Operational Procedures ATPL 2

Important information
- If you have any doubt, ask, ask and ask again.

- Cellphone? Fine, but use silent mode and speak
outside.
Important information
 Slides course at dropbox.
 Slides must be followed together with OXFORD

book.
 You must study at home in order to improve

the course's assimilation.
 Oxford book exercises and questions bank you

must do as homework.
 Progress test (high level) once or twice every

month.
OPERATIONAL PROCEDURES
070 Operational Procedures ATPL Instructor : Pedro Longobardo

INTRODUCTION AND PURPOSE OF THE SUBJECT
• The subject ‘Operational Procedures’ is concerned with the operation of
aircraft in the commercial air transport role by airlines (Operators)
having their primary place of business in an EASA member state. The
EASA document, which details the applicable procedures based on the
ICAO, published Annex 6 (Operation of Aircraft) to the Chicago
Convention. Operational Procedures covers part of the Air Law syllabus
but in much greater depth and with specific reference to the JAA
requirements whereas Air Law is primarily concerned with ICAO rules
and regulations (Standards and Recommended Practices). The main
references for Operational Procedures (Annex 6 and CS-OPS) are both
documents which are amended at regular intervals and reflect modern
technology and commercial practices in the aviation world.
070 Operational Procedures Instructor : Pedro Longobardo

Index
• Section 1: General Requirements.
- 1.1 International Civil Aviation Organization (ICAO) formation.
- 1.2 ICAO Annex 6.
- 1.3 Operational Requirements.
- 1.4 Long-Range flights.
• Section 2: Special Operational Procedures and Hazards.

- 2.1 Operations Manual.
- 2.2 Icing Conditions.
- 2.3 Bird-Strike risk.
- 2.4 Noise Abatement.
- 2.5 Fire and Smoke.
- 2.6 Decompression of pressurised cabin.
- 2.7 Windshear and Microburst.
- 2.8 Wake Turbulence.
- 2.9 Security (Unlawful events).
- 2.10 Emergency Landings and Ditching.
- 2.11 Fuel Jettisoning.
- 2.12 Transport of Dangerous Goods by air.
- 2.13 Contaminated Runways.

1.1. ICAO FORMATION
• International Civil Aviation Organization.
• It is an organization inside the United Nations created in the
Chicago Convention (1944) from all the States membering.
• The purpose was to establish standard operation and practices
(SARPs) in the Civil International Aviation.
• Makes the aviation sector more efficient under a secure and
protected environment.
• Actual member States are 193.
• Works together with each government of each membering
state to achieve more advantages for navigation and security
operations.
070 Operational Procedures 071.01.00 ICAO Formation Instructor : Pedro Longobardo

1.1. ICAO FORMATION
AMERICAN
EUROPEAN RULES
RULES
BEFORE
JAA FAA
IN SPAIN

1.1. ICAO FORMATION
• Worldwide headquarters are in Montreal
(Canadá) but in Europe the headquarters are
located in Paris (France).
• Composed by the Assembly and Executive
Council.
• Around 12.000 SARPs has been inserted
through 19 annexes by ICAO and it takes
around 2 years to develop and establish a new
SARP.
1.1. Chicago Convention (1944)
• 52 initial Member States.
• The most important Convention in the Aviation Industry.
• Made up by 4 parts and 19 Annexes
- First Part: Aereal Navigation.
- Second Part: ICAO Creation.
- Third part: International aereal transport.
- Fourth Part: Controversions and fines or penalties.

1.1. Annexes from Chicago Convention
• Annex 1: Personnel Licencing.
• Annex 2: Rules of the Air.
• Annex 3: Meteorological Service.
• Annex 4: Aeronautical Charts.
• Annex 5: Units of Measurement.
• Annex 6: Operation of Aircraft.
• Annex 7: Nationality and registration marks.
• Annex 8: Airworthiness of aircraft.
• Annex 9: Facilitation.
• Annex 10: Telecommunications.

1.1. Annexes from Chicago Convention
• Annex 11: Air Traffic Services.
• Annex 12: Search and Rescue.
• Annex 13: Aircraft Accident.
• Annex 14: Aerodromes.
• Annex 15: Aeronautical Information Services.
• Annex 16: Environmental protection.
• Annex 17: Security.
• Annex 18: Transport of Dangerous Goods.
• Annex 19: Safety Management.
070 Operational Procedures 070.01.00. ICAO Formation Instructor : Pedro Longobardo

1.1. ICAO FORMATION
• The ICAO document is published in three parts
covering:
- Part 1 Aeroplanes used in International
Commercial Air Transport.
- Part 2 Aeroplanes used in General Aviation.
- Part 3 Helicopters used in International
Commercial Air Transport.

CHAPTER 1:
ANNEX 6

1.2. Annex 6: Aircraft Operation
• Annex 6, titled Operation of Aircraft, contains the international Standards
and Recommended Practices (SARPs) applicable to the issuing of an air
operator’s certificate (AOC) to conduct international commercial air
transport.
- Commercial operations are split into two categories:
1) Commercial Air Transport (CAT)
2) Aerial work - means an aircraft (other than a public transport aircraft) flying,
or intended by the operator to fly, for the purpose of paid work.
The Operator or a designated representative will have responsibility for
operational control (exercising authority over the initiation, continuation,
diversion or termination of a flight).

- Operators of aeroplanes engaged in international operations will be subject
to the laws of foreign states as well as the laws of the State of the Operator
(and the State of Registration of the aeroplane if different).
- Operator has to ensure that all employees, wherever they are around the
world, comply with the laws of the state in which they are operating or
based.
- Before an Operator is granted an Air Operators Certificate (AOC), the
necessary approval to conduct commercial operations, the Operator must
demonstrate that the operation is not only commercially viable, but also
safe. To this end, the Operator is to ensure that not only the destination
aerodromes planned to be used are of an acceptable safety standard, but
that alternate (diversion) aerodromes are specified which meet the same
standards.
070 Operational Procedures 071.01.01. ICAO Annex 6 Instructor : Pedro Longobardo

• Alternate aerodromes: aerodrome to which an aircraft may proceed
when it becomes either impossible or inadvisable to proceed to, or to land
at, the aerodrome of intended landing.
Four different types:

Take-off alternate.
En-route alternate.
ETOPS en-route alternate.
Destination alternate.

• Flight Time: time the aeroplane first moves under its own power (after the push-
back or tow out) for the purpose of taking off (taxiing to the runway, not to another
parking stand or de-icing bay), until it finally stops (at the parking stand, not an
intermediate stop after turning off the landing runway) at the end of the flight.
It can be also referred as ‘chock to chock’ or ‘block to block’
• The Operator is required to establish a safety management system throughout the

operation of each flight during this flight time:
Identify safety hazards.

Provide continuous monitoring and assessment of the level achieved.
Ensure that remedial action is implemented to maintain the standard.
Make continuous improvement of the overall level of safety
*If the Operator uses aeroplanes with maximum certificated take off mass (MTOM) greater than
27,000kg, a flight data analysis programme is required to be established, as part of the safety
programme.

Maintenance Release The Operator is required to determine that any
aircraft used in commercial air transport (CAT) is airworthy. The Commander
(PIC) is required to check the necessary forms and documentation to confirm
the airworthiness.
This certificate contains:
Basic details of the maintenance carried out including detailed references
to the approved data used.
The date the maintenance was completed.
The identity of the approved maintenance organization.
The identity of the person signing the release.

• Navigation lights: are positioned on the aeroplane to indicate to
another air user the direction that the aeroplane is heading.
They consist of port (left) red, starboard (right) green, and tail white lights.
070 Operational Procedures 071.01.01 ICAO Annex 6 Instructor : Pedro Longobardo

070 Operational Procedures 071.01.01 ICAO Annex 6 Instructor : Pedro Longobardo

CHAPTER 2:
GENERAL REQUIREMENTS
070 Operational Procedures 071.01.01 Op. Requirements Instructor : Pedro Longobardo

1.3. Ops. General Requirements
• CS-OPS Part 1 contains and defines the requirements for the
operation of civil aircraft in commercial air transportation by
any Operator whose principal place of business is in a EASA
Member State.
• The requirements of Part 1 are applicable to Operators of
aeroplanes:
- Over 10 tonnes MTOM, or
- With a maximum approved passenger seating configuration of
20 or more.
(Part 1 is also applicable to Operators operating mixed fleets of
aeroplane above and below this limit with the AOC certificated in a
EASA Member State on or before 1 April 1998, and all Operators of
other aeroplanes under an AOC certificated no later than 1 October
1999.)
070 Operational Procedures 070.01.02. Op. Requirements Instructor : Pedro Longobardo

1.3 Ops. General Requirements
• It is a fundamental requisite of EASA Membership that a Member State
accepts the Joint Aviation Requirements (JARs) as the law of that individual
state.
• Aeroplanes must be operated in compliance with the appropriate
certificate of airworthiness and within the limitations of the appropriate
Aeroplane Flight Manual. Where the use of a Synthetic Training Device
(STD) such as a flight simulator is used to replace an aeroplane for training
purposes, such STD are to be approved in accordance with CS -STD and
users approved by the authority.
• Operators are required to ensure that all crew members (flight crew and
cabin crew) are able to communicate (with each other) in a common
language, and that they are able to understand the language in which those
parts of the Operations Manual containing the crew member’s duty, is
written.

• The Operator is required to establish a quality system to ensure safe
operational practices and airworthy aeroplanes. A quality manager is to be
appointed to ensure compliance with the quality system.
• Each Operator is required to establish and maintain an Accident Prevention
and Flight Safety programme, which may be integrated with the quality
system.
Risk awareness.
Occurrence reporting.
Incident and Accident evaluation.
Flight data monitoring.
• To minimise the possibility of ditching, operators are not to operate
aeroplanes with a passenger seating capacity more than 30 at a distance
from land greater than 120 minutes flying time at cruising speed, or 400mn
whichever is less, unless the aeroplane complies with the requirements of
the applicable airworthiness code.
070 Operational Procedures 071.01.02 Op. Requirements Instructor : Pedro Longobardo

• Crew members are responsible for the discharge of their duties in respect of the
safety of the aeroplane and its occupants, laid down in the Operations Manual.
Any fault or malfunction including an emergency situation has to be
reported to the Commander.
Any incident that endanger the safety of operations has to be reported to
the Commander.
A crew member is not to present him or herself for duty on an aeroplane if:
- Under the influence of alcohol or any drug. (“From Bottle to Throttle, 8h”)
- Until a reasonable period of time after deep water diving (12h-18h-24h).
- Until a reasonable period of time after blood donation.
- Knows or suspects that suffering from fatigue.
- If is in any doubt as to his ability to accomplish the assigned duty.
070 Operational Procedures 071.01.02. Op Requirements Instructor : Pedro Longobardo

• Responsabilities of the Commander:
- Is responsible for the operation and safety of the aeroplane from the
moment the aeroplane is first ready to move for taxiing for take-off until it
finally comes to rest at the end of the flight.
- Has the authority to give all commands deemed necessary for the purpose
of ensuring the safety of the aeroplane and the persons and property
carried.
- Has the authority to disembark (off load) any person, or part of cargo.
- Will not allow any person to be carried in the aeroplane whom appears to
be under the influence of alcohol or drugs, and may endanger the safety
of the aeroplane.
- May refuse to carry any inadmissible passenger, deportee or person in
custody.
- Is to ensure that all passengers are briefed as to the location of
emergency exits, and the location and the operation of safety equipment.

- Is to ensure that all operational procedures and check lists are complied
with in accordance with the requirements of the Operations Manual.
- Is to ensure that no crew member performs any duty during take-off, initial
climb, final approach and landing except those duties required for the safe
operation of the aeroplane.
- Is to ensure that neither the flight data recorder (FDR) nor the cockpit voice
recorder (CVR) is switched off in flight.
• IMPORTANT NOTE: Following an incident, all flight data recorder (FDR) and
cockpit voice recorder recordings are to be retained for a period of 60 days
unless a longer period is requested by the Authority.
- Is to decide whether or not to accept an aeroplane with unserviceabilities
allowed by the Minimum Equipment List.
- Is to ensure that the pre-flight inspection has been carried out.

• The only personnel permitted to enter the flight deck are:
The flight crew.
A representative of the Authority in the performance of
his/her official duty.
Persons permitted to do so in accordance with instruction
in the Operations Manual.
IMPORTANT NOTE: The final decision concerning admittance to
the flight deck rests with the Commander.

• Documents to be Carried each aircraft on board:
- The Certificate of Registration (original).
- The Certificate of Airworthiness (original).
- The Noise Certificate (original).
- The Air Operators certificate (copy will suffice).
- The Aircraft radio licence (original).
- Third party insurance certificate (copy will suffice).
IMPORTANT NOTE: Each flight crew member is to carry

the valid flight crew licence plus any necessary ratings.

• ADDITIONAL INFORMATION REQUIRED ON BOARD:
- The Operational Flight Plan (OFP).
- The required parts of the Aeroplane Technical Log.
- Appropriate NOTAM.
- Mass and Balance documentation.
- Details of special categories of passengers.
- Special load notification.
- Current maps and charts.
- Any other documentation that may be required by a State.

• Leasing: is the situation whereby an aeroplane is used by one
operator, whilst the ownership title remains with another operator.
The operator using the aeroplane pays the owner an agreed sum for
the use of the aeroplane over a specified period. The types of leases
are described below:
Dry Lease
When the leased aeroplane is operated under the AOC of the lessee
(the operator borrowing the aeroplane).
Wet Lease
When the leased aeroplane is operated under the AOC of the lessor
(the operator lending the aeroplane to the lessee).

Wet Lease-out
An EASA operator providing an aeroplane and complete crew to another EASA
operator remains the operator of the aeroplane. (The aeroplane is operated
under the AOC of the lessor)
(The following terminology and rules apply to leasing between an EASA

operator and a non-EASA organisation.):
Dry Lease-In
Before an EASA operator is permitted to dry lease-in an aeroplane from a
non-EASA source, the approval of the Authority is required. The EASA
operator is to notify the authority of any differences with regard to
Instruments and Communications equipment fitted to the aeroplane, and
receive confirmation from the Authority that the differences are
acceptable.

Wet Lease-in
No EASA operator shall wet lease-in an aeroplane from a non-EASA source
without the approval of the authority. The EASA operator is to ensure the
safety standards of the lessor with respect to maintenance are equivalent to
current regulations; the lessor is an operator holding an AOC issued by a
state which is a signatory of the Chicago Convention; the aeroplane has a
standard CofA issued in accordance with ICAO Annex 8.
Wet Lease-out
An EASA operator providing an aeroplane and complete crew and retaining
all the functions and responsibilities described in OPS 1 Sub Part C (Operator
Certification and Supervision),shall remain the operator of the aeroplane.

CHAPTER 3:
OPERATOR SUPERVISION AND CERTIFICATION

1.3. OPERATOR CERTIFICATION
• Commercial air transportation can only be

undertaken by an approved air operator, this
certificate is known as an Air Operator
Certificate (AOC). The AOC will be issued by the
authority of the state in which the operation
has its principle place of business.

• An applicant for an AOC:
1) Must not already hold an AOC issued by another authority
unless specifically approved by the authorities concerned.
2) Must register the aeroplanes to be used in the operation in the
state where the AOC will be issued. Under certain
circumstances (with mutual agreement of the authorities
concerned) aeroplanes registered in another state may be used.
3) Must satisfy the authority of the state issuing the AOC that the
operator is able to conduct safe operations.


• At the discretion of the authority, an AOC may be varied,
revoked or suspended if the authority ceases to be satisfied
that the operator can continue to operate safe operations.
• In order to be satisfied, the authority carries out periodic
audits of the operation which will include inspection and
assessment of the operator’s own internal audit system, and
inspection of the financial records of the operation.
• The primary responsibility of the operator is to ensure that the
conditions of issue of the AOC are complied with, and any
limitations or restrictions imposed by the authority (which
must be stated on the certificate) are also respected.

• Main Operating Base
The Authority will require full operational support facilities to be established
and maintained at the main operating base, appropriate to the area and type
of operations conducted.

• Other considerations for the AOC are:
- The organisation/operation can be established and maintained to an
acceptable (to the authority) standard.
- A quality system is established and maintained.
- The defined training programme(s) are complied with.
- The aircraft maintenance requirements are complied with.
• (The operator is required to notify the authority of any changes to

any of the required information or procedures once the application
for the AOC has been submitted. If, for any reason, the authority is
not satisfied that the above requirements have been complied with,
the authority may ask for one or more demonstration flights to be
carried out)

1.3. OPERATOR CERTIFICATION.
• The information which an AOC contains is the following:
The name and location (principal place of business) of the operator.
Date of issue and the period of validity.
A description of the type of operation(s) authorised;
The types of aeroplanes authorised for use in the operation.
The registration markings of the authorised aeroplanes.
The authorised areas of operation.
Any special limitatons imposed by the authority.
The special authorisations and approvals (if any) granted by the authority
such as:
- Operation for transport of Dangerous Goods.
- Area Navigation (RNAV)
- Extended Twin Operation (ETOPS)

• Another important information for an Operator to operate an Aircraft
is the Operations Manual which is provided for the guidance of
personnel engaged in the operation.
• It is inserted in the sub part P of the JAR OPS.
• Is divided in 4 parts. (Part A, B, C and D).
• Approved by the Authority.
• All amendments and revisions to not contravene any part of the AOC
regulation.
• Must be prepared in the English language, unless otherwise approved
by the Authority.
• Must be available for all operations personnel who must have easy
access to a copy of each part applicable to their duties

• Part A contains General and Basic information:
- Organisation and Responsibilities
- Crew Composition.
- Qualification Requirements.
- Operating Procedures.
- Leasing.
• Part B is related to Aicraft Operating Matters:
- Limitations.
- Abnormal and Emergency Procedures.
- Performance.
- Flight Planning.
- Minimum Equipment List (MEL).
- Emergency Evacuation Procedures.
- Aeroplane Systems.

• Part C contains Route and Aerodrome
Instructions and Information. (aerodrome
operating minima)
• Part D is information about Training. (Details
about the training method and requirements to
ensure that all personnel are competent).

• IMPORTANT NOTE : The Operator is responsibility to ensure that
all personnel engaged in any ground or flight operation have been
properly instructed and have demonstrated their abilities with regard
to their particular duties. All such personnel must be made aware of
their responsibilities, and the relationship of their duties, to the
operation as a whole. Where necessary, training, as detailed in the
Operations Manual Part D, is to be given to personnel.
• Acording to all explained before, the Operator is required to

establish procedures for ground and flight operations. By the use of
the checklists the operators can establish standard procedures under
normal, abnormal or emergency situations acording and following
the AFM (drawn up by the manufacturer of the aircraft).

CHAPTER 4:
OPERATIONAL PROCEDURES

1.3 OPERATIONAL PROCEDURES
• Establishment of Procedures
The operator is required to establish and define procedures for
all ground and flight operations relating to the duties of ground
staff and crew members specific to each type of aeroplane used
in the operation.
Checklists are to be formulated and used by crew members for
all phases of the operation of the aeroplane under normal,
abnormal and emergency conditions and the checklists are to
be applicable to OM Part B ensuring the procedures detailed in
Part B are followed.
The operator is to ensure that no procedures other than those
required for the safe operation of the aeroplane are required
during critical phases of the flight.

• MASS LIMITATIONS:
- In Take Off: The aeroplane must, in the event of a critical power-unit failing at
any point in the take-off, be able to discontinue the take-off and stop within
the accelerate-stop distance available (ASDA), or to continue the take-off and
clear all obstacles along the flight path by an adequate margin until the
aeroplane is in a position to comply with the en-route criteria.
- One engine-out en route: The aeroplane must be able to continue the flight
to an aerodrome at which the landing standard can be met, without flying
below the minimum flight altitude at any point. (In case for aeroplanes of 3
or more engines, the possibility to get two engines out exist, so they must be
able to go to an en route alternate AD and land).
- In Landing: The aeroplane must be able to land within the landing distance
available, at the aerodrome of intended landing and at any alternate
aerodrome, after clearing all obstacles in the approach path by a safe margin.

• Not all the aerodromes (departure, en route and destination) are suitable to use and
must be approved by an operator. Here are explained the most important
considerations:
- Take off Alternate airport:
The OFP will specify a take-off alternate to be used in the event that it would not be
possible to return to the departure aerodrome for meteorological or performance
reasons.
The take-off alternate must be located within either one hour flight time at the one-
engine inoperative cruise speed (2 engine-aircraft) and two hours flight time at the one-
engine-inoperative cruise speed specified in the AFM (for 3 and 4 engine-aircraft).
- Destination airport:
To select a destination airport, the weather reports must indicate that during the period
1 hour before until 1 hour after the ETA at the aerodrome, the met conditions will be at
or above the following:
The RVR/visibility must be as required for the aerodrome operating minima.
For a non-precision or circling approach the ceiling must be at or above MDH. or
Two destination alternates must be selected.

• For IFR flights the selection of alternates aerodromes are as follows:
- For a Take Off alternate: the weather reports/forecasts must indicate that during the
period 1h before until 1h after the ETA at the (alternate) aerodrome the met
conditions will be at or above the applicable aerodrome operating minima.
- Destination alternates airports:
At least one destination alternate (diversion) aerodrome must be selected for each
IFR flight unless:
Both, the duration of the planned flight from take-off to landing (or in the event of
a replan, the remaining flight time) does not exceed 6 hours, and two separate
runways are available and useable at the destination aerodrome and the met reports
indicate that from 1 hour before until 1 hour after ETA at the destination, the
ceiling will be at least 2000 ft or circling height +500 ft (whichever is greater) and the
visibility will be not less than 5 km.
The destination is so isolated that no useable diversion aerodrome exists.

• Type of approach and planning minima to operate the en route or destination alternate airport:
• On an IFR flight, the Commander shall only continue towards the

planned destination aerodrome when the latest information available
indicates that at ETA the weather conditions at the destination or at
least one destination alternate are at or above the applicable
aerodrome operating minima.
• For a VFR flight, the Commander will only commence the flight when
the weather reports or forecasts indicate that the meteorological
conditions along the route (or the part of the route to be flown under
VFR) will permit flight under VFR.
• The operator is required to define the applicable
aerodrome operating minima (Chapter 5). This will be:
- For take-off, the minimum acceptable met visibility or,
where available, the minimum acceptable RVR.
- For instrument approaches, the Aerodrome
Op.Minima consists of DA/H or MDA/H and the
minimum applicable met visibility or RVR.

• The operator also must comply with all the limitations and restrictions by
the authority regarding routes of operation, these limitations can be:
- Ground facilities (including meteorological services) are provided to the
aircraft.
- The performance of the aeroplanes used must ensure compliance with the
minimum flight altitude requirements.
- Appropriate maps and charts (including the FMS database) are available.
• Also the Operator must comply with RVSM (FL290-FL410) by training the
Crew and aircrafts equipped with TCAS and altitude reporting system SSR
and an autopilot engaged with altitude deviation alerting system

• The Operator also is required to determine a speed to be used
for the calculation of the maximum distance to an adequate
aerodrome for each two-engine aeroplane used in the operation
suffering a one-engine out. This speed must not exceed Vmo and
must be calculated under the following conditions:
- ISA.
- Level Flight.
- For turbojet: at FL170 or at maximum FL where the aircraft can
climb and mantain its gross ROC specified in the AFM.
- For turboprop: at FL080 or at the maximum FL where the aircraft
can climb and mantain its gross ROC specified in the AFM.
- Max. Continuous thrust on the remaining engine.

• The operator is required to establish minimum flight altitudes for all route
segments to be flown which require terrain clearance. Also must be
approved by the Authority.
The operator is to take into account:
- The position accuracy of the aeroplane.
- Inaccuracies in the operation of altimeters.
- The characteristics of the underlying terrain.
- The probability of encountering adverse weather.
- Inaccuracies in aeronautical charts.
- Corrections for temperature and pressure variations from standard values.
- ATC requirements.

• The operator is required to establish a fuel policy for flight planning and re-
planning purposes to ensure that every flight carries sufficient fuel for the
planned operation and reserves to cover deviations from the planned
operation.
The commander shall only commence a flight or continue a flight in the event
of in-flight replanning, if satisfied that the aeroplane carries at least the
planned amount of useable fuel to complete the flight safely.
The pre-flight calculation of fuel required is to include taxi fuel, trip fuel, and
reserve fuel consisting of:
- Contingency fuel.
- Alternate fuel.
- Final reserve fuel.
- Additional fuel if required by the type of operation.
- Any extra fuel required by the commander.

• Operators are also required to establish procedures for the
carriage of PRMs such that they are not allocated or occupy
seats where their presence would:
- Impede the crew in their duties;
- Obstruct access to emergency equipment;
- Impede the emergency evacuation of the aeroplane.
IMPORTANT NOTE: (PRMs should not exceed the number of able

bodied persons capable of assisting with an emergency
evacuation.)

• Operators are required to establish procedures for the stowage of baggage
and cargo:
- Each item carried in a cabin must be stowed in a location capable of
retaining it.
- Mass limitation for stowages must not be exceeded.
- Baggage and cargo must not be placed where it would impeded an
emergency evacuation.
- Baggage lockers must not be loaded so that the latched doors cannot be
closed…
IMPORTANT NOTE: (Before take-off and landing and whenever the 'fasten
seat belt' signs are illuminated or it is otherwise ordered, checks are to be
made to ensure that baggage is stowed where it will not impeded
evacuation or cause injury by falling.)

• Operators are required to establish procedures to ensure that
direct access to emergency exits are not occupied by:
- Children.
- Deportees passengers.
- Pax with animals.
- Unhealthy pax such as obesity, pax with sickness, old pax…
A briefing is to be given to all passengers before the flight
commences. This can be delivered either verbally or by audio-
visual means.
In an emergency during flight, passengers are to be briefed
and instructed as may be appropriate to the circumstances.

• Before commencing the flight, the Commander is to satisfy him/herself that:
- The aeroplane is airworthy.
- The instruments and equipment required are available (fitted and serviceable - except as
permitted by the MEL).
- The necessary parts of the Operations Manual are available on board the aeroplane.
- The documents required by JAR-OPS are on board the aeroplane.
- Current maps and charts are available to cover the flight including any diversion which may be
anticipated.
- Ground facilities and services are available and adequate.
- Operations Manual requirements concerning fuel, oil, oxygen, minimum safe altitudes, AOM and
availability of diversion aerodromes can be complied with.
- The load is properly distributed and properly secured.
- The mass of the aeroplane at the start of the take-off roll will be such that the flight can be
conducted in accordance with JAR-OPS.
- Any additional limitations required by the Operator or the Authority can be complied with.

• The Operator must also ensure that flight crew is to be seated in the
corresponded seats for T/O and landing and some critical phases of the flight or
if required by the Commander.
(If unexpected fatigue is experienced, the Commander may authorised a rest
period if workload permits).
• The Flight Crew also must ensure that all passengers are seated occupying one
seat with seatbelts fastened for T/O and landing and in some critical phases of
the flight or if required by the Commander.
• The Commander is to prohibit smoking:
- Whenever deemed necessary in the interest of safety.
- While the aeroplane is on the ground (unless permitted in accordance with
Operations Manual).
- In cabin areas where oxygen is being supplied.
- In cargo compartments or other areas where cargo is carried not stored in flame
resistant containers.

• The Operator is to establish procedures for the de-icing and
anti-icing of aeroplanes.
The Commander is not permitted to commence the take-off run
unless all the surfaces of the aeroplane are clear of all deposits
which might adversely affect the performance of the aroplane.
• The Commander is to ensure that all flight crew members
performing essential duties use supplemental oxygen
continuously whenever the cabin altitude exceeds 10 000ft for
a period in excess of 30 minutes, and at all times whenever
the cabin altitude exceeds 13 000ft.

• The Operator is to establish procedures relating to the reporting of
occurrences. Reports are to be raised for the following:
- Accident and serious incidents: Report to be submitted within 72 hours.
- Dangerous goods incidents and accidents: Report to be despatched within
the first 72 hours after the event.
- Unlawful interference: As soon as practical also to the local authority and
state of the operator.
- Bird hazards and bird strikes: Also to advise ATC immediately.
- Encountering potential hazardous conditions…

CHAPTER 5:
ALL WEATHER OPERATION

1.3 ALL WEATHER OPERATION
• An operator shall establish, for each aerodrome planned to be used,
aerodrome operating minima that are not lower than the values given in
JAR-OPS, an operator must take full account of:
- The type, performance and handling characteristics of the aeroplane.
- The composition of the flight crew, their competence and experience.
- The dimensions and characteristics of the runways.
- The obstacles in the approach, missed approach and the climb-out areas…

• Take-off Minima:
- 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.
- Established by the Operator and must be expressed as visibility or RVR limits.
- 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.
- Low Visibility Take-Off it is considered when the RVR is less than 400m.
- 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.

• RVR requirements for take off:

• When approved by the authority, an operator may reduce the take-off
minima to 125m RVR for Cat A, B and C aeroplanes, or 150m for cat D if:
- Low visibility procedures are in force by the Operator.
- Flight crew members have been trained in a flight simulator.
- High intensity runway centreline lights spaced at 15m or less, and high
intensity edge lights spaced at 60m or less are in operation.
- A 90m visual segment is available from the flight deck at the start of the
take-off run.
• When approved by the Authority, an Operator can also reduce the
125/150m down to 75m if:
- The aircraft is equipped with lateral guidance system
- Facilities for CATIII landing ops are provided in the runway of the airport.

• Low Visibility Procedures
- An operator shall not use an aerodrome for Category II and III operations unless the
aerodrome is approved for such operations by the State in which the aerodrome is
situated and must ensure that all the flight crew is trained to operate in this
conditions acording:
The flight crew qualification is to be specific for the type of aeroplane and the
operation.
The training and checking is to be conducted in accordance with a detailed
syllabus approved by the authority and included in the operations manual.
Each flight crew member completes training (including flight simulator
training) in operating to the limiting values of RVR and DH appropriate to the
operator's CAT II/III approval.
• These procedures must be included in the Operations Manual and contain the
duties of the crew members during taxying, take-off, approach, flare, landing, roll-
out and missed approach. Also contains the minimum equipment that has to be
serviceable for a LV Take-Off or a CATII/III approach.

• ICAO types of approach in IFR:

• An operator must ensure that system minima for non-precision approach
procedures, which are based upon the use of ILS without glidepath, VOR,
NDB, SRA… are not lower than the MDH values given in this Table:

• 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:
- Elements of the approach light system.
- The THR or THR markings.
- The THR identification lights.
- The touchdown zone or touchdown lights.
- Runway edge lights

• In the precision approaches when flying under IFR we can also
distinguish ILS, MLS, GLS… types of approaches. (Vertical and Lateral
Information).
• Acording to that and depending the weather and visibility conditions
prevailing in the sorrounding area and the equipment that this
airport/runway has we classify this approaches in:
- CATI
- CATII
- CATIII

• CAT I operation:
- DH not lower than 200ft.
- RVR not lower than 550m.
- A pilot may not continue the approach if he does not see any of the elements
stated in the non-precision approach below the DH.
- For night operations at least runway edge, threshold and runway end lights
must be on.

1.3 ALL WEATHER OPERATION MINIMA
• CAT II Operation
- DH below 200 ft but not lower than 100 ft.
- RVR of not less than 300 m.
- A pilot may not continue an approach below the Category II decision
height 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.

• CAT II Operation
An operator must ensure that the decision height for a Category II operation is
not lower than:
- The minimum height to which the precision approach aid can be used
without the required visual reference.
- The OCH for the category of aeroplane.
- The minimum decision height specified in the AFM, if stated.
- 100 ft.

• CAT III Operation are subdivided as follows:
CAT III A: DH lower than 100 ft and RVR not less than 200m.
CAT III B: DH lower than 50 ft and RVR lower than 200m but not less than 75m.
CAT III C: no DH and no RVR requirements.
Operations with no DH may only be conducted if:

- The operation with no decision height is authorised in the AFM.
- The approach aid and the aerodrome facilities can support operations with no decision
height.
- The operator has an approval for CAT III operations with no decision height.
For operations in which decision height is used, an operator must ensure that the decision
height is not lower than:
- The minimum decision height specified in the AFM, if stated.
- The minimum height to which the precision approach aid can be used without the
required visual reference; or
- The decision height to which the flight crew is authorised to operate.

• Another kind of approach that we cand find once we make an instrument
approach is the Visual Manoeuvering Circling (VMC). It is an extension of
an instrument approach procedure which provides for visual circling of
the aerodrome prior to landing, brings an aircraft into position for landing
on a runway which is not suitably located for a straight-in approach.

• Visual approach
An IFR approach completed with visual reference to terrain. There is no requirement for the
pilot to see the aerodrome of the landing runway at the commencement of the
approach; however, the pilot must be capable of navigating the aeroplane with
reference to the underlying terrain.
An operator is to ensure that VFR flights are conducted in accordance with the visual flight
rules and in meteorological conditions:
Special VFR flights are not to be commenced when the visibility (flight or ground) is less
than 3km and not otherwise conducted when the flight visibility is less than 1.5km.

CHAPTER 6
AEROPLANE EQUIPMENT AND INSTRUMENTS

1.3 AEROPLANE EQUIPMENT
• All aeroplanes with more than 19 passenger seats are required to have a
lockable door between the passenger compartment and the flight deck. The
door is to have a notice on it stating that entry is only permitted to crew
members.
• FIRST AID KITS
IMPORTANT NOTE: Additionally, require the carriage of an emergency medical

kit, for the use of doctors or other qualified persons, for treating in-flight
medical emergencies in aeroplanes authorised to carry more than 30
passengers, if the flight is 60 minutes or more from qualified medical
assistance.

• Areas of the fuselage suitable for break-in by rescue crews in an emergency
are to be marked by red or yellow lines, and if necessary they are outlined
in white to contrast with the background.
• COCKPIT VOICE RECORDERS (CVRs)

Case 1: Aeroplanes with CofA issued on 1 April 1998 or later; multi engine
turbine; max passengers more than 9; MTOM greater than 5 700 Kg. (last
30 min of info)
Case 2: After 1 April 2002, aircraft with CofA issued on or after 1 January
1990 up to and including 31 March 1998; multi engine turbine; max
passengers more than 9; MTOM of 5 700 Kg or less. (last 2h of info)
Case 3: Any aeroplane with CofA issued before 1 April 1998 and MTOM over
5 700 Kg. (last 30 min of info)

CVRs have to be constructed, located and installed so as to provide maximum
practical protection for the recordings in order that the recorded
information can be preserved, recovered and transcribed.
Are required to switch on automatically prior to the aeroplane first moving
under its own power, and continue to record until the termination of the
flight.

• FLIGHT DATA RECORDERS (FDRS)
They are required to be capable of recording data of the operation of the
aeroplane systems, control positions, and performance parameters.
Case 1: any multi-engine turbine with a maximum approved passenger seating
configuration of more than 9 or has a MTOM over 5700 kg unless it is
equipped with a FDR.
The flight data recorder shall be capable of retaining the data recorded during at
least the last 25 hours of operation except that, for those aeroplanes with a
MTOM of 5700 kg or less, this period may be reduced to 10 hours.
Case 2: any aeroplane first issued with a CofA on or after 1 June 1990 up to a
MTOM over 5700 kg unless it is equipped with a FDR retaining info for the last
25h of operation.
Case 3: any turbine-engined aeroplane first issued with a CofA before 1 June 1990
which has a MTOM over 5700 kg unless it is equipped with a FDR retaininf info
for the last 25h of operation.

FDRS are required to be constructed, located and installed so as to provide
maximum practical protection for the recordings.
The electrical supply should be from a bus-bar that gives the maximum
reliability of power supply without jeopardising essential or emergency
electrical loads.
Operators are required to make sure that the recorders are retained in safe
custody until the requirements of Annex 13 have been complied with.

• MANDATORY EQUIPMENT FOR IFR FLIGHTS
- A magnetic compass.
- An accurate timepiece indicating the time in hours, minutes and seconds.
- Two sensitive pressure altimeters with counter drum-pointer, or equivalent presentation.
- An ASI with means of preventing malfunctioning due to either condensation or icing.
- A turn and slip indicator.
- An attitude indicator (artificial horizon).
- A heading indicator (directional gyroscope).
- A means of indicating whether the power supply to the gyroscopic instrument is
adequate.
- A means of indicating in the flight crew compartment the outside air temperature.
- A rate-of-climb and descent indicator.
- Such additional instruments or equipment as may be prescribed by the appropriate
authority.
(For single pilot aircrafts under ifr must have an autopilot with an altitude and HDG hold)

IMPORTANT NOTE: All aeroplanes of a maximum certificated take-off mass of
over 5 700 kg introduced into service after 1 January 1975 are to be fitted
with an emergency power supply, independent of the main electrical
generating system, for operating and illuminating an attitude indicating
instrument (artificial horizon), clearly visible to the pilot-in-command, for a
minimum period of 30 minutes.

• MANDATORY EQUIPMENT FOR VFR FLIGHTS
- A magnetic compass.
- An accurate timepiece indicating the time in hours, minutes and seconds.
- A sensitive pressure altimeter.
- An ASI.
- Such additional instruments or equipment as may be prescribed by the
appropriate authority.
IMPORTANT NOTE: (For VFR flights in controlled airspaces B and C must be
equipped as for IFR flights).

• LIGHTNING EQUIPMENT
By day:
Anti-collision light.
Adequate lighting for all the aeroplane instruments.
Lighting to illuminate the passenger compartment
A torch readily accessible for each crew member station.
During night operation require all the above plus nav lights and two landing
lights.
• FLIGHTS OVER WATER
For multi engine aircraft this is considered to be more than 93 Km (50 NM)
from shore where are vulnerable to ditching.
Are required to be fitted with one life jacket or equivalent individual floatation
device for each person on board, stowed in a position easily accessible from
the seat of the person for whose use it is provided.

• LONG RANGE FLIGHTS
Flights over water more than 120 minutes at one engine inoperative cruising
speed, or 740 km (400 NM), whichever is less, away from land suitable for
making an emergency landing in the case of multi engine aeroplanes, and
30 minutes or 185 km (100 NM), whichever is less, for all other aeroplanes,
are required to carry sufficient life-rafts to carry all persons on board. These
are to be stowed ready for use in emergency, and fitted with life-saving
equipment including means of sustaining life (food; water…)

• WEATHER RADAR (SWR)
When carrying passengers in pressurised aircraft, the aeroplane is to be fitted with
serviceable weather radar whenever the aeroplane is being operated in areas where
thunderstorms or other potentially hazardous weather conditions, which can be
detected with airborne weather radar, are expected to exist along the route.
JAR-OPS expands the requirement to include unpressurised aeroplanes with MTOM
greater than 5 700 kg; and any un-pressurised aeroplane with more than 9
passenger seats after 1 April 1999.
For propeller driven aeroplanes with MTOM not exceeding 5 700 kg and not more than
9 passenger seats, a suitable system for detecting thunderstorms and other
potentially hazardous conditions may be used instead of radar.


• RADIATION MONITORING
All aeroplanes which are intended to be operated above 15 000 m (49 000 ft), are
required to carry equipment to measure and continuously indicate on each flight, the
current dose rate and the cumulative dose of cosmic radiation being received.
• GROUND PROXIMITY WARNING SYSTEM (GPWS)
Required to be fitted to all commercial air transport aeroplanes with MTOM
greater than 5 700 kg or approved passenger seating of more than 9.
From 1 January 2003 all turbine-engined aeroplanes of a maximum certificated take-off
mass in excess of 15 000 kg or authorised to carry more than 30 passengers, are to be
fitted with a GPWS
Provide automatic warnings by aural and visual indications of the following:
- Sink Rate.
- Ground proximity.
- Altitude loss after take-off or go-around.
- Incorrect landing configuration.
- Downward glide slope deviation.

• COMMS EQUIPMENT
Any aircraft must be fitted with radio communication equipment capable of
conducting two-way communication with ATC for aerodrome control
purposes and receiving meteorological information at any time during
flight.
Essentially, the equipment must be able to transmit/receive on the
aeronautical emergency frequency 121.500 MHz.
Aeroplanes are required to have a public address (PA) system when it has
more than 19 passenger seats and a crew intercommunications system for
all aeroplanes with MTOM greater than 15 000 kg or having more than 19
passenger seats, if the C of A was issued on or after 1 April 1965.

• NAVIGATION EQUIPMENT
Enables to fly in accordance with its operational flight plan; within the limits of
RVSM, MNPS…
For flights where RVSM of 300 m (1000 ft) is applied between FL 290 and FL 410, an
aeroplane is to be fitted with equipment which is capable of indicating the flight
level being flown; automatically maintaining a selected flight level; providing an
alert to the flight crew when a deviation occurs from the selected flight level.
• INSTRUMENT PROCEDURES
When the aeroplane is to be operated under IFR and instrument procedures are
required to comply with IFR departure and arrival procedures, the aeroplane is
to be fitted with not less than one; VOR; ADF and DME; one ILS (or MLS); one
marker 75 MHz beacon receiver information. The requirement for
VOR/DME/ADF is to be doubled where navigation along a route is based on that
aid alone.

• ELECTRICAL FUSES SYSTEM
Most circuit protection systems fitted to aeroplanes use circuit breakers rather
than fuses.
However, where fuses are fitted to aeroplanes there must be a supply of
replacement fuses for use in flight (for fuses which can be replaced in flight).
There must be at least 10% of each type and fuse rating with the provison
that there are not less than 3 of each.
• EMERGENCY AND SURVIVAL EQUIPMENT
In order to assist the SAR organisation plan and execute any operation, the
Operator is required to maintain lists of all the emergency and survival
equipment (pyrotechnics, life rafts, water supplies…)
• SEATBETLS AND SMOKING SINGS
When passenger seating is not visible from the flight deck, aeroplanes are to be
fitted with signs to alert the passengers and cabin crew when seat belts are to
be fastened or when smoking is not permitted.

• SUPPLEMENTAL OXYGEN
- For pressurized aircrafts:

- For un-pressurized aircraft

• PROTECTIVE BREATHING EQUIPMENT (PBE)
All aeroplanes with certificated MTOM > 5700kg or having maximum seating
configuration of more than 19 is requires to have:
- Flight Crew: PBE for each flight crew member to protect eyes, nose and mouth
(‘quick don’) and to provide oxygen for a period of not less than 15 minutes.
The oxygen supply for this can be from the main supplemental oxygen
supply. The ‘quick don’ is to be located such that it is easily accessible for
immediate use.
- Cabin crew: Sufficient PBE for all cabin crew for a period of not less than 15
minutes. The PBE must be installed adjacent to each cabin crew member
duty station.
- Additional PBE: located at or adjacent to the required hand held fire
extinguishers.


• CRASH AXES AND CROWBARS
Aeroplanes with a MTOM exceeding 5700kg or having a passenger seating
configuration of >9 are to be equipped with a crash axe or crowbar located on
the flight deck. Aeroplanes with a passenger seating configuration of >200 are
required to carry an additional crash axe or crowbar stowed in the rearmost
galley area. Not to be visible to the passengers.
• MEGAPHONES

• EMERGENCY LOCATOR EMERGENCY (ELT)
All aeroplanes registered after 1 January 2002 are required to be fitted
with an ELT capable of transmitting on:
- 121.5 MHz
- 406 MHz (SARSAT frequency)
(The ELT is to be coded in accordance with ICAO Annex 10 and registered with
the national agency responsible for initiating Search and Rescue.)
• SURVIVAL EQUIPMENT
Aeroplanes operating over areas where SAR would be particularly difficult are
to be equipped with:
- Signalling equipment to make the pyrotechnic distress signals as described
in ICAO Annex 2.
- At least one ELT.
- Additional equipment for the route to be flown.

CHAPTER 7:
CREW, LOGS AND RECORDS

1.3 CREW LOGS AND RECORDS
• Nomination as Commander
To upgrade from co-pilot to the pilot must have a minimum level of
experience acceptable to the Authority as specified in the Operations
Manual. For multi-pilot operations, the pilot must complete an appropriate
command course as defined in the Operations manual. This is to include:
- Training in an STD (including line oriented flying training) and/or flying
training
- An Operator Proficiency Check as Commander.
- Line training in command under supervision.
- Completion of a Commander's line check and route and aerodrome
competence qualification.
- Elements of Crew Resource Management (CRM).
070 Operational Procedures 071.01.02. Logs and Records Instructor : Pedro Longobardo
The Commander may delegate the conduction of the flight to another suitably
qualified pilot. For operations above FL200, the Commander may be relieved by
a pilot (cruise relief pilot) with the minimum qualifications as follows:
- The holder of a valid ATPL(A)
- Converted and Type Rated on type
- Recurrently trained and checked
- Route competence.
The co-pilot may only be relieved by another suitably qualified pilot or a cruise relief
co-pilot qualified to operate in the role of co-pilot in the cruise only not below
FL200, as follows:
- Holder of valid CPL(A) with IR(A).
- Converted and Type Rated on type excluding the requirement for take-off and
landing.
- Recurrently trained and checked without the requirements for take-off and
landing.
IMPORTANT NOTE: Recent experience is not required however, the pilot is to carry
out Flight Simulator recency and refresher flying skills training at intervals not
exceeding 90 days.
• MINIMUM FLIGHT CREW FOR IFR OR NIGHT OPERATIONS
The operator is to ensure that the minimum flight crew for a turbo-prop aeroplane
with a maximum approved passenger seating configuration of more than 9 and all
turbojet aeroplanes, is two pilots.
Single-pilot aircrafts are considered when complying the following:
- Engine management and emergency handling
- Use of normal, abnormal and emergency checklists
- ATC Communications
- SIDs and STARs
- Autopilot management
- Use of simplified in-flight documentation
- The recurrent checks are to be performed in the single-pilot role on the type or
class of aeroplane in the environment representative of the operation.
- The pilot is to have a minimum of 50 hours flight time on the specific type or class
of aeroplane under IFR, of which 10 hours is as commander.
IMPORTANT NOTE: The minimum required recent experience is to be 5 IFR flights
including 3 instrument approaches carried out during the preceding 90 days on
the type or class or aeroplane in the single-pilot role.

• TYPE RATING
Each flight crew member is required to complete a type rating course
(approved by the authority and in accordance with FAR-FCL) when changing
from one type of aeroplane to another for which a type or class rating is
required. Successful completion of the course will involve passing a skill test
which will have a period of validity of 12 months.
• DIFFERENCE AND FAMILIARIZATION TRAINING

Familiarisation training involves the acquisition of additional knowledge
when operating another type or variant, or when procedures or equipment
is changed.
• RECURRENT TRAINING AND CHECKING
Operators are to ensure that all flight crew members undergo recurrent
training and checking relevant to the type and variant of the aeroplane
operated. This training specified is to include:
- Operator Proficiency Checks
- Line Checks
- Emergency and Safety Equipment training and checking
- CRM training
- Ground and Refresher training
- Aeroplane/STD training
• LINE CHECKS
Each flight crew member is to undergo a line check to demonstrate
competence in carrying out normal line operations as described in the
Operations Manual. The period of validity is to be 12 months (dated from
the last day of the month of issue).
• EMERGENCY AND SAFETY EQUIPMENT TRAINING
Each flight crew member is to undergo training and checking on the location and
use of all emergency and safety equipment carried on the aeroplane. The period
validity of the check is to be 12 months, the training programme must cover
every year:
- Donning of a life jacket
- Donning of protective breathing equipment
- Handling of fire extinguishers
- The Location and use of all emergency and safety equipment
- Instruction on the location and use of all types of exits
- Security procedures.
Every 3 years the programme must cover:
- Operation of all types of exits
- Demonstration of the method of using a slide
- Actual fire fighting on an actual or simulated fire
- Actual handling of pyrotechnics (real or simulated)
- Demonstration of the use of a life raft

• CRM TRAINING
The Operator is to ensure that elements of CRM are integrated into all
appropriate phases of recurrent training. All major CRM topics are to be
covered over a period not exceeding 3 years
• GROUND AND REFRESHING TRAINING
The Operator is to ensure that each flight crew member undergoes Ground
and Refresher training at least every 12 months. To include:
- Aeroplane systems
- Operational Procedures and requirements including ground de/anti - icing
and pilot incapacitation
- Accident and incident occurrence review
• RECENT EXPERIENCE
A pilot is not permitted to act as pilot flying (PF) or pilot not flying (PNF)
unless the pilot has carried out 3 take-offs and landings in the last 90 days
in an aeroplane, or in a flight simulator, of the same type/class.
A pilot who does not hold a valid instrument rating is not to be assigned duty
as the Commander of an aeroplane at night unless the pilot has carried out
at least one landing at night in the preceding 90 days as PF in an aeroplane
or in a flight simulator, of the same type or class.
IMPORTANT NOTE: The 90 day period may be extended to 120 days under the
supervision of a TRI or TRE.
• ROUTE AND AERODROME QUALIFICATION FOR PF
The Operator is to ensure that the pilot has obtained adequate knowledge
of the route to be flown and of the aerodromes, facilities and procedures to
be used. The period of validity of the competence is 12 months. The
method of revalidating is to be by operating the route within the period of
validity.
Operators are required to categorise all the aerodromes to be used within
the scope of the operation:
1) Category A Aerodrome:
- An approved instrument approach procedure;
- At least one runway with no performance limited procedures for take-off
and/or landing;
- Published circling minima not higher than 1000ft AAL
- Night operations capability.

Category B Aerodrome
- Non-standard approach aids and/or approach patterns
- Unusual local weather conditions
- Unusual characteristics or performance limitations
- Any other relevant considerations including obstructions, physical layout,
lighting etc…
Category C Aerodrome
Requires additional considerations to a Category B.
The Commander should be briefed and visit the aerodrome as an observer
and/or undertake instruction in a flight simulator. This instruction should be
certified by the Operator.
• IMPORTANT NOTE: The Operator is to maintain records of all training
(courses), checking and qualifications undertaken by a flight crew member.

• CABIN CREW
Each cabin crew member is to have successfully completed an approved
initial course of training. The crew member is also to complete the
Operator’s CRM training and Aeroplane Type Specific CRM training as
defined in JAR-OPS.
Numbers and Composition of Cabin Crew:
- If the aeroplane has a maximum approved passenger seating more than 19
with at least one passenger on board.
- For every 50 (or fractions of 50) passenger seats installed on the same deck,
one cabin crew member is to be included in the crew.
(The Authority may specify additional cabin crew members and In unforeseen
circumstances the required number of cabin crew members may be reduced
provided that the number of passengers has been reduced a report is
reported to the Authority after the flight)

Senior Cabin Crew Members
The appointed crew member is to have not less than one year’s experience
and have successfully complete an appropriate course of training including
appropriate CRM training.
Is to be responsible to the Commander for the conduct and co-ordination
of normal and emergency procedures as specified in the Operations Manual.
Recurrent Training for Cabin Crew Members

Operators are to ensure that each cabin crew member undergoes recurrent
training covering the normal and emergency procedures and drills relevant
to the type and variant of aeroplane flown. Recurrent training syllabus are
to be approved by the authority and to be in accordance with JAR-OPS. The
period of validity of recurrent training for cabin crew is 12 months.
(If a Cabin Crew member has been absent from flying duty for a period of
more than 6 month and still remains within the current period of recurrent
training, returns to flying duty, then the crew member is required to
undergo refresher training as specified in the Operations Manual. )

Operation on More Than One Type or Variant
A cabin crew member is not permitted to operate on more than three
aeroplane types. Exceptionally, the Authority may approve operation of up
to four types with the provision that for at least two of the types, non
specific normal and emergency procedures are the same and safety
equipment and type specific normal and emergency procedures are similar.
Aeroplane variants are considered to be different if they have different:
- Emergency exit operation
- Location and type of portable safety equipment
- Type specific emergency procedures

• STORAGE PERIODS
Operators are to ensure that all records and relevant operational and
technical information for each individual flight are stored in an acceptable
form, accessible to the Authority, for the periods detailed below.
CHAPTER 8
LONG RANGE FLIGHT AND POLAR NAVIGATION
070 Operational Procedures 071.01.03. Long Range Flights Instructor : Pedro Longobardo
1.4 LONG RANGE FLIGHTS
• UNABLE TO CONTINUE WITH AN ATC CLEARENCE
If an aeroplane is unable to continue the flight as per the ATC clearance, a
revised clearance shall, whenever possible, be obtained prior to initiating
any action. This shall also apply to aircraft which are unable to maintain the
specified navigation accuracy. The revised clearance shall be obtained by
RTF distress or urgency traffic as appropriate. The subsequent ATC action
shall be based on the intention of the pilot and the over-all air traffic
situation.
• RADIO FAILURE IN THE NAT REGION
NAT region joints Europe with North America.
Is the busiest oceanic airspace in the world.
ATS are unavailable in most areas apply standards of horizontal an
vertical navigation performance/accuracy for safety purposes.
Encompasses between 20° north latitude and the North Pole except the
airspace of New York Oceanic West
Separation within NAT airspace is procedural and is based on altitude,
distance and time.
- Vertical Separation
- Lateral Separation (approximately one degree of latitude.)
- Longitudinal Separation (the standard time interval between aircraft
following the same route with the same assigned speed is 10 minutes. Is
assessed in terms of differences between the respectie ATAs / ETAs at
common points.)
Transponders should be operated at all times while in North Atlantic (NAT)
region and set to squawk Code 2000. However, the last ATC assigned code
must be retained for a period of 30 minutes after entry into NAT airspace
unless otherwise directed by ATC.
A large portion of the airspace of the North Atlantic Region, between FLs 285
and 420 inclusive, is designated as the NAT High Level Airspace (NAT HLA).
A formal Approval Process by the State of Registry of the aircraft or the State
of the Operator ensures that aircraft meet defined NAT HLA Standards and
that appropriate crew procedures and training have been adopted.
Aircraft not meeting the navigation requirements for HLA airspace can choose
to fly above FL420 or below FL285.
Reduced Vertical Separation Minima (RVSM) is the band of altitudes
between FL290 - FL410 (both inclusive), applicable in all NAT HLA.
RVSM is a reduction of vertical space between aircraft from 2,000 to 1,000
feet at flight levels from 29,000 feet up to 41,000 ft. RVSM was
implemented as means to increase airspace capacity and access to more
fuel-efficient flight levels.
• RVSM equipment
The minimum equipment required for RVSM flight is as follows:
- Two independent barometric altimeters agreeing to within +/- 200ft
- Autopilot with height hold capability
- Altitude deviation alerting system (minimum of an aural alert if the
aircraft deviates by +/- 300 ft)
- SSR with altitude alerting mode (mode C)
- The altimeters must be checked prior to entering the NAT region
In the case of radio failure prior to exiting the NAT region, the pilot shall
maintain the last received and acknowledges oceanic clearance, including
level and speed , to the last specified oceanic route point, normally landfall,
then:
- Cleared on Filed Flight Plan Route: Continue on the filed flight plan route.
The pilot shall maintain the last assigned oceanic level and speed to landfall,
and after passing the last specified oceanic route point; the pilot shall
conform to the relevant state procedures/regulations.
- Cleared Other Than Filed Flight Plan Route: After passing this point, the pilot
shall conform to the relevant state procedures/regulations and rejoin the
filed plan route by proceeding via the published ATC route structure where
possible to the next significant point ahead as contained in the filed flight
plan.
• UNABLE TO OBTAIN A REVISED CLEARANCE
If it is not possible to obtain a revised clearance, the pilot shall:
- Broadcast position and intentions on 121.5Mhz at suitable intervals until a
revised clearance can be obtained.
- Make maximum use of the aircraft lights to make the aircraft visible.
- Maintain a watch for conflicting traffic.
- Initiate such action as necessary to ensure the safety of the aeroplane.
If he’s unable to obtain any revised ATC clearance the aeroplane should
leave its assigned route or track by turning 90° to the right or left whenever
this is possible and when able to maintain assigned Flight Level:
- Turn to acquire and maintain in either direction a track laterally separated by
15 nm from its assigned route or track; and
- If above FL410, climb or descend 300m (1000ft); or
- If below FL410, climb or descend 150m (500 ft); or
- If at FL410, climb 300m (1000ft) or descend 150m (500ft)
An aeroplane unable to maintain its assigned flight level should:
- Initially minimise its descent rate to the extent that it is operationally
feasible.
- Turn while descending to acquire and maintain in either direction a track
laterally separated by 15nm from its assigned route or track.
- For the subsequent level flight, a level should be selected which differs from
those normally used by 300 m (1000 ft) if above FL410 or by 150 m (500 ft)
if below FL410.
• POLAR NAVIGATION
Are the routes involving navigation at high latitudes (above 65°N/S). In
these areas, the lack of ground radio aids, high rates of change of magnetic
variation and steep magnetic dip angles, make conventional airways
navigation difficult if not impossible.
In this situation, navigation is achieved by reference to a grid navigation
process or reliance on inertial systems and satellite based global positioning
(GPS).
In areas where the rate of change of magnetic variation becomes excessive
(in close proximity to the North Magnetic Pole), VOR beacons are orientated
to True North (TN).
It is important to remember that there are a number of different ways in
which the autopilot can become unobtrusively disconnected from the
steering mode, therefore regular checks of correct engagement are to be
made.
If at any point during the flight the autopilot is disconnected (e.g. because of
turbulence) care must be taken when the navigation steering is re-engaged
to ensure that the correct procedure is followed.
Other factors which make polar navigation difficult are limited
communications with that which is available being mainly restricted to HF.
• MINIMUM TIME ROUTES
Is defined as the track flown between two points which results in the
shortest time adhering to all ATC and airspace restrictions. Geographically is
the minor arc of the great circle joining two points.
IMPORTANT NOTE: airspace restrictions (danger/restricted/prohibited areas),
airway routings, and wind and meteorological considerations may make
another longer track a quicker option.
Minimum time routes have been ‘manually’ calculated by taking 3, 4 or 5
alternative track options from a point and taking wind into account and
today all minimum time routes are computer generated.
CHAPTER 9
MINIMUM NAVIGATION PERFORMANCE
SPECIFICATION AIRSPACE (MNPSA)
1.4 MNPSA
The problems of navigating aeroplanes over vast areas of sea are:
- No aerodromes.
- No ground based radar.
- No fixed radio navigation beacons (VOR; NDB, etc.).
- Outside of VHF radio range hence reliance on HF communications.
The North Atlantic Ocean between the latitudes of 35N and 70N suffers from
abnormally high levels of traffic and is one of the most frequently flown
airspace in the World due to the density with modern turbine engined
aeroplanes wanting to fly at the same flight levels, and an economically
generated tidal flow of traffic. As the NAT region encompasses also latitudes
higher than 70N problems are encountered with magnetic compasses due to
the weak horizontal component of the Earth’s magnetic field and
occasionally large values of magnetic variation.
This, means that all traffic flying across the North Atlantic is required to fly IFR
and is classified as Aispace “A” between FL550 and FL660.
1.4 MNPSA
In certain geographical areas (like for example the NAT region) it is a
requirement that aircraft carry navigational equipment which permits an
enhanced degree of accuracy, especially as regards tracking (MNPS).
The minimum equipment for flight in MNPS Airspace is 2 independent Long
Range Navigation Systems (LRNS) to cater for failure of one system and each
system must have a failure warning indication.
Approved systems may be:
- GNSS (GPS)
- INS (Inertial Navigation System)
- IRS (Inertial Reference Sysyem)
Each system must be capable of providing continuous position, track and
speed information.
In the event of total navigation system failure, declare an emergency using
MAYDAY or PAN PAN procedures.
1.4 MNPSA
• Minimum Time Tracks (MTT)
Is a great circle track with the most favourable wind, and examination of a
chart of the North Atlantic will easily show that most of the routes for the
destinations would follow very similar tracks. This again concentrates the
traffic such that the majority of the traffic flying across the NAT region will be
focused on a few FLs (adjacent to the tropopause) and virtually the same
track.
(Generally, people wish to leave Europe in the morning to arrive in North
America at about mid day local time.)
To accommodate all these flights going the same way at approximately the
same time, a set of roughly parallel tracks is established with lateral
separation based on the MNPS RNP.
To facilitate the handling of these tracks and the utilization of the vertical
airspace, the tracks are made effectively ‘one way only’.
These tracks are called Organized Track System (OTS).
(A route that does not comply with the existing OTS is called a ‘random route’,
and operators planning random routes are asked to observe certain
restrictions.)
1.4 MNPSA
The standard OTS periods of validity are:
- Daytime (Westbound) OTS 1130-1900UTC at 30W.
- Night-time (Eastbound) OTS 0100-0800UTC at 30W.
The first position in a NAT track is the entry point. This can be either a
Lat/Long (a 5-character group giving the whole number of degrees of
latitude, followed by a slash, then the whole number of degrees longitude
e.g. 59/10 meaning 5900N01000W) or a named position (the ICAO standard
for position names is used - 5 letters e.g. CIMAT).
• Allocation of Flight Levels in the NAT Region
For the more popular routes more FLs are usually available than for the less
popular. Generally, FLs 290 and 300 are too low for normal traffic and FLs 400
and 410 just a touch too high.
1.4 MNPSA
The allocation of the Westbound/Eastbound are never the same, but, How
do they establish these FLs?
Operators can request specified routings by submitting a Preferred Route
Message (PRM) in advance and, finally, at set times each day, the airspace
managers of the 5 OCAs together with Meteorological advisers hold a
conference to decide the following day’s OTS.
Example:
For the westbound OTS track, the allocation of FLs can be as follows:
EAST LVLS NIL; WEST LVLS 310 320 330 340 350 360 390
1.4 MNPSA
Non-RVSM FLs RVSM FLs
1.4 MNPSA
Other routes adjacent to NAT region are:
- North American Routes (NARs)
- Canadian Domestic Tracks
- North Atlantic European Routing Scheme…etc
• Comms in the NAT region
Due to the distances involved, the present primary method of
communication is HF voice. Long range VHF is available to aircraft when
within 250 NM of land. There is also a VHF air-to-air frequency (123.45 MHz)
to allow an aircraft experiencing any communications or navigation problems
to talk to another aircraft. All aircraft flying on NAT routes are also required
to monitor 121.5 MHz.
Finally , the use of High Frequencies makes continuous listening to these HF
painful due to atmospheric interferences.
1.4 MNPSA
• Position Reports
When performing an East/Westbound flight, the position reporting of the
aircrafts in the NAT region will be as follows:
- Flying South of 70°N: At 10° Intervals of Longitude (between 5°W and
65°W).
- Flying North of 70°N: At 20° Intervals Longitude (between 10°W and 50°W).
• Initial Clearance
At least 40 minutes before entering the NAT airspace pilots are required to
obtain an oceanic clearance directly from the initial Oceanic Area Control
Center (OACC). The clearance request should include requested FL, and
maximum acceptable FL at the entry to the OCA.
All the entry points to the OTS are within 250 NM of the coast, the aircraft
should be able to obtain the clearance by VHF.
1.4 MNPSA
• Transition Areas
Because the OTS uses all the available FLs as ‘one way streets’ when an
aircraft leaves the OTS and joins the domestic route system an adjustment in
FL may be required. In order to make sure this is only conducted where
there is no loss of separation, special areas known as transition areas have
been established for this purpose.
• SSR code in the NAT region
When flying in the NAT region, the last assigned SSR code by a domestic
ATCU is to be maintained for a period of 30 minutes after entering the
Ocean Control Area. After that, mode A2000 plus C is to be set and
maintained. In the event of emergency, radio failure or unlawful
interference, the appropriate code should be squawked even though the
aircraft is well out of range of a ground radar station.
1.4 MNPSA
• Special Contingencies and Procedures
The inability to maintain level, navigate accurately or communicate, when flying in
the MNPSA, can have serious results. At the first indication that things are ‘not
normal’ pilots are advised to communicate the problem to the OACC.
• Deviation Around Severe Weather
The pilot should request a revised clearance from ATC and obtain essential traffic
information prior to deviating. This is the case even when a pilot expects to have to
deviate by a relatively small distance (less than 10 NM).
If revised ATC clearance cannot be obtained, the contingency procedures described
below should be adopted:
1) If possible, deviate away from the organized track or route system.
2) Establish communications with and alert nearby aircraft broadcasting, at suitable
intervals (123.45 or 121.5)
3) Watch for conflicting traffic both visually and by reference to TCAS
4) Turn on all aircraft exterior lights
5) For deviations of less than 10 NM, aircraft should remain at the level assigned by
ATC
6) For deviations of greater than 10 NM, initiate a level change of +/-300 ft.
(depending on direction of flight and deviation)
1.4 MNPSA
• ATC System Loop Errors
Considers to any error caused by a misunderstanding between the pilot and the
controller regarding the assigned flight level, Mach number or route to be
followed. Errors of this nature, which are detected by ATC from pilot position
reports will normally be corrected.
• Pre-flight and In-flight Procedures
The pre-flight procedures for any NAT MNPS flight must include a UTC time check
and resynchronization of the master clock. Operators must ensure that flight crew
are familiar with the concept of cross-checking route inputs into the FMS. Ideally
the route would be loaded independently, (each pilot loading his own FMS if this is
the type of system installed) then cross-checked by the other pilot. This should be
done by noting the position in the system, then comparing it to the Master
Document, rather than the other way around. Alignment of the IRS, or Satellite
Availability Prediction Programme, for flights using GNSS, must be ensured, and an
altimeter cross-check conducted. Prior to entering the NAT OCA a check of the
SELCAL, master clock and altimeter cross-check must be conducted. The altimeters
must be within 200 ft of each other, and the standby altimeter difference should
be noted, so that the error can be applied should there be a failure of the primary
systems. The altimeters are to be compared at each subsequent waypoint, and
disagreements in excess of 200 ft must be reported.
CHAPTER 10
SPECIAL OPERATIONAL PROCEDURES AND
HAZARDS
070 Operational Procedures 071.02.00 Special Ops. Proc. Instructor : Pedro Longobardo
2.1 Special Op. Procedures and Hazards
• Operations Manual
Is classified two parts, section A and section B.
Section A are all the instructions for operations according to non-type class
(about general ways to perform):
- De-icing and anti-icing on the ground.
- Adverse and potentially hazardous atmospheric conditions.
- Wake turbulence.
- Incapacitation of crew members.
- Security.
- Handling of accidents and occurrences.
- Altitude alerting systems.
- Ground Proximity Warning Systems.
- TCAS.
070 Operational Procedures 071.02.01 Operations Manual Instructor : Pedro Longobardo

“B Class” are all the instructions and procedures according to different
types, variants or individual aeroplanes:
- Abnormal and emergency procedures.
- Configuration Deviation List.
- Minimum Equipment List/Master Minimum Equipment List.
- Emergency evacuation procedures.

• MEL/MMEL
International Civil Aviation Organization(ICAO) defines airworthiness as, the
status of an aircraft, engine or a part when it conforms to its approved
design and is in a condition for safe operation or in simple terms as the
name suggests, “fit to fly”.
The aircraft manufacturer will publish a list of such components/parts
inoperative of which, the aircraft can fly safely. This list is called as the
Master Minimum Equipment List (MMEL) and the Operator can create the
Minimum Equipment List (MEL).
MMEL is the list of items/components which may be unserviceable, without
compromising safety of the aircraft acording to Manufacturer.
So, MEL is essentially a derivative and is the restricted list of MMEL,
approved by Aviation Authorities along with Airline. The Commander (PIC) is
the ultimate authority to accept the Aircraft with that defiency. Of course he
has to justify for his refusal.

• MEL (Minimun Equipment List)
Can be used during the taxy and up to the point of commencement of
flight.
Operators responsibility.
Has to be approved by the Authority.
Must be more restrictive than MMEL.
Is a Commander decision to depart according any unserviceable item
referred in the MEL.
Unless permitted by the Authority, aeroplanes are only permitted to
operate in accordance with the MEL.

Four categories of MEL are :
- CAT A
If an aircraft is released to fly under CAT A MEL, the MEL should be revoked
with in a specific time, say X flight hours or X landings or maybe X days. The
time depends on the system in which MEL is invoked.
- CAT B
If an aircraft is released to fly under CAT B MEL, the MEL should be revoked
with in 3 consecutive calendar days from the date it was invoked.
- CAT C
- CAT D


• Icing Conditions
Ice will form on the airframe if there is:
- Water in a liquid state
- Ambient air temperature below 0°C
- Airframe temperature below 0°C
(Important definitions about icing conditions stated below)
Drizzle: Fairly uniform precipitation composed exclusively of fine drops (diameter
less than 0.5mm) very close together.
Freezing Rain/Drizzle: Rain in the form of super-cooled water droplets which freeze
upon impact with the surface.
Rain: Liquid precipitation, in the form of drops of more than 0.5mm in diameter or
smaller drops which in contrast to drizzle, are more widely separated.
Frost: A deposit of ice having a crystalline appearance assuming the form of scales,
needles or fans. Is formed when water vapour is deposited on a surface whose
temperature is at below zero.
070 Operational Procedures 071.02.02 Icing Conditions Instructor : Pedro Longobardo

Dry snow: When the ambient temperature is below freezing.
Wet snow: When the ambient temperature is near or above freezing.

Ground de-icing and anti-icing: De-icing is the process of removing ice from an
airframe, whereas anti-icing is the process where the formation of ice on the
airframe is prevented. Flight in known icing conditions is subject to the
limitations laid down in Part B of the Operations Manual.
Effects of icing:
Lift can be reduced by as much as 30% and drag increased by up to 40%.
This will significantly increase stall speed, reduce controllability and alter flight
characteristics.
Weight Effect. (Ice adds considerably to the mass of the aeroplane and
effects the centre of gravity).
Instruments: Ice forming on pitot tubes, static vents or angle of attack vanes
can cause errors in indications and give false.

Operators are to establish procedures to be followed when ground de-icing and
anti-icing is required. Also, operators are not to allow aeroplanes to fly in
conditions where icing is expected unless the aeroplane is certificated
accordingly.
The Clean Aircraft Concept
A take-off shall not be attempted when ice, snow or frost is present, or
adhering to the wings, propellers, control surfaces, engine inlets or
other critical surfaces.
Variables that can affect the formation of ice are:
- Ambient temperature.
- Aeroplane skin temperature.
- Precipitation rate and moisture content.
- De-icing/anti-icing fluid type, concentration and temperature.
- Relative humidity.
- Wind.

De-icing and anti-icing on the ground can be either a one-step or a two-step
procedure:
- One-step procedure: de-icing and anti-icing are carried out at the same
time using a combined de-icing and anti-icing fluid to both remove frozen
deposits and to protect the de-iced surfaces for a limited period of time.
- The two-step procedure: involves a process of ice removal followed by a
process of anti-icing.
The fluids used in both processes have ‘holdover’ times quoted against the
nature of the ice to be removed and/or protected against, and a range of
ambient temperatures. The ‘holdover’ time is the effective time during which
the process of de- icing/anti-icing is active. After the expiry of the holdover
time, the process is to be repeated if required.

Currently there are three types of fluid in general use for turbojet aircraft,
type I, II or IV. (Type III can be diluted type II or IV cleared for use on
turboprop aircraft). Aircraft must be treated symmetrically, and the pilot in
command must ensure that the critical surfaces of the aeroplane are free of
ice, snow, slush or frost just prior to take-off.


• Bird Strike Risk and Avoidance
ICAO operates IBIS, the ICAO Bird Strike Information System which is
designed to collect and disseminate information on bird strikes to aircraft.
Aeronautical charts are annotated with known areas where birds
congregate and where wildlife sanctuaries have been established. Similarly,
the well defined migratory routes of birds, together with the times of the
year during which such migrations occur, are also published in AIP ENR 5.6.
Pilots are required to report a potential bird hazard to the appropriate

ground station.
In the event of an aeroplane suffering a bird strike, the commander is to

submit a written report of the incident after landing.
070 Operational Procedures 071.02.03 Bird Strike Risk Instructor : Pedro Longobardo
Apart from the obvious hazard of airframe damage, bird strikes can cause
loss of power if air intakes to engines are clogged, cooling systems can fail if
radiator cooling air intakes are clogged, hydraulic pipes exposed with
lowered undercarriage can be fractured, and windows and clear vision
panels can become obscured. The highest risk to aeroplanes is in close
proximity to the ground where deviation from initial or final flight path is
impractical, and when power settings are crucial.
Where birds are a continual risk to aeroplanes, airport authorities set up

bird control units (BCUs) employing trained operatives and techniques to
reduce the number of birds visiting an aerodrome.
Here are some of the methods to avoid birds in the sorrounding area of an
airport:
- Modify the birds' habitat (food, cover, water).
- Physically exclude the animals (not so easy with birds).
- Repel the birds with vehicles, chemicals, sound, visual objects (flags,
scarecrows, fake dead animals, lasers).
- Repel the birds with trained falcons or dogs.
- Shoot nonlethal projectiles at the birds.
- Trap, remove and release the birds at a different location.
• Noise Abatement
Are all the operations in order to reduce noise effect to the vicinities areas from the
aerodromes established by operators for IFR operations in accordance with ICAO PANS OPS
Doc 8168.
A noise abatement procedure shall be developed by the operator for each aeroplane type
(with advice from the aeroplane manufacturer, as needed) and agreed to by the State of the
Operator.
The State in which the aerodrome is located is responsible for ensuring that the aerodrome
operators specify noise abatement objectives.
The pilot in command has the authority to decide not to execute a procedure if conditions
preclude the safe execution of the procedure.
Existing Procedures for Noise Abatement:

Noise Preferential Runways. (But without WS reported, +5kt Tailwind, +15kt Crosswind,
without contaminated runway, for landing when ceiling cloud is lower tan 500ft AGL).
Noise Preferential Routes: preferential routes are established to ensure that departing and
arriving aeroplanes avoid over flying noise sensitive areas in the vicinity of the aerodrome.
Take Off (Reducing power. But only without adverse operating conditions).
Departure Climb
Approach Procedures
070 Operational Procedures 071.02.04 Noise Abatement Instructor : Pedro Longobardo

An operator shall establish appropriate operating departure and
arrival/approach procedures for each aircraft type in accordance with the
following:
- Safety has priority over noise abatement.
- These procedures shall be designed to be simple and safe to operate with no
significant increase in crew workload during critical phases of flight.
- For each aeroplane type two departure procedures shall be defined:
1) Noise Abatement Departure Procedure one (NADP 1), designed to meet
the close-in noise abatement objective.
2) Noise Abatement Departure Procedure two (NADP 2), designed to meet
the distant noise abatement objective.

• Noise Preferential Runways
Preferred runway direction for take-off and landing, appropriate to the
operation, to avoid noise-sensitive areas during the initial departure and the
final approach phases of flight. A runway lead-in lighting system should be
provided where it is desired to provide visual guidance along a specific
approach path.
Noise abatement should not be the determining factor in runway
nomination under the following circumstances:
- If the runway surface conditions are adversely affected by water, snow, slush
or ice.
- For landing in conditions when the ceiling is lower than 500 ft above
aerodrome elevation, or for take-off and landing when the horizontal
visibility is less than 1.9 km (1900m).
- When the crosswind component, including gusts, exceed 15 kt.
- When the tailwind component, including gusts, exceed 5 kt.
- When windshear has been reported or forecast or when thunderstorms are
expected to affect the approach or departure.

• Noise Preferential Routes
Are established to ensure that departing and arriving aeroplanes avoid over
flying noise-sensitive areas in the vicinity of the aerodrome as far as
practicable.
Turns during take-off and climb should not be required unless:
- The aeroplane has reached (and can maintain throughout the turn) a height
of not less than 500 ft above terrain and the highest obstacles under the
flight path.
- The bank angle for turns after take-off is limited to 15°.
- Sufficient navigational guidance should be provided to permit aeroplanes to
adhere to the designated route.
The state in which the aerodrome is located is responsible for ensuring that
the aerodrome operators specify noise abatement objectives. The state of
the operator is responsible for the approval of safe flight procedures
developed by the aeroplane operator.

• Take Off procedure
The way to proceed for the Noise Abatement in the take off phase is by
reducing the take off power. This, should not be required in adverse
operation conditions explained in the Noise Preferential Runways.
The pilot in command has the authority to decide not to execute a procedure
if conditions preclude the safe execution of the procedure.

• Departure Climb procedures:
- Procedures shall not be executed below a height of 240m ( 800ft) above
aerodrome elevation.
- The procedure specified by an operator for any one aeroplane type should be
the same for all aerodromes.
- There will be no more than two departure procedures to be used by one
operator for an aeroplane type, one of which should be identified as the
normal procedure and the other as the noise abatement procedure.
- All necessary obstacle data shall be made available to the operator and the
procedure gradient shall be observed.
- Procedures are not to be used in conditions where wind shear warning exists,
or the presence of wind shear or downburst activity is suspected.
- The minimum level of thrust for the flap/slat configuration, after power
reduction is the lesser of max climb power and that necessary to maintain the
engine inoperative net climb gradient.
- Power settings to be used after engine failure/shutdown or other reason for
loss of performance during the procedure are at the discretion of the pilot,
and noise abatement considerations no longer apply.

Two kind of Departure Climb procedures has been developed:
- NADP 1: intended to provide noise reduction in close proximity to the
departure end of runway.
- NADP 2: intented to provide noise reduction in areas more distant from the
runway end.
The initial climbing speed to the noise abatement initiation point shall not be
less than:
V2 + 10 to 20 kt
(Both procedures differ in that the acceleration segment for the flap/slat
retraction is either initiated prior to reaching the maximum prescribed height
or at the maximum prescribed height.)





• Approach Procedures
The aeroplane shall not be in any configuration other than the final landing
configuration at any point after passing the outer marker or 5NM from the threshold
of the runway of intended landing, whichever is earlier.
- Excessive rates of descent shall not be required.
- The pilot should not be required to complete a turn on to final approach at
distances less than will, in the case of visual operations, permit an adequate
period of stabilised flight on final approach before crossing the threshold. In the
case of instrument approaches, permit the aeroplane to be established on final
approach prior to intercepting the glide path.

Non-precision approaches conducted by commercial air transport aeroplanes used
by EU operators should be flown on Continuous Descent Final Approach profiles.
In this case, the aeroplane descends from the lowest holding altitude (LHA) in the
arrival stack and adopts a 300 ft/NM rate of descent that is maintained all the way
to the runway threshold.


It also reduces fuel burn and although this is not a major saving per flight,
when multiplied by the annual total of approaches made in an operation,
amounts to a significant economy.
Noise abatement procedures do not prevent the use of thrust reverse on

landing.

Chapter 11
Fire and Smoke
070 Operational Procedures 071.02.05. Fire and Smoke Instructor : Pedro Longobardo
2.5 FIRE AND SMOKE
The carriage of fuel which has a relatively low flash point, hot gases and hot
materials and extensive use of and distribution of electricity, plus human
interference, all make a volatile environment for fire to occur.
The manufacturer is required to build in fire detection and fire protection
systems, detailing the correct use in the aeroplane manual (checklists).
The operator is required to include procedures in the OM for abnormal and
emergency operations whilst action specific checklists may either be
verbatim extracts from the OM or extracts or annexes from the aircraft
manual.
The majority of situations to be catered for such as engine fires, fires in the
cabin or the flight deck, hot brakes and the ingress of smoke and fumes into
the aeroplane require actions that are general in concept but modified by
the individual type requirement.
2.5 FIRE AND SMOKE
The procedure to follow to secure any aircraft from an engine fire is different
depending on the type of aircraft which you are flying:
- Piston Engines: Turn off the fuel (fuel selector off or mixture control to Idle
Cut Off (ICO)) and allow the engine to run itself dry of fuel and stop. The
engine and the induction system should then be purged of fuel and the fire
should be extinguished. At this point the ignition should be switched off to
the affected engine (making sure that the correct engine ignition system has
been identified!).
- Turbo-jet Engines: Close the engine thrust lever, move the engine HP cock to
off and pull the appropriate and confirmed engine fire warning switch. This
will have isolated the fuel supply from the engine thus removing the obvious
source of fuel for the fire. If however, the warning persists, rotate (either left
or right) the engine fire warning switch and hold in that position for one
second to operate either of the two fire extinguisher systems. Wait 30
seconds. If the warning still persists, rotate the switch to the other system
against the stop and hold for one second. This will operate the remaining
extinguisher system for that engine. If the fire warning remains illuminated,
the Boeing checklist for instance, advises landing at the nearest suitable
airport!
2.5 FIRE AND SMOKE
2.5 FIRE AND SMOKE
- Turboprop Engines: The procedure will be the same as for a turbojet
engine with the addition that at some stage during the procedure there
will be requirement to feather the propeller.
• Fire in the Aeroplane

The most likely scenario for a fire in an aeroplane is either a fire caused by
electrical arcing or overheating of electronic equipment, a fire generated
in the galley or also the illegal action of smoking from a passenger.
In combating fire in the cabin and on the flight deck hand-held
extinguishers are used. It is therefore necessary for cabin crew and flight
deck crew to know which type of fire extinguisher should be used on what
type of fire, and to be aware of the hazards associated with the use of
extinguishers in the closed environment of the aeroplane.
2.5 FIRE AND SMOKE
Passenger compartment extinguishers:
2.5 FIRE AND SMOKE
Where the maximum approved passenger seating is greater than 31 but less
than 60, at least one extinguisher must be Halon 1211, and where the
maximum approved passenger seating is greater than 61 two must be Halon
1211.
There should be at least one extra extinguisher of Halon 1211 suitable for
both flammable fluid and electrical equipment fires installed on the flight
deck.
(Dry chemical fire extinguishers should not be used on the flight deck because
of the adverse effect on vision during discharge and, if non-conductive,
interference with electrical contacts by the chemical residues.)
2.5 FIRE AND SMOKE
2.5 FIRE AND SMOKE
Another important thing is that not all the Fires are classified in the same
type according to its origin of the fire, by this way you can not counteract
all the fires with the same extinguisher. There is a Fire classification and
also an Extinguishers classification.
2.5 FIRE AND SMOKE
Class A fire = Every kind extinguisher
Class B fire = All except water extinguisher
Halon = All except metal
Dry powder = Every kind of fire
Water = Just for solids
C02 = all kind of fire
Brake fire = dry powder or water spray atomizer (approach from

front or rear, not side)
2.5 FIRE AND SMOKE
2.5 FIRE AND SMOKE
The effects of smoke are reduced visibility and physiological changes to
people. In dense smoke the rate of oxygen absorption in the lungs is
reduced resulting in hypoxia after prolonged exposure leading to
asphyxiation and death.
In order to combat the effects of smoke in the cockpit, smoke hoods
and/or goggles are provided together with the normal oxygen system
which has the facility to select ‘Emergency’ whereby a positive pressure is
applied to the oxygen mask preventing the ingress of smoke.
Smoke in the passenger cabin and toilets can be caused by an engineering
associated fire or by the actions of passengers.
Smoke or fire in a cargo compartment needs to be combatted according to
the accessibility of the cargo compartment, there are five categories of
cargo compartment in this respect: A, B, C, D and E.
2.5 FIRE AND SMOKE
• Hypoxia
Hypoxia is a deficiency in the amount of O2 reaching the tissues.
Four types of hypoxia:
- Hypoxemic or altitude hypoxia: in which the oxygen pressure in
the blood going to the tissues is too low to saturate the hemoglobin.
- Anemic: in which the amount of functional hemoglobin is too small, and
hence the capacity of the blood to carry oxygen is too low.
- Stagnant: in which the blood is or may be normal but the flow of blood to
the tissues is reduced or unevenly distributed.
- Histotoxic: in which the tissue cells are poisoned and are therefore unable
to make proper use of oxygen.
Pilots when affected, the most common type of hypoxia for them is the
Hypoxemic one.
2.5 FIRE AND SMOKE
• Symptoms of Hypoxia
- Changes in the color of your skin, ranging from blue to cherry red.
- Confusion.
- Fast heart rate.
- Rapid breathing.
- Shortness of breath.
- Slow heart rate.
- Sweating.
- Euphoria
- Impairing of mental task
2.5 FIRE AND SMOKE
In this environtment is where it takes places what we know as Time of Useful
Consciousness (TUC), which is is the period of elapsed time from the
interruption of normal air supply or exposure to an oxygen-poor environment
until the time when the ability to function usefully is likely to be lost at which
point an affected individual would no longer be capable of taking normal
corrective or protective action.
2.5 FIRE AND SMOKE
An oxygen mask is provided at each flight deck station which will incorporate
microphones to allow internal and external communications.
For aircraft which routinely fly above 25,000ft (FL250), masks are generally of
the "quick-donning" variety. These are designed to allow them to be put on
in 5 seconds or less using only one hand and often utilize oxygen system
pressure to activate an inflatable harness for quick donning.
2.5 FIRE AND SMOKE
Pressurised aeroplanes with maximum take-off mass exceeding 5700kg or
having approved passenger seating configuration of more than 19 seats,
must carry equipment (Protective Breathing Equipment) which protects the
eyes, nose and mouth of each flight crew member whilst on flight crew duty
and provide oxygen for a period of at least 15 minutes. Whilst using PBE,
normal communications must not be prevented.
2.5 FIRE AND SMOKE
Aeroplanes with a maximum take-off mass exceeding 5700kg or having a
passenger seating configuration of more than 9, are to be equipped with a
crash axe or crowbar located on the flight deck. Aeroplanes with a passenger
seating configuration of more than 200 are required to carry an additional
crash axe or crowbar stowed in the rearmost galley area. Axes or crowbars
stowed in the passenger cabin are not to be visible to the passengers.
2.5 FIRE AND SMOKE
• Overheating brakes
It is a factor of the mass of the aircraft and the rate of deceleration
required. Where such braking is abnormal excessive heating of the brake
system may result in brake fires or inadequate dispersal of generated heat.
This may cause tyres to ignite or explode, welding of brake components
and, greatly reduced braking action.
It is essential where hot brakes are concerned, that fire prevention
personnel or equipment are in attendance.
To counteract a Brake fire you have to use a dry powder or water spray
atomizer (approach from front or rear, not side).
CHAPTER 12
PRESSURIZATION FAILURE
070 Operational Procedures 071.02.06. Decompression Instructor : Pedro Longobardo

2.6 PRESSURIZATION FAILURE
• The failure of the pressurization system of an aeroplane is potentially life
threatening where the outside air pressure (partial pressure of oxygen) is
inadequate to preserve life. Decompression of a pressurized cabin under any
circumstances requires that the aeroplane is descended to a minimum of 10
000 ft or the lowest safe flight level whichever is the highest. During this
descent supplemental oxygen is required for crew and passengers in
accordance with a suitable O2 table.
At the lower altitude sufficient oxygen should be present in the atmosphere
to sustain life.
Two possible decompression failures:
- Explosive decompression.
- Rapid decompression.
- Slow decompression.

• Explosive Decompression
Results in the cabin altitude quickly (or virtually instantaneously) decreasing
to the ambient (outside) pressure. This will only occur due to a catastrophic
failure of the pressure hull or the loss of a major door or hatch. So, major
damage will have occurred as would be the case of a bomb exploding within
the pressure hull or major fatigue failure.
The most obvious indication of a rapid or explosive decompression is

white-out, where the moisture in the atmosphere vaporizes, causing
instantaneous fog.


• Rapid Decompression
Results from a relatively minor rupture of the pressure hull or the loss of a
small hatch (emergency escape or a window). In essence, if the size of the
rupture is such that the cabin pressure and the outside air pressure are not
equalized immediately. The decompression is therefore rapid and not
explosive.
So, the small difference between explosive and rapid decompression is that
the integrity of the aeroplane is mantained.

• Slow Decompression
Occurs where the pressurization system cannot overcome the loss of
pressure caused by a normally controllable vent/opening in the pressure
hull, for example, a leaking pressure seal, a not fully closed pressure relief
valve or a failure in the pressurization system.
Once the cabin pressure reaches 10 000 ft the altitude warning horn will
sound, prior to this, the crew should notice the loss on gauging systems if
fitted, cabin altimeter showing an increase or cabin differential pressure
gauge showing a reduction.
But sometimes the physiological changes are often the first indication of a
problem.
Passengers and crew will be aware of barometric pressure changes on the
ears. Other body cavities (teeth, sinuses) may give rise to discomfort. If it is
not possible to equalise the differential pressure by natural venting, serious
damage may result.

In rapid and explosive decompression, sinuses and teeth may explode, ear
drums rupture, and severe abdominal distension may occur resulting in
rupturing of internal organs. The effects especially in the head, may be
pronounced where the person is suffering vent blockage due to a build of
mucus with a cold. During prolonged periods of reduced oxygen, tunnel vision
and sensorial depletion may result.

• Minimum requirements for supplemental O2 for pressurized aircrafts
070 Operational Procedures 071.02.06. Decompresison Instructor : Pedro Longobardo

CHAPTER 13
WINDSHEAR AND MICROBURST
070 Operational Procedures 071.02.07. WS and Microburst Instructor : Pedro Longobardo

2.7 Windshear and Microburst
• Windshear
Is a sudden change of wind velocity along the final approach path or along
the runway and along the take-off and initial climb-out path.
Two types:
- Vertical Windshear: Change of wind vector with Height.
- Horizontal Windhsear: Change of wind vector with horizontal distance.
Can be experienced with:

- Thunderstorms
- Passage of a front
- Temperature inversion
- Turbulent boundary layer

The effect of windshear is an abrupt displacement from the flight path and the
need for substantial control action to counter it.
Can be extremely uncomfortable which can strike suddenly with devastating
effects, such a damaged landing gear when landing or a total catastrophe.
The most vital defence is avoidance.
Before a pilot can apply the recovery techniques he will have been taught in
training, he must be able to recognize that the aircraft is encountering
windshear. There is an unavoidable time lag between the pilot first seeing the
signs, recognizing them, applying the appropriate recovery techniques and the
aircraft responding accordingly. Recognition and reaction times are largely a
function of training, by giving the pilot the knowledge to quickly spot the first
sign of windshear and the confidence to apply recovery techniques

Indications that an aircraft is encountering windshear may be derived from the
flight deck instruments, from special on-board windshear warning equipment,
from windshear warnings or other pilots’ windshear reports or from external
MET clues.
Where an aeroplane encounters an abrupt decrease in HW component or an
increase in TW component, the IAS will decrease commensurate with the loss
of HW component with no decrease in GS. This will result in loss of lift and an
increased sink rate during any approach phase. In this energy loss situation,
the only remedy is to apply engine power to compensate for the energy loss
and accelerate the aeroplane back to the approach reference speed.


Recognition of external MET clues to the possible presence of low-level
windshear near an airport permits the pilot to make an early decision to
avoid an encounter by going around or by delaying the approach or take-off
until conditions improve.
External clues visible to the pilot who can suspect the encounter of a WS are
the following:
- Strong, gusty surface winds, especially where the aerodrome is located near
hills or where there are comparatively large buildings near the runway
- Lenticular cloud (smooth lens-shaped altocumulus) indicating the presence of
standing waves, usually downwind from a mountain
- Virga precipitation (precipitation falling from the base of a cloud but
evaporating before reaching the ground)
- Thunderstorms, which should always be assumed to have the capability of
producing hazardous windshear.
- Wind socks responding to different winds

• How to counter-act WS?
As a pilot in a cockpit, the vital actions once you are inside a downdraught
effect in a present WS are the following:
1) Briskly increase engine power to full power.
2) Raise the nose to check descent. (OPS recommends 15°, unless otherwise
stated.)
3) Co-ordinate power and pitch.
Finally, be prepared to carry out a missed approach rather than risk
landing from a de-stabilized approach.


• Microburst
In a microburst situation, the combination of increasing headwind followed
by a downdraught, followed by increasing tailwind will result in a temporary
energy gain followed by increasing energy loss. The effect during any
approach profile will be to cause the aeroplane to sink below the glide path
although the first indication is the ‘ballooning’ of the energy gain.
Any action to counter the energy gain will be potentially disastrous as this will
compound what will happen shortly afterwards.
The best defence is to expect the unexpected and know the signs of potential
microburst/windshear activity.
If the pilot decides to continue the approach to land or to proceed with the
take-off, preparation should be made for possible encounters with windshear
by taking the precautionary actions specified in aircraft OM and airline
company flight manuals. However, avoidance is the best precaution.
Usually lasts no more than 15 minutes.



• Summarizing up
- By “wind shear” we will be referring to a change in wind speed and/or
direction, sudden enough to cause an abrupt change in the indicated
airspeed of an airplane.
- By Microburst we refer to an intense small-scale downdraft produced by a
thunderstorm or rain shower preceeded by a ballooning effect due to energy
gain effect.
- Avoid both scenarios and be aware of the possibility to encounter it when
we fly through some areas explained before.
- Full power-pitch up- coordinate climb with power and pitch

CHAPTER 14
WAKE TURBULENCE
070 Operational Procedures 071.02.08. Wake Turbulence Instructor : Pedro Longobardo

2.8 Wake Turbulence
Wake turbulence is used to describe the effect of the rotating air masses
generated behind the wing tips of jet aircraft. Wake vortices are present
behind all aircraft but are particularly severe when generated by large
aircraft.
The characteristics of the vortex are determined by the aircraft gross
weight, the wingspan, airspeed and attitude, so, the greatest turbulence
is produced by heavy aircraft, flying slowly in a clean configuration.
The vortex patterns from an aircraft may be regarded as two counter-
rotating cylindrical air masses trailing from the aircraft
The two vortices tend to drift slowly downwards and, either level off
usually not more than 1000 ft below the flight path of the aircraft

2.8 Wake Turbulence

2.8 Wake Turbulence
Wake vortex generation begins when the nose wheel lifts off the runway on
take-off and ceases when the nose wheel touches down again.
In the absence of crosswind, the vortices move downwards and outwards

from the runway centre line at a speed of approx of 5 kts.

2.8 Wake Turbulence
• How to avoid it?
Wake turbulence will only be generated when the aircraft lifts off the nose
wheel and ends when nose wheel touches down, so while the aircraft is on
the ground (even while taxing), no vortices will be created.
In-flight, if you fly an small aircraft, avoid the area below the large airplane.
Avoid the area during 3 or 4 minutes (this should be enough for the vortices
to disappear).

2.8 Wake Turbulence
If we take off after a larger and heavier airplane, we can avoid the vortices if
we rotate at a previous point than the preceding traffic and we maintain a
higher glide path.
Actually, the first part is quite easy because our take off run is shorter and we
will lift off in a previous point for sure. However, the second part is nearly
impossible since our glide path will not be higher than the one of a
commercial airplane (we can’t compete in performances).
So, our best chance is to delay the take off and wait few minutes for the
vortices to disappear.

2.8 Wake Turbulence
• For the same reason, if we are going to land after a larger airplane, we will
avoid the vortices if we keep a higher glide path and we land beyond the
other airplane touchdown point.

2.8 Wake Turbulence
• ICAO defines wake turbulence categories of aeroplanes by maximum
take-off mass as follows:
070 Operational Procedures 071.02.08 Wake Turbulence Instructor : Pedro Longobardo

2.8 Wake Turbulence
Separation minima are applied between aircraft by distance for both take-off
and landing and where complex runway arrangements are in use. The
following minima shall be applied to an aircraft on approach and departure
phase of flight when
- An aircraft is operating behind another aircraft at the same altitude or less
than 300 m (1000 ft) below
- Both aircraft are using the same runway or parallel runways separated by
less than 760 m
- An aircraft is crossing behind another aircraft at the same altitude or less
than 300 m (1000ft) below

2.8 Wake Turbulence
ICAO separation aircrafts for landing:

2.8 Wake Turbulence
• ICAO separation for departures:

2.8 Wake Turbulence
The above separation minima apply to the categories of aircraft where take-off
and landing operations are being conducted on parallel runways (less than
760 m apart), or where the projected flight path of the following aircraft
crosses that of the leading aircraft at the same level or within 1000 ft lower.

CHAPTER 15
SECURITY
070 Operational Procedures 071.02.09. Security Instructor : Pedro Longobardo

2.9 SECURITY
• Security in civil aviation has been the subject of national and international law
including ICAO conferences. Such law and requirements are designed to
prevent unauthorized interference with flights and to protect passengers
and crew whilst pursuing the aims of international air transport. In the
relevant rules and laws, the responsibility for ensuring that all appropriate
personnel are aware of the rules and regulations is placed with the operator.
Operators are required to operate training programmes to train personnel to

minimize opportunities for unlawful interference and the consequences of
such events should they occur.
Following an act of unlawful interference on board his aeroplane, the

commander, or, if for any reason he is unable to do so, the operator, is to
submit a report without delay to the designated local authority and the
Authority in the state of the operator.

2.9 SECURITY
• Acts of Unlawful Interference: by definition are acts or attempted acts such as to
jeopardize the safety of civil aviation and air transport.
Is considered a serious hazard to aviation because the consequences of such acts
may impact not only the aircraft and those onboard but also potentially high
number of people or critical installations on the ground.
Acts to be considered as Unlawful Interference:

- unlawful seizure of aircraft in flight.
- unlawful seizure of aircraft on the ground.
- hostage-taking on board aircraft or on aerodromes.
- forcible intrusion on board an aircraft, at an airport or on the premises of an
aeronautical facility.
- Introduction on board an aircraft or at an airport of a weapon or hazardous
device or material intended for criminal purposes.
- communication of false information such as to jeopardize the safety of an aircraft
in flight or on the ground, of passengers, crew, ground personnel or the general
public, at an airport or on the premises of a civil aviation facility.


2.9 SECURITY

2.9 SECURITY
• Procedure to follow in case of any unlawful interference
In flight, the pilot in command shall endeavour to set the transponder to A-
7500 unless the situation warrants the code A-7700. If ATC requests
confirmation of code A-7500 the PIC, if able, should confirm verbally the
situation. If this is not a viable option, the PIC should say nothing. ATC will take
this as confirmation of the code, and initiate appropriate action in accordance
with state procedures.
An aeroplane shall be flown on the assigned track until ATC can be informed
or until within radar surveillance coverage. Where deviation from assigned
track is unavoidable and ATC is not informed, the commander is to broadcast
warnings on the emergency frequencies unless circumstances on board
dictate otherwise.
If no applicable regional procedures exist, proceed at a level which differs
from normal IFR cruising levels by 500 ft, if vertical separation minima is
1000 ft or 1000 ft in areas where vertical separation minima is 2000 ft.

2.9 SECURITY
Where an aeroplane subject to unlawful interference lands in a contracting
state, that state is to take all reasonable steps to prevent the aeroplane
taking off unless its departure is necessary to protect human life. When an
aircraft subject to interference has landed in a state other than the state of
registry, the Authority of the state is to inform the state of registry and the
state of the operator by the most expeditious means. ICAO is also to be
informed.
Military interception is not uncommon when unlawful interference is
suspected (or has been confirmed). These missions may vary from
information gathering to accompanying the aircraft or forcing it to land. As a
last resort there is the option to use weapons against the aircraft subject to
unlawful interference although such a decision is only to be made under
extreme circumstances.

2.9 SECURITY
An operator shall ensure that there is on board a checklist of the procedures
to be followed in search of a bomb or improvised explosive device (IED) in
case of suspected sabotage and for inspecting aeroplanes for concealed
weapons, explosives or other dangerous devices.
Flight deck doors on commercial air transport aircraft must be capable of
being locked and unlocked from the inside. Additionally, there must be a
means available for the cabin crew to advise the flight crew of suspicious
activity or security breaches.
On aeroplanes with more than 60 passenger seats, or with a MTOM over 45
500 kg, the door must be capable of being remotely locked/unlocked from
either pilot station. The door is to be closed prior to engine start, and, other
than for authorized access, to remain so until after engine shutdown. The
door, and the surrounding bulkhead, must be bullet proof, and resistant to
penetration by shrapnel.

2.9 SECURITY
• Prevention Measures
Measures are taken in order to prevent unlawful interference that address specific
circumstances like:
- access control. These include security measures that separate the airside of airports and
restrict access to security-critical areas (the apron and the manoeuvring area).
- aircraft security. This includes preventing entry into the aircraft by unauthorized persons and
making sure no personal items are left behind by passengers. Another example of these is the
rule for a lockable flight deck door that is able to resist penetration by small arms fire and
grenade shrapnel as well as complementary procedures that define the circumstances under
which the door may be open.
- cabin baggage. An example of this is the hand baggage and passenger screening before
departure.
- hold baggage. This baggage is also subject to screening and also operators would not normally
transport baggage of a person that is not on board of the aircraft. An exception to the latter is
the case where the baggage is declared as "unaccompanied" but in this case it will be subject
to additional screening.
- cargo, mail and other goods. Special security procedures are developed in case such goods are
to be transported on passenger aircraft.
- special categories of passengers. These include security measures for transporting potentially
disruptive passengers (persons that are subject of judicial or administrative proceedings). For
example, special provisions about the carriage of weapons onboard are defined and also the
flight crew must be duly informed about the situation.

2.9 SECURITY

CHAPTER 16
EMERGENCY AND PRECAUTIONARY LANDINGS
070 Operational Procedures 071.02.10 Emergency Landings Instructor : Pedro Longobardo

2.10 Emergency Landings
During the progress of an emergency situation, it may become evident that it
is desirable to abandon further flight, where this is done it should be achieved
with the minimum risk to the crew and passengers and where possible to
preserve the integrity of the airframe. The variety of situations range from
minor restrictions of performance, to major (or catastrophic) structural
failures or total propulsion system failures.
In all aircraft however, unless otherwise stated, for an emergency landing on
land undercarriage should be down, and for all landings on water the gear
must be up.
All the procedures according to make an emergency landing or ditching will be
published in the Operations Manual (OM) specific for each aircraft type.

• Ditching
It is a landing on the sea. The success of ditching depends on the level of
preparedness. The success of survival afterwards depends on rapid rescue and
this will only result from good communications during the initial emergency
and after the decision to ditch has been taken.
Limitation to injuries of passengers will be achieved by adopting a braced
posture whilst securely restrained in the seat harness, wearing a life jacket
after having been fully briefed about what to expect during the landing and
what to do afterwards. It is also imperative that loose articles are stowed,
seats correctly positioned and access to emergency exits cleared. Supervision
of this is the responsibility of the cabin staff and will form an essential part
of cabin crew training.
The flight deck crew will action ditching checklists (type specific) and make any
decisions necessary.

In any event, the impact of the landing will be higher than a normal landing
and the severity of the impact force will increase with sea state.
It is recommended to land the aeroplane at the lowest possible speed (gear
up) with an attitude such that the tail will touch first. If the approach
attitude and speed is satisfactory, it is inevitably there will be one or two
minor skips before the main impact.
It is a recommended (successfully proved) practice to land along the swell
direction, on the crest of the swell. This will be where the water reaches its
high point, the water will therefore be travelling downwards on initial
contact, thereby reducing the impact force
The main effect will be, however, rapid deceleration and the pre-landing
preparation in the cabin will be to counter this effect. The aeroplane will
come to rest very quickly, and unless the airframe has been catastrophically
damaged, it should float for sufficient time for the crew and passengers to
exit the cabin and board the dinghies.


What do you think about this ditching? Okay or
not? Why?

• Precautionary Landings
If the nature of the emergency is such that diversion to an en route (or nearest)
aerodrome is elected, then ATC should be informed of the decision to divert,
the nature of the emergency and the assistance required.
Emergency communication procedures (Mayday/Pan Pan) will be employed to

initially alert ATC to the emergency. During the transit to the diversion
aerodrome, there may be time for ATC to ‘scramble’ fixed wing SAR assets to
escort the aeroplane in the emergency, or to raise the readiness level of assets
on the ground.
It must always be foremost in consideration, that the situation could rapidly

deteriorate forcing emergency landing or ditching. It will be the responsibility
of ATC to alert the ground emergency services (fire/rescue, medical) and to
pass necessary information to the commander of the aeroplane in emergency.

• Passenger briefing
In any emergency situation, fear amongst passengers is inevitable.
This can lead to panic, disregard of authority and possible medical
problems caused by anxiety, hypertension or hyperventilation.
However, the cause of fear is ignorance, and the best way to overcome
this is to brief the passengers fully (and also the cabin crew) about
what has happened, what is being done and what is likely to happen
subsequently.
If a decision is made to carry out an emergency landing/ditching, the
time between advising the passengers that this will happen until just
before the event should be used in preparing the cabin and the
passengers for the event. A continual stream of advice and
instructions, information and practice, will occupy the minds of the
passengers (and of course prepare them mentally and physically.)
The authority of the commander and the appreciation of the implied
skill level of the crew will be reinforced by PA messages from the flight
deck.

Any procedure employed before an emergency landing/ditching must
include a comprehensive brief to the passengers concerning the evacuation
of the aeroplane after the event. The brief must stress the authority of the
cabin crew with the requirement that the passengers do as they are told. In a
ditching situation the correct fitting and use of life preservers (jackets) must
be restated.
It should have already been covered during the initial passenger brief. The
passenger brief card (one at each seat) will repeat and reinforce the
information.

• Evacuation
Rapid evacuation of the aeroplane is essential to prevent loss of life. In
any emergency the possibility of fire cannot be ruled out, and the only
action passengers can take in the event of fire is to get as far away from
the aeroplane as quickly as possible.
During the initial passenger brief, the position of emergency exits and the
routes to be taken to them from individual seats is explained. The
passenger brief card (one at each seat) will reiterate the information.
Successful evacuation of the aeroplane relies on firm control by the cabin
crew, imposition of strict discipline and the correct use of the equipment.
Drills and crew training are the responsibility of the operator and such
procedures including preparation for the evacuation will be detailed in OM
Part B.
The aircraft must be stopped, and all engines shut down before ordering
an evacuation.
Aeroplanes with more than 44 passenger seats must be capable of
being evacuated in less than 90 seconds in a simulated emergency.


• Megaphones
An operator shall not operate an aeroplane with a maximum approved
passenger seating configuration of more than 60 and carrying one or more
passengers unless it is equipped with portable battery-powered
megaphones readily accessible for use by crew members during an
emergency evacuation.

CHAPTER 17
FUEL JETTISONING
070 Operational Procedures 071.02.11. Fuel Jettisoning Instructor : Pedro Longobardo

2.11 FUEL JETTISONING
• Definition
Is a procedure used by aircraft in certain emergency situations before a return
to the airport shortly after takeoff, or before landing short of the intended
destination (emergency landing) to reduce the aircraft's weight.
Also known as ‘Fuel Dumping’.
Is a Commander (PIC) decision when the aircraft exceeds MLW.
A controlled system is fitted to the aircraft to carry out this process called Fuel
Jettison system, which is not prohibited to use in case of any emergency by
the Rules of the Air.

• When is required this system?
If the aircraft does not meet the regulatory engine out climb requirements at
maximum takeoff weight or if the manufacturer has not made provisions to
structurally allow for an "over-weight" landing capability , the aircraft will
normally be equipped with a Fuel Jettison system.
The system must be capable of jettisoning enough fuel in 15 minutes
(starting at max take-off mass) to reduce the aeroplane mass to enable the
aeroplane to meet the climb requirements.
The jettison system is free from fire hazards, fuel discharges are clear of the
aeroplane, fuel or fumes do not enter any part of the aeroplane and that
the jettison operation does not affect the controllability of the aeroplane.
Fuel dump systems are designed such that the fuel in the tanks normally
used for takeoff or landing cannot be completely emptied.

• Procedure
The decision to jettison rests with the commander alone but the decision to
jettison must be compatible with safety and the ability of the aeroplane to
continue flying.
When an aircraft operating within controlled airspace needs to dump fuel,
the flight crew shall co-ordinate with ATC the following:
- Route to be flown, which, if possible, should be clear of cities and towns,
preferably over water and away from areas where thunderstorms have been
reported or are expected.
- The level to be used, which should be not less than 1800 m (6000 ft).
- Duration of the fuel dumping.
(If the use of flaps or slats adversely affects the jettisoning of fuel, their use
during jettisoning must be prohibited, and a placard stating this must be
positioned adjacent to the jettison control.)

• Safety
- The aeroplane should be flown to an allocated area at an allocated height
prior to commencing jettison (avoiding thunderstorms areas reported or
excess turbulence).
- The no smoking light is to be illuminated, passengers briefed and ATC
informed.
- Electrical switching should be restricted to essential use only, HF radio
transmission suspended and VHF transmissions restricted to further
emergency/flight safety communications only.
- The flow of fuel from the jettison vents is to be visually monitored (where
possible) confirming flow started and flow stopped as required.
- During jettison manoeuvres should be smooth and the operation of flaps,
slots or slats restricted to essential use only.
- Once the jettison is complete, ATC should be informed.




• How do the ATC to manage the emergency?
A - acknowledge the emergency, ask for intentions and provide information
regarding suitable fuel dumping areas and altitudes as well as suitable landing
aerodromes as necessary.
S - separate the aircraft from other traffic. If such an area exists, vector the aircraft
to the designated fuel dumping area. Ensure that dumping occurs at an altitude
that will allow evaporation/dissipation of the fuel before it reaches the ground –
“5000 to 6000" AGL is usually sufficient.
S - silence the non-urgent calls (as required) and use separate frequency where
possible.
I - inform the supervisor and other sectors/units concerned; inform the airport
emergency fire rescue services and all concerned parties according to local
procedures; inform other (uncontrolled) traffic in the vicinity using a general call,
e.g. "All stations, [ATS unit], [TYPE] dumping fuel [level] [route or location]“
S - support the flight by providing any information requested and necessary such
as type of approach, runway length and any additional aerodrome details, etc.
T - provide time for the crew to assess the situation, execute the dumping
procedure and complete associated checklists

• Separation minima
ICAO Doc 4444 PANS-ATM specifies the following separation minima to
be used in respect to other known traffic in case of fuel dumping:
- At least 10 NM horizontally, but not behind the aircraft dumping fuel.
- Vertical separation if behind the aircraft dumping fuel within 15
minutes flying time or a distance of 50 NM by:
a) at least 1 000 ft if above the aircraft dumping fuel.
b) at least 3 000 ft if below the aircraft dumping fuel.

CHAPTER 18
TRANSPORT OF DANGEROUS GOODS
070 Operational Procedures 071.02.12. Dangerous Goods Instructor : Pedro Longobardo

2.12 DANGEROUS GOODS
• Regulations
Operators are not permitted to transport dangerous goods unless approved
by the Authority.
Notifications of special loads, including a written document must be handed
to the pilot in command / commander detailing the dangerous goods and
their hazards.
The operator’s eligibility to the carriage of dangerous goods will be
highlighted in their Air Operator’s Certificate.
ICAO Annex 18 details the international Standards and Recommended
Practices (SARPs) for the carriage of articles or substances which are capable
of posing significant risk to health, safety or property when transported by air.

• Important definitions
Dangerous Goods : Articles or substances which are capable of significant risk to
health, safety or property.
Dangerous Goods Accident: An occurrence associated with the transportation by air
of dangerous goods which results in fatal or serious injury to a person or major
property damage.
Exception: A provision which excludes a specific item of dangerous goods from the
requirements normally applicable to that item.
Flammable: The property of material to ignite if the temperature of the material is
raised above the flash point.
Incompatible: Describing dangerous goods which, if mixed, would be liable to cause
a dangerous evolution of heat or gas, or produce a corrosive substance.
Package: The complete product of the packing operation consisting of the
packaging and its contents prepared for transport.
Packaging: Receptacles or any other components or materials necessary for the
receptacle to perform its containment function and to ensure compliance with
the packaging requirement of Annex 18.
Packing: The operation by which articles or substances are enveloped in wrappings
and/or enclosed in packaging or otherwise secured.

Proper Shipping Name: The name to be used to describe a particular item or
substance in all shipping documents and notifications and, where
appropriate, on packaging.
Serious Injury: An injury which is sustained by a person in an accident and
which:
- Requires hospitalization for more than 48 hours commencing within seven
days from the date the injury was received, or
- Results in a fracture of any bone (except simple fractures of fingers, toes, or
nose), or
- Involves lacerations which cause severe haemorrhage, nerve, muscle or
tendon damage, or
- Involves verified exposure to infectious substances or injurious radiation.
State of Origin: The State in the territory of which, the cargo was first loaded on
an aircraft.
UN Number: The four digit number assigned by the United Nations Committee
of Experts on the Transport of Dangerous Goods to identify a substance or a
particular group of substances. Going from UN0001 until UN3500.


ICAO publishes Technical Instructions for the Safe Transport of Dangerous Goods
by Air (ICAO document 9284).
All operators are to take all reasonable measures to ensure that dangerous goods
are packed as specified in the Technical Instructions.
Articles that would normally be classified as dangerous goods in the Technical
Instructions may be carried on board an aeroplane excluded from the provisions
provided that they are:
- carried as catering or cabin service supplies.
- for use in flight as veterinary aid or as a humane killer for an animal.
- carried for use in flight as medical aid for a patient, providing that:
a) gas cylinders have been purpose manufactured.
b) drugs etc. are under the control of trained person(s).
c) equipment with wet cell batteries are kept upright.
d) such items are stowed properly for take-off/landing.
e) are carried by passengers or crew members.

• Labelling and Packaging
Operators are responsible for ensuring that all dangerous goods are carried
and packed and labelled in accordance with the Technical Instructions.
The shipper is responsible for checking that dangerous goods offered for
transport are not forbidden items and are properly classified, packed
marked and labelled and accompanied by the properly executed dangerous
goods transport documentation (Annex 18-Technical Instructions).
Operators are required to produce and follow a checklist (the Acceptance

Checklist) for the acceptance procedure for dangerous goods.


• Loading Restrictions
Only dangerous goods specified in the Technical Instructions are to be
carried in passenger cabins or on the flight deck.
Where carried in the cargo compartments, goods are to be loaded,
segregated, stowed and secured as specified in the Technical Instructions to
avoid any possible movement during the flight.
Where goods are marked ‘Cargo Aircraft Only’, operators are to ensure that
such goods are loaded in accordance with the Technical Instructions in
dedicated cargo aeroplanes.
If radioactive material is carried, the radiation exposure of transport and
storage personnel must be so controlled that none of them are likely to
receive a radiation dose in excess of that permitted for members of the
public.

• Emergencies
If an in-flight emergency occurs, the pilot in command should inform ATC for
the information of the airport authorities, of any dangerous goods on board.
The operator is required to inform the State in which the accident/incident
has occurred that the aircraft was carrying dangerous goods.
By this way, operators establish Dangerous goods training programmes to
train the Flight and Cabin Crews on dealing and managing this type of
emergencies always complying with the regulations of the Technical
Instructions.
An operator must report dangerous goods incidents and accidents to the
Authority and the appropriate Authority in the State where the accident or
incident occurred. The first report should be despatched within 72 hours of
the event unless exceptional circumstances prevent this and include the
details that are known at that time.

• Acceptance of Dangerous Goods
An operator shall not accept dangerous goods unless
1) the package, overpack or freight container has been inspected in accordance
with the acceptance procedures in the Technical Instructions.
2) except when otherwise specified in the Technical Instructions, they are
accompanied by two copies of a dangerous goods transport document.
3) the English language is used for:
a) package marking and labelling;
b) the dangerous goods transport document, in addition to any other
language requirements.

• Inspection for Damage, Leakage or Contamination
An operator shall ensure that:
1) Packages, overpacks and freight containers are inspected for evidence of
leakage or damage immediately prior to loading on an aeroplane or into a
unit load device, as specified in the Technical Instructions.
2) Leaking or damaged packages, overpacks or freight containers are not loaded
on an aeroplane.
4) Any package of dangerous goods found on an aeroplane and which appears
to be damaged or leaking is removed or arrangements made for its removal
by an appropriate Authority or organization. In this case shall be inspected to
ensure it is in a proper condition for transport and that no damage or
contamination has occurred to the aeroplane or its load.
5) If there is evidence of damage or leakage, the area where the dangerous
goods were stowed is inspected for damage or contamination.

• Dangerous Goods Classification

• Labelling
1. Explosives
2. Gases


3. Flammable Liquid
4. Flammable Solids

5. Oxides
6. Toxic

7. Radioactive
8. Corrosive

9. Miscellaneous Goods
Other Labelling:



CHAPTER 19
CONTAMINATED RUNWAYS
070 Operational Procedures 071.02.13. Contaminated RWYs Instructor : Pedro Longobardo

2.13 Contaminated Runways
• Definition
Pilots should be aware of the general implications of the state of the runway
and meaning of the terminology used to describe the state of the runway.
A runway is said to be contaminated if more than 25% of the surface area is
covered by any of the following:
- Surface water more than 3 mm deep, or by slush or loose snow equivalent to
3 mm of water.
- 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).
- Ice, including wet ice.
When landing on a contaminated or wet runway the LDA shall be equal to or
greater than LDR by a factor of 1.15.
Operator must state landing distance data in the Operations manual.


• Damp and Wet Runways
A runway is considered damp when the surface is not dry, but when the
moisture on it does not give a shiny appearance.
A runway is considered wet when the runway is covered with water, or
equivalent, less than specified in contaminated runway above, or when there
is sufficient moisture on the runway surface to cause it to appear reflective,
but without significant areas of standing water.

A dry runway is one which is neither wet nor contaminated, and includes
those paved areas which have been specially prepared with grooves or
porous pavement and maintained to retain effectively dry braking action even
when moisture is present.

• Depth Limitations
The following depths are quoted, above which take-offs should not be
attempted:
- Dry snow depth greater than 60 mm.
- Water, slush or wet snow greater than 15 mm.
• Aquaplaning or Hydroplaning
During take-off and landing from contaminated runways aquaplaning is a
hazard that must be considered.
During take-off runs, as water is displaced by the tyres, a ‘bow wave’ effect is
created in front of the tyre. By a factor of the specific gravity of the
contaminant and the tyre pressure, a speed will exist at which the tyre will
ride up over the ‘bow wave’ and friction with the runway will rapidly reduce.

During landing runs, where touch-down speed is above the speed at which
aquaplaning is likely, any application of the brakes may result in severe loss of
friction between the tyre and the runway surface, thus drastically reducing
braking.
Loss of braking action and directional control are the hazards of
aquaplaning.
Horne’s Formula:
V is the ground speed in knots.

P is the tyre pressure in PSI.
σ (sigma) is the specific gravity of the precipitant (contaminant).
(If the pressure is stated in bar, 1 bar is approximately equal to 14.5 psi)

• Types of Aquaplaning
- Dynamic aquaplaning: is that which does not begin unless the groundspeed
as given by Horne’s formula above is exceeded. It leaves no physical evidence
on tyre or runway surface.
- Viscous aquaplaning: arises in the same way as dynamic aquaplaning, but
only on abnormally smooth surfaces such as touchdown zones contaminated
with excessive rubber deposits, where it may begin and continue at any
ground speed. Typically, a small amount of water may mix with a surface
contaminant. A significantly thinner layer of contaminant is required in the
event of viscous aquaplaning, compared to that required for dynamic
aquaplaning. It too leaves no physical evidence on tyre or RWY surface.
- Reverted rubber aquaplaning: occurs when the heat of friction from a locked
wheel in contact with the surface causes the rubber to revert to its un-cured
state and 'boils' the surface moisture into steam. The tyre will show clear
evidence of rubber reversion and the RWY surface will be clearly marked with
the path of the wheels.


Flight crew are aware that the Touchdown Zone (TDZ) on many runways can
be affected to some degree by rubber deposits from landing aircraft. These
deposits should be regularly removed to achieve a stated minimum dry
friction level, but sometimes this may not happen and the actual surface
friction in the TDZ can then be noticeably worse than along the rest of the
runway.
If a finding of low friction is made for the TDZ or any other part of a runway
during regular inspections or a planned maintenance work then should be
written on a NOTAM typing that the runway is liable to be slippery when wet
should be taken.
Any such low friction condition is conducive to viscous aquaplaning beginning
below the ‘aquaplaning speed’ and therefore ‘slippery runway’ landing
performance data should be used.

• Braking Action
An assessment table has been produced to relate a measured braking
coefficient to an estimated braking action and hence to a simple code for
braking action. It must be borne in mind that the description “good” is a
comparative value and is intended to mean that aeroplanes should not
experience directional control or braking difficulties when landing:

• Performance Considerations
Part B of the Ops Manual will contain type specific information on procedures
associated with take-off and landing on contaminated runways, together with
performance data and any wind limitations. (Crosswind, tail wind and possibly
headwind gust limits).
• SNOWTAM
ICAO defines it as a special NOTAM notifying the presence, or removal, of
hazardous conditions due to snow, ice or standing water associated with snow,
slush and ice on the movement area, by means of a specific format.
A SNOWTAM will be issued by the airport authority and has a maximum
validity of 24h where a new SNOWTAM will be issued whenever there is a
significant change in conditions.

A typical SNOWTAM will consist of a header block, which contains the
addressees, the date and time of issue and the SNOWTAM serial number, and
the body of the SNOWTAM which contains all of the pertinent airfield
information. The airfield information is consistently formatted as items A)
through T) as follows:
(A) EDDM (B) 12110810 (C) 08L ( F) 6/6/6 (G) 01/01/01H (H) 35/26/26 (N) 2,6
(R) 2,6 (T) RWY 08l PLANNED TO BE CLOSED DUE TO SLUSH REMOVAL.
A: Aerodrome identifier (Munich)
B: Date/Time in UTC (12/11 at 08:10)
C: Runway Designator (08L)
F: Deposits over total Runway Length (6/6/6)
G: Mean depth of deposits in mm (01/01/01)
H: Friction Measurement (35/26/26)
(0.35 medium- 0.26 medium/poor- 0.26 medium/poor)
N: Taxiway (2,6)
R: Apron (2,6)
T: Plain Language Remarks (RWY 08L Planned to be closed to slush removal.)
The decode of the nature of the contaminant is on the SNOWTAM form.

Contaminant codes for a SNOWTAM:
NIL: Clear and dry
1) Damp
2) Wet
3) Rime or Frost (less than 1mm)
4) Dry Snow
5) Wet Snow
6) Slush
7) Ice
8) Compacted Snow
9) Frozen ruts

• Measures to avoid aquaplanning
- If there is any doubt as to the probable extent of water of depth greater
than 3mm on the landing RWY, then an alternative RWY should be chosen…if
possible.
- If the flight crew become aware, just before landing, that the depth of
water on the RWY, especially in the touchdown zone, has increased to an
extent that aquaplaning is likely, then a go-around should be flown.
- If it is decided to continue an approach to a landing, a stabilized approach is
required which results in the aircraft crossing the RWY threshold at the
correct airspeed and height so as to achieve a touchdown within the TDZ.
This is especially important when the landing distance required is close to
the landing distance available.
- Careful attention should be paid to the appearance of the tyres during the
pre-flight external check as far as is possible, specially the depth of tread.
- With significant crosswind component, a landing on a potentially slippery
runway should not be attempted. AFM limitations usually impose specific
restrictions on allowable crosswind component for this case.

- The main gear touchdown on a wet runway should always be firm and
made without any bounce in order to break through the surface water film
and make effective contact with the runway surface to spin-up the wheels.

• Measures to overcome the aquaplaning
- In the case of continued aquaplaning, deceleration can be expected to
correspond to that for a slippery RWY with braking coefficient of around
0.05. Around 50% more stopping distance will be needed if thrust reversers
are not available and around 25% if they are.
- If Heavy Rain is forecast for departure or arrival, very careful consideration
should be given before accepting an aircraft with reverser(s) locked out in
accordance with the MEL.
- Check that sufficient 'slippery runway' landing distance exists so that a
runway excursion will not follow if aquaplaning commences.
- If manual braking is being used, then briefly releasing and then reapplying
pressure may succeed in increasing braking effectiveness.

• Accidents reported by aquaplaning
- Quantas B747 in Bangkok (Thailand) in 1999, causing an overrun of 320m
from RWY 21L.
- British Airways E145 in Hannover (Germany) in 2005, causing an overrun of
160m from RWY.
- South African Airlink E135 in George (South Africa) in 2009, causing an
overrun from the RWY and 7 injuries.

THE END

Worst Aviation Accidents
• Los Rodeos crash (Tenerife, Spain), 1977. 583 deaths

• Flight123 from Japan Airlines (Gunma, Japan), 1985.
520 deaths.

• Charkhi Dadri crash (India), 1996. 349 deaths.

• Flight 981 from Turkish Airlines (Ermenonville, France),
1974. 346 deaths

• Flight 587 from American Airlines (NY, USA), 2001. 265
deaths.

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What are the main references for Operational Procedures?

What are the main references for Operational Procedures?

What are some examples of contaminated runways mentioned?

What are some examples of contaminated runways mentioned?

Important information

- If you have any doubt, ask, ask and ask again.

 Slides course at dropbox.

 Slides must be followed together with OXFORD

 You must study at home in order to improve

 Oxford book exercises and questions bank you

 Progress test (high level) once or twice every

070 Operational Procedures ATPL Instructor : Pedro Longobardo

070 Operational Procedures Instructor : Pedro Longobardo

• Section 2: Special Operational Procedures and Hazards.

070 Operational Procedures Instructor : Pedro Longobardo

070 Operational Procedures 071.01.00 ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 071.01.00 ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 071.01.00 ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 071.01.00 ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 070.01.00. ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 071.01.00. ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 071.01.00. ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 071.01.00. ICAO Formation Instructor : Pedro Longobardo

070 Operational Procedures 071.01.01. ICAO Annex 6 Instructor : Pedro Longobardo

Four different types:

070 Operational Procedures 071.01.01. ICAO Annex 6 Instructor : Pedro Longobardo

• The Operator is required to establish a safety management system throughout the

Identify safety hazards.

070 Operational Procedures 071.01.01. ICAO Annex 6 Instructor : Pedro Longobardo

070 Operational Procedures 071.01.01. ICAO Annex 6 Instructor : Pedro Longobardo

070 Operational Procedures 071.01.01 ICAO Annex 6 Instructor : Pedro Longobardo

070 Operational Procedures 071.01.01 ICAO Annex 6 Instructor : Pedro Longobardo

070 Operational Procedures 071.01.01 Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 070.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02 Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

IMPORTANT NOTE: Each flight crew member is to carry

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

(The following terminology and rules apply to leasing between an EASA

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

• Commercial air transportation can only be

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

• (The operator is required to notify the authority of any changes to

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo

070 Operational Procedures 071.01.02. Op. Requirements Instructor : Pedro Longobardo