

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.

9. Continuous descent final approach (CDFA). A specific technique for flying the final-approach segment of a non-precision instrument approach procedure as a continuous descent, without level-off, from an altitude/height at or above the Final Approach Fix altitude / height to a point approximately 15 m (50 feet) above the landing runway threshold or the point where the flare manoeuvre should begin for the type of aeroplane flown.

10. Stabilised approach (SAp). An approach which is flown in a controlled and appropriate manner in terms of configuration, energy and control of the flight path from a pre-determined point or altitude/height down to a point 50 feet above the threshold or the point where the flare manoeuvre is initiated if higher.

11. Head-up display (HUD). A display system which presents flight information into the pilot's forward external field of view and which does not significantly restrict the external view.

12. Head-up guidance landing system (HUDLS). The total airborne system which provides head-up guidance to the pilot during the approach and landing and/or go-around. It includes all sensors, computers, power supplies, indications and controls. A HUDLS is typically used for primary approach guidance to decision heights of 50 ft.

13. Hybrid head-up display landing system (hybrid HUDLS). A system which consists of a primary fail-passive automatic landing system and a secondary independent HUD/HUDLS enabling the pilot to complete a landing manually after failure of the primary system. Note: Typically, the secondary independent HUD/HUDLS provides guidance which normally takes the form of command information, but it may alternatively be situation (or deviation) information.

14. Enhanced vision system (EVS). An electronic means of displaying a real-time image of the external scene through the use of imaging sensors.

15. Converted meteorological visibility (CMV). A value (equivalent to an RVR) which is derived from the reported meteorological visibility, as converted in accordance with the requirements in this subpart.

16. Lower than Standard Category I Operation. A Category I Instrument Approach and Landing Operation using Category I DH, with an RVR lower than would normally be associated with the applicable DH.

17. Other than Standard Category II Operation. A Category II Instrument Approach and Landing Operation to a runway where some or all of the elements of the ICAO Annex 14 Precision Approach Category II lighting system are not available.

18. GNSS landing system (GLS). An approach operation using augmented GNSS information to provide guidance to the aircraft based on its lateral and vertical GNSS position. (It uses geometric altitude reference for its final approach slope).

OPS 1.440 Low visibility operations — General operating rules (See Appendix 1 to OPS 1.440)

(a) An operator shall not conduct Category II, Other than Standard Category II or III operations unless:

(a)

1. each aeroplane concerned is certificated for operations with decision heights below 200 ft, or no decision height, and equipped in accordance with CS-AWO on all weather operations 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 two 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.

OPS 1.445 Low visibility operations — 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.

OPS 1.450 Low visibility operations — Training and qualifications (See Appendix 1 to OPS 1.450)

An operator shall ensure that, prior to conducting low visibility take-off, lower than Standard Category I, other than Standard Category II, Category II and III operations or approaches utilising EVS:

1. Each flight crew member:

1.

(i) Completes the training and checking requirements prescribed in Appendix 1 including Flight simulator training in operating to the limiting values of RVR/CMV and Decision Height appropriate to the operator's 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.

OPS 1.455 Low visibility operations — Operating procedures (See Appendix 1 to OPS 1.455)

(a) An operator must establish procedures and instructions to be used for low visibility take-off, approaches utilising EVS, Lower than Standard Category I, other than Standard Category II, Category II and III operations. These procedures must be included in the Operations Manual and contain the duties of flight crew members during taxiing, take-off, approach, flare, landing, roll-out and missed approach as appropriate.

(b) The commander shall satisfy himself/herself that:

(b)

1. The status of the visual and non-visual facilities is sufficient prior to commencing a low visibility take-off, an approach utilising EVS, a lower than Standard Category I, an other than Standard Category II, 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, a lower than Standard Category I, an other than Standard Category II, 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), an approach utilising EVS, a lower than Standard Category I, an other than Standard Category II or a Category II or III approach.

OPS 1.460 Low visibility operations — 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, a lower than Standard Category I approach, an Other than Standard Category II approach, an approach utilising EVS, or a Category II or III approach in accordance with the AFM or other approved document.

(b) The commander shall satisfy himself/herself that the status of the aeroplane and of the relevant airborne systems is appropriate for the specific operation to be conducted.

OPS 1.465 VFR Operating minima (See Appendix 1 to OPS 1.465)

An operator shall ensure that:

1. VFR flights are conducted in accordance with the Visual Flight Rules and in accordance with the Table in Appendix 1 to 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.

Appendix 1 (Old) to OPS 1.430 Aerodrome operating minima

(a) Take-off minima

(a)

1. General

1.

(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

3. (i) Table 1 RVR/visibility for take-off

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 1500 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: 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. 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 and 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 and 4)

(ii) Table 2 Assumed engine failure height above the runway versus RVR/Visibility

For multi-engined aeroplanes whose performance is such that they cannot comply with the performance conditions in subparagraph (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. Note 1:1500 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. 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 1000 m > 300 ft 1500 m (Note 1)

(iii) When reported RVR, or meteorological visibility is not available, the commander shall not commence take-off unless he/she can determine that the actual conditions satisfy the applicable take-off minima.

4. Exceptions to paragraph (a)(3)(i) above:

4.

(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:

(i)

(A) Low visibility procedures 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;

(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

(b)

1. System minima

1. (i) Table 3 System minima for non-precision approach aids

An operator must ensure that system minima for non-precision approach procedures, which are based upon the use of ILS without glide path (LLZ only), VOR, NDB, SRA and VDF are not lower than the MDH values given in Table 3 below. System minima Facility Lowest MDH ILS (no glide path — LLZ) 250 ft SRA (terminating at 1/2 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 and 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:

2.

(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:

3.

(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;

(ix) runway edge lights; or

(x) other visual references accepted by the Authority.

4. Table 4a Table 4b Table 4c Table 4d RVR for non-precision approach — full facilities RVR for non-precision approach — intermediate facilities RVR for non-precision approach — basic facilities RVR for non-precision approach — Nil approach light facilities

Required RVR. The lowest minima to be used by an operator for non-precision approaches are: 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 subparagraph (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. 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 1200 m 300-449 ft 900 m 1000 m 1000 m 1400 m 450-649 ft 1000 m 1200 m 1200 m 1600 m 650 ft and above 1200 m 1400 m 1400 m 1800 m Non-precision approach minima Intermediate facilities (Notes 2, 5, 6 and 7) MDH RVR/Aeroplane Category A B C D 250-299 ft 1000 m 1100 m 1200 m 1400 m 300-449 ft 1200 m 1300 m 1400 m 1600 m 450-649 ft 1400 m 1500 m 1600 m 1800 m 650 ft and above 1500 m 1500 m 1800 m 2000 m Non-precision approach minima Basic facilities (Notes 3, 5, 6 and 7) MDH RVR/aeroplane category A B C D 250-299 ft 1200 m 1300 m 1400 m 1600 m 300-449 ft 1300 m 1400 m 1600 m 1800 m 450-649 ft 1500 m 1500 m 1800 m 2000 m 650 ft and above 1500 m 1500 m 2000 m 2000 m Non-precision approach minima Nil approach light facilities (Notes 4, 5, 6 and 7) MDH RVR/aeroplanec A B C D 250-299 ft 1500 m 1500 m 1600 m 1800 m 300-449 ft 1500 m 1500 m 1800 m 2000 m 450-649 ft 1500 m 1500 m 2000 m 2000 m 650 ft and above 1500 m 1500 m 2000 m 2000 m

5. Night operations. For night operations at least runway edge, threshold and runway end lights must be on.

(c)

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:

2.

(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 subparagraph (c)2. above, unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

3.

(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. Table 5 RVR for Cat I approach v. facilities and DH

Required RVR. The lowest minima to be used by an operator for Category I operations are: 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° (degree). 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 10 feet, which may be done for operational purposes, (e.g. conversion to DA). Category I minima Decision height (Note 7) Facilities/RVR (Note 5) Full (Notes 1 and 6) Interm (Notes 2 and 6) Basic (Notes 3 and 6) Nil (Notes 4 and 6) 200 ft 550 m 700 m 800 m 1000 m 201-250 ft 600 m 700 m 800 m 1000 m 251-300 ft 650 m 800 m 900 m 1200 m 301 ft and above 800 m 900 m 1000 m 1200 m

5. Single pilot operations. For single pilot operations, an operator must calculate the minimum RVR for all approaches in accordance with 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

(d)

1. General. A Category II operation is a precision instrument approach and landing using ILS or MLS with:

1.

(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:

2.

(i) The minimum decision height specified in the 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;

(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 subparagraph (d)2. above unless visual reference containing a segment of at least three 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.

4. Table 6 RVR for Cat II approach v. DH

Required RVR. The lowest minima to be used by an operator for Category II operations are: 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 auto land. Category II minima Auto-coupled to below DH (see Note 1) Decision height RVR/aeroplane Category A, B and 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

(e) Precision approach — Category III operations

(e)

1. General. Category III operations are subdivided as follows: 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.

1.

(i) Category III A operations. A precision instrument approach and landing using ILS or MLS with:

(i)

(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:

(ii)

(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.

2. Decision height. For operations in which a decision height is used, an operator must ensure that the decision height is not lower than:

2.

(i) The minimum decision height specified in the AFM, if stated;

(ii) The minimum height to which the precision approach aid can be used 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: 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.

3.

(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.

4. Visual reference

4.

(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 subparagraph (e)2. above unless a visual reference containing a segment of at least three consecutive lights being the centreline 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.

(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 subparagraph (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.

5. Table 7 RVR for Cat III approach v. DH and roll-out control/guidance system

Required RVR. The lowest minima to be used by an operator for Category III operations are: Note 1: For aeroplanes certificated in accordance with CS-AWO on all weather operations 321(b)(3). Note 2: Flight control system redundancy is determined under CS-AWO on all weather operations by the minimum certificated decision height. Category III minima Approach Category Decision height (ft) (Note 2) Roll-out control/ guidance system RVR (m) III A Less than 100 ft Not required 200 m III B Less than 100 ft Fail-passive 150 m (Notes 1) III B Less than 50 ft Fail-passive 125 m III B Less than 50 ft or no decision height Fail-operational 75 m

(f) Circling

(f)

1. Table 8 Visibility and MDH for circling v. aeroplane category

The lowest minima to be used by an operator for circling are: Aeroplane Category A B C D MDH 400 ft 500 ft 600 ft 700 ft Minimum meteorological visibility 1500 m 1600 m 2400 m 3600 m

2. Circling with prescribed tracks is an accepted procedure within the meaning of this paragraph

(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

(h)

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 1500 metres, it is not considered to be a reported RVR in this context and the Conversion Table may be used.

2. Table 9 Conversion of visibility to RVR

When converting meteorological visibility to RVR in all other circumstances than those in subparagraph (h)1. above, an operator must ensure that the following Table is used: 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

Appendix 1 (New) to OPS 1.430 Aerodrome operating minima

(a) Take-off minima

(a)

1. General

1.

3. Required RVR/visibility

3. (i) Table 1 RVR/visibility for take-off

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 1500 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: 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. 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 and 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 and 4)

(ii) Table 2 Assumed engine failure height above the runway versus RVR/visibility

For multi-engined aeroplanes whose performance is such that they cannot comply with the performance conditions in subparagraph (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. Note 1:1500 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. Take — off RVR/visibility 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 1000 m > 300 ft 1500 m (Note 1)

(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 subparagraph (a)(3)(i) above:

4.

(i)

(A) low visibility procedures 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;

(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 either:

(ii)

(A) an approved lateral guidance system; or,

(B) an approved HUD/HUDLS 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) Table 3 System minima v. facilities

Category I, APV and non-precision approach operations System minima Facility Lowest DH/MDH Localiser with or without DME 250 ft SRA (terminating at 1/2 NM) 250 ft SRA (terminating at 1 NM) 300 ft SRA (terminating at 2 NM or more) 350 ft RNAV/LNAV 300 ft VOR 300 ft VOR/DME 250 ft NDB 350 ft NDB/DME 300 ft VDF 350 ft

(b)

1. A Category I approach operation is a precision instrument approach and landing using ILS, MLS, GLS (GNSS/GBAS) or PAR with a decision height not lower than 200 ft and with an RVR not less than 550 m, unless accepted by the Authority.

2. A non-precision approach (NPA) operation is an instrument approach using any of the facilities described in Table 3 (System minima), with a MDH or DH not lower than 250 ft and an RVR/CMV of not less than 750 m, unless accepted by the Authority.

3. An APV operation is an instrument approach which utilises lateral and vertical guidance, but does not meet the requirements established for precision approach and landing operations, with a DH not lower than 250 ft and a runway visual range of not less than 600m unless approved by the Authority.

4. Decision height (DH). An operator must ensure that the decision height to be used for an approach is not lower than: whichever is higher.

4.

(i) the minimum height to which the approach aid can be used without the required visual reference; or

(ii) the OCH for the category of aeroplane; or

(iii) the published approach procedure decision height where applicable; or

(iv) 200 ft for Category I approach operations; or

(v) the system minimum in Table 3; or

(vi) the lowest decision height specified in the Aeroplane Flight Manual (AFM) or equivalent document, if stated;

5. Minimum descent height (MDH). An operator must ensure that the minimum descent height for an approach is not lower than: whichever is higher.

5.

(i) the OCH for the category of aeroplane; or

(ii) the system minimum in Table 3; or

(iii) the minimum descent height specified in the Aeroplane Flight Manual (AFM) if stated;

6. 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:

6.

(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;

(ix) runway edge lights; or

(x) other visual references accepted by the Authority.

(c)

1. In order to qualify for the lowest allowable values of RVR/CMV detailed in Table 6 (applicable to each approach grouping) the instrument approach shall meet at least the following facility requirements and associated conditions:

1.

(i) Instrument approaches with designated vertical profile up to and including 4,5° for Category A and B aeroplanes, or 3,77° for Category C and D aeroplanes, unless other approach angles are approved by the Authority, where the facilities are: where the final approach track is offset by not more than 15° for Category A and B aeroplanes or by not more than 5° for Category C and D aeroplanes.

(i)

(A) ILS/MLS/GLS/PAR; or

(B) APV; and

(ii) Instrument approaches flown using the CDFA technique with a nominal vertical profile, up to and including 4,5° for Category A and B aeroplanes, or 3,77° for Category C and D aeroplanes, unless other approach angles are approved by the Authority where the facilities are NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA or RNAV/LNAV, with a final-approach segment of at least 3NM, which also fulfil the following criteria:

(ii)

(A) The final approach track is offset by not more than 15° for Category A and B aeroplanes or by not more than 5° for Category C and D aeroplanes; and

(B) The FAF or another appropriate fix where descent is initiated is available, or distance to THR is available by FMS/RNAV or DME; and

(iii) Instrument approaches where the facilities are NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA or RNAV/LNAV, not fulfilling the criteria in paragraph (c)1.(ii) above, or with an MDH ≥ 1200 ft.

2. The missed approach, after an approach has been flown using the CDFA technique, shall be executed when reaching the decision altitude (height) or the MAPt, whichever occurs first. The lateral part of the missed approach procedure must be flown via the MAPt unless otherwise stated on the approach chart.

(d) Determination of RVR/CMV/Visibility minima for Category I, APV and non-precision approach operations

(d)

1. The minimum RVR/CMV/Visibility shall be the highest of the values derived from Table 5 or Table 6 but not greater than the maximum values shown in Table 6 where applicable

2. The values in Table 5 are derived from the formula below. Required RVR/visibility (m) = [(DH/MDH (ft) × 0,3048)/tanα] – length of approach lights (m) Note 1: α is the calculation angle, being a default value of 3,00 degrees increasing in steps

3. With the approval of the Authority, the formula may be used with the actual approach slope and/or the actual length of the approach lights for a particular runway.

4. If the approach is flown with a level flight segment at or above MDA/H, 200 metres shall be added for Cat A and B aeroplane and 400 metres for Cat C and D aeroplane to the minimum RVR/CMV value resulting from the application of Tables 5 and 6. Note: The added value corresponds to the time/distance required to establish the aeroplane on the final descent.

5. An RVR of less than 750 m as indicated in Table 5 may be used:

5.

(i) for Category I approach operations to runways with FALS (see below), Runway Touchdown Zone Lights (RTZL) and Runway Centreline Lights (RCLL) provided that the DH is not more than 200 ft; or

(ii) for Category I approach operations to runways without RTZL and RCLL when using an approved HUDLS, or equivalent approved system, or when conducting a coupled approach or flight-director-flown approach to a DH equal to or greater than 200 ft. The ILS must not be promulgated as a restricted facility; or

(iii) for APV approach operations to runways with FALS, RTZL and RCLL when using an approved HUD.

6. The Authority may approve RVR values lower than those given in Table 5, for HUDLS and auto-land operations in accordance with paragraph (e) of this Appendix.

7. The visual aids comprise standard runway day markings and approach and runway lighting (runway edge lights, threshold lights, runway end lights and in some cases also touch-down zone and/or runway centre line lights). The approach light configurations acceptable are classified and listed in Table 4 below.

8. Notwithstanding the requirements in paragraph (d)7. above, the authority may approve that RVR values relevant to a Basic Approach Lighting System (BALS) are used on runways where the approach lights are restricted in length below 210m due to terrain or water, but where at least one cross-bar is available.

9. Table 4 Table 5 Table 6 —— Table 6a Approach light systems RVR/CMV (See Table 11) v. DH/MDH Minimum and maximum applicable RVR/converted met visibility (see Table 11) for all instrument approaches down to CAT I minima (lower and upper cut-off limits): Failed or downgraded equipment — effect on landing minima:

For night operations or for any operation where credit for runway and approach lights is required, the lights must be on and serviceable except as provided for in Table 6a. OPS Class of Facility Length, configuration and intensity of approach lights FALS (full approach light system) ICAO: Precision approach CAT I Lighting System (HIALS 720 m ≥) distance coded centreline, Barrette centreline IALS (intermediate approach light system) ICAO: Simple approach lighting system (HIALS 420-719 m) single source, Barrette BALS (basic approach light system) Any other approach lighting System (HIALS, MIALS or ALS 210-419 m NALS (no approach light system) Any other approach lighting system (HIALS, MIALS or ALS < 210 m) or no approach lights DH or MDH Class of Lighting Facility FALS IALS BALS NALS See paragraphs (d)5, (d)6 and (d)10 about RVR < 750 m Feet Metres 200 — 210 550 750 1000 1200 211 — 220 550 800 1000 1200 221 — 230 550 800 1000 1200 231 — 240 550 800 1000 1200 241 — 250 550 800 1000 1300 251 — 260 600 800 1100 1300 261 — 280 600 900 1100 1300 281 — 300 650 900 1200 1400 301 — 320 700 1000 1200 1400 321 — 340 800 1100 1300 1500 341 — 360 900 1200 1400 1600 361 — 380 1000 1300 1500 1700 381 — 400 1100 1400 1600 1800 401 — 420 1200 1500 1700 1900 421 — 440 1300 1600 1800 2000 441 — 460 1400 1700 1900 2100 461 — 480 1500 1800 2000 2200 481 500 1500 1800 2100 2300 501 — 520 1600 1900 2100 2400 521 — 540 1700 2000 2200 2400 541 — 560 1800 2100 2300 2500 561 — 580 1900 2200 2400 2600 581 — 600 2000 2300 2500 2700 601 — 620 2100 2400 2600 2800 621 — 640 2200 2500 2700 2900 641 — 660 2300 2600 2800 3000 661 — 680 2400 2700 2900 3100 681 — 700 2500 2800 3000 3200 701 — 720 2600 2900 3100 3300 721 — 740 2700 3000 3200 3400 741 — 760 2700 3000 3300 3500 761 — 800 2900 3200 3400 3600 801 — 850 3100 3400 3600 3800 851 — 900 3300 3600 3800 4000 901 — 950 3600 3900 4100 4300 951 — 1000 3800 4100 4300 4500 1001 — 1100 4100 4400 4600 4900 1101 — 1200 4600 4900 5000 5000 1201 and above 5000 5000 5000 5000 Facility/conditions RVR/CMV (m) Aeroplane category A B C D ILS, MLS, GLS, PAR and APV Min According to Table 5 Max 1500 1500 2400 2400 NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA, RNAV/LNAV with a procedure which fulfils the criteria in paragraph (c)1.(ii): Min 750 750 750 750 Max 1500 1500 2400 2400 For NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA, RNAV/LNAV: not fulfilling the criteria in paragraph (c)1.(ii) above, or with a DH or MDH ≥ 1200 ft Min 1000 1000 1200 1200 Max According to Table 5 if flown using the CDFA technique, otherwise an add-on of 200/400 m applies to the values in Table 5 but not to result in a value exceeding 5000 m. Note 1: Conditions applicable to Table 6a: Note 2: For CAT IIIB operations with no DH, an operator shall ensure that, for aeroplanes authorised to conduct no DH operations with the lowest RVR limitations, the following applies in addition to the content of Table 6a: Failed or downgraded equipment (Note 1) Effect on landing minima CAT IIIB (Note 2) CAT IIIA 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 Touchdown 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 runway in use No effect if other ground source available Celiometer No effect 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 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 300m Night — not allowed Day — RVR 300 m Night — 550 m No effect Centreline lights spacing increased to 30 m RVR 150m No effect Touchdown 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

(a) multiple failures of runway lights other than indicated in Table 6a are not acceptable.

(b) deficiencies of approach and runway lights are treated separately.

(c) Category II or III operations. A combination of deficiencies in runway lights and RVR assessment equipment is not allowed.

(d) failures other than ILS affect RVR only and not DH.

(a) RVR. At least one RVR value must be available at the aerodrome;

(b) runway lights

(b)

(i) no runway edge lights, or no centre lights — Day — RVR 200 m; night — not allowed;

(ii) no TDZ lights — no restrictions;

(iii) no standby power to runway lights — Day — RVR 200 m; night — not allowed.

10. Single pilot operations. For single pilot operations, an operator must calculate the minimum RVR/visibility for all approaches in accordance with OPS 1.430 and this Appendix.

10.

(i) An RVR of less than 800 metres as indicated in Table 5 may be used for Category I approaches provided any of the following is used at least down to the applicable DH:

(i)

(A) a suitable autopilot, coupled to an ILS or MLS which is not promulgated as restricted; or

(B) an approved HUDLS (including, where appropriate, EVS), or equivalent approved system.

(ii) Where RTZL and/or RCLL are not available, the minimum RVR/CMV shall not be less than 600 m.

(iii) An RVR of less than 800 metres as indicated in Table 5 may be used for APV operations to runways with FALS, RTZL and RCLL when using an approved HUDLS, or equivalent approved system, or when conducting a coupled approach to a DH equal to or greater than 250 ft.

(e) Lower than Standard Category I Operations

(e)

1. Decision height. A lower than Standard Category I Operation decision height must not be lower than: whichever is higher.

1.

(i) the minimum decision height specified in the AFM, if stated; or

(ii) the minimum height to which the precision approach aid can be used without the required visual reference; or

(iii) the OCH for the category of aeroplane; or

(iv) the decision height to which the flight crew is authorised to operate; or

(v) 200 ft.

2. Type of facility. An ILS/MLS which supports a lower than Standard Category I operation must be an unrestricted facility with a straight-in course (≤ 3o offset) and the ILS must be certificated to: Single ILS facilities are only acceptable if Level 2 performance is provided.

2.

(i) Class I/T/1 for operations to a minimum of 450m RVR; or

(ii) Class II/D/2 for operations to less than 450m RVR.

3. Table 6b Lower than Standard Category I Minimum RVR/CMV v. approach light system

Required RVR/CMV. The lowest minima to be used by an operator for lower than Standard Category I operations are stipulated in Table 6b below: Note 1: The visual aids comprise standard runway day markings, approach lighting, runway edge lights, threshold lights, runway end lights and, for operations below 450m, shall include touch-down zone and/or runway centre line lights. Lower than Standard Category I minima DH(ft) Class of lighting facility FALS IALS BALS NALS RVR/CMV (metres) 200 — 210 400 500 600 750 211 — 220 450 550 650 800 221 — 230 500 600 700 900 231 — 240 500 650 750 1000 241 — 249 550 700 800 1100

4. Visual reference. A pilot shall not continue an approach below decision height unless visual reference containing a segment of at least three 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 barrette of the touchdown zone lighting unless the operation is conducted utilising an approved HUDLS usable to at least 150 ft.

5. Approval. To conduct lower than Standard Category I operations:

5.

(i) the approach shall be flown auto-coupled to an auto-land; or an approved HUDLS shall be used to at least 150 ft above the threshold.

(ii) the aeroplane shall be certificated in accordance with CS-AWO to conduct Category II operations;

(iii) the auto-land system shall be approved for Category IIIA operations;

(iv) in service proving requirements shall be completed in accordance with Appendix 1 to OPS 1.440 paragraph (h);

(v) training specified in Appendix 1 to OPS 1.450 paragraph (h) shall be completed, this shall include training and checking in a Flight Simulator using the appropriate ground and visual aids at the lowest applicable RVR;

(vi) the Operator must ensure that Low Visibility procedures are established and in operation at the intended aerodrome of landing; and

(vii) the Operator shall be approved by the Authority.

(f) Precision approach — Category II and other than Standard Category II operations

(f)

1. General. Single ILS facilities are only acceptable if Level 2 performance is provided.

1.

(i) A Category II operation is a precision instrument approach and landing using ILS or MLS with:

(i)

(A) A decision height below 200 ft but not lower than 100 ft; and

(B) A runway visual range of not less than 300 m.

(ii) An other than Standard Category II operation is a precision instrument approach and landing using ILS or MLS which meets facility requirements as established in paragraph (iii) below with:

(ii)

(A) A decision height below 200 ft but not lower than 100 ft; (See Table 7b below) and

(B) A runway visual range of not less than 350/400 m. (See Table 7b below)

(iii) The ILS/MLS that supports other than a Standard Category II operation shall be an unrestricted facility with a straight in course (≤ 3o offset) and the ILS shall be certificated to:

(iii)

(A) Class I/T/1 for operations down to 450m RVR and to a DH of 200 ft or more; or,

(B) Class II/D/2 for operations in RVRs of less than 450m or to a DH of less than 200 ft.

2. Decision Height. An operator must ensure that the decision height for:

2.

(i) Other than Standard Category II and Category II operations is not lower than: whichever is higher.

(i)

(A) The minimum decision height specified in the AFM, if stated; or

(B) The minimum height to which the precision approach aid can be used without the required visual reference; or

(D) The decision height to which the flight crew is authorised to operate; or

(E) 100 ft.

3. Visual reference. A pilot may not continue an approach below either the Category II or the other than Standard Category II decision height determined in accordance with subparagraph (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 barrette of the touchdown zone lighting unless the operation is conducted utilising an approved HUDLS to touchdown.

4. (i) Table 7a RVR for Cat II operations v. DH

Required RVR. The lowest minima to be used by an operator for Category II operations are: Note 1a: The reference to auto-coupled to below DH/Approved HUDLS in this table means continued use of the automatic flight control system or the HUDLS down to a height of 80 % of the DH. Thus airworthiness requirements may, through minimum engagement height for the automatic flight control system, affect the DH to be applied. Note 2a: 300 m may be used for a Category D aeroplane conducting an auto-land. Category II minima DH(ft) Auto-coupled/Approved HUDLS to below DH (Note 1a) RVR Aeroplane Category A, B and C RVR Aeroplane Category D 100-120 300 m 300/350m (Note 2a) 121-140 400 m 400 m 141 and above 450 m 450m

(ii) Table 7b Other than Standard Category II Minimum RVR v. approach light system

Required RVR. The lowest minima to be used by an operator for other than Standard Category II operations are: Note: The visual aids required to conduct other than Standard Category II Operations comprise standard runway day markings and approach and runway lighting (runway edge lights, threshold lights, runway end lights). For operations in RVR of 400 m or less, centre line lights must be available. The approach light configurations are classified and listed in Table 4 above. Other than Standard Category II minima Auto-land or approved HUDLS utilised to touchdown Class of lighting facility FALS IALS BALS NALS See para (d)5., (d)6. and (d)10. about RVR < 750m CAT A-C CAT D CAT A-D CAT A-D CAT A-D DH (ft) RVR metres 100-120 350 400 450 600 700 121-140 400 450 500 600 700 141-160 450 500 500 600 750 161-199 450 500 550 650 750

(iii) To conduct other than Standard Category II operations the operator must ensure that appropriate low visibility procedures are established and in operation at the intended aerodrome of landing.

(g) Precision approach — Category III operations

(g)

1. General. Category III operations are subdivided as follows: 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.

1.

(i) Category III A operations. A precision instrument approach and landing using ILS or MLS with:

(i)

(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:

(ii)

(A) a decision height lower than 100 ft, or no decision height; and

(B) a runway visual range lower than 200 m but not less than 75 m.

2. Decision height. For operations in which a decision height is used, an operator must ensure that the decision height is not lower than:

2.

(i) the minimum decision height specified in the AFM, if stated; or

(ii) the minimum height to which the precision approach aid can be used without the required visual reference; or

(iii) the decision height to which the flight crew is authorised to operate.

3.

(i) the operation with no decision height is authorised in the AFM; and

(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.

4. Visual reference

4.

(i) For Category IIIA operations, and for Category IIIB operations conducted either with fail-passive flight control systems, or with the use of an approved HUDLS, a pilot may not continue an approach below the decision height determined in accordance with subparagraph (g)2. above unless a visual reference containing a segment of at least three 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 conducted either with fail-operational flight control systems or with a fail-operational hybrid landing system (comprising e.g. a HUDLS) using a decision height a pilot may not continue an approach below the decision height, determined in accordance with subparagraph (e)2. above, unless a visual reference containing at least one centreline light is attained and can be maintained.

5. Table 8 RVR for Cat III Operations v. DH and roll-out control/guidance system

Required RVR. The lowest minima to be used by an operator for Category III operations are: Note 1: For aeroplanes certificated in accordance with CS-AWO 321(b)3. or equivalent. Note 2: Flight control system redundancy is determined under CS-AWO by the minimum certificated decision height. Note 3: The fail-operational system referred to may consist of a fail-operational hybrid system. Category III minima Category Decision height (ft) (Note 2) Roll-out control/Guidance system RVR (m) IIIA Less than 100 ft Not required 200 m IIIB Less than 100 ft Fail-passive 150 m (Note 1) IIIB Less than 50 ft Fail-passive 125 m IIIB Less than 50 ft or No decision height Fail-operational (Note 3) 75 m

(h) Enhanced vision systems

(h)

1. A pilot using an enhanced vision system certificated for the purpose of this paragraph and used in accordance with the procedures and limitations of the approved flight manual, may:

1.

(i) continue an approach below DH or MDH to 100 feet above the threshold elevation of the runway provided that at least one of the following visual references is displayed and identifiable on the enhanced vision system:

(i)

(A) elements of the approach lighting; or

(B) the runway threshold, identified by at least one of the following: the beginning of the runway landing surface, the threshold lights, the threshold identification lights; and the touchdown zone, identified by at least one of the following: the runway touchdown zone landing surface, the touchdown zone lights, the touchdown zone markings or the runway lights;

(ii) Table 9 Approach utilising EVS RVR/CMV reduction v. normal RVR/CMV

reduce the calculated RVR/CMV for the approach from the value in column 1 of Table 9 below to the value in column 2: RVR/CMV normally required RVR/CMV for approach utilising EVS 550 350 600 400 650 450 700 450 750 500 800 550 900 600 1000 650 1100 750 1200 800 1300 900 1400 900 1500 1000 1600 1100 1700 1100 1800 1200 1900 1300 2000 1300 2100 1400 2200 1500 2300 1500 2400 1600 2500 1700 2600 1700 2700 1800 2800 1900 2900 1900 3000 2000 3100 2000 3200 2100 3300 2200 3400 2200 3500 2300 3600 2400 3700 2400 3800 2500 3900 2600 4000 2600 4100 2700 4200 2800 4300 2800 4400 2900 4500 3000 4600 3000 4700 3100 4800 3200 4900 3200 5000 3300

2. Paragraph (h)1. above may only be used for ILS, MLS, PAR, GLS and APV Operations with a DH no lower than 200 feet or an approach flown using approved vertical flight path guidance to a MDH or DH no lower than 250 feet.

3. A pilot may not continue an approach below 100 feet above runway threshold elevation for the intended runway, unless at least one of the visual references specified below is distinctly visible and identifiable to the pilot without reliance on the enhanced vision system:

3.

(A) The lights or markings of the threshold; or

(B) The lights or markings of the touchdown zone.

(i) Intentionally left blank

(j) Circling

(j)

1. Minimum descent height (MDH). The MDH for circling shall be the higher of:

1.

(i) the published circling OCH for the aeroplane category; or

(ii) the minimum circling height derived from Table 10 below; or

(iii) the DH/MDH of the preceding instrument approach procedure.

2. Minimum descent altitude (MDA). The MDA for circling shall be calculated by adding the published aerodrome elevation to the MDH, as determined by 1. above.

3. Visibility. The minimum visibility for circling shall be the higher of:

3.

(i) the circling visibility for the aeroplane category, if published; or

(ii) the minimum visibility derived from Table 10 below; or

(iii) the RVR/CMV derived from Tables 5 and 6 for the preceding instrument approach procedure.

4. Notwithstanding the requirements in subparagraph 3. above, an Authority may exempt an operator from the requirement to increase the visibility above that derived from Table 10.

5. Table 10 Minimum visibility and MDH for circling v. aeroplane category

Exemptions as described in subparagraph 4. must be limited to locations where there is a clear public interest to maintain current operations. The exemptions must be based on the operator's experience, training programme and flight crew qualification. The exemptions must be reviewed at regular intervals. Aeroplane Category A B C D MDH (ft) 400 500 600 700 Minimum meteorological visibility (m) 1500 1600 2400 3600

2. Circling with prescribed tracks is an accepted procedure within the meaning of this paragraph.

(k) Visual approach. An operator shall not use an RVR of less than 800 m for a visual approach.

(l) Conversion of reported meteorological visibility to RVR/CMV.

(l)

1. An operator must ensure that a meteorological visibility to RVR/CMV conversion is not used for takeoff, for calculating any other required RVR minimum less than 800 m, or when 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 1500 metres, it is not considered to be a reported value for the purpose of this paragraph.

2. Table 11 Conversion of met visibility to RVR/CMV

When converting meteorological visibility to RVR in all other circumstances than those in subparagraph (l)1. above, an operator must ensure that the following Table is used: Lighting elements in operation RVR/CMV = Reported met. Visibility × 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

Appendix 2 to 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)

(b)

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.

Appendix 1 to OPS 1.440 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, including HUDLS if appropriate, training, flight crew procedures, maintenance programme, and manuals applicable to the Category II/III programme being approved.

(b)

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 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

(e)

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:

2.

(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:

(ii)

(A) airborne equipment faults;

(B) ground facility difficulties;

(D) other reasons.

3. An operator must establish a procedure to monitor the performance of the automatic landing system or HUDLS to touchdown performance, as appropriate, of each aeroplane.

(f) Transitional periods

(f)

1. Operators with no previous Category II or III experience

1.

(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 six months of Category I operations on the aeroplane type.

(ii) On completing six 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.

(i) 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.

(ii) An operator authorised for Category II or III operations using auto-coupled approach procedures, with or without auto-land, and subsequently introducing manually flown Category II or III operations using a HUDLS shall be considered to be a New Category II/III operator for the purposes of the demonstration period provisions.

(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 Part M, paragraph M.A.302 which must be approved by the Authority.

(h) Eligible aerodromes and runways

(h)

1. Each aeroplane type/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/runway combination must be verified by operations in standard Category I or better conditions, prior to commencing Lower than Standard Category I, Category II, or other than Standard Category II or Category III operations.

3. If an operator has different variants of the same type of aeroplane in accordance with subparagraph 4 below, utilising the same basic flight control and display systems, or different basic flight control and display systems on the same type of aeroplane in accordance with subparagraph 4 below, the operator must show that the variants have satisfactory operational performance, but the operator need not conduct a full operational demonstration for each variant/runway combination.

4. For the purpose of paragraph (h), an aeroplane type or variant of an aeroplane type is deemed to be the same type/variant of aeroplane if that type/variant has the same or similar:

4.

(i) level of technology, including the:

(i)

(A) FGS and associated displays and controls;

(B) the FMS and level of integration with the FGS;

(ii) Operational procedures, including:

(ii)

(A) alert height;

(B) manual landing/automatic landing;

(D) use of HUD/HUDLS in hybrid operations.

(iii) Handling characteristics, including:

(iii)

(A) manual landing from automatic or HUDLS guided approach;

(B) manual go-around from automatic approach;

5. Operators using the same aeroplane type/class or variant of a type in accordance with subparagraph 4 above may take credit from each others' experience and records in complying with this paragraph.

6. Operators conducting Other than Standard Category II operations shall comply with Appendix 1 to OPS 1.440 — Low Visibility Operations — General Operating Rules applicable to Category II operations.

Appendix 1 to OPS 1.450 Low visibility operations — Training and 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 subparagraphs 2 and 3 below provided the content of the abbreviated course is acceptable to the authority.

(a)

1. Flight crew members with no Category II or Category III experience must complete the full training programme prescribed in subparagraphs (b), (c) and (d) below.

2. Flight crew members with Category II or Category III experience with a similar type of operation (auto-coupled/auto-land, HUDLS/Hybrid HUDLS or EVS) or Category II with manual land if appropriate with another Community operator may undertake an:

2.

(i) abbreviated ground training course if operating a different type/class from that on which the previous Category II or Category III experience was gained;

(ii) abbreviated ground, flight simulator and/or flight training course if operating the same type/class and variant of the same type or class on which the previous Category II or Category III experience was gained. The abbreviated course is to include at least the requirements of subparagraphs (d)1, (d)2(i) or (d)2(ii) as appropriate and (d)3(i). With the approval of the Authority, the operator may reduce the number of approaches/landings required by subparagraph (d)2(i) if the type/class or the variant of the type or class has the same or similar:

(ii)

(A) level of technology — flight control/guidance system (FGS); and

(B) operational procedures;

(C) handling characteristics (See paragraph 4 below); as the previously operated type or class, otherwise the requirement of (d)2(i) has to be met in full;

(D) use of HUDLS/hybrid HUDLS;

(E) use of EVS.

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 when changing:

3.

(i) aeroplane type/class is to include at least the requirements of subparagraphs (d)1, (d)2(i) or (d)2(ii) as appropriate and (d)3(i);

(ii) to a different variant of aeroplane within the same type or class rating that has the same or similar:

(ii)

(A) level of technology — flight control/guidance system (FGS); and

(B) operational procedures — integrity;

(D) use of HUDLS/Hybrid HUDLS;

(E) use of EVS as the previously operated type or class, then a difference course or familiarisation appropriate to the change of variant fulfils the abbreviated course requirements;

(iii) to a different variant of aeroplane within the same type or class rating that has a significantly different:

(iii)

(A) level of technology — flight control/guidance system (FGS); and

(B) operational procedures — integrity;

(D) use of HUDLS/Hybrid HUDLS;

(E) use of EVS then the requirements of subparagraphs (d)1, (d)2(i) or (d)2(ii) as appropriate and (d)3(i) shall be fulfilled. With the approval of the Authority the operator may reduce the number of approaches/landings required by subparagraph (d)2(i).

4. An operator must ensure when undertaking Category II or Category III operations with different variant(s) of aeroplane within the same type or class rating that the differences and/or similarities of the aeroplanes concerned justify such operations, taking account at least the following:

4.

(i) the level of technology, including the:

(i)

(A) FGS and associated displays and controls;

(B) the Flight Management System and its integration or not with the FGS;

(ii) operational procedures, including:

(ii)

(A) fail-passive/fail-operational, alert height;

(B) manual landing/automatic landing;

(D) use of HUD/HUDLS with hybrid systems;

(iii) handling characteristics, including:

(iii)

(A) manual landing from automatic HUDLS and/or EVS guided approach;

(B) manual go-around from automatic approach;

(b) Ground training. An operator must ensure that the initial ground training course for low visibility operations covers at least:

(b)

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 to include HUD symbology and EVS characteristics if appropriate;

5. the effects of precipitation, ice accretion, low level wind shear and turbulence;

6. the effect of specific aeroplane/system 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)

1. An operator must ensure that flight simulator and/or flight training for low visibility operations includes:

1.

(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:

(iii)

(A) automatic flight control systems and auto land status annunciators with emphasis on the action to be taken in the event of failures of such systems; and

(B) HUD/HUDLS/EVS guidance status and annunciators as appropriate, to include head down displays;

(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 glide path 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/her duties and instructed on the coordination 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 HUD/HUDLS 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 four 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:

6.

(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, HUDLS and/or EVS 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:

7.

(i) approaches with engine failure at various stages on the approach;

(ii) approaches with critical equipment failures (e.g. electrical systems, auto flight systems, ground and/or airborne ILS/MLS systems and status monitors);

(iii) approaches where failures of auto flight equipment and/or HUD/HUDLS/EVS at low level require either;

(iii)

(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 glide slope 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.

11. The training programme must include, where appropriate, approaches where failures of the HUDLS and/or EVS equipment at low level require either:

11.

(i) reversion to head down displays to control missed approach; or

(ii) reversion to flight with no, or downgraded, HUDLS Guidance to control missed approaches from decision height or below, including those which may result in a touchdown on the runway.

12. An operator shall ensure that when undertaking low visibility take-off, lower than Standard Category I, other than Standard Category II, and Category II and III Operations utilising a HUD/HUDLS or hybrid HUD/HUDLS or an EVS, that the training and checking programme includes, where appropriate, the use of the HUD/HUDLS in normal operations during all phases of flight.

(d) Conversion training requirements to conduct low visibility take-off, lower than Standard Category I, other than Standard Category II, approach utilising EVS 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/class or variant of aeroplane in which low visibility take-off, lower than Standard Category I, Other than Standard Category II, Approach utilising EVS with an RVR of 800m or less and Category II and III Operations will be conducted. The flight crew member experience requirements to undertake an abbreviated course are prescribed in subparagraphs (a)2, (a)3 and (a)4, above:

(d)

1. Ground Training. The appropriate requirements prescribed in subparagraph (b) 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.

2.

(i) A minimum of six (eight for HUDLS with or without EVS) approaches and/or landings in a flight simulator. The requirements for eight HUDLS approaches may be reduced to six when conducting Hybrid HUDLS operations. See subparagraph 4.(i) below.

(ii) Where no Flight simulator is available to represent that specific aeroplane, a minimum of three (five for HUDLS and/or EVS) approaches including at least one go-around is required on the aeroplane. For Hybrid HUDLS operations a minimum of three approaches are required, including at least one go-around.

(iii) Appropriate additional training if any special equipment is required such as head-up displays or enhanced vision equipment. When approach operations utilising EVS are conducted with an RVR of less than 800m, a minimum of five approaches, including at least one go-around are required on the aeroplane.

3. Flight crew qualification. The flight crew qualification requirements are specific to the operator and the type of aeroplane operated.

3.

(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 subparagraph (i) above may be replaced by successful completion of the flight simulator and/or flight training prescribed in subparagraph (d)2. above.

4. Line flying under supervision. An operator must ensure that each flight crew member undergoes the following line flying under supervision (LIFUS):

4.

(i) for Category II when a manual landing or a HUDLS approach to touchdown is required, a minimum of:

(i)

(A) three landings from autopilot disconnect;

(B) four landings with HUDLS used to touchdown; except that only one manual landing (two using HUDLS to touchdown) is required when the training required in subparagraph (d)2 above has been carried out in a flight simulator qualified for zero flight time conversion.

(ii) For Category III, a minimum of two auto lands except that:

(ii)

(A) only 1 autoland is required when the training required in subparagraph (d)2. above has been carried out in a flight simulator qualified for zero flight time conversion;

(B) no autoland is required during LIFUS when the training required in subparagraph (d)2 above has been carried out in a flight simulator qualified for zero flight time (ZFT) conversion and the flight crew member successfully completed the ZFT type rating conversion course;

(C) the flight crew member, trained and qualified in accordance with paragraph (B) above, is qualified to operate during the conduct of LIFUS to the lowest approved DA(H) and RVR as stipulated in the Operations Manual.

(iii) For Category III approaches using HUDLS to touchdown a minimum of four approaches.

(e) Type and command experience.

(e)

1. Before commencing Category II 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/class:

1.

(i) 50 hours or 20 sectors on the type, including line flying under supervision; and

(ii) 100 m must be added to the applicable Category II RVR minima when the operation requires a Category II manual landing or use of HUDLS to touchdown until:

(ii)

(A) a total of 100 hours or 40 sectors, including LIFUS has been achieved on the type; or

(B) a total of 50 hours or 20 sectors, including LIFUS has been achieved on the type where the flight crew member has been previously qualified for Category II manual landing operations with a Community operator;

(C) for HUDLS operations the sector requirements in paragraphs (e) 1. and (e) 2. (i) shall always be applicable, the hours on type/class does not fulfil the requirement.

2. Before commencing Category 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:

2.

(i) 50 hours or 20 sectors on the type, including line flying under supervision; and

(ii) 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 Community 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

(f)

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:

1.

(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 subparagraph 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 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 subparagraph (f)1. on conversion to an aeroplane type.

(g) Recurrent training and checking — Low visibility operations

(g)

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/she is authorised is checked. The required number of approaches to be undertaken in the flight simulator within the validity period of the operators proficiency check (as prescribed in OPS 1.965 (b)) is to be a minimum of two, (four when HUDLS and/or EVS is utilised to touchdown) one of which must be a landing at the lowest approved RVR; in addition one (two for HUDLS and/or operations utilising EVS) of these approaches may be substituted by an approach and landing in the aeroplane using approved Category II and III procedures. One missed approach shall be flown during the conduct of the operators 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 operators proficiency check.

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, including HUDLS, 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 LTVO 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.

(h) Additional training requirements for operators conducting lower than Standard Category I, approaches utilising EVS and other than Standard Category II Operations.

(h)

1. Operators conducting lower than Standard Category I operations shall comply with the requirements of Appendix 1 to OPS 1.450 — low visibility operations — training and qualifications applicable to Category II operations to include the requirements applicable to HUDLS (if appropriate). The operator may combine these additional requirements where appropriate provided that the operational procedures are compatible. During conversion training the total number of approaches required shall not be additional to the requirements of OPS Subpart N provided the training is conducted utilising the lowest applicable RVR. During recurrent training and checking the operator may also combine the separate requirements provided the above operational procedure requirement is met, provided that at least one approach using lower than Standard Category I minima is conducted at least once every 18 months.

2. Operators conducting other than Standard Category II operations shall comply with the requirements of Appendix 1 to OPS 1.450 — low visibility operations — training and qualifications applicable to Category II operations to include the requirements applicable to HUDLS (if appropriate). The operator may combine these additional requirements where appropriate provided that the operational procedures are compatible. During conversion training the total number of approaches required shall not be less than that required to complete Category II training utilising a HUD/HUDLS. During recurrent training and checking the operator may also combine the separate requirements provided the above operational procedure requirement is met, provided that at least one approach using other than Standard Category II minima is conducted at least once every 18 months.

3. Operators conducting approach operations utilising EVS with RVR of 800 m or less shall comply with the requirements of Appendix 1 to OPS 1.450 — Low Visibility Operations — Training and Qualifications applicable to Category II operations to include the requirements applicable to HUD (if appropriate). The operator may combine these additional requirements where appropriate provided that the operational procedures are compatible. During conversion training the total number of approaches required shall not be less than that required to complete Category II training utilising a HUD. During recurrent training and checking the operator may also combine the separate requirements provided the above operational procedure requirement is met, provided that at least one approach utilising EVS is conducted at least once every 12 months.

Appendix 1 to OPS 1.455 Low visibility operations — Operating procedures

(a) General. Low visibility operations include:

(a)

1. manual take-off (with or without electronic guidance systems or HUDLS/Hybrid HUD/HUDLS);

2. auto-coupled approach to below DH, with manual flare, landing and roll-out;

3. approach flown with the use of a HUDLS/Hybrid HUD/HUDLS and/or EVS);

4. auto-coupled approach followed by auto-flare, auto landing and manual roll-out; and

5. auto-coupled approach followed by auto-flare, auto landing 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

(b)

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/her to devote himself/herself 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:

2.

(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 to include HUD/HUDLS/EVS 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 subparagraphs (i) to (iv) and (vi) above, to allow the Commander to devote himself/herself 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, wind shear, turbulence, runway contamination and use of multiple RVR assessments;

(xii) procedures to be used for:

(xii)

(A) lower than Standard Category I;

(B) other than Standard Category II;

(D) 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.

Appendix 1 to OPS 1.465 Minimum visibilities for VFR operations

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 3050 m (10000 ft) AMSL, FL 100 should be used in lieu of 10000 ft. Note 3: Cat A and B aeroplanes may be operated in flight visibilities down to 3000 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. Airspace class A B C D E (Note 1) F G Above 900 m (3000 ft) AMSL or above 300 m (1000 ft) above terrain, whichever is the higher At and below 900 m (3000 ft) AMSL or 300 m (1000 ft) above terrain, whichever is the higher Distance from cloud 1500 m horizontally 300 m (1000 ft) vertically Clear of cloud and in sight of the surface Flight visibility 8 km at and above 3050 m (10000 ft) AMSL (Note 2) 5 km below 3050 m (10000 ft) AMSL 5 km (Note 3)

SUBPART F PERFORMANCE GENERAL

OPS 1.470 Applicability

(a) An operator shall ensure that multi-engine aeroplanes powered by turbo propeller engines with a maximum approved passenger seating configuration of more than 9 or a maximum take-off mass exceeding 5700 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 nine or less, and a maximum take-off mass of 5700 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 nine or a maximum take-off mass exceeding 5700 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 (e.g. supersonic aeroplanes or seaplanes), the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate Subpart.

OPS 1.475 General

(a) An operator shall ensure that the mass of the aeroplane:

(a)

1. at the start of the take-off; or, in the event of in-flight re-planning;

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.

(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.

OPS 1.480 Terminology

(a) The following terms used in Subparts F, G, H, I and J, have the following meaning:

(a)

1. Accelerate-stop distance available (ASDA). The length of the take-off run available plus the length of stop way, if such stop way 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:

2.

(i) surface water more than 3 mm (0,125 in) deep, or by slush, or loose snow, 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 subparagraph (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.

SUBPART G PERFORMANCE CLASS A

OPS 1.485 General

(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:

(a)

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 applicable requirements on certification of large aeroplanes or equivalent acceptable to the Authority is used.

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:

(b)

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)

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;

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.

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.

(b) When showing compliance with subparagraph (a) above, an operator must take account of the following:

(b)

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 tailwind component.

(c)

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 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 15° must clear all obstacles within the horizontal distances specified in subparagraphs (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 20° between 200 ft and 400 ft, or not more than 30° above 400 ft (See Appendix 1 to 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.

(d) When showing compliance with subparagraph (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:

(d)

1. 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

2. 600 m, for flights under all other conditions.

(e) When showing compliance with subparagraph (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:

(e)

1. 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

2. 900 m for flights under all other conditions.

(f) An operator shall establish contingency procedures to satisfy the requirements of OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of OPS 1.500, or land at either the aerodrome of departure or at a take-off alternate aerodrome.

OPS 1.500 En-route — One engine inoperative

(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 subparagraph (b) or (c) at all points along the route. The net flight path must have a positive gradient at 1500 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 1000 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 OPS 1.515 or 1.520 as appropriate, the net flight path clearing vertically, by at least 2000 ft, all terrain and obstructions along the route within 9,3 km (5 nm) on either side of the intended track in accordance with subparagraphs 1 to 4 below:

(c)

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:

4.

(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 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.

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 subparagraphs (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 2000 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 1500 ft directly over the landing area and thereafter to fly level for 15 minutes.

OPS 1.510 Landing — Destination and alternate aerodromes

(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with 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 applicable requirements on certification of large aeroplanes). The use of an alternative method must be approved by the Authority.

(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 CS AWO 243). The use of an alternative method must be approved by the Authority.

OPS 1.515 Landing — Dry runways

(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with 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:

(a)

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 subparagraphs (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 OPS 1.515(a)3);

4. When showing compliance with subparagraphs (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 subparagraph (a) above, an operator must take account of the following:

(b)

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)

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.

(d) If an operator is unable to comply with subparagraph (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 subparagraphs (a), (b) and (c). Before commencing an approach to land at the destination aerodrome the commander must satisfy himself/herself that a landing can be made in full compliance with OPS 1.510 and subparagraphs (a) and (b) above.

(e) If an operator is unable to comply with subparagraph (c)2 above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c).

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 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 subparagraph (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 subparagraph (a) above, but not less than that required by 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 subparagraph (b) above, but not less than that required by 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 subparagraphs (b), (c) and (d) above, the criteria of OPS 1.515 shall be applied accordingly except that OPS 1.515 (a)1 and 2 shall not be applied to subparagraph (b) above.

Appendix 1 to OPS 1.495 (c)3. Approval of increased bank angles

(a) For the use of the increased bank angles requiring special approval, the following criteria shall be met:

(a)

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 OPS 1.975.

Appendix 1 to OPS 1.515 (a)3. Steep approach procedures

(a) The Authority may approve the application of steep approach procedures using glide slope 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:

(a)

1. the Aeroplane Flight Manual must state the maximum approved glide slope 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 glide path 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:

3.

(i) the obstacle situation;

(ii) the type of glide path 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.

Appendix 1 to OPS 1.515 (a)4. Short landing operations

(a) For the purpose of 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:

(a)

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.

2.

(i) Short landing operations 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 m.

(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 Operations Manual.

(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.

Appendix 2 to 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 usable length of the declared safe area under the provisions of 1.515(a)4, and this Appendix, must not exceed 90 m.

(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 safe 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 OPS 1.480(a)5 need not apply to the declared safe area.

SUBPART H PERFORMANCE CLASS B

OPS 1.525 General

(a) An operator shall not operate a single-engine aeroplane:

(a)

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 OPS 1.240(a)6.

(b) An operator shall treat two-engine aeroplanes which do not meet the climb requirements of Appendix 1 to OPS 1.525(b) as single-engine aeroplanes.

OPS 1.530 Take-off

(b) An operator shall ensure that the unfactored take-off distance, as specified in the Aeroplane Flight Manual does not exceed:

(b)

1. when multiplied by a factor of 1,25, the take-off run available; or

2. when stop way and/or clearway is available, the following:

2.

(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)

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;

4. the runway surface condition and the type of runway surface;

5. the runway slope in the direction of take-off; and

6. Not more than 50 % of the reported head-wind component or not less than 150 % of the reported tail-wind component.

OPS 1.535 Take-off obstacle clearance — Multi-engined aeroplanes

(a) An operator shall ensure that the take-off flight path of aeroplanes with two or more engines, determined in accordance with this subparagraph, 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 subparagraphs (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 subparagraph it must be assumed that:

(a)

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 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 subparagraph 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 subparagraph (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:

(b)

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 (see Appendix 1 to OPS 1.535 (b)1. and (c)1.); or

2. 600 m, for flights under all other conditions.

(c) When showing compliance with subparagraph (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:

(c)

1. 600 m for flights under conditions allowing visual course guidance navigation (see Appendix 1 to OPS 1.535 (b)1 and (c)1);

2. 900 m for flights under all other conditions.

(d) When showing compliance with subparagraphs (a), (b) and (c) above, an operator must take account of the following:

(d)

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.

OPS 1.540 En-Route — Multi-engined aeroplanes

(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 subparagraph (a) above:

(b)

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 %.

OPS 1.542 En-route — Single-engine aeroplanes

(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.

(b) When showing compliance with subparagraph (a) above:

(b)

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 %.

OPS 1.545 Landing — Destination and alternate aerodromes

An operator shall ensure that the landing mass of the aeroplane determined in accordance with 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.

OPS 1.550 Landing — Dry runway

(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with 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.

(a)

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 OPS 1.550 (a)).

2. The Authority may approve short landing operations, in accordance with the criteria in Appendix 2 to OPS 1.550 (a).

(b) When showing compliance with subparagraph (a) above, an operator shall take account of the following:

(b)

1. the altitude at the aerodrome;

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; and

4. the runway slope in the direction of landing;

(c)

1. the aeroplane will land on the most favourable runway, in still air; and

(d) If an operator is unable to comply with subparagraph (c)2 above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c) above.

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 OPS 1.550, 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.

(c) A landing distance on a wet runway shorter than that required by subparagraph (a) above, but not less than that required by OPS 1.550 (a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways.

Appendix 1 to OPS 1.525 (b) General — Take-off and landing climb

(a) Take-off climb

(a)

1. All engines operating

1.

(i) The steady gradient of climb after take-off must be at least 4 % with:

(i)

(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;

(D) a climb speed not less than the greater of 1,1 VMC and 1,2 VS1.

2. One engine inoperative

2.

(i) The steady gradient of climb at an altitude of 400 ft above the take-off surface must be measurably positive with:

(i)

(A) the critical engine inoperative and its propeller in the minimum drag position;

(B) the remaining engine at take-off power;

(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:

(ii)

(A) the critical engine inoperative and its propeller in the minimum drag position;

(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

(b)

1. All engines operating

1.

(i) The steady gradient of climb must be at least 2,5 % with:

(i)

(A) not more than the power or thrust that is available eight seconds after initiation of movement of the power controls from the minimum flight idle position;

(B) the landing gear extended;

(D) a climb speed equal to VREF.

2. One engine inoperative

2.

(i) The steady gradient of climb must be not less than 0,75 % at an altitude of 1500 ft above the landing surface with:

(i)

(A) the critical engine inoperative and its propeller in the minimum drag position;

(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.

Appendix 1 to OPS 1.535 (b)1. and (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;

(d) the limiting environmental conditions must be specified (e.g. wind, cloud, visibility, day/night, ambient lighting, obstruction lighting).

Appendix 1 to OPS 1.550 (a) Steep approach procedures

(a) The Authority may approve the application of steep approach procedures using glide slope 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:

(a)

2. a suitable glide path reference system, comprising at least a visual glide path 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:

3.

(i) the obstacle situation;

(ii) the type of glide path 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.

Appendix 2 to OPS 1.550 (a) Short landing operations

(a) For the purpose of 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:

(a)

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 usable 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 50 ft;

7. for the purpose of this operation, the bearing strength requirement of 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 (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.

SUBPART I PERFORMANCE CLASS C

OPS 1.560 General

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.

OPS 1.565 Take-off

(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: does not exceed the take-off run available at the aerodrome at which the take-off is to be made.

(b)

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,

(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:

(c)

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 subparagraphs (b) and (c) above, an operator must take account of the following:

(d)

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;

4. the runway slope in the direction of take-off;

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.

OPS 1.570 Take-off obstacle 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 OPS 1.565 (b) or (c) as applicable, and end at a height of 1500 ft above the surface.

(c)

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.

(d) When showing compliance with subparagraph (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.

(e) When showing compliance with subparagraph (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:

(e)

1. 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

2. 600 m, for flights under all other conditions.

(f) When showing compliance with subparagraph (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:

(f)

1. 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

2. 900 m for flights under all other conditions.

(g) An operator shall establish contingency procedures to satisfy the requirements of OPS 1.570 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of OPS 1.580, or land at either the aerodrome of departure or at a take-off alternate aerodrome.

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:

(a)

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 OPS 1.580 and 1.585, as appropriate.

OPS 1.580 En-route — One engine inoperative

(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 OPS 1.595 or 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:

(a)

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 subparagraph 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 subparagraph (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.

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 subparagraphs (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.

(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 subparagraph 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 subparagraph (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.

OPS 1.590 Landing — Destination and alternate aerodromes

An operator shall ensure that the landing mass of the aeroplane determined in accordance with 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.

OPS 1.595 Landing — Dry runways

(b) When showing compliance with subparagraph (a) above, an operator must take account of the following:

(b)

1. the altitude at the aerodrome;

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; and

4. the slope of the runway in the direction of landing.

(c)

1. the aeroplane will land on the most favourable runway in still air; and

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 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.

SUBPART J MASS AND BALANCE

OPS 1.605 General (See Appendix 1 to 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 four years if individual aeroplane masses are used and nine 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 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.

OPS 1.607 Terminology

(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:

(a)

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.

(e)

1. Adults, male and female, are defined as persons of an age of 12 years and above.

2. Children are defined as persons who are 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 les than two years of age.

(f) Traffic load. The total mass of passengers, baggage and cargo, including any non-revenue load.

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 OPS 1.605. This system must cover all types of intended operations.

OPS 1.615 Mass values for crew

(a) An operator shall use the following mass values to determine the dry operating mass:

(a)

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.

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 predetermined constant to account for hand baggage and clothing. 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 two 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 subparagraph.

(d) Mass values for passengers — 20 seats or more

(d)

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. Table 1 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. Passenger seats: 20 and more 30 and more Male Female all adult All flights except holiday charters 88 kg 70 kg 84 kg Holiday charters 83 kg 69 kg 76 kg Children 35 kg 35 kg 35 kg

(e) Mass values for passengers — 19 seats or less.

(e)

1. Table 2 Where the total number of passenger seats available on an aeroplane is 19 or less, the standard masses in Table 2 are applicable. 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

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 below 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 subparagraph.

(f) Mass values for baggage

(f)

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. Table 3 20 or more seats

For the purpose of Table 3: Type of flight Baggage standard mass Domestic 11 kg Within the European region 13 kg Intercontinental 15 kg All other 13 kg

2.

(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 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.

(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 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 to 3, then such higher values must be used.

(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.

(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.

(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.

OPS 1.625 Mass and balance documentation (See Appendix 1 to 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/her acceptance being indicated by countersignature or equivalent. (See also 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.

Appendix 1 to OPS 1.605 Mass and Balance — General (See OPS 1.605)

(a) Determination of the dry operating mass of an aeroplane

(a)

1. Weighing of an aeroplane

1.

(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 operator with an approved mass control programme to another operator with an approved programme need not be weighed prior to use by the receiving operator unless more than four 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 OPS 1.605 (b). In addition, the mass and the CG of each aeroplane shall be re-established either by:

(ii)

(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

2.

(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 subparagraph (ii) below. Furthermore, the criteria specified in subparagraphs (iii), (iv) and (a)3 below are applicable.

(ii) Tolerances

(ii)

(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 aerodynamic 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 outsides 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 configuration), 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

(iii)

(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 subparagraph 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 subparagraph 2(ii) above. If these individual values no longer fall within the permitted tolerances, the operator must either determine new fleet values fulfilling the conditions of subparagraphs 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 subparagraph 2(ii) above.

(iv) To comply with subparagraph 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

3.

(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 in the fleet Minimum number of 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 should be selected.

(iii) The interval between two fleet mass evaluations must not exceed 48 months.

4. Weighing procedure

4.

(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:

(ii)

(A) checking for completeness of the aeroplane and equipment;

(B) determining that fluids are properly accounted for;

(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 two 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.

(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)

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

(d)

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 margins and associated operational procedures, including assumptions with regard to passenger seating, must be acceptable to the Authority.

2. In-flight centre of gravity. Further to subparagraph (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.

For the purposes of 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:

Appendix 1 to OPS 1.620 (f) Definition of the area for flights within the European region

grp_1

Figure 1 European region

Appendix 1 to OPS 1.620 (g) Procedure for establishing revised standard mass values for passengers and baggage

(a) Passengers

(a)

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:

2.

(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; and

(ii) For aeroplanes:

(ii)

(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 weighted together with the accompanying adult (See also 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 subparagraph (a)1.. For baggage, the relative confidence range (accuracy) amounts to 1 %. A minimum of 2000 pieces of checked baggage must be weighed.

(c)

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 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 seats Required mass increment 1-5 inclusive 16 kg 6-9 inclusive 8 kg 10-19 inclusive 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 in this Appendix. Such deviations must be reviewed at intervals not exceeding five years.

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.

Appendix 1 to OPS 1.625 Mass and Balance Documentation

(a) Mass and balance documentation

(a)

1. Contents

1.

(i) The mass and balance documentation must contain the following information:

(i)

(A) the aeroplane registration and type;

(B) the flight identification number and date;

(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.

SUBPART K INSTRUMENTS AND EQUIPMENT

OPS 1.630 General introduction

(a) An operator shall ensure that a flight does not commence unless the instruments and equipment required under this Subpart are:

(a)

1. approved, except as specified in subparagraph (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 (OPS 1.030 refers).

(b) Instruments and equipment minimum performance standards are those prescribed in the applicable European Technical Standard Orders (ETSO) as listed in applicable Specifications on European Technical Standard Orders (CS-TSO), unless different performance standards are prescribed in the operational or airworthiness codes. Instruments and equipment complying with design and performance specifications other than ETSO on the date of 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 ETSO or a revised specification, other than ETSO, unless a retroactive requirement is prescribed.

(c)

1. fuses referred to in OPS 1.635;

2. electric torches referred to in OPS 1.640 (a)4.;

3. an accurate time piece referred to in OPS 1.650 (b) and 1.652 (b);

4. chart holder referred to in OPS 1.652 (n).

5. first-aid kits referred to in OPS 1.745;

6. emergency medical kit referred to in OPS 1.755;

7. megaphones referred to in OPS 1.810;

8. survival and pyrotechnic signalling equipment referred to in 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 OPS 1.840;

10. child restraint devices referred to in OPS 1.730(a)3.

(d) If equipment is to be used by one flight crew member at his/her station during flight, it must be readily operable from his/her 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/her station, with the minimum practicable deviation from the position and line of vision which he/she 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.

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.

OPS 1.640 Aeroplane operating lights

An operator shall not operate an aeroplane unless it is equipped with:

(a) for flight by day:

(a)

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:

(b)

1. navigation/position lights; and

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.

OPS 1.645 Windshield wipers

An operator shall not operate an aeroplane with a maximum certificated take-off mass of more than 5700 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.

OPS 1.650 Day VFR operations — Flight and navigational instruments and associated equipment

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 subparagraphs:

(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 coordinator 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.

(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 subparagraphs (f), (g) and (h) above, and subparagraphs (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:

(k)

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 coordinator 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:

(l)

1. aeroplanes with a maximum certificated take-off mass in excess of 5700 kg or having a maximum approved passenger seating configuration of more than 9;

2. aeroplanes first issued with an individual certificate of airworthiness 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.

OPS 1.652 IFR or night operations — Flight and navigational instruments and associated equipment

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 subparagraphs:

(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; 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 nine or less or a maximum certificated take-off mass of 5700 kg or less and issued with an individual Certificate of Airworthiness prior to 1 April 1998;

(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; and

(j) two independent static pressure systems, except that for propeller driven aeroplanes with maximum certificated take-off mass of 5700 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:

(k)

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 two altimeters required by subparagraph (c) above. 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 nine or less or a maximum certificated take-off mass of 5700 kg or less and issued with an individual Certificate of Airworthiness prior to 1 April 1998;

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 5700 kg or having a maximum approved passenger seating configuration of more than nine seats must be equipped with an additional, standby, attitude indicator (artificial horizon), capable of being used from either pilot's station, that:

(l)

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 5700 kg or less, already registered in a Member State on 1 April 1995, equipped with a standby attitude indicator in the left-hand instrument panel.

(m) In complying with subparagraph (l) above, it must be clearly evident to the flight crew when the standby attitude indicator, required by that subparagraph, 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.

(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 CS 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.

OPS 1.655 Additional equipment for single pilot operation under IFR or at night

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.

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 5700 kg or having a maximum approved passenger seating configuration of more than nine seats or a turbojet powered aeroplane unless it is equipped with an altitude alerting system capable of: except for aeroplanes with a maximum certificated take-off mass of 5700 kg or less having a maximum approved passenger seating configuration of more than 9 and first issued with an individual certificate of airworthiness before 1 April 1972 and already registered in a Member State on 1 April 1995.

(a)

1. alerting the flight crew upon approaching a preselected altitude; and

2. alerting the flight crew by at least an aural signal, when deviating above or below a preselected altitude,

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 5700 kg or a maximum approved passenger seating configuration of more than nine 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) 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) 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 provided a forward looking capability and terrain clearance floor.

OPS 1.668 Airborne collision avoidance system

An operator shall not operate a turbine powered aeroplane having a maximum certificated take-off mass in excess of 5700 kg or a maximum approved passenger seating configuration of more than 19 unless it is equipped with an airborne collision avoidance system with a minimum performance level of at least ACAS II.

OPS 1.670 Airborne weather radar equipment

(a) An operator shall not operate:

(a)

1. a pressurised aeroplane; or

2. an unpressurised aeroplane which has a maximum certificated take-off mass of more than 5700 kg; or

3. an unpressurised aeroplane having a maximum approved passenger seating configuration of more than nine seats, 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.

(b) For propeller driven pressurised aeroplanes having a maximum certificated take-off mass not exceeding 5700 kg with a maximum approved passenger seating configuration not exceeding nine 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.

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.

(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.

OPS 1.680 Cosmic radiation detection equipment

(a) An operator shall not operate an aeroplane above 15000 m (49000 ft) unless:

(a)

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 ionising and neutron radiation of galactic and solar origin) and the cumulative dose on each flight, or

2. a system of on-board quarterly radiation sampling acceptable to the Authority is established.

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.

OPS 1.690 Crew member interphone system

(a) An operator shall not operate an aeroplane with a maximum certificated take-off mass exceeding 15000 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 before 1 April 1965 and already registered in a Member State on 1 April 1995.

(b) The crew member interphone system required by this paragraph must:

(b)

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:

2.

(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; and

7. provide on the ground a means of two-way communication between ground personnel and at least two flight crew members.

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:

(b)

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.

1511 more provisions are not shown here; each has its own address.

Versions

2008-08-20

Cited by

Commission Decision of 16 April 2009 amending Decision 2007/589/EC as regards the inclusion of monitoring and reporting guidelines for emissions and tonne-kilometre data from aviation activities (notified under document number C(2009) 2887) (Text with EEA relevance) (2009/339/EC) Decision · Grade B
mass and balance documentation means the documentation as specified in international or national implementation of the Standards and Recommended Practices (SARPs) as laid down in Annex 6 (Operation of Aircraft) to the Chicago Convention, including as specified in Council Regulation (EEC) No 3922/91 (EU-OPS), as amended by Commission Regulation (EC) No 859/2008 of 20 August 2008, in Annex III Subpart J, or equivalent international regulations;
Commission Implementing Regulation (EU) No 628/2013 of 28 June 2013 on working methods of the European Aviation Safety Agency for conducting standardisation inspections and for monitoring the application of the rules of Regulation (EC) No 216/2008 of the European Parliament and of the Council and repealing Commission Regulation (EC) No 736/2006 (Text with EEA relevance) Regulation · Grade B
Since that time, Regulation (EC) No 216/2008 has replaced Regulation (EC) No 1592/2002 of the European Parliament and of the Council of 15 July 2002 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency and the common rules have been extended twice: first to include air crew, air operations and ramp inspections; secondly to include air traffic management and air navigations services (ATM/ANS) as well as airport safety, as a consequence of which the Commission has adopted several implementing rules corresponding to those new fields of competence such
Commission Decision of 3 March 2009 on the Community position as regards Decision No 1/2008 of the ECAA Joint Committee set up under the Multilateral Agreement between the European Community and its Member States, Albania, Bosnia and Herzegovina, Bulgaria, Croatia, the former Yugoslav Republic of Macedonia, Iceland, Montenegro, Norway, Romania, Serbia and the United Nations Interim Administration Mission in Kosovo on the establishment of a European Common Aviation Area, amending Annex I to the Agreement (2009/243/EC) Decision · Grade B
Commission Regulation (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane.
Commission Implementing Regulation (EU) No 90/2012 of 2 February 2012 amending Regulation (EC) No 736/2006 on working methods of the European Aviation Safety Agency for conducting standardisation inspections Regulation · Grade B
Council Regulation (EEC) No 3922/91, amended by Commission Regulation (EC) No 859/2008, laid down common technical requirements applicable to commercial transportation by aeroplane and administrative procedures to ensure the satisfactory implementation by the competent authorities of Member States, which remain applicable until such time that implementing rules in the field of air operations apply.