NAMCATS135 Gaz 2972 Proposed
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GOVERNMENT GAZETTE
OF THE
REPUBLIC OF NAMIBIA
WINDHOEK - 30 April 2003
N$22.60
No.2972
CONTENTS
Page
GENERAL NOTICE
No. 81
Proposed Civil Aviation Technical Standards: NAM-CATS-OPS 135 “Air Transport
Operations - Small Aeroplanes” .....................................................................................
_________________
1
General Notice
MINISTRY OF WORKS, TRANSPORT AND COMMUNICATION
No. 81
2003
PROPOSED CIVIL AVIATION TECHNICAL STANDARDS
NAM-CATS-OPS 135 “AIR TRANSPORT OPERATIONS SMALL AEROPLANES”
The Ministry of Works, Transport and Communication recently initiated the project to
update the current Namibian aviation legislation. There are two main reasons for updating
the aviation legislation, namely, the current legislation does not adequately reflect the
policies of Namibia for the aviation sector and does not reflect recent developments
within SADC. The project further aims to enhance the safety of civil aviation by ensuring
that the Namibian legislation complies with the minimum standards prescribed by the
International Civil Aviation Organization.
In this regard the legislative reform process involves the updating of the regulations
made under the Aviation Act (Act No. 74 of 1962). It also involves the issuing Technical
Standards by the Director of Civil Aviation.
The Technical Standard proposed in this General Notice is one of thirty four (34) technical
standards associated with the Namibian Civil Aviation Regulations, 2001.
Pursuant to the provisions of regulation 11.03.2 the Director: Civil Aviation hereby invites
all interested parties to comment on the proposed NAM-CATS-OPS 135 “Air Transport
Operations - Small Aeroplanes”.
2
Government Gazette 30 April 2003
No. 2972
Comments or representations should be lodged in writing and should reach the Ministry
no later than 30 days from the date of publication of this notice. Correspondence should
be addressed to:
Mr. L. Makanza
No. 4 Rudolph Hertzog Street
Windhoek, Namibia
Tel: (061) 245590
Fax: (061) 248641
No. 2972
Government Gazette 30 April 2003
REPUBLIC OF NAMIBIA
CIVIL AVIATION
DOCUMENT NAM-CATS-OPS 135
(AIR TRANSPORT OPERATIONS SMALL AEROPLANES)
3
Government Gazette 30 April 2003
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No. 2972
NAMIBIAN CIVIL AVIATION TECHNICAL STANDARDS RELATING TO
AIR TRANSPORT OPERATIONS : SMALL AEROPLANES
1.
GENERAL
Section 22A of the Aviation Act, 1962 (as amended by section 5 of the Aviation
Amendment Act, 1998) empowers the Director: Civil Aviation to issue technical standards
for civil aviation on the matters which are prescribed by regulation.
The Director: Civil Aviation has pursuant to the empowerment mentioned above, on
(date) issued technical standards relating to air transport operations: small aeroplanes to
be known as Document NAM-CATS-OPS 135.
2.
PURPOSE
Document NAM-CATS-OPS 135 contains the standards, rules, requirements, methods,
specifications, characteristics and procedures which are applicable in respect of air
transport operations: small aeroplanes.
Each reference to a technical standard in this document, is a reference to the corresponding
regulation in the Namibian Civil Aviation Regulations, 2001, for example, technical
standard 135.02.8 refers to regulation 8 of Subpart 2 of Part 135 of the Regulations.
The abbreviation “CAR” is used throughout this document when referring to any
regulation.
The abbreviation “TS” refers to any technical standard.
3.
SCHEDULES AND NOTES
Guidelines and recommendations in support of any particular technical standard, are
contained in schedules to, and/or notes inserted throughout the technical standards.
LIST OF TECHNICAL STANDARDS
135.01.5
INFORMATION ON EMERGENCY AND SURVIVAL EQUIPMENT
CARRIED
1.
Emergency and survival list
135.01.9
ELECTRONIC DEVICES
1.
Operation of electronic devices on board a small aeroplane during
flight time
135.01.15
SUBCHARTERING
1.
Subchartering
135.02.7
DUTIES OF PILOT-IN-COMMAND REGARDING FLIGHT
PREPARATION
1.
Category II approach
2.
Category III approach
3.
Adequate and suitable aerodromes
135.02.10
FLIGHT TIME AND DUTY SCHEME
1.
Definitions
2.
Requirements of the Civil Aviation Regulations, 2001
3.
Operators’ schemes and their approval
4.
General principles of control of flight, duty and rest time
5.
Responsibilities of flight crew members
6.
Standard provisions required for an operator’s scheme
7.
Limitations of single flight duty periods - flight crew
Government Gazette 30 April 2003
No. 2972
8.
9.
10.
11.
12.
5
Rest periods
Duty periods
Days off
Cumulative duty and flying hours
Records to be maintained
135.03.1
TRAINING OF FLIGHT CREW MEMBERS
1.
Training syllabus
135.03.3
CONVERSION TRAINING
1.
Operator’s type conversion training course syllabus
2.
Crew resource management training
135.03.5
UPGRADING TO PILOT-IN-COMMAND
1.
Crew resource management training
135.03.7
RECURRENT TRAINING AND CHECKING
1.
Crew resource management training
135.03.8
PILOT QUALIFICATION TO OPERATE IN EITHER PILOT’S
SEAT
1.
Training
135.04.3
OPERATIONS MANUAL
1.
Structure of operations manual
2.
Contents of operations manual
3.
General
135.04.6
OPERATIONAL FLIGHT PLAN
1.
Items in operational flight plan
135.04.7
FLIGHT PLAN
1.
Items in a flight plan
135.04.8
TECHNICAL LOG
1.
Information to be contained in a technical log
135.04.14
RECORDS OF EMERGENCY AND SURVIVAL EQUIPMENT
1.
Emergency and survival equipment list
135.04.17
DOCUMENT STORAGE PERIODS
135.05.9
FLIGHT RECORDER
1.
Flight recorder specifications
135.05.11
COCKPIT VOICE RECORDER
1.
Types of aeroplanes
135.05.12
FLIGHT DATA RECORDER
1.
Types of aeroplanes
135.05.17
STANDARD FIRST AID KIT
1.
Standard first aid kits
135.05.18
FIRST AID OXYGEN
1.
Supply of first aid oxygen
2.
Oxygen equipment
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Government Gazette 30 April 2003
No. 2972
135.05.19
SUPPLEMENTAL OXYGEN IN CASE OF PRESSURISED
AEROPLANE
1.
General
2.
Oxygen equipment and supply requirements
3.
Minimum requirements for supplemental oxygen for pressurised
aeroplane
4.
Quick donning mask
135.05.20
SUPPLEMENTAL OXYGEN IN CASE OF NON-PRESSURISED
AEROPLANE
1.
General
2.
Oxygen supply requirements
3.
Minimum requirements for supplemental oxygen for non-pressurised
aeroplanes
135.05.22
HAND HELD FIRE EXTINGUISHERS
1.
Definitions
2.
Hand fire extinguishers
135.05.24
AUTOMATIC EMERGENCY LOCATOR TRANSMITTER
1.
Distress frequencies
2.
Types of ELTs
3.
Installation
135.05.26
LIFE RAFTS AND SURVIVAL RADIO EQUIPMENT FOR
EXTENDED OVER-WATER FLIGHTS
1.
Equipment
135.05.27
SURVIVAL EQUIPMENT
1.
Survival equipment
2.
Interpretation
3.
Additional survival equipment
4.
Duplicates
5.
Location
135.05.29
COMMUNICATION EQUIPMENT
1.
General
2.
Radio equipment
3.
Audio selector panel
4.
Radio equipment for operations under VFR over routes navigated by
reference to visual landmarks
5.
Communication and navigation equipment for operations under IFR,
or under VFR over routes not navigated by reference to visual
landmarks
6.
Communication and navigation equipment using the Global
Positioning System
7.
Operational standards for inertial navigation and reference systems
135.06.2
QUALITY ASSURANCE SYSTEM
1.
Minimum standards for a quality assurance system
2.
Compliance with procedures for operations inspection, certification
and continued surveillance
135.06.5
APPLICATION FOR AIR OPERATOR CERTIFICATE OR
AMENDMENT THEREOF
1.
Form of application
135.06.6
ASSESSMENT OF APPLICATION
CERTIFICATE
24. Form of certificate
AND
ISSUING
OF
No. 2972
Government Gazette 30 April 2003
7
135.06.11
STATISTICAL INFORMATION
25. Statistical information
135.06.15
RENEWAL OF CERTIFICATE
1.
Form of application
135.07.2
APPLICATION FOR FOREIGN AIR OPERATOR PERMIT OR
AMENDMENT THEREOF
1.
Form of application
135.07.3
ADJUDICATION OF APPLICATION AND ISSUING OF PERMIT
1.
Form of permit
135.07.7
RENEWAL OF PERMIT
1.
Form of application
135.08.1
ROUTES AND AREAS OF OPERATION
1.
Time/distance limitations
2.
Adequate aerodrome
135.08.10
AERODROME OPERATING MINIMA
1.
Take-off minima
2.
Non-precision approach
3.
Precision approach - Category I operations
4.
Precision approach - Category II operations
5.
Precision approach - Category III operations
6.
Circling
7.
Visual approach
8.
Conversion of reported meteorological visibility to RVR
135.08.11
PLANNING MINIMA FOR IFR FLIGHTS
1.
Planning minima for destination alternate aerodromes
2.
Planning minima for en route alternate aerodromes (Non-ETOPS
Flights)
3.
Planning minima for an ETOPS en route alternate aerodrome
135.08.14
MASS AND BALANCE
1.
Definition
2.
Loading, mass and balance
3.
Mass values for crew
4.
Mass values for passengers and baggage
5.
Mass and balance documentation
135.08.16
FUEL POLICY
1.
Contingency fuel
135.08.17
FUEL AND OIL SUPPLY
1.
Planning criteria for aeroplanes
135.08.20
NOISE ABATEMENT PROCEDURES
1.
Procedures
135.08.29
COMMENCEMENT AND CONTINUATION OF APPROACH
1.
Conversion of reported visibility
135.07.37
CARRY-ON BAGGAGE
1.
Procedures for stowing of carry-on baggage
135.09.1
AEROPLANE PERFORMANCE CLASSIFICATION
1.
Classification
Government Gazette 30 April 2003
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No. 2972
135.09.2
CLASS B AND CLASS D AEROPLANES
135.10.6
OPERATOR’S MAINTENANCE MANAGEMENT MANUAL
1.
Information to be contained in the manual
135.11.7
LIGHTS TO BE DISPLAYED BY SMALL AEROPLANE
1.
Aeroplane operating lights
135.11.10
SIGNALS
1.
Distress signals
2.
Urgency signals
3.
Visual signals used to warn an unauthorised aeroplane flying in, or
about to enter a restricted, prohibited or danger area
4.
Signals for aerodrome traffic
5.
Marshalling signals
135.11.13
MANDATORY RADIO COMMUNICATION IN CONTROLLED
AIRSPACE
1.
Radio communication failure procedures
135.11.14
MANDATORY RADIO COMMUNICATION IN ADVISORY
AIRSPACE
1.
Radio communication failure procedures
135.11.18
VISIBILITY AND DISTANCE FROM CLOUD
1.
Conditions of visibility and distance from cloud
135.11.28
SEMI-CIRCULAR RULE
1.
Semi-circular rule
135.12.4
TRAINING AND QUALIFICATIONS FOR LOW-VISIBILITY
OPERATIONS
1.
General
2.
Ground training
3.
Simulator training and/or flight training
4.
Conversion training requirements to conduct low-visibility take-off
and Category II and III operations
5.
Type and command experience
6.
Low-visibility take-off with RVR less than 150/200 m or visibility
less than 225 m
7.
Recurrent training and checking – Low-Visibility Operations
8.
LVTO and Category II or III recency requirements
TABLES
TABLE 1
:
MAXIMUM FLIGHT DUTY PERIOD : SINGLE-PILOT CREWAEROPLANES CERTIFIED FOR SINGLE-PILOT OPERATIONS
TABLE 2
:
MAXIMUM FLIGHT DUTY PERIOD : TWO-PILOT CREW AEROPLANES ACCLIMATISED TO LOCAL TIME
TABLE 3
:
MAXIMUM FLIGHT DUTY PERIOD : TWO-PILOT CREW AEROPLANES NOT ACCLIMATISED TO LOCAL TIME
TABLE 4
:
MAXIMUM FLIGHT DUTY PERIOD : BASIC CREW
CONSISTING OF THREE FLIGHT CREW MEMBERS AEROPLANES ACCLIMATISED TO LOCAL TIME
TABLE 5
:
MAXIMUM FLIGHT DUTY PERIOD : BASIC CREW
CONSISTING OF THREE FLIGHT CREW MEMBERS AEROPLANES NOT ACCLIMATISED TO LOCAL TIME
Government Gazette 30 April 2003
No. 2972
TABLE 6
:
9
GPS TRAINING SYLLABUS
ANNEXURES
ANNEXURE A :
PILOT-IN-COMMAND’S DISCRETION REPORT
ANNEXURE B :
GLOBAL POSITIONING SYSTEM VERIFICATION DATA
SHEET
ANNEXURE C :
APPLICATION FOR THE ISSUING OF AN AIR OPERATOR
CERTIFICATE
APPLICATION FOR THE AMENDMENT OF AN AIR
OPERATOR CERTIFICATE
APPLICATION FOR THE RENEWAL OF AN AIR
OPERATOR CERTIFICATE
ANNEXURE D :
AIR OPERATOR CERTIFICATE
ANNEXURE E :
APPLICATION FOR THE ISSUING OF A FOREIGN AIR
OPERATOR PERMIT
APPLICATION FOR THE AMENDMENT OF A FOREIGN
AIR OPERATOR PERMIT
APPLICATION FOR THE RENEWAL OF A FOREIGN AIR
OPERATOR PERMIT
ANNEXURE F :
FOREIGN AIR OPERATOR PERMIT
Government Gazette 30 April 2003
10
135.01.5
1.
No. 2972
INFORMATION ON EMERGENCY AND SURVIVAL EQUIPMENT
CARRIED
Emergency and survival list
The operator must have a list containing the following minimum information regarding
the emergency and survival equipment carried on board:
(1)
The number, colour and type of life rafts and pyrotechnics;
(2)
details of emergency medical supplies;
(3)
water supplies; and
(4)
type and frequencies of emergency portable radio equipment.
135.01.9
1.
ELECTRONIC DEVICES
Operation of electronic devices on board a small aeroplane during flight time
a)
Electronic devices which are not intentional transmitters of radio signals,
may, with the prior permission of the pilot-in-command, be operated on
board a small aeroplane, but only in the cruise phase of flight.
Examples of such devices are -
b)
135.01.15
1.
(1)
laptop computers;
(2)
video cameras;
(3)
tape recorders;
(4)
electronic entertainment devices; and
(5)
hand held calculators.
Cellular telephones/mobile telephones shall not be operated on board a small
aeroplane once the engines have been stated in preparation for a flight and
shall remain switched off untill the doors of the aeroplane are opened at the
completion of the flight.
SUBCHARTERING
Subchartering
An operator may subcharter an aeroplane or crew, or both an aeroplane and crew in
circumstances where the operator is faced with an immediate, urgent and unforeseen
need for a replacement aeroplane and/or crew.
135.02.7
1.
DUTIES OF PILOT-IN-COMMAND REGARDING FLIGHT
PREPARATION
Category II approach
A Category II approach is an ILS approach procedure which provides for an approach to
a decision height lower than 200 feet but not lower than 100 feet and a RVR of not less
than 350 m, in the case of a manual landing, or 300 m, in the case of an automatic
landing.
Government Gazette 30 April 2003
No. 2972
2.
11
Category III approach
A Category III approach is divided into a -
3.
(1)
Category III A approach, which is an ILS approach procedure which provides
for an approach with either a decision height lower than 100 feet or with no
decision height and with a RVR of not less than 200 m;
(2)
Category III B approach, which is an ILS approach procedure which provides
for an approach with either a decision height lower than 50 feet or with no
decision height and with a RVR of less than 200 m but not less than 75 m;
and
(3)
Category III C approach which is an ILS approach procedure which provides
for an approach with no decision height and no RVR limitations.
Adequate and suitable aerodromes
For the purposes of CAR 135.02.7(1)(s) (1)
an adequate aerodrome is an aerodrome licensed or approved or a heliport
in an urban area approved in terms of Part 139 or is found to be equivalent
to the safety requirements prescribed in Part 139; and
(2)
a suitable aerodrome is an adequate aerodrome with weather reports, or
forecasts or any combination thereof, indicating that the weather conditions
are at or above operating minima, as specified in the operation specifications,
the field condition reports indicate that a safe landing can be accomplished
at the time of the intended operation and the facilities necessary to complete
an approach at such aerodrome is operational.
135.02.10
1.
FLIGHT TIME AND DUTY SCHEME
Definitions
Any word or expression to which a meaning has been assigned in the Aviation Act, 1962,
and the Namibian Civil Aviation Regulations, 1999, bears, when used in this technical
standard, the same meaning unless the context indicates otherwise, and “days off” means periods available for leisure and relaxation, no part of which forms
part of a duty period. A single day off must include two local nights. Consecutive days
off must include a further local night for each consecutive day off. Whenever possible,
and if required by the crew member, days off should be taken in the home environment;
“duty period” means any continuous period throughout which either a flight crew member
flies in any aeroplane, whether as a flight crew member or as a passenger, at the behest of
his or her employer, or otherwise carries out a required duty in the course of his or her
employment. It includes any flight duty period, positioning at the behest of the operator,
ground training, office duties, flight watch, home reserve and standby duty;
“flight duty period” means any time during which a person operates in an aeroplane as a
member of its flight crew. It starts when the flight crew member is required by an operator
to report for a flight, and finishes at on-chocks or engines off, on the final sector for that
flight crew member and include 15 minutes of post-flight activities for small operators
and 30 minutes for large operators i.e. operators who operate more than 50 aircraft;
“flight watch” means a period of time during which a flight crew member be required to
check with the operator at specified times as to whether his or her services as a flight
crew member will be required and, should this be the case, will report for duty at the time
then specified;
Government Gazette 30 April 2003
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No. 2972
“home reserve” means a period of time during which a flight crew member must be
prepared to respond to a call out for flight duties as yet unspecified. The flight crew
member must report for duty within a specified time from call out;
“late finish/early start” means any duty that is carried out within any part of the period
0100 to 0650 hours local time, to which a crew member is acclamitized;
“local night” means a period of eight hours falling within the ten hour period from 21h00
to 07h00 local time;
“positioning” means the practice of transferring flight crew from place to place as
passengers in surface or air transport at the behest of the operator;
“reporting time” means the time at which a crew member is required by an operator to
report for any duty;
“rest period” means a period before starting a flight duty period which is intended to
ensure that a flight crew member is adequately rested before a flight;
“sector” means the time between an aircraft first moving under its own power until it
next comes to rest after landing, on the designated parking position;
“split duty” means a flight duty period which consists of two or more flight duties which
are separated by less than the minimum rest period;
“standby duty” means a period of time during which a flight crew member is in a position
to commence a flight duty at once.
2.
Requirements of the Namibian Civil Aviation Regulations, 2001
(1)
CAR 135.02.10 requires that an operator of an aeroplane must have a scheme for
the regulation of flight time and duty periods of the flight crew.
(2)
CAR 135.02.10 also requires that a flight crew member may not fly, and an operator
may not require that flight crew member to fly, if either has reason to believe that
he or she is suffering or is likely to suffer while flying, from such fatigue as may
endanger the safety of the aeroplane or of its occupants.
(3)
Every flight crew member is required to inform the operator of all flying he or she
has undertaken if the cumulative amount of such flying and any scheduled duties
is likely to exceed the maximum laid down in the Regulations.
3.
Operators’ schemes and their approval
4.
(1)
An operator must submit a proposed scheme for the regulation of flight
time and duty periods and minimum rest periods to the Director for approval.
(2)
Any deviation from the approved scheme must be submitted to the Director
for approval.
(3)
Non-availability of auto pilot or auto stabilisation systems requires a
reduction in flight time and duty period in respect of commercial air transport
and IFR operations.
General principles of control of flight, duty and rest time
(1)
The prime objective of any scheme of flight time limitations is to ensure
that flight crew members are adequately rested at the beginning of each
flight duty period. Aeroplane operators will therefore need to take account
of interrelated planning constraints on -
Government Gazette 30 April 2003
No. 2972
5.
13
(a)
individual duty and rest periods;
(b)
the length of cycles of duty and the associated periods of time off; and
(c)
cumulative duty hours within specific periods.
(2)
Duties must be scheduled within the limits of the operator’s scheme. To
allow for unforeseeable delays the pilot-in-command may, within conditions
prescribed in paragraph 7, 6, use his or her discretion to exceed the limits
on the day.
(3)
Other general considerations in the sensible planning of duties are (a)
the need to construct consecutive work patterns which will avoid, as
far as possible, such undesirable rostering practices as alternating
day/night duties and the positioning of flight crew in a manner likely
to result in a serious disruption of established sleep/work patterns;
(b)
the need, particularly where flights are carried out on a programmed
basis, to allow a reasonable period for the pre-flight notification of
duty to flight crew, other than those on standby; and
(c)
the need to plan time off and also to ensure that flight crew members
are notified of their allocation well in advance.
Responsibilities of flight crew members
It is the responsibility of all flight crew members to make optimum use of the opportunities
and facilities for rest provided by the operator, and to plan and use their rest periods
properly so as to minimise the risk of fatigue.
6.
Standard provisions required for an operator’s scheme
(1)
The standard provisions which the Director regards as the basis for an
acceptable scheme of flight and duty limitations and which, if included in
an operator’s scheme, will facilitate approval by the Director are contained
in paragraphs 7 to 13 below.
(2)
Although operators are expected to plan their schemes in accordance with
the requirements, it is however, recognised that the standard provisions will
not necessarily be completely adaptable to every kind of operation. In
exceptional circumstances, operators may apply to have variations from
the standard provisions included in their schemes. However, such variations
should be kept to a minimum and approval will only be granted where an
operator can show that these proposed provisions will ensure an equivalent
level of protection against fatigue.
7.
Limitations of single flight duty periods - flight crew
7.1
Maximum rostered flight duty periods
Standard reporting times prior to flight must be specified by the operator. Pre-flight
duties are part of the FDP. A period of duty must be allowed for post flight activities: the
minimum for large operators i.e. more than 50 aircraft, is 30 minutes and 15 minutes for
others. The time spent between reporting for a flight and the completion of post-flight
duties determines the length of the subsequent rest period.
The maximum rostered flight duty period (FDP) (in hours) must be in accordance with
Table 1, or Table 2 or 3, or Table 4 or 5. Rostering limits in the tables may be extended by
in-flight relief or split duty under the terms of paragraphs 7.2 and 7.3. On the day, the
pilot-in-command may at his or her discretion further extend the FDP actually worked in
accordance with paragraph 7.6.
Government Gazette 30 April 2003
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(1)
No. 2972
Maximum FDP - Two-pilot crews : aeroplanes
Table 2 applies when the FDP starts at a place where the flight crew member
is acclimatised to local time, and Table 3 applies to other times. To be
considered acclimatised for the purpose of this technical standard, a flight
crew member must be allowed three consecutive local nights free of duty
within a local time zone band which is two hours wide. He or she will
thereafter be considered to remain acclimatised to that same time zone band
until he or she ends a duty period at a place where local time falls outside
this time zone band.
(2)
Maximum FDP - Two-pilots plus additional flight crew member : aeroplanes
Table 4 applies when the FDP starts at a place where the flight crew member
is acclimatised to local time, and Table 5 applies at other times. To be
considered acclimatised for the purposes of this technical standard, a flight
crew member must be allowed three consecutive local nights free of duty
within a local time zone band which is two hours wide. He or she will
thereafter be considered to remain acclimatised to that same time zone band
until he or she ends a duty period at a place where local time falls outside
this time zone band.
(3)
Limits on two flight crew long range operations
(This paragraph does not apply to cabin crew members)
When an aeroplane flight crew comprises only two pilots, the allowable
FDP is calculated as follows: A sector scheduled for more than 7 hours is
considered as a multi-sector flight, as below:
Scheduled sector
times
Acclimatised to
local time Sectors
Not acclimatised
to local time
Sectors
Sector length over 7
hrs but not more than
9 hrs
Sector length over 9
hrs but not more than
11 hrs
Sector length over 11
hrs
2
4
3
4
4
Not applicable
Table 2 is then entered with the start time of the duty period and the
“modified” number of sectors, to determine the allowable FDP.
When an additional, current, type rated pilot is a flight crew member, then
these limits do not apply and the permissible FDP is determined by entering
Table 2 or 3 with time of start and the actual sectors planned.
7.2
Extension of flight duty period by in-flight relief
(1)
When any additional flight crew member is carried to provide in-flight relief
for the purpose of extending a FDP, he or she must hold qualifications which
are equal or superior to those held by the crew member who is to be rested.
(2)
When in-flight relief is provided, there must be available, for the flight
crew member who is resting, a comfortable reclining seat or bunk separated
and screened from the flight deck and passengers.
(3)
A total of in-flight rest of less than three hours will not count towards
extension of an FDP, but where the total of in-flight rest (which need not be
Government Gazette 30 April 2003
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15
consecutive) is three hours or more, the rostered FDP may be extended
beyond that permitted in Tables 2 and 3 or 4 and 5 by:
(4)
7.3
(a)
If rest is taken in a bunk, a period equal to one half of the total of rest
taken, provided that the maximum FDP permissible is 18 hrs (or 19
hrs in the case of cabin crew members); and
(b)
if rest is taken in a seat, a period equal to one third of the total of rest
taken, provided that the maximum FDP permissible is 15 hrs (or 16
hrs in the case of cabin crew members).
Where a flight crew member undertakes a period of in-flight relief and after
its completion is wholly free of duty for the remainder of the flight, that
part of the flight following completion of duty may be classed as positioning
and be subject to the controls on positioning detailed in paragraph 7.4.
Extension of flight duty period by split duty
When a FDP consists of two or more duties separated by less than a minimum rest
period, then the FDP may be extended beyond that permitted in the tables by the
amounts indicated below:
Consecutive hour
rest
Maximum extension of the
FDP
Less than 3
Nil
3 - 10
Period equal to half of the consecutive
hours rest taken
The rest period must not include the time required for immediate post-flight and
pre-flight duties. When the rest period is not more than six hours, it will be sufficient
if a quiet and comfortable place is available, not open to the public, but if the rest
period is more than six consecutive hours, then a bed must be provided.
7.4
Positioning
All time spent on positioning as required by the operator is classed as duty, but
positioning does not count as a sector when assessing the maximum permissible
FDP. Positioning, as required by the operator, which immediately precedes a FDP,
is included as part of the FDP for the purpose of paragraph 7.1.
7.5
Travelling time
(1)
Travelling time other than that time spent on positioning may not be classed
as duty time and may not be included in cumulative totals of duty hours.
Note: Travelling time from home to departure aerodrome can become an
important factor if long distances are involved. If the journey time from
home to the normal departure aerodrome is lengthy, flight crew members
should make arrangements for accommodation nearer to their bases to
ensure adequate pre-flight rest.
(2)
Where travelling time between the aerodrome and sleeping accommodation
provided by the operator exceeds thirty minutes each way, the rest period
must be increased by the amount of the excess, or such lesser time as is
consistent with a minimum of ten hours at the sleeping accommodation.
(3)
When flight crew members are required to travel from their home to an
aerodrome other than the one from which they normally operate, the assumed
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travelling time from the normal aerodrome to the other aerodrome is classed
as positioning and is subject to the controls of positioning detailed in
paragraph 7.4.
7.6
Pilot-in-command’s discretion to extend a flight duty period
(1)
A pilot-in-command may, after taking note of the circumstances of other
members of the crew, at his or her discretion, extend a FDP beyond the
maximum normally permitted in Tables 1, 2, 3, 4 and 5, provided he or she
is satisfied that the flight can safely be made. In these circumstances the
maximum normally permitted is calculated according to what actually
happens, not on what was planned to happen. An extension of 3 hours is the
maximum permitted, except in cases of emergency (see Note 2). The
operator’s scheme must include guidance to pilots-in-command on the limits
within which discretion to extend a FDP may be exercised.
(2)
Whenever a pilot-in-command so exercises his or her discretion, he or she
must report it to the operator and, should the maximum normally permitted
be exceeded by more than two hours, both the pilot-in-command and the
operator must submit a written pilot-in-command’s discretion report extension of flight duty period, to the Director within thirty days.
Notes: 1.
2.
7.7
Discretion reports either concerning extension of a flight duty
period or reduction of a rest period must be submitted in the
form contained in Annexure A. Those reports will be used by
the Director when assessing the realism of particular
schedules.
An emergency in respect of an extension of a flight duty period
is a situation which in the judgement of the pilot-in-command
presents serious risk to health or safety of crew, passengers,
or endangers the lives of others.
Delayed reporting time
When flight crew members are informed of a delay before leaving their
place of rest the FDP starts at the new reporting time or four hours after the
original reporting time, whichever is the earlier. The maximum FDP is based
on the original reporting time. This paragraph does not apply if flight crew
members are given ten hours or more notice of a new reporting time.
7.8
Mixed Simulator and Aircraft Flying
This paragraph does not apply to cabin attendants.
When a crew member flies in the simulator, either on a check or training flight, or as
a Training Captain or Instructor, and then within the same duty period flies as a crew
member on a public transport flight, all the time spent in the simulator is counted in
full towards the subsequent FDP. Similator flying does not count as a sector, but the
FDP allowable is calculated from the report time of the simulator detail.
7.9
Late Finish/Early Start
The condition set in this paragraph only applies when a crew member is
acclimatized.
(a)
Sleep deprivation, leading to the onset of fatigue, can arise if a crew member
is required to report early for duty, or finishes a duty late, on a number of
consecutive days. Therefore, not more than 3 consecutive duties that occur
in any part of the period 0100 to 0659 local time can be undertaken, nor
may there be more than 4 such duties in any 7 consecutive days. When a
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crew member is occupying suitable accomodation provided by the operator,
and the normal journey time from that accommodation to the reporting point
at the airfield does not exceed 15 minutes, then 0659 local time may be
changed to 0559 local time.
(b)
8.
However, crew members who are employed on a regular early morning
duty for a maximum of 5 consecutive duties shall work to the following:
(i)
The minimum rest period before the start of such a series of duties is
24 hours.
(ii)
The duty will not exceed 9 hours, irrespective of the sectors flown.
(iii)
At the finish of such a series of duties, crew members will have a
minimum of 63 hours free from all duties.
(c)
Should a crew member be scheduled for duty that occurs during any part of
the period 0200 to 0459 local time, for a minimum of 2 and a maximum of
3 consecutive nights, then crew members must be free from all duties by
2100 hours local time before covering the block of consecutive night duties,
such that the crew members can take a rest period during a local night.
(d)
However, crew members who are employed on a regular night duty for a
maximum of 5 consecutive nights shall work to the following:
(i)
The minimum rest period before the start of such a series of duties in
24 hours.
(ii)
The duty will not exceed 8 hours, irrespective of the sectors flown.
(iii)
At the finish of such a series of duties crew members will have a
minimum of 54 hours free from all duties.
Rest periods
(1)
It is the responsibility of the operator to notify flight crew members of a
flight duty period so that adequate and, within reason, uninterrupted preflight rest can be obtained by the flight crew. Away from base, the operator
must provide the opportunity and facilities for the flight crew to obtain
adequate pre-flight rest. It is the operator’s responsibility to ensure that rest
accommodation is satisfactory. When operations are carried out at such short
notice that it is impracticable for an operator to ensure that rest
accommodation is satisfactory, it will be the pilot-in-command’s
responsibility to obtain satisfactory accommodation.
(2)
(a)
(3)
Each duty period, including flight watch and home reserve, must be
preceded by a rest period of at least:
(i)
at least as long as the preceding duty period, or
(ii)
12 consecutive hours; whichever is the greater.
Pilot-in-command’s discretion to reduce a rest period
A pilot-in-command may, after taking note of the circumstances of other
members of the crew, at his or her discretion, reduce a rest period to below
the minimum required by paragraph 8(2) and 12(2)(b). The exercise of such
discretion must be considered exceptional and should not be used to reduce
successive rest periods. A rest period must be long enough to allow flight
crew members at least ten hours, at the accommodation where the rest is
taken. If a rest period is reduced, the pilot-in-command must submit a report
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to his or her employer, and if the reduction exceeds one hour, must submit
a written report to the Director within fourteen days. (See note 1 to paragraph
7.6(2)).
(4)
9.
For the purpose of calculating the minimum rest period before
commencement of duties, the required post flight duties on completion of
the previous FDP is added to such FDP.
Duty periods
(1)
The following limits apply:
Duty
(2)
10.
Maximum duration
Flight watch
Home reserve
Positioning
No limit*
No limit*
No maximum**
Standby
Maximum 12 hours (not necessarily
consecutive) in any 24 hour period
Standby + FDP
20 hours
*
However, the provisions of item (2) applies.
**
However, the provisions of paragraph 7.4 applies.
For the purpose of calculating duty time, the following applies:
(a)
For the calculation of accumulated duty time in terms of paragraph
11, flight watch and home reserve is credited on the basis of eight
hours for every period of twenty four or fewer consecutive hours, or
on a one-for-one basis, whichever is the lesser.
(b)
Standby duty time must count fully as duty time for the calculation of
accumulated duty time in terms of paragraphs 8(2)(c) and (d) and 11.
(c)
See paragraph 7.4 in respect of positioning time.
Days off
Flight crew members must -
11.
(1)
not work more than seven consecutive days between days off; and
(2)
have two consecutive days off in any consecutive fourteen days; and
(3)
have a minimum of six days off in any consecutive four weeks at the
aerodrome from which they normally operate; and
(4)
have an average of at least eight days off in each consecutive four week
period, averaged over three such periods.
Cumulative duty and flying hours
Maximum cumulative duty hours for flight crew shall not exceed;
55 hours in 1 week, but may be increased to
60 hours, when a rostered duty covering a
series of duty periods, once commenced, is
subject to unforseen delays
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95 hours in any 2 consecutive weeks and
190 hours in any 4 consecutive weeks.
When a crew member is not rostered for either standby or flying duties for 28 or more
consecutive days then any duty hours worked need to be added to cumulative totals.
However, when a crew member is anticipated to return to either standby or flying duties
the duty hours worked in the 28 days preceding that duty must be recorded. Before
allocating a flying duty to a crew member the operator must be satisfied that the crew
member is in compliance with the scheme.
Calculation of Cumulative Duty Hours (all aircraft)
Duty hours shall be added to cumulative totals in accordance with the following:
(a)
To count in full:
(i)
(ii)
(iii)
(b)
Duty periods and flying duty periods, plus subsequent post-flight duties.
All standby duty, except that specified in (b)(i) and (ii) below
The time spent on positioning
To count as half the time on duty:
(i)
(ii)
The standby duty, when the period of notice given to the crew member by
the operator before reporting for duty, is treble or more the specified
minimum report time.
The standby duty when undertaken at home, or in suitable accommodation
provided by the operator, takes place during the period 2200 to 0800 hours,
and the crew member can take undisturbed rest and is not called out for
duty.
12.
Cabin crew members
(1)
The requirements detailed in this paragraph are applicable to all cabin crew
members carried as cabin crew members.
(a)
12.
The limitations which apply to cabin crew members are those contained in
paragraphs 7 to 11.
Records to be maintained
An operator must retain all pilot-in-command discretion reports of extended flight duty
periods and reduced rest periods for a period of at least six months.
135.03.1
1.
TRAINING OF FLIGHT CREW MEMBERS
Training syllabus
The training syllabus for flight crew members required in terms of CAR 135.03.1, is (1)
the syllabi prescribed in Part 61, for initial training;
(2)
the syllabi prescribed in TS 135.03.3 for conversion training;
(3)
the syllabi prescribed in TS 135.03.4 and 135.03.6, for differences training
and familiarisation training and recurrent training and checking; and
(4)
the syllabi prescribed in Part 92 for initial and refresher dangerous goods
training.
135.03.3
1.
CONVERSION TRAINING
Operator’s type conversion training course syllabus
(1)
An operator’s type conversion course syllabus must include the following
items:
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(2)
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(a)
Ground training and checking including aeroplane systems, normal,
abnormal and emergency procedures;
(b)
emergency and safety equipment training and checking which must
be completed before aeroplane training commences;
(c)
crew resource management training;
(d)
aeroplane/simulator training and checking; and
(e)
operational flying under supervision and check.
The type conversion course must be conducted in the order set out in
subparagraph (1) above.
2.
Crew resource management training
2.1
Procedures
(1)
If the flight crew member has not previously completed an operator’s
conversion course, the operator must ensure that a crew resource
management (CRM) course with a full length syllabus is completed. The
flight crew member should not be assessed either during or upon completion
of this course.
(2)
If the flight crew member undergoes a subsequent conversion course with
the same or another operator, he or she should complete the appropriate
elements of the CRM course. The flight crew member should not be assessed
either during or upon completion of this training.
(3)
Recurrent training:
(4)
(a)
Where an operator utilises line orientated flying training (LOFT) in
the recurrent training programme, the flight crew member should
complete elements of CRM training. The flight crew member should
not be assessed.
(b)
Where an operator does not utilise LOFT, the flight crew member
should complete elements of CRM training every year. The flight
crew member should not be assessed.
(c)
An operator should ensure that flight crew members complete the
major elements of the full length CRM course over a four year
recurrent training cycle. The flight crew member completing this
refresher training should not be assessed.
(d)
When a flight crew member undergoes an operator proficiency check,
operational check or command course, then CRM skills should be
included in the overall assessment.
The successful resolution of aeroplane emergencies requires interaction
between flight crew and emphasis should be placed on the importance of
effective coordination and two-way communication between all flight crew
members in various emergency situations. Initial and recurrent CRM training
should include joint practice in aeroplane evacuations so that all who are
involved are aware of the duties each flight crew member should perform.
When such practice is not possible, the training should include joint
discussion of emergency scenarios.
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2.2
21
Objective and contents
(1)
CRM is the effective utilisation of all available resources (e.g. flight crew
members, aeroplane systems and supporting facilities) to achieve safe and
efficient operation.
(2)
The objective of CRM is to enhance the communication and management
skills of the flight crew member concerned. The emphasis is placed on the
non-technical aspects of flight crew performance.
(3)
CRM training should include the following elements:
(a)
Statistics and examples of human factor related accidents;
(b)
human perception, learning process;
(c)
situational awareness;
(d)
management of workload, tiredness or fatigue, and vigilance management of stress;
(e)
operator’s standard operating procedures;
(f)
personality type, delegation, leadership, effective communication
skills;
(g)
the CRM loop:
Notion of energy
Inquiry (or explore, examine, scrutinise)
{
Conflict resolution
Decision making
Critique
Feedback
(h)
effective communication and co-ordination within the flight crew,
and between flight crew members and other operational personnel
(air traffic service, maintenance personnel, etc.);
(i)
error chain and taking actions to break the error chain; and
(j)
implications of automation on CRM.
(4)
CRM training should also address the nature of the operator’s operations as
well as the associated flight crew operating procedures. This will include
areas of operations which produce particular difficulties, adverse
climatological conditions and any unusual hazards.
(5)
CRM training should include both:
(6)
(a)
Classroom training; and
(b)
practical exercises including group discussions and accident reviews
to analyse communication problems and instances or examples of a
lack of information or flight crew management.
Ideally, the CRM training course should last a minimum of 3 days, but
providing the whole syllabus is covered, then a 2 day course may be
acceptable. A one day course for single-pilot operations may be acceptable.
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(7)
As part of the operations manual, the CRM course (for conversion and
recurrent training) is approved by the Director. An operator may use a course
provided by another operator, if that course has already been approved.
135.03.8
PILOT QUALIFICATION TO OPERATE IN EITHER PILOT’S
SEAT
1.
Training
(1)
(a)
An engine failure during take-off;
(b)
a one-engine inoperative approach and go-around;
(c)
a one-engine inoperative landing; and
(d)
Category II or Category III operations, if applicable.
(2)
When engine-out manoeuvres are carried out in the aeroplane, the engine
failure must be simulated.
(3)
When operating in the right-hand seat, the checks required for operating in
the left-hand seat must, in addition, be valid and current.
(4)
A pilot relieving as pilot-in-command, must demonstrate practice of drills
and procedures, concurrent with the operator proficiency checks prescribed
in CAR 135.03.7, which would otherwise have been the responsibility of
the pilot-in-command. Where the differences between left and right seats
are not significant (for example because of use of autopilot) then practice
may be conducted in either seat.
(5)
A pilot other than the pilot-in-command occupying the left-hand seat, must
demonstrate practice of drills and procedures, concurrent with the operator
proficiency checks prescribed in CAR 135.03.7, which would otherwise
have been the pilot-in-command’s responsibility acting as pilot non-flying.
Where the differences between left and right seats are not significant (for
example because of use of autopilot) then practice may be conducted in
either seat.
135.04.3
1.
A pilot-in-command required to operate in the right-hand seat and carry out
the duties of co-pilot, or a pilot-in-command required to conduct training or
examining duties from the right-hand seat, must complete additional training
and checking as specified in the operations manual, concurrent with the
operator proficiency checks prescribed in CAR 135.03.7. This additional
training must include at least the following:
OPERATIONS MANUAL
Structure of operations manual
(1)
An operator must ensure that the main structure of the operations manual is
as follows:
Part 1 : General
This part must comprise all non type-related operational policies, instructions
and procedures needed for a safe operation and must comply with all relevant
CARs.
Part 2 : Aeroplane operating matters
This part must comprise all type-related instructions and procedures needed
for a safe operation. It must take account of the different types of aeroplanes
or variants used by the operator.
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Part 3 : Route and aerodrome instructions and information
This part must comprise all instructions and information needed for the
area of operation.
Part 4 : Training
This part must comprise all training instructions for personnel required for
a safe operation.
(2)
An operator must ensure that the contents of the operations manual are in
accordance with paragraph 2 of this technical standard, and relevant to the
area and type of operation.
(3)
An operator must ensure that the detailed structure of the operations manual
is approved by the Director.
2.
Contents of operations manual
2.1
PART 1 : GENERAL
2.1.1 Administration and control of operations manual
(1)
(2)
Introduction
(a)
A statement that the manual complies with all applicable CARs and
with the terms and conditions of the applicable air operator certificate.
(b)
A statement that the manual contains operational instructions that
are to be complied with by the relevant personnel.
(c)
A list and brief description of the various parts, their contents,
applicability and use.
(d)
Explanations and definitions of terms and words needed for the use
of the manual.
System of amendment and revision
(a)
Who is responsible for the issuance and insertion of amendments
and revisions.
(b)
A record of amendments and revisions with insertion dates and
effective dates.
(c)
A statement that handwritten amendments and revisions are not
permitted except in situations requiring immediate amendment or
revision in the interests of aviation safety.
(d)
A description of the system for the annotation of pages and their
effective dates.
(e)
A list of effective pages.
(f)
Annotation of changes (on text pages and, as far as practicable, on
charts and diagrams).
(g)
Temporary revisions.
(h)
A description of the distribution system for the manuals, amendments
and revisions.
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2.1.2 Organisation and responsibilities
(1)
Organisational structure
A description of the organisational structure including the general
organogram and operations department organogram. The organogram must
depict the relationship between the Operations Department and the other
Departments of the organisation. In particular, the subordination and
reporting lines of all Divisions, Departments etc., which pertain to the safety
of flight operations, must be shown.
(2)
Nominated postholders
The name of each nominated postholder responsible for flight operations,
the maintenance system, flight crew training and ground operations. A
description of their function and responsibilities must be included.
(3)
Responsibilities and duties of operations management personnel
A description of the duties, responsibilities and authority of operations
management personnel pertaining to the safety of flight operations and the
compliance with the applicable CARs.
(4)
Authority, duties and responsibilities of the pilot-in-command
A statement defining the authority, duties and responsibilities of the pilotin-command.
(5)
Duties and responsibilities of flight crew members other than the pilot-incommand.
A statement defining the duties and responsibilities of flight crew members
other than the pilot-in-command.
2.1.3 Operational control and supervision
(1)
(2)
Supervision of the operation by the operator
(a)
A description of the system for supervision of the operation by the
operator. This must show how the safety of flight operations and the
qualifications of personnel are supervised. In particular, the procedures
related to the following items must be described:
(b)
Licence and qualification validity;
(c)
competence of operations personnel; and
(d)
control, analysis and storage of records, flight documents, additional
information and data.
System of promulgation of additional operational instructions and
information
A description of any system for promulgating information which may be of
an operational nature but is supplementary to that in the operations manual.
The applicability of this information and the responsibilities for its
promulgation must be included.
(3)
Accident prevention and flight safety programme
(a)
A description of the main aspects of the flight safety programme
including -
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(4)
25
(b)
programmes to achieve and maintain risk-awareness by all persons
involved in flight operations; and
(c)
evaluation of aviation accidents and incidents and the promulgation
of related information.
Operational control
A description of the procedures and responsibilities necessary to exercise
operational control with respect to flight safety.
2.1.4 Quality assurance system
A description of the quality assurance system adopted.
2.1.5 Flight crew composition
(1)
Flight crew composition
An explanation of the method for determining flight crew compositions
taking account of the following:
(2)
(a)
The type of aeroplane being used;
(b)
the area and type of operation being undertaken;
(c)
the phase of the flight;
(d)
the minimum flight crew requirement and flight time and duty period
planned;
(e)
experience (total and on type), recency and qualification of the flight
crew members; and
(f)
the designation of the pilot-in-command and, if necessitated by the
duration of the flight, the procedures for the relief of the pilot-incommand or other members of the flight crew.
Designation of the pilot-in-command
The rules applicable to the designation of the pilot-in-command.
(3)
Flight crew incapacitation
Instructions on the succession of command in the event of flight crew
incapacitation.
2.1.6 Qualification requirements
(1)
A description of the required licence, rating(s), qualification/competency
(e.g. for routes and aerodromes), experience, training, checking and recency
for operations personnel to conduct their duties. Consideration must be given
to the aeroplane type, kind of operation and composition of the flight crew.
(2)
Flight crew
(a)
Pilot-in-command
(b)
Co-pilot
(c)
Pilot under supervision
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Operation on more than one type or variant.
(3)
Training, checking and supervision personnel for flight crew.
(4)
Other operations personnel.
2.1.7 Flight crew health precautions
(1)
Flight crew health precautions
The relevant regulations and guidance to flight crew members concerning
health including (a)
alcohol and other intoxicating liquor;
(b)
narcotics;
(c)
drugs;
(d)
sleeping tablets;
(e)
pharmaceutical preparations;
(f)
immunisation;
(g)
scuba diving;
(h)
blood donation;
(i)
meal precautions prior to and during flight;
(j)
sleep and rest; and
(k)
surgical operations.
Note: See Document NAM-CATS-MR.
2.1.8 Flight time limitations
(1)
Flight time and duty period limitations and rest requirements
A description of the flight time and duty period limitations and rest
requirements prescribed in TS 135.02.10 as applicable to the operation.
(2)
Exceedances of flight time and duty period limitations and/or reductions of
rest periods
Conditions under which flight time and duty period may be exceeded or
rest periods may be reduced and the procedures used to report these
modifications.
2.1.9 Operating procedures
(1)
Flight preparation instructions
As applicable to the operation:
(a)
Minimum flight altitudes
A description of the method of determination and application of
minimum altitudes including -
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(i)
a procedure to establish the minimum altitudes/flight levels
for VFR flights; and
(ii)
a procedure to establish the minimum altitudes/ flight levels
for IFR flights.
(b)
Criteria for determining the usability of aerodromes
(c)
Methods for the determination of aerodrome operating minima
The method for establishing aerodrome operating minima for IFR
flights in accordance with TS 135.08.11. Reference must be made to
procedures for the determination of the visibility and/or runway visual
range and for the applicability of the actual visibility observed by the
pilots, the reported visibility and the reported runway visual range.
(d)
En route operating minima for VFR flights or VFR portions of a
flight and, where single-engine aeroplanes are used, instructions for
route selection with respect to the availability of surfaces which permit
a safe forced landing.
(e)
Presentation and application of aerodrome and en route operating
minima
(f)
Interpretation of meteorological information
Explanatory material on the decoding of MET forecasts and MET
reports relevant to the area of operations, including the interpretation
of conditional expressions.
(g)
Determination of the quantities of fuel, oil and water methanol carried
The methods by which the quantities of fuel, oil and water methanol
to be carried, are determined and monitored in flight. This section
must also include instructions on the measurement and distribution
of the fluid carried on board. Such instructions must take account of
all circumstances likely to be encountered on the flight, including the
possibility of in-flight replanting and of failure of one or more of the
aeroplane’s power plants. The system for maintaining fuel and oil
records must also be described.
(h)
Mass and centre of gravity
The general principles of mass and centre of gravity including:
(i)
Definitions;
(ii)
methods, procedures and responsibilities for preparation and
acceptance of mass and centre of gravity calculations;
(iii)
the policy for using either standard and/or actual masses;
(iv)
the method for determining the applicable passenger, baggage
and cargo mass;
(v)
the applicable passenger and baggage masses for various types
of operations and aeroplane types;
(vi)
general instruction and information necessary for verification
of the various types of mass and balance documentation in
use;
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(vii) last minute changes procedures;
(viii) specific gravity of fuel, oil and water methanol; and
(ix)
(i)
seating policy/procedures.
Flight plan
Procedures and responsibilities for the preparation and submission
of the flight plan. Factors to be considered include the means of
submission for both individual and repetitive flight plans.
(j)
Operational flight plan
Procedures and responsibilities for the preparation and acceptance of
the operational flight plan. The use of the operational flight plan must
be described including samples of the operational flight plan formats
in use.
(k)
Operator’s flight folio
The responsibilities and the use of the operator’s flight folio must be
described, including samples of the format used.
A technical log may be used in place of a flight folio, if it contains the
required information.
(l)
(2)
List of documents, forms and additional information to be carried.
Ground handling instructions
(a)
Fueling procedures
A description of fueling procedures, including -
(b)
(i)
safety precautions during refueling and defueling including
when an APU is in operation or when a turbine engine is running
and the prop-brakes are on;
(ii)
refueling and defueling when passengers are embarking, on
board or disembarking ; and
(iii)
precautions to be taken to avoid mixing fuels.
Aeroplane, passengers and cargo handling procedures related to safety
A description of the handling procedures to be used when allocating
seats and embarking and disembarking passengers and when loading
and unloading the aeroplane. Further procedures, aimed at achieving
safety whilst the aeroplane is on the apron, must also be given.
Handling procedures must include (i)
disembarkation of persons;
(ii)
sick passengers and persons with reduced mobility;
(iii)
transportation of inadmissible passengers, deportees or persons
in custody;
(iv)
permissible size and weight of hand baggage;
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(v)
loading and securing of items in the aeroplane;
(vi)
special loads and classification of load compartments;
29
(vii) positioning of ground equipment;
(viii) operation of aeroplane doors;
(ix)
safety on the apron, including fire prevention, blast and suction
areas;
(x)
start-up, apron departure and arrival procedures;
(xi)
servicing of aeroplanes;
(xii) documents and forms for aeroplane handling; and
(xiii) multiple occupancy of aeroplane seats.
(c)
Procedures for the refusal of embarkation and for disembarkation
Procedures to ensure that persons who appear to be intoxicated or
who demonstrate by manner or physical indications that they are under
the influence of drugs, except medical patients under proper care, are
refused embarkation.
(d)
De-icing and anti-icing on the ground
A description of the de-icing and anti-icing policy and procedures
for aeroplanes on the ground. These must include descriptions of the
types and effects of icing and other contaminants on aeroplanes whilst
stationary during ground movements and during take-off. In addition,
a description of the fluid types used must be given including -
(3)
(i)
proprietary or commercial names;
(ii)
characteristics;
(iii)
effects on aeroplane performance;
(iv)
hold-over times; and
(v)
precautions during usage.
Flight procedures
(a)
VFR/IFR policy
A description of the policy for allowing flights to be made under
VFR, or of requiring flights to be made under IFR, or of changing
from one to the other.
(b)
Navigation procedures
A description of all navigation procedures relevant to the type(s) and
area(s) of operation.
Consideration must be given to (i)
standard navigation procedures including policy for carrying
out independent cross-checks of keyboard entries where these
affect the flight path to be followed by the aeroplane;
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No. 2972
(ii)
MNPS and POLAR navigation and navigation in other
designated areas;
(iii)
RNAV;
(iv)
in-flight replanning; and
(v)
procedures in the event of system degradation.
(c)
Altimeter setting procedures
(d)
Altitude alerting system procedures
(e)
Ground proximity warning system procedures
(f)
Policy and procedures for the use of TCAS/ACAS
(g)
Policy and procedures for in-flight fuel management
(h)
Adverse and potentially hazardous atmospheric conditions
Procedures for operating in, and/or avoiding, potentially hazardous
atmospheric conditions including (i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
(i)
thunderstorms;
icing conditions;
turbulence;
windshear;
jetstream;
volcanic ash clouds;
heavy precipitation;
sand storms;
mountain waves; and
significant temperature inversions.
Wake turbulence
Wake turbulence separation criteria, taking into account aeroplane
types, wind conditions and runway location.
(j)
Flight crew members at their stations
The requirements for flight crew members to occupy their assigned
stations or seats during the different phases of flight or whenever
deemed necessary in the interests of aviation safety.
(k)
Use of safety belts for flight crew and passengers
The requirements for flight crew members and passengers to use safety
belts and/or harnesses during the different phases of flight or whenever
deemed necessary in the interests of aviation safety.
(l)
Admission to flight deck
The conditions for the admission to the flight deck of persons other
than the flight crew.
(m)
Use of vacant flight crew seats
The conditions and procedures for the use of vacant flight crew seats.
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(n)
31
Incapacitation of flight crew members
Procedures to be followed in the event of incapacitation of flight
crew members in flight. Examples of the types of incapacitation and
the means for recognising them, must be included.
(o)
Cabin safety requirements
Procedures covering:
(i)
Cabin preparation for flight, in-flight requirements and
preparation for landing including procedures for securing cabin
and galleys;
(ii)
procedures to ensure that passengers are seated where, in the
event that an emergency evacuation is required, they may best
assist and not hinder evacuation from the aeroplane;
(iii)
procedures to be followed during passenger embarkation and
disembarkation;
(iv)
procedures in the event of fueling with passengers on board or
embarking and disembarking; and
smoking on board.
(v)
(p)
Passenger briefing procedures
The contents, means and timing of passenger briefing in accordance
with CAR 135.08.24.
(q)
Procedures for aeroplanes operated whenever required cosmic or solar
radiation detection equipment is carried.
(r)
Procedures for the use of cosmic or solar radiation detection equipment
and for recording its readings including actions to be taken in the
event that limit values specified in the operations manual are exceeded.
In addition, the procedures, including ATS procedures, to be followed
in the event that a decision to descend or re-route is taken.
(4)
All weather operations
(5)
ETOPS
(6)
Use of the minimum equipment and configuration deviation list(s)
(7)
Non revenue flights
Procedures and limitations for (a)
(b)
(c)
(d)
(e)
(f)
training flights;
test flights;
delivery flights;
ferry flights;
demonstration flights; and
positioning flights,
including the kind of persons who may be carried on such flights.
(8)
Oxygen requirements
(a)
An explanation of the conditions under which oxygen must be
provided and used.
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(b)
The oxygen requirements specified for (i)
(ii)
2.1.10
flight crew; and
passengers.
Dangerous goods and weapons
(1)
Information, instructions and general guidance on the conveyance of
dangerous goods including -
(2)
operator’s policy on the conveyance of dangerous goods;
(3)
2.1.11
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(a)
guidance on the requirements for acceptance, labelling, handling,
stowage and segregation of dangerous goods;
(b)
procedures for responding to emergency situations involving
dangerous goods;
(c)
duties of all personnel involved as referred to in a Part 92; and
(d)
instructions on the carriage of the operator’s employees.
The conditions under which weapons, munitions of war and sporting
weapons may be carried.
Security
(1)
Security instructions and guidance of a non-confidential nature which
must include the authority and responsibilities of operations personnel.
Policies and procedures for handling and reporting crime on board such
as unlawful interference, sabotage, bomb threats, and hijacking must
also be included.
(2)
A description of preventative security measures and training.
Note: Parts of the security instructions and guidance may be kept
confidential.
2.1.12
Handling of aviation accidents and incidents
Procedures for the handling, notifying and reporting of aviation accidents and
incidents. This section must include (1)
definitions of aviation accidents and incidents and the relevant
responsibilities of all persons involved;
(2)
the description of which operator departments, authorities or other
institutions have to be notified by which means and in which sequence
in case of an aviation accident;
(3)
special notification requirements in the event of an aviation accident or
incident when dangerous goods are being carried;
(4)
a description of the requirements to report specific aviation accidents
and incidents;
(5)
the forms used for reporting and the procedure for submitting them to
the relevant authority must also be included; and
(6)
if the operator develops additional safety related reporting procedures
for its own internal use, a description of the applicability and related
forms to be used.
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2.1.13
33
Rules of the air
Rules of the air including (1)
visual and instrument flight rules;
(2)
territorial application of the rules of the air;
(3)
communication procedures including COM-failure procedures;
(4)
information and instructions relating to the interception of civil aircraft;
(5)
the circumstances in which a radio listening watch is to be maintained;
(6)
signals;
(7)
time system used in operation;
(8)
ATC clearances, adherence to flight plan and position reports;
(9)
visual signals used to warn an unauthorised aeroplane flying in or about
to enter a restricted or prohibited area;
(10) procedures for pilots observing an aviation accident or receiving a distress
transmission;
(11) the ground/air visual codes for use by survivors, description and use of
signal aids; and
(12) distress and urgency signals.
135.04.3
2.2
OPERATIONS MANUAL
PART 2 : AEROPLANE OPERATING MATTERS - TYPE RELATED
Taking account of the differences between types, and variants of types, under
the following headings:
2.2.1
General information and units of measurement
General information (e.g. aeroplane dimensions), including a description of
the units of measurement used for the operation of the aeroplane type concerned
and conversion tables.
2.2.2
Limitations
A description of the certified limitations and the applicable operational
limitations including (1)
certification status;
(2)
passenger seating configuration for each aeroplane type including a
pictorial presentation;
types of operation that are approved (e.g. IFR/VFR, CAT II/III, flights
in known icing conditions, etc.);
(3)
(4)
flight crew composition;
(5)
mass and centre of gravity;
(6)
speed limitations;
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(7)
flight envelope(s);
(8)
wind limits including operations on contaminated runways;
(9)
performance limitations for applicable configurations;
No. 2972
(10) runway slope;
(11) limitations on wet or contaminated runways;
(12) airframe contamination; and
(13) system limitations.
2.2.3
Normal procedures
The normal procedures and duties assigned to the flight crew, the appropriate
checklists, the system for use of the checklists and a statement covering the
necessary coordination procedures between flight crew. The following normal
procedures and duties must be included:
(1)
Pre-flight;
(2)
pre-departure;
(3)
altimeter setting and checking;
(4)
taxi, take-off and climb;
(5)
noise abatement;
(6)
cruise and descent;
(7)
approach, landing preparation and briefing;
(8)
VFR approach;
(9)
instrument approach;
(10) visual approach and circling;
(11) missed approach;
(12) normal landing;
(13) post landing; and
(14) operation on wet and contaminated runways.
2.2.4
Abnormal and emergency procedures
The abnormal and emergency procedures and duties assigned to the flight crew,
the appropriate checklists, the system for use of the checklists and a statement
covering the necessary coordination procedures between flight crew. The
following abnormal and emergency procedures and duties must be included:
(1)
Fight crew incapacitation;
(2)
fire and smoke drills;
(3)
unpressurised and partially pressurised flight;
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(4)
exceeding structural limits such as overweight landing;
(5)
exceeding cosmic radiation limits;
(6)
lighting strikes;
(7)
distress communications and alerting ATC to emergencies;
(8)
engine failure;
(9)
system failures;
35
(10) guidance for diversion in case of serious technical failure;
(11) ground proximity warning;
(12) TCAS warning;
(13) windshear; and
(14) emergency landing/ditching.
2.2.5
Performance
(1)
Performance data must be provided in a form in which it can be used
without difficulty.
(2)
Performance data
Performance material which provides the necessary data for compliance
with the performance requirements prescribed in Part 1 of this technical
standard must be included to allow the determination of -
(3)
(a)
take-off climb limits - mass, altitude, temperature;
(b)
take-off field length (dry, wet, contaminated);
(c)
net flight path data for obstacle clearance calculation or, where
applicable, take-off flight path;
(d)
the gradient losses for banked climbouts;
(e)
en route climb limits;
(f)
approach climb limits;
(g)
landing climb limits;
(h)
landing field length (dry, wet, contaminated) including the effects
of an in-flight failure of a system or device, if it affects the landing
distance;
(i)
brake energy limits; and
(j)
speeds applicable for the various flight stages (also considering
wet or contaminated runways).
Supplementary data covering flights in icing conditions
Any certificated performance related to an allowable configuration, or
configuration deviation, such as anti-skid inoperative, must be included.
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If performance data, as required for the appropriate performance class,
is not available in the approved AFM, then other data acceptable to the
Director must be included. Alternatively, the operations manual may
contain cross-reference to the approved data contained in the AFM where
such data is not likely to be used often or in an emergency.
(4)
Additional performance data
Additional performance data, where applicable, including -
2.2.6
2.2.7
(a)
all engine climb gradients;
(b)
drift-down data;
(c)
effect of de-icing/anti-icing fluids;
(d)
flight with landing gear down;
(e)
for aeroplanes with 3 or more engines, one-engine inoperative
ferry flights; and
(f)
flights conducted under the provisions of the CDL.
Flight planning
(1)
Data and instructions necessary for pre-flight and in-flight planning
including factors such as speed schedules and power settings. Where
applicable, procedures for engine(s)-out operations. ETOPS and flights
to isolated aerodromes must be included.
(2)
The method for calculating fuel needed for the various stages of flight in
accordance with TS 135.08.16.
Mass and balance
Instructions and data for the calculation of the mass and balance including -
2.2.8
(1)
calculation system (e.g. index system);
(2)
information and instructions for completion of mass and balance
documentation, including manual and computer generated types;
(3)
limiting masses and centre of gravity of the various versions; and
(4)
dry operating mass and corresponding centre of gravity or index.
Loading
Procedures and provisions for loading and securing the load in the aeroplane.
2.2.9
Configuration deviation list
The Configuration Deviation List(s) (CDL), if provided by the manufacturer,
taking account of the aeroplane types and variants operated including procedures
to be followed when an aeroplane is being despatched under the terms of its
CDL.
2.2.10 Minimum equipment list
The Minimum Equipment List (MEL) taking into account the aeroplane types
and variants operated and the type(s)/area(s) of operation.
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2.2.11
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Survival and emergency equipment including oxygen
2.2.12
(1)
A list of the survival equipment to be carried for the routes to be flown
and the procedures for checking the serviceability of this equipment prior
to take-off. Instructions regarding the location, accessibility and use of
survival and emergency equipment and its associated checklist(s) must
also be included.
(2)
The procedure for determining the amount of oxygen required and the
quantity that is available. The flight profile, number of occupants and
possible cabin decompression must be considered. The information
provided must be in a form in which it can be used without difficulty.
Emergency evacuation procedures
(1)
Instructions for preparation for emergency evacuation including flight
crew coordination and emergency station assignment.
(2)
Emergency evacuation procedures
A description of the duties of all members of the flight crew for the rapid
evacuation of an aeroplane and the handling of the passengers in the
event of a forced landing, ditching or other emergency.
2.2.13
Aeroplane systems
A description of the aeroplane systems, related controls and indications and
operating instructions.
2.3
PART 3 : ROUTE AND AERODROME INSTRUCTIONS AND
INFORMATION
Instructions and information relating to communications, navigation and
aerodromes including minimum flight levels and altitudes for each route to be
flown and operating minima for each aerodrome planned to be used, including (1)
minimum flight level/altitude;
(2)
operating minima for departure, destination and alternate aerodromes;
(3)
communication facilities and navigation aids;
(4)
runway data and aerodrome facilities;
(5)
approach, missed approach and departure procedures including noise
abatement procedures;
(6)
COM-failure procedures;
(7)
search and rescue facilities in the area over which the aeroplane is to be
flown;
(8)
a description of the aeronautical charts that must be carried on board in
relation to the type of flight and the route to be flown, including the method
to check their validity;
(9)
availability of aeronautical information and MET services;
(10) en route COM/NAV procedures including holding; and
(11) aerodrome categorisation for flight crew competency qualification.
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2.4
PART 4 : TRAINING
(1)
Training syllabi and checking programmes for all operations personnel
assigned to operational duties in connection with the preparation and/or
conduct of a flight.
(2)
Training syllabi and checking programmes must include:
(a)
For flight crew
(i)
(b)
(c)
(3)
(4)
All relevant items prescribed in Part 61 and Subpart 3 of Part
135;
For operations personnel concerned, including flight crew members:
(i)
All relevant items prescribed in Part 92; and
(ii)
All relevant items regarding operator security.
For operations personnel other than flight crew members (e.g.
dispatcher, handling personnel, etc.)
(i)
3.
No. 2972
All other relevant items pertaining to their duties.
Procedures
(a)
Procedures for training and checking.
(b)
Procedures to be applied in the event that personnel do not achieve
or maintain the required standards.
(c)
Procedures to ensure that abnormal or emergency situations requiring
the application of part or all of abnormal or emergency procedures
and simulation of IMC by artificial means, are not simulated during
commercial flights.
Description of documentation to be stored and storage periods.
General
The operations manual must be drawn up in accordance with the current edition of ICAO
Doc 9376-AN/914, “Preparation of an Operations Manual”.
135.04.6
1.
OPERATIONAL FLIGHT PLAN
Items in operational flight plan
(1)
An operator must ensure that the operational flight plan used and the entries
made during flight contain the following items:
(a)
Aeroplane registration;
(b)
aeroplane type and variant;
(c)
date of flight;
(d)
flight identification;
(e)
names of flight crew members;
(f)
duty assignment of flight crew members;
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(g)
place of departure;
(h)
time of departure (actual off-block time, take-off time);
(i)
place of arrival (planned and actual);
(j)
time of arrival (actual landing and on-block time);
(k)
type of operation (ETOPS, VFR, ferry flight, etc.);
(l)
route and route segments with checkpoints/waypoints, distances, time
and tracks;
(m)
planned cruising speed and flying times between check-points/
waypoints. Estimate and actual times overhead;
(n)
safe altitudes and minimum levels;
(o)
planned altitudes and flight levels;
(p)
fuel calculations (records of in-flight fuel checks);
(q)
fuel on board when starting engines;
(r)
alternate(s) for destination and, where applicable, take-off and en
route, including information required in subparagraphs (l), (m), (n)
and (o) above;
(s)
initial flight plan clearance and subsequent re-clearance;
(t)
in-flight re-planning calculations; and
(u)
relevant meteorological information.
(2)
Items which are readily available in other documentation or from an
acceptable source, or which are irrelevant to the type of operation, may be
omitted from the operational flight plan.
(3)
The operator must ensure that the operational flight plan and its use is
described in the operations manual.
(4)
The operator must ensure that all entries in the operational flight plan are
made concurrently and that they are permanent in nature.
135.04.7
1.
39
FLIGHT PLAN
Items in a flight plan
(1)
A flight plan filed prior to departure must contain the following items:
(a)
Aeroplane identification and transponder data;
(b)
flight rules and type of flight;
(c)
number and type(s) of aeroplane(s) and wake turbulence category;
(d)
radio communication, navigation and approach-aid equipment;
(e)
aerodrome of departure and time;
(f)
flight information region boundaries and estimated times;
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(2)
135.04.8
1.
No. 2972
(g)
cruising speed and flight level;
(h)
route to be followed;
(i)
destination aerodrome and estimated times of arrival;
(j)
alternate aerodrome(s);
(k)
alerting action required;
(l)
fuel endurance;
(m)
total number of persons on board;
(n)
emergency and survival equipment and colour of aeroplane;
(o)
other pertinent information; and
(p)
name, postal address, telephone and telefax number of the operator
or pilot-in-command of the aeroplane which must be completed in
field 18 of the standard flight plan form.
A flight plan filed in flight to comply with CAR 135.04.7(6) must contain
the following items:
(a)
Aeroplane registration;
(b)
flight rules;
(c)
type of aeroplane;
(d)
aerodrome of departure;
(e)
cruising speed and flight level;
(f)
route to be followed and estimates as applicable;
(g)
destination aerodrome and estimated time of arrival;
(h)
alternate aerodrome for IFR flights;
(i)
alerting action required;
(j)
fuel endurance if alerting action required;
(k)
total number of persons on board; and
(l)
name, postal address, telephone and telefax number of the operator
or pilot-in-command of the aeroplane.
TECHNICAL LOG
Information to be contained in a technical log
(1)
The following information for each flight must be contained in the technical
log:
(a)
Aeroplane registration;
(b)
date;
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(c)
name(s) of flight crew member(s);
(d)
duty assignment of flight crew member(s);
(e)
place of departure;
(f)
place of arrival;
(g)
time of departure (off-block time);
(h)
time of arrival (on-block time);
(i)
hours of flight;
(j)
nature of flight;
(k)
incidents, observations (if any);
(l)
signature of pilot-in-command;
(m)
the current maintenance statement giving the aeroplane maintenance
status of what maintenance, scheduled or out of phase, is next due;
(n)
all outstanding deferred defects which affect the operation of the
aeroplane;
(o)
fuel used; and
(p)
fuel uplift.
(2)
The operator or pilot-in-command need not keep a technical log or part
thereof, if the relevant information is available in other documentation.
(3)
The operator must ensure that all entries are made concurrently and that
they are permanent in nature.
135.04.14
1.
41
RECORDS OF EMERGENCY AND SURVIVAL EQUIPMENT
Emergency and survival equipment list
The minimum information to be contained in an emergency and survival equipment list,
is prescribed in TS 135.01.5.
135.04.17
DOCUMENT STORAGE PERIODS
An operator shall ensure that the following information/documentation is stored in an
acceptable form accessible to the Director, for the periods shown in the table below.
Note:
Additional information relating maintenance records is prescribed in
Subpart 10
Table 1 - Information used for the Preparation and execution of a flight
Information used for the preparation and execution of the flight as described in
CAR 135.04.1
Operation flight plan
Aeroplane Technical Log
Route specific NOTAM/AIS
briefing documentation edited by the
operator
Mass and balance documentation
Notification of special loads
including dangerous goods
3 months
24 months after the date of the last entry
3 months
3 months
3 months
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No. 2972
Table 2 - Reports
Reports
Journey log
Flight report(s) for recording details
of any occurrence, as prescribed in
CAR 135.08.41, or any event which
the commander deems necessary to
report/record
Reports on exceedances of duty and/
or reducing rest periods
3 months
3 months
3 months
Table 3 - Flight crew records
Flight Crew Records
Flight, duty and rest time
Licence
Conversion training and checking
Command course (including checking)
Recurrent training and checking
Training and checking to operate in either
pilot’s seat
Recent experience
Route and aerodrome competence
Training and qualification for specific
operations when required by Part 135
(e.g. ETOPS CATII/III Operations)
Dangerous goods training as appropriate
15 months
As long as the flight crew member is
exercising the privileges of thelicence for
the operator
3 years
3 years
3 years
3 years
15 years
3 years
3 years
3 years
Table 4 - Cabin crew records
Table 5 - Records for other operations personnel
Records for other operations personnel
Training/qualification records of other
personnel for whom an approved
training programme is required by
Part 135
Last 2 training records
Table 6 - Other records
Other Records
Records on cosmic and solar radiation
dosage
Quality system records
135.05.9
1.
Until 12 months after the crew member has left
the employ of the operator
5 years
FLIGHT RECORDER
Flight recorder specifications
All digital flight recorders must comply with one of the following specifications as
applicable:
(1)
ARINC 542A
(2)
ARINC 573-717
(3)
ARINC 717
(4)
ICAO.
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135.05.11
1.
43
COCKPIT VOICE RECORDER
Types of aeroplanes
(Reserved.)
135.05.12
1.
FLIGHT DATA RECORDER
Types of aeroplanes
(Reserved.)
135.05.17
1.
STANDARDS FIRST AIDKIT
Standard first aid kits
(1)
The following must be included in the first aid kit:
(a)
Bandage (unspecified);
(b)
burns dressings (unspecified);
(c)
wound dressings, large and small;
(d)
adhesive tape, safety pins and scissors;
(e)
small adhesive dressings;
(f)
antiseptic wound cleaner;
(g)
adhesive wound closures;
(h)
adhesive tape;
(i)
disposable resuscitation aid;
(j)
simple analgesic e.g. paracetamol;
(k)
antiemetic e.g. cinnarizine;
(l)
nasal decongestant;
(m)
first aid handbook;
(n)
splints, suitable for upper and lower limbs;
(o)
gastrointestinal antacid +;
(p)
anti-diarrhoeal medication e.g. loperamide +;
(q)
ground/air visual signal code for use by survivors;
(r)
disposable glove; and
(s)
a list of contents. This should include information on the effects and
side effects of drugs carried.
Note:
(2)
1.
An eye irrigator whilst not required to be carried in
the first aid kit should, where possible, be available for
use on the ground.
2.
+ indicates aeroplanes with more than 9 passenger
seats installed.
Unless the standard first aid kit is clearly visible, its location must be indicated
by a placard or sign, and appropriate symbols may be used to supplement
the placard or sign.
Government Gazette 30 April 2003
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(3)
The operator or pilot-in-command must ensure that the standard first aid kit
is readily accessible for use.
(4)
An aeroplane must be equipped with at least one standard first aid kit.
135.05.18
1.
2.
2.
FIRST AID OXYGEN
Supply of first aid oxygen
(1)
The amount of oxygen must be calculated using an average flow rate of at
least 3 litres Standard Temperature Pressure Dry (STPD)/minute/person and
provided for the entire flight after cabin depressurisation at cabin altitudes
of more than 8 000 ft for at least 2% of the passengers carried, but in no
case for less than one person. There must be a sufficient number of dispensing
units, but in no case less than two.
(2)
The amount of first aid oxygen required for a particular operation must be
determined on the basis of cabin pressure altitudes and flight duration, consistent
with the operating procedures established for each operation and route.
Oxygen equipment
(1)
The oxygen equipment provided must be capable of generating a mass flow
to each user of at least four litres per minute, STPD. Means may be provided
to decrease the flow to not less than two litres per minute, STPD, at any
altitude.
(2)
The dispensing units may be of a portable type.
135.05.19
1.
No. 2972
SUPPLEMENTAL OXYGEN IN CASE OF PRESSURISED
AEROPLANE
General
(1)
The operator or pilot-in-command may not operate a pressurised aeroplane
above 10 000 feet unless supplemental oxygen equipment, capable of storing
and dispensing the oxygen supplies required by this technical standard, is
provided.
(2)
The amount of supplemental oxygen required must be determined on the
basis of cabin altitude, flight duration and the assumption that a cabin
pressurisation failure will occur at the altitude or point of flight that is most
critical from the standpoint of oxygen need, and that, after the failure, the
aeroplane will descend in accordance with emergency procedures specified
in the aeroplane flight manual to a safe altitude for the route to be flown that
will allow continued safe flight and landing.
(3)
Following a cabin pressurisation failure, the cabin altitude must be considered
the same as the aeroplane altitude, unless it is demonstrated to the Director
that no probable failure of the cabin or pressurisation system will result in a
cabin pressure altitude equal to the aeroplane altitude. Under these
circumstances, this lower cabin pressure altitude may be used as a basis for
determination of oxygen supply.
Oxygen equipment and supply requirements
(1)
Flight crew members
(a)
Each flight crew member on flight deck duty must be supplied with
supplemental oxygen in accordance with paragraph 3. If all occupants
of flight deck seats are supplied from the flight crew source of oxygen
supply, they must be considered as flight crew members on flight
deck duty for the purpose of oxygen supply. Flight deck seat
occupants, not supplied by the flight crew source, are to be considered
as passengers for the purpose of oxygen supply.
Government Gazette 30 April 2003
No. 2972
(2)
135.05.19
3.
45
(b)
Flight crew members, not covered by subparagraph (1)(a) above, are
to be considered as passengers for the purpose of oxygen supply.
(c)
Oxygen masks must be located so as to be within the immediate reach
of flight crew members whilst at their assigned duty stations.
(d)
Oxygen masks for use by flight crew members in pressurised
aeroplanes operating above 25 000 ft must be a quick donning type
of mask.
Additional crew members and passengers
(a)
Additional crew members and passengers must be supplied with
supplemental oxygen in accordance with paragraph 3. Additional
crew members, are to be considered as passengers for the purpose of
oxygen supply.
(b)
When operating above 25 000 feet there must be provided sufficient
spare outlets and/or portable oxygen units are to be distributed evenly
throughout the cabin to ensure immediate availability of oxygen to
each additional crew member regardless of his or her location at the
time of cabin pressurisation failure.
(c)
When operating above 25 000 feet there must be an oxygen dispensing
unit connected to oxygen supply terminals immediately avail-able to
each occupant, wherever seated. The total number of dispensing units
and outlets must exceed the number of sets by at least 10%. The extra
units are to be evenly distributed throughout the cabin.
(d)
The oxygen supply requirements, as specified in paragraph 3 for
aeroplanes not certificated to fly at altitudes above 25 000 feet, may
be reduced to the entire flight time between 10 000 feet and 14 000
feet cabin pressure altitudes for all additional crew members and for
at least 10% of the passengers if, at all points along the route to be
flown, the aeroplane is able to descend safely within 4 minutes to a
cabin pressure altitude of 14 000 feet.
SUPPLEMENTAL OXYGEN IN CASE OF PRESSURISED
AEROPLANE
Minimum requirements for supplemental oxygen for pressurised aeroplane
SUPPLY FOR
DURATION AND CABIN PRESSURE ALTITUDE
1. All occupants of flight Entire flight time when the cabin pressure altitude exceeds 13 000 feet and
deck seats on flight entire flight time when the cabin pressure altitude exceeds 10 000 feet but
deck duty
does not exceed 13 000 feet after the first 30 minute at those altitudes, but in
no case less than:
(i)
30 minutes for aircraft certificated to fly at altitudes not exceeding
25 000 feet (Note 2)
(ii)
2 hours for aircraft certificated to fly at altitudes more then 25 000
feet (Note 3)
2. 100% of passengers 10 minutes or the entire flight time when the cabin pressure altitude exceeds
(Note 5)
15 000 feet whichever is the greater (Note 4).
3. 30% of passengers Entire flight time when the cabin pressure altitude exceeds 14 000 feet but
(Note 5)
does not exceed 15 000 feet.
4. 10% of passengers Entire flight time when the cabin pressure altitude exceeds 10 000 feet but
(Note 5)
does not exceed 14 000 feet after the first 30 minutes at these altitudes.
Government Gazette 30 April 2003
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No. 2972
Note 1:
The supply provided must take account of the cabin pressure altitude and
descent profile for the routes concerned.
Note 2:
The required minimum supply is that quantity of oxygen necessary for a
constant rate of descent from the aeroplane’s maximum certificated
operating altitude to 10 000 feet in 10 minutes and followed by 20 minutes
at 10 000 feet.
Note 3:
The required minimum supply is that quantity of oxygen necessary for a
constant rate of descent from the aeroplane’s maximum certificated
operating altitude to 10 000 feet in 10 minutes and followed by 110 minutes
at 10 000 feet.
Note 4:
The required minimum supply is that quantity of oxygen necessary for a
constant rate of descent from the aeroplane’s maximum certificated
operating altitude to 15 000 feet.
Note 5:
For the purpose of this table ‘passengers’ means passengers actually
carried and includes infants.
4.
Quick donning mask
A quick donning mask is the type of mask that (1)
can be placed on the face from its ready position, properly secured, sealed,
and supplying oxygen upon demand, with one hand and within 5 seconds
and will thereafter remain in position, both hands being free;
(2)
can be put on without disturbing eye glasses and without delaying the flight
crew member from proceeding with assigned emergency duties;
(3)
after being put on, does not prevent immediate communication between the
flight crew members over the aeroplane intercommunication system;
(4)
does not inhibit radio communications.
135.05.20
1.
2.
SUPPLEMENTAL OXYGEN IN CASE OF NON-PRESSURISED
AEROPLANE
General
(1)
The operator or pilot-in-command may not operate a non-pressurised
aeroplane at altitudes above 10 000 feet and up to 12 000 feet for longer
than 60 minutes, or above 12 000 feet unless supplemental oxygen
equipment, capable of storing and dispensing the oxygen supplies required,
is provided.
(2)
The amount of supplemental oxygen for sustenance required for a particular
operation must be determined on the basis of flight altitudes and flight
duration, consistent with the operating procedures established for each
operation and with the routes to be flown, and with the emergency
procedures, if applicable.
Oxygen supply requirements
(1)
Flight crew members
Each flight crew member on flight deck duty must be supplied with
supplemental oxygen in accordance with paragraph 3. If all occupants of
flight deck seats are supplied from the flight crew source of oxygen supply,
then they are to be considered as flight crew members on flight deck duty
for the purpose of oxygen supply.
Government Gazette 30 April 2003
No. 2972
(2)
47
Additional crew members and passengers
Additional crew members and passengers must be supplied with oxygen in
accordance with paragraph 3. Additional crew members are to be considered
as passengers for the purpose of oxygen supply.
3.
Minimum requirements for supplemental oxygen for non-pressurised
aeroplanes
SUPPLY FOR
DURATION AND CABIN PRESSURE ALTITUDE
1. All occupants of flight Entire flight time at pressure altitudes above 12 000 feet and for any period
deck seats on flight exceeding 60 minutes at pressure altitudes above 10 000 feet but not exceeding
deck duty
12 000 feet.
2. 100% of passengers Entire flight time at pressure altitudes above 12 000 feet.
(See Note)
3. 10% of passengers Entire flight time after 60 minutes at pressure altitudes great than 10 000 feet
(See note)
but not exceeding 12 000 feet.
Note: For the purpose of this table ‘passengers’ means passengers actually carried
and indicates infants.
135.05.22
1.
HAND FIRE EXTINGUISHERS
Definitions
Any word or expression to which a meaning has been assigned in the Aviation Act, 1962,
and the Civil Aviation Regulations, 2001, bears, when used in this technical standard,
the same meaning unless the context indicates otherwise, and (1)
(2)
(3)
“Class A cargo or baggage compartment” means a cargo or baggage
compartment in which (a)
the presence of a fire would be easily discovered by a flight crew
member while at his or her station; and
(b)
each part of the compartment is easily accessible in flight;
“Class B cargo or baggage compartment” means a cargo or baggage
compartment in which (a)
there is sufficient access in flight to enable a flight crew member to
effectively reach any part of the compartment with the contents of a
hand fire extinguisher;
(b)
when the access provisions are being used, no hazardous quantity of
smoke, flames or extinguishing agent will enter any compartment
occupied by the flight crew or passengers; and
(c)
there is a separate approved smoke detector or fire detector system to
give warning at the pilot station;
“Class E cargo compartment” means a cargo compartment used only for
the carriage of cargo and in which (a)
there is a separate approved smoke or fire detector system to give
warning at the pilot station;
(b)
there are means of shutting off the ventilating airflow to or within the
compartment, and the controls for these means are accessible to the
flight crew in the flight crew compartment;
(c)
there are means of excluding hazardous quantities of smoke, flames,
or noxious gases, from the flight crew compartment; and
the required crew emergency exits are accessible under any cargo
(d)
Government Gazette 30 April 2003
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No. 2972
loading conditions.
2.
Hand fire extinguishers
The operator or pilot-in-command may not operate an aeroplane unless hand fire
extinguishers are provided for use in flight crew, passenger and, as applicable, cargo
compartments in accordance with the following:
(1)
The type and quantity of extinguishing agent must be suitable for the kinds
of fires likely to occur in the compartment where the extinguisher is intended
to be used and, for personnel compartments, must minimise the hazard of
toxic gas concentration.
(2)
At least one hand fire extinguisher, containing Halon 1351 (bromochlorodifluoromethane, CBrCIF2), or equivalent as the extinguishing agent, must
be conveniently located on the flight deck for use by the flight crew.
(3)
At least one readily accessible hand fire extinguisher must be available for
use in each Class A or Class B cargo or baggage compartment and in each
Class E cargo compartment that is accessible to flight crew members in flight.
(4)
At least one hand fire extinguisher must be conveniently located in the
passenger compartment.
(5)
The number and location of hand fire extinguishers must be such as to provide
adequate availability for use, account being taken of the size of the passenger
compartments and the need to minimise the hazard of toxic gas
concentrations. These considerations may result in the number being greater
than the minimum prescribed.
(6)
There must be at least one fire extinguisher suitable for both flammable
fluid and electrical equipment fires installed on the flight deck. Additional
extinguishers may be required for the protection of other compartments
accessible to the flight crew in flight. Dry chemical fire extinguishers should
not be used on the flight deck, or in any compartment not separated by a
partition from the flight deck, because of the adverse effect on vision during
discharge and, if non-conductive, interference with electrical contacts by
the chemical residues.
(7)
Unless an extinguisher is clearly visible, its location must be indicated by a
placard or sign, and appropriate symbols may be used to supplement such a
placard or sign.
135.05.24
1.
AUTOMATIC EMERGENCY LOCATOR TRANSMITTER
Distress frequencies
The operator or pilot-in-command must ensure that the automatic emergency locator
transmitter (ELT) is capable of transmitting on the distress frequencies 135,5 MHz and
243 MHz, except that, where the whole of a proposed flight is within an area where, for
search and rescue purposes, only one of these frequencies is required, the use of that
single frequency may be specifically authorised, if so agreed by the authority responsible
for search and rescue in the area concerned.
2.
Types of ELTs
Types of ELTs are defined as follows:
2.1
Automatic Fixed (ELT (AF))
This type of ELT is intended to be permanently attached to the aeroplane before and
after a crash and is designed to aid search and rescue teams in locating a crash site;
2.2
Automatic Portable (ELT (AP))
This type of ELT is intended to be rigidly attached to the aeroplane before a crash,
but readily removable from the aeroplane after a crash. It functions as an ELT
Government Gazette 30 April 2003
No. 2972
49
during the crash sequence. If the ELT does not employ an integral antenna, the
aeroplane-mounted antenna may be disconnected and an auxiliary antenna (stores
on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a
life raft. This type of ELT is intended to aid search and rescue teams in locating
the crash site or survivor(s);
2.3
Automatic Deployable (ELT (AD))
This type of ELT is intended to be rigidly attached to the aeroplane before the
crash and automatically ejected and deployed after the crash sensor has determined
that a crash has occurred. This type of ELT should float in water and is intended to
aid search and rescue teams in locating the crash site.
3.
Installation
To minimise the possibility of damage in the event of crash impact, the ELT should be
rigidly fixed to the aeroplane structure as far aft as practicable with its antenna and
connections so arranged as to maximise the probability of the signal being radiated after
a crash.
135.05.26
1.
LIFE RAFTS AND SURVIVAL RADIO EQUIPMENT FOR
EXTENDED OVER-WATER FLIGHTS
Equipment
(1)
The operator or pilot-in-command must ensure that the aeroplane is equipped
with sufficient life rafts to carry all persons on board. Unless excess rafts or
enough capacity are provided, the buoyancy and seating capacity beyond
the rated capacity of the rafts must accommodate all occupants of the
aeroplane in the event of a loss of one raft of the largest rated capacity.
(2)
The life rafts must be equipped with -
(3)
(a)
a survivor locator light; and
(b)
life saving equipment including means of sustaining life as appropriate
to the flight to be undertaken.
The following should be included in each life raft :
(a)
Means for maintaining buoyancy;
(b)
a sea anchor;
(c)
life-lines and means of attaching one life raft to another;
(d)
paddles for life rafts with a capacity of 6 or less;
(e)
means of protecting the occupants from the elements;
(f)
a water resistant torch;
(g)
signalling equipment to make the pyrotechnical distress signals
prescribed in TS 135.11.10;
(h)
for each 4, or fraction of 4, persons which the life raft is designed to
carry:
(i)
-
100 g glucose tablets;
-
500 ml of water. This water may be provided in durable
containers or by means of making seawater drinkable or a
combination of both; and
first aid equipment.
Government Gazette 30 April 2003
50
Note:
Items (g) - (i) inclusive, should be contained in a pack.
(4)
An aeroplane must be equipped with at least two sets of survival radio
equipment capable of transmitting on 135,5 MHz and 243 MHz.
(5)
Unless the life rafts and survival radio equipment are clearly visible, its
location must be indicated by a placard or sign, and appropriate symbols
may be used to supplement the placard or sign.
135.05.27
1.
No. 2972
SURVIVAL EQUIPMENT
Survival equipment
The operator or pilot-in-command may not operate an aeroplane across areas in which
search and rescue would be especially difficult, unless it is equipped with the following:
(1)
Signalling equipment to make the pyrotechnical distress signals prescribed
in TS 135.11.10;
(2)
at least one ELT; and
(3)
additional survival equipment for the route to be flown taking account of
the number of persons on board as prescribed in paragraph 3: Provided that
the additional equipment need not be carried when the aeroplane either (a)
(b)
2.
remains within a distance from an area where search and rescue is
not especially difficult corresponding to:
(i)
120 minutes at the one-engine inoperative cruising speed for
aeroplanes capable of continuing the flight to an aerodrome
with the critical power unit(s) becoming inoperative at any
point along the route or planned diversions; or
(ii)
30 minutes at cruising speed for all other aeroplanes; or
for aeroplanes certificated to TS 21.02.3(4), no greater distance than
that corresponding to 90 minutes at cruising speed from an area
suitable for making an emergency landing.
Interpretation
For the purposes of this technical standard, the expression “area in which search and
rescue would be especially difficult” means -
3.
(1)
an area so designated by the State responsible for managing search and
rescue; or
(2)
an area which is largely uninhabited and where (a)
the State responsible for managing search and rescue has not published
any information to confirm that search and rescue would not be
especially difficult; and
(b)
the State referred to in (a) does not, as a matter of policy, designate
areas as being especially difficult for search and rescue.
Additional survival equipment
(1)
The following additional survival equipment must be carried when required:
(a)
500 ml of water for each 4, or fraction of 4, persons on board;
(b)
one knife;
(c)
first aid equipment;
(d)
one set of air/ground codes.
Government Gazette 30 April 2003
No. 2972
(2)
4.
51
In addition, when polar conditions are expected, the following should be
carried:
(a)
A means for melting snow;
(b)
one snow shovel and one ice saw;
(c)
sleeping bags for use by one third of all persons on board and space
blankets for the remainder or space blankets for all passengers on
board; and
(d)
one Arctic/polar suit for each crew member carried.
Duplicates
If any item of equipment contained in the above list is already carried on board the
aeroplane in accordance with another requirement, there is no need for this to be duplicated.
5.
Location
Unless the survival equipment is clearly visible, its location must be indicated by a placard
or sign, and appropriate symbols may be used to supplement the placard or sign.
135.05.29
1.
General
(1)
(2)
2.
COMMUNICATION EQUIPMENT
The operator or pilot-in-command must ensure that a flight does not
commence unless the communication equipment required under Subpart 5
of Part 135, is (a)
approved and installed in accordance with the requirements applicable
to them, including the minimum performance standard and the
operational and airworthiness requirements;
(b)
installed in such manner that the failure of any single unit required
for communication purposes, will not result in the inability to
communicate safely on the route being flown;
(c)
in an operable condition for the kind of operation being conducted
except as provided in the MEL; and
(d)
so arranged that if equipment is to be used by one crew member at
his or her station during flight, it must be readily operable from his or
her station. When a single item of equipment is required to be operated
by more than one crew member, it must be installed so that the
equipment is readily operable from any station at which the equipment
is required to be operated.
Communication equipment minimum performance standards are those
prescribed in the applicable NAM-TSO, unless different performance
standards are prescribed. Communication equipment complying with design
and performance specifications other than NAM-TSO on the date of
commencement of the CARs, may remain in service, or be installed, unless
additional requirements are prescribed in Subpart 5 of Part 135.
Radio equipment
(1)
The operator or pilot-in-command may not operate an aeroplane unless it is
equipped with radio equipment required for the kind of operation being
conducted.
Government Gazette 30 April 2003
52
(2)
3.
No. 2972
Where two independent (separate and complete) radio systems are required,
each system must have an independent antenna installation except that, where
rigidly supported non-wire antennae or other antenna installations or
equivalent reliability are used, only one antenna is required.
Audio selector panel
The operator or pilot-in-command may not operate an aeroplane under IFR unless it is
equipped with an audio selector panel accessible to each required crew member.
4.
Radio equipment for operations under VFR over routes navigated by reference
to visual landmarks
The operator or pilot-in-command may not operate an aeroplane under VFR over routes
than can be navigated by reference to visual landmarks, unless it is equipped with the
radio equipment (communication and SSR transponder equipment) necessary under
normal operating conditions to fulfil the following:
5.
(1)
Communicate with appropriate ground stations;
(2)
communicate with appropriate air traffic service facilities from any point in
controlled airspace within which flights are intended;
(3)
receive meteorological information; and
(4)
reply to SSR interrogations as required for the route being flown.
Communication and navigation equipment for operations under IFR, or under
VFR over routes not navigated by reference to visual landmarks
(1)
(2)
The operator or pilot-in-command may not operate an aeroplane under IFR,
or under VFR over routes that cannot be navigated by reference to visual
landmarks, unless the aeroplane is equipped with communication and
navigation equipment in accordance with the requirements of air traffic
services in the area(s) of operation, but not less than (a)
two independent radio communication systems necessary under
normal operating conditions to communicate with an appropriate
ground station from any point on the route including diversions;
(b)
one VOR receiving system, one ADF system, one DME and one
Marker Beacon receiving system;
(c)
one ILS or MLS where ILS or MLS is required for approach
navigation purposes;
(d)
an area navigation system when area navigation is required for the
route being flown;
(e)
an additional VOR receiving system on any route, or part thereof,
where navigation is based only on VOR signals;
(f)
an additional ADF system on any route, or part thereof, where
navigation is based only on NDB signals; and
(g)
SSR transponder equipment as required for the route being flown.
The operator or pilot-in-command may operate an aeroplane that is not
equipped with the navigation equipment specified in subparagraph (1)(e)
or (f), provided that it is equipped with alternative equipment authorised,
for the route being flown, by the Director. The reliability and the accuracy
of alternative equipment must allow safe navigation for the intended route.
Government Gazette 30 April 2003
No. 2972
53
6.
Communication and navigation equipment using the Global Positioning
System
6.1
Definitions
Any word or expression to which a meaning has been assigned in the Aviation
Act, 1962, and the Civil Aviation Regulations, 2001, bears, when used in this
technical standard, the same meaning unless the context indicates otherwise, and “sole means navigation system” means a navigation system that, for a given phase
of flight, must allow the aeroplane to meet all four navigation system performance
requirements, accuracy, integrity, availability and continuity of service;
“primary means navigation system” means a navigation system that, for a given
operation or phase of flight, must meet accuracy and integrity requirements, but
need not meet full availability and continuity of service requirements. Safety is
achieved by either limiting flights to specific time periods, or through appropriate
procedural restrictions and operational requirements;
“supplemental means navigation system” means a navigation system that must be
used in conjunction with a sole means navigation system;
“integrity” means that quality which relates to the trust which can be placed in the
correctness of information supplied by a system. It includes the ability of a system
to provide timely warnings to users when the system should not be used for
navigation;
“receiver autonomous integrity monitoring” means a technique whereby an airborne
GPS receiver/processor autonomously monitors the integrity of the navigation
signals from GPS satellites, and where reference to RAIM occurs, it includes other
approved equivalent integrity monitoring systems.
6.2
Purpose
(1)
6.3
This paragraph prescribes the requirements for the use of a GPS within
Namibian airspace, for the purpose of (a)
position fixing;
(b)
long range navigation including operations on designated RNAV
routes;
(c)
deriving distance information, for en route navigation, traffic
information and ATC separation; and
(d)
application of RNAV based separation.
(2)
GPS must not be used as a sole means navigation system or for instrument
approaches.
(3)
GPS may continue to be used as an en route supplemental navigation aid.
GPS signal integrity
(1)
System integrity is an essential element of the approval for use of GPS as a
primary means navigation system. GPS receivers certified to TSO-C129
provide integrity through the use of RAIM, or an approved equivalent
integrity system. When RAIM is lost or not available, the accuracy of the
system cannot be assumed to meet the required standard for navigation, or
for the application of ATC separation standards.
Government Gazette 30 April 2003
54
6.4
6.5
No. 2972
(2)
GPS integrity is also dependent on the number of operational satellites in
view, or available for use. Loss of one or more satellites can result in degraded
system availability (see paragraph 6.4).
(3)
RAIM availability is greatly improved through the use of barometric aiding.
(4)
Except as provided in this paragraph, GPS must not be used to fix position,
provide distance information or provide primary navigation, unless RAIM
is available.
GPS satellite constellation
(1)
The approvals contained in this paragraph are based on the availability of
the US DoD GPS standard positioning service (SPS) operating to its defined
full operational capability (FOC). This service does not meet the
requirements of a sole means navigation system.
(2)
Disruption to the GPS may result in degradation in GPS service to such a
level that some or all of the operational approvals for the IFR primary use
of GPS contained in the technical standards may need to be withdrawn.
When known, these changes or restrictions will be advised by NOTAM.
(3)
Prior knowledge of RAIM availability will enable operators to use the system
more efficiently, by allowing operations to be planned around gaps in RAIM
coverage (RAIM holes). To achieve these efficiencies, appropriate RAIM
prediction capabilities should be available at dispatch locations. Flights
should be planned to ensure the safe completion of flight in the event of
loss of GPS integrity.
Airworthiness requirements
The following airworthiness requirements must be satisfied:
(1)
GPS navigation equipment must have US FAA Technical Standard Order
(TSO) C-129 (or CAD approved equivalent) authorisation;
(2)
if the GPS is installed in such a way that it is integrated with the aeroplane’s
autopilot and navigation system, the GPS must be de-energised when ILS
is selected;
(3)
the aeroplane must be placarded that the GPS is not approved as a sole
navigation and/or approach aid; and
(4)
automatic barometric aiding function, as provided by TSO C-129, must be
connected.
Notes:
1.
Operators and pilots-in-command should be aware that not
all TSO C-129 receivers will meet the requirements for future
non-precision approaches, other than “GPS Arrivals”, and
“DME or GPS Arrivals”.
2.
Operators and pilots-in-command should also be aware that
TSO C-129 receivers may not be able to take advantage of
future enhanced GPS capabilities, such as wide area or local
area augmentation systems (WAAS or LAAS).
3.
Operators and pilots-in-command should ensure that
receivers are upgradable to accommodate future
augmentation which will be required in terminal areas and
for approaches.
Government Gazette 30 April 2003
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6.6
55
Pilot training
The following pilot training requirements must be satisfied:
6.7
(1)
Prior to using GPS in IFR operations for any of the purposes specified in
this paragraph, the holder of a valid instrument rating must, unless exempted
by the Director, have completed a course of ground training based on the
syllabus contained in Table 6; and
(2)
the course must cover both general information and procedures applicable
to all types of GPS equipment, as well as the essential operating procedures
for a specific type of aeroplane equipment. Pilots who have completed the
course and who wish to use a different type of GPS aeroplane equipment,
must ensure that they are familiar with, and competent in, the operating
procedures required for that type of equipment, before using it in flight for
any of the purposes approved in this paragraph.
Operational requirements
The following operational requirements must be satisfied:
(1)
6.8
Operating instructions for GPS navigation equipment must be (a)
carried on board;
(b)
included in the operations manual;
(2)
GPS navigation equipment must be operated in accordance with the operating
instructions and any additional requirements specified in the aeroplane flight
manual or flight manual supplement;
(3)
in addition to GPS, aeroplanes must be equipped with serviceable radio
navigation systems as prescribed in paragraphs 1 to 5 of this technical standard;
(4)
when within rated coverage of ground based navigation aids, pilots must
monitor the ground based system, and maintain track as defined by the
most accurate ground based radio navigation aid (VOR or NDB) available.
If there is a discrepancy between the GPS and ground based system
information, pilots must use the information provided by the ground based
navigation system;
(5)
ATS may require GPS equipped aeroplanes to establish on, and track with
reference to, a particular VOR radial or NDB track for the application of
separation;
(6)
GPS must not be used as a navigation reference for flight below the MSA,
except as otherwise authorised by the Director.
Operations without RAIM
(1)
(2)
GPS systems normally provide three modes of operation:
(a)
Navigation (Nav) Solution with RAIM;
(b)
2D or 3D Nav Solution without RAIM; and
(c)
Dead Reckoning (DR), or Loss of Nav Solution.
ATS services, and in particular ATC separation standards, are dependent on
accurate navigation and position fixing. If RAIM is lost, the accuracy of the
system is assumed not to meet the required standard for both navigation
Government Gazette 30 April 2003
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No. 2972
and application of ATC separation. Accordingly, when RAIM is lost, the
following procedures must be adopted:
(a)
Aeroplane tracking must be closely monitored against other on board
systems;
(b)
in controlled airspace, the ATS unit must be advised if:
(i)
RAIM is lost for periods greater than ten minutes, even if GPS
is still providing positional information;
(ii)
RAIM is not available when the ATS unit requests GPS
distance, or if an ATC clearance or requirement based on GPS
distance is imposed;
(iii)
the GPS receiver is in DR mode, or experiences loss of
navigation function, for more than one minute; or
(iv)
indicated displacement from track centreline is found to
exceed 2 nm,
in which case ATS may adjust separation;
6.9
(c)
if valid position information is lost (2D and DR Mode), or non-RAIM
operation exceeds ten minutes, the GPS information is to be considered
unreliable, and another means of navigation should be used until RAIM
is restored and the aeroplane is re-established on track;
(d)
following re-establishment of RAIM, the appropriate ATS unit should
be notified of RAIM restoration, prior to using GPS information. This
will allow the ATS unit to reassess the appropriate separation standards;
(e)
when advising the ATS unit of the status of GPS, the phrases “RAIM
FAILURE” or “RAIM RESTORED” must be used.
GPS distance information to air traffic service units
(1)
When a DME distance is requested by an ATS unit, DME derived distance
information should normally be provided. Alternatively, GPS derived
distance information may be provided to an ATS unit, unless RAIM is
currently unavailable, and has been unavailable for the preceding ten minutes.
(2)
Notwithstanding subparagraph (1), if an ATS unit has issued a clearance or
requirement based upon GPS distance (e.g. a requirement to reach a certain
level by a GPS distance), pilots must inform the ATS unit if RAIM is not
available.
(3)
When a DME distance is not specifically requested, or when the provision
of a DME distance is not possible, distance information based on GPS
derived information may be provided. When providing GPS distance,
transmission of distance information must include the source and point of
reference - e.g. 115 nm GPS JSV, 80 nm GPS VAL NDB, 267 nm GPS
ORNAD etc.
(4)
If a GPS distance is provided to an ATS unit, and RAIM is not currently
available, but has been available in the preceding 10 minutes, the distance
report should be suffixed “NEGATIVE RAIM” - e.g. 26 nm GPS BLV
NEGATIVE RAIM.
(5)
Databases sometimes contain waypoint information which is not shown on
published AIP charts and maps. Distance information must only be provided in
relation to published waypoints unless specifically requested by an ATS unit.
Government Gazette 30 April 2003
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(6)
57
Where GPS distance is requested or provided from an NDB, VOR, DME,
or published waypoint, the latitude and longitude of the navigation air or
waypoint must be derived from a validated database which cannot be
modified by the operator or pilot-in-command (see paragraph 6.10).
6.10 Data integrity
(1)
As a significant number of data errors, in general applications, occur as a
result of manual data entry errors, navigation aid and waypoint latitude and
longitude data should be derived from a database, if available, which cannot
be modified by the operator or pilot-in-command.
(2)
When data is entered manually, data entries must be cross-checked by at
least two flight crew members for accuracy and reasonableness, or, for singlepilot operations, an independent check (e.g. GPS computed tracks and
distances against current chart data) must be made.
(3)
Both manually entered and database derived position and tracking
information should be checked for reasonableness (confidence check) in
the following cases:
(a)
Prior to each compulsory reporting point;
(b)
at or prior to arrival at each en route waypoint;
(c)
at hourly intervals during area type operations when operating off
established routes; and
(d)
after insertion of new data - e.g. creation of new flight plan.
6.11 Integrity and interference data sheets
Co-incident with the approvals contained in this technical standard, and in order
to build up the data base on GPS integrity in Namibia, a system validation period
has been established to verify operationally the availability of RAIM, and the
quality of navigation provided by GPS at other times.
Note: Operators or pilots-in-command using GPS for the purposes of this
technical standard, are requested to submit integrity reports for the first
30 flights after installation of approved GPS equipment. After this period,
operators should monitor and record the performance of GPS, and provide
details of the system accuracies and reliabilities from time to time. In
addition to these reports, operators should submit information on GPS
interference as it occurs.
Pilots-in-command should particularly note cases of GPS degradation/
interference around aerodromes, over populated areas, near radio or
television transmission towers, and during radio or SATCOM trans-missions.
Information about the additional types of data required as detailed on the
data sheet. This data will be used to verify the predic-ted integrity of the
GPS system in Namibian airspace, and will, in part, form the basis for
future extension of GPS approvals and revisions to ATC separation minima.
Data should be entered on the System Verification Data Sheet contained
in Annexure B.
6.12 Flight plan notification
Pilots-in-command of aeroplanes equipped with GPS systems, that comply with
the requirements of this technical standard, should insert the following in addition
to other indicators in the flight plans.
Government Gazette 30 April 2003
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No. 2972
7.
Operational standards for inertial navigation and reference systems
7.1
General
Inertial navigation may be used by approved operators only. For approved operators
of Namibian registered aeroplanes, inertial navigation may be used to satisfy the
requirements of the CAD. The inertial navigation system (INS) or inertial reference
system (IRS) and its installation must be certified by the State of registry as meeting
the airworthiness standards prescribed in Part 21.
Notes:
1.
2.
7.2
7.4
(i)
The equipment has been installed to the
manufacturer’s requirements;
(ii)
the installation is listed in the aeroplane type certificate
or has a supplemental type certificate for the specific
aeroplane type;
(iii)
there is a flight manual supplement covering any
system limitations; and
(iv)
the system is included in the operators’ maintenance
system.
Outside Namibia (for example, in Europe and over the North
Atlantic) other State authorities might require navigation
performance different to that required by these standards.
Minimum performance for operational approval
(1)
7.3
Airworthiness requirements will be satisfied if:
An INS/IRS must meet the following criteria for operational approval and
must be maintained to ensure performance in accordance with the criteria:
(a)
With a 95% probability to radial error rate is not to exceed 2 nm per
hour for flights up to 10 hours duration;
(b)
with a 95% probability the cross-track error is not to exceed - 20 nm
and a long track error must not exceed -25 nm at the conclusion of a
flight in excess of 10 hours.
(2)
The INS/IRS should have the capability for coupling to the aeroplane’s
autopilot to provide steering guidance.
(3)
The navigation system should have the capability for updating the displayed
present position.
Serviceability requirements
(1)
An INS/IRS may be considered as serviceable for navigation purposes until
such time as its radial error exceeds 3 + 3t nm (t being the hours of operation
in the navigation mode).
(2)
Maintenance corrective action must also be taken when an INS/IRS is
consistently providing radial error rates in excess of 2 nm per hour and/or
track and along track errors in excess of the tolerances given at subparagraph
(1) on more than 5% of the sectors flown.
System performance monitoring
The operator or pilot-in-command must monitor and record the performance of
INS/IRS and may be required to provide details of the system accuracies and
reliabilities from time to time.
Government Gazette 30 April 2003
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7.5
59
Navigation criteria
(1)
(2)
(3)
Navigation using INS/IRS as the primary navigation means is permitted in
accordance with the following conditions:
(a)
Initial confidence check. The INS/IRS must be checked for reasonable
navigation accuracy by comparison with ground-referenced radio
navigation aids (which may include ATC radar) before proceeding
outside the coverage of the short range radio navigation aids system;
(b)
maximum time.
Single INS/IRS:
(a)
The maximum operating time since the last ground alignment is not
to exceed 10 hours.
(b)
On flights of more than 5 hours, any route sector may be planned for
navigation by INS/IRS within the appropriate time limits (given in
(c) below) but contingency navigation procedures must be available
in the event of an INS/IRS inflight unserviceability which would
preclude the aeroplane’s operation on a subsequent route sector for
which area navigation is specified.
(c)
INS/IRS may be used as a sole source of tracking information for
continuous period not exceeding (i)
3 hours in controlled airspace other than oceanic control area
(OCA); or
(ii)
5 hours in OCA or outside controlled airspace (OCTA).
Two or more INS/IRS
(a)
If, during a flight, 10 hours elapsed time since the last ground
alignment will be exceeded, ground alignment must be included in
the pre-flight flight deck procedures prior to pushback/taxi for
departure.
(b)
INS/IRS may be used as the sole source of tracking information for
continuous periods not exceeding (i)
5 hours in controlled airspace other than OCA; or
(ii)
12 hours in OCA or OCTA.
Notes:
(c)
1.
If the use of INS/IRS as the sole means of navigation
does not exceed the time limit, the aeroplane may be
operated for longer periods using the INS/IRS with
either manual or automatic updating.
2.
The 5 hour limit on single INS/IRS ensures 99.74% (3
sigma) probability that loss of satisfactory navigation
capability will not occur with equipment mean time
between failures (MTBF) of approximately 1900 hours.
If the demonstrated MTBF exceeds 2000 hours, the
maximum time may be increased.
Updating present position. Updating inertial present position in flight
is permitted in the following instances only:
Government Gazette 30 April 2003
60
(i)
(ii)
Notes:
No. 2972
Manually:
(1)
Overhead a VOR beacon.
(2)
Within 25 nm of a co-located VOR/DME beacon.
(3)
Over a visual fix when at a height not more than 5 000
ft above the feature.
Automatically:
(1)
Within 200 nautical miles of a DME site when the
aeroplane’s track will pass within 140 nm of the site.
(2)
Within 200 nm of both DME sites for a DME/DME Fix.
(3)
From a co-located VOR/DME beacon provided that
updates from a receding beacon are not accepted when
the beacon is more than 25 nm from the aeroplane.
1.
En route VOR and DME sites separated by not more
than 500 metres are considered to be co-located.
2.
DME slant range error correction might be necessary
in some circumstances.
3.
Updating a present position from a visual fix may not
be planned for IFR flights.
4.
A receding beacon is one from which the distance to
the aeroplane is increasing.
5.
Updating in other circumstances (for example, over a
NDB) will not provide sufficient accuracy to ensure
that the INS/IRS operates within the prescribed
tolerances for navigation.
6.
Because INS/IRS are essentially accurate and reliable,
and ground alignment is more accurate than in-flight
updating, updating of present position is usually not
warranted especially during the initial few hours of
operation. However, INS/IRS errors general-y increase
with time and are not self-correcting. Unless the error
is fairly significant (for example, more than 4 nm or 2
nm/hr) it may be preferable to retain the error rather
than manually update.
(d)
Limitation on use. Wherever track guidance is provided by radio
navigation aids, the pilot-in-command must ensure that the aeroplane
remains within the appropriate track-keeping tolerances of the radio
navigation aids. INS/IRS is not to be used as a primary navigation
reference during IFR flight below lowest safe altitude (LSALT).
(e)
Pre-flight and en route procedures. The following practices are
required:
(i)
New data entries are to be cross-checked between at least two
flight crew members for accuracy and reasonableness, or, for
single-pilot operations, an independent check (for example, of
INS/IRS-computed tracks and distances against the flight plan)
must be made.
Government Gazette 30 April 2003
No. 2972
(ii)
7.6
61
As a minimum, position and tracking information is to be checked
for reasonableness (confidence check) in the following cases:
(1)
Prior to each compulsory reporting point.
(2)
At or prior to arrival at each en route way point during
RNAV operation along RNAV routes.
(3)
At hourly intervals during area type operation off
established RNAV routes.
(4)
After insertion of new data.
Operating criteria
(1)
Two or more INS/IRS installations
For two or more INS/IRS installations:
(a)
If one INS/IRS fails or can be determined to have exceeded a radial
error of 3+3t nm, operations may continue on area navigation routes
using the serviceable system(s) in accordance with the navigation
criteria applicable to the number of INS/IRS units remaining
serviceable.
(b)
If (i)
the difference of pure inertial readouts between each pair of
INS/IRS is less than 1.4 (3+3t) nm, no action is required;
(ii)
the difference of pure inertial readouts between any pair of
INS/IRS exceeds 1.4 (3+3t) nm and it is possible to confirm
that one INS/IRS has an excessive drift error, that system should
be disregarded and/or isolated from the other systems) and the
apparently serviceable system(s) should be used for navigation;
Note: This check and its isolation action are unnecessary if a
multiple INS/IRS installation is protected by a serviceability
self-test algorithm
(iii)
(2)
if neither condition (i) or (ii) can be satisfied, another means
of navigation should be used, and the pilot-in-command must
advise the appropriate ATS unit.
Single INS/IRS installations
For single INS/IRS installations, if the INS/IRS fails or exceeds the
serviceability tolerance:
(3)
(a)
The pilot-in-command must advise the appropriate ATS unit of INS/
IRS failure;
(b)
another means of navigation is to be used; and
(c)
the aircraft is not to begin a route sector for which area navigation is
specified unless it is equipped with an alternative, serviceable, approved area navigation system.
Autopilot coupling
Autopilot coupling to the INS/IRS should be used, whenever practicable, if
this feature is available. If for any reason the aircraft is flown without
autopilot coupling, the aircraft is to be flown within an indicated crosstrack tolerance of “ 2 nm. In controlled airspace the ATS unit is to be advised
if this tolerance is exceeded.
Government Gazette 30 April 2003
62
7.7
No. 2972
Navigation tolerances
(1)
The maximum drift rate expected from INS/IRS is 2 nm per hour (2 sigma
probability). For the purposes of navigation and determining aircraft
separation, the 3 sigma figure of 3 nm is allowed so that the maximum
radial error with 3 sigma confidence equals 3+3t nm where t equals the
time in hours since the INS/IRS was switched into the navigation mode.
(2)
DME and other inputs can automatically influence the INS/IRS to improve
the accuracy of its computed position. The pilot may also insert known
position co-ordinates to update the INS/IRS. Therefore, if the system is
updated with known position information the position error is reduced and
the INS/IRS can be assumed to operate within the radial error tolerance of
3+3T nm where T is the time (hours elapsed since the last position update).
(3)
The accuracy of the data used for updating must be considered. The
navigation aid positions used for updating inertial present position are
accurate to within 0.1 nm. However, the aircraft in flight cannot be fixed to
the same order of magnitude. The accuracy of the position fix is taken as∇
3nm radial error.
(4)
Because the INS/IRS error, the navigation aid position accuracy and the
position fix errors are independent of each other, the total radial error is
determined by the root-sum-square method:
Total error = (3 + 3T)2 + 0.12 + 33mm
(5)
The effect of navigation aid position accuracy on the total error is negligible,
and so,
Total error = (3 + 3T)2 + 0.12 + 33mm
= (1 + T)2 + 1nm
Substituting values for T
at time of update, total
radial error
= 4,2 nm
after 1 hour
= 6,7 nm
after 2 hours
= 9,5 nm
after 3 hours
= 12,4 nm
after 4 hours
= 15,3 nm
after 5 hours
= 18,2 nm
after 6 hours
= 21,2 nm
(6)
Dual installation
If two INS/IRS are installed and the aircraft is navigated by averaging, the
inertial present position formula for the total radial error given in
subparagraph (4) is modified by multiplying by:
1 (= 0.7)
2
(7)
Triple installations
If three INS/IRS are installed and Atriple mix is used, the total radial error
is further reduced, For simplicity for navigation and aircraft separation the
tolerances applicable to dual installations apply and the third system provides
redundancy.
= 3 + 3T2 + 0.12 + 33mm
Government Gazette 30 April 2003
No. 2972
135.06.2
1.
QUALITY ASSURANCE SYSTEM
Minimum standards for a quality assurance system
(1)
(2)
2.
63
The quality assurance system referred to in CAR 135.06.2(4), must include (a)
a clear definition of the level of quality the operator intends to achieve;
(b)
a quality assurance programme that contains procedures designed to
verify that all operations are being conducted in accordance with all
the applicable requirements, standards and procedures;
(c)
a procedure that sets out the level and frequency of the internal reviews;
(d)
a procedure to record the findings and communicate them to
management;
(e)
a list of responsible persons;
(f)
procedures by which other quality indicators such as facility
malfunction reports, incidents, occurrences, complaints and defects
are brought into the quality assurance system;
(g)
procedures for management analysis and overview;
(h)
procedures for rectifying any deficiencies which may be found; and
(i)
procedures for documenting the complete review process from the
inspection to the satisfactory management review so that this is
available to the Director during a safety inspection and audit.
For maintenance purposes, the quality assurance system must, in addition,
include at least the following functions:
(a)
Monitoring that the activities of maintenance responsibility are being
performed in accordance with the approved procedures;
(b)
monitoring that all contracted maintenance is carried out in accordance
with the contract; and
(c)
monitoring the continued compliance with the requirements
prescribed in Subpart 10 of Part 135.
(3)
Measures must be taken to ensure that the system is understood, implemented
and complied with at all levels.
(4)
The quality assurance system must be documented in the operations manual
referred to in CAR 135.04.3.
Compliance with procedures for operations inspection, certification and
continued surveillance
The quality assurance system must be established in accordance with the current edition
of ICAO Doc 8335, “Manual of Procedures for Operations Inspection, Certification and
Continued Surveillance”, 4th edition, 1995.
135.06.5
1.
APPLICATION FOR AIR OPERATOR CERTIFICATE OR
AMENDMENT THEREOF
Form of application
The form referred to in CAR 135.06.5, in which application must be made for the issuing
of an air operator certificate, or an amendment thereof, is contained in Annexure C.
Government Gazette 30 April 2003
64
135.06.6
1.
No. 2972
ADJUDICTATION OF APPLICATION AND ISSUING OF
CERTIFICATE
Form of certificate
The form referred to in CAR 135.06.6(4), on which an air operator certificate is issued,
is contained in Annexure D.
135.06.11
1.
STATISTICAL INFORMATION
Statistical information
The statistical information referred to in CAR 135.06.11, that must be furnished to the
Director, is the appropriate statistical information required by (1)
The current edition of the International Civil Aviation Organisation, in the Manual
on the ICAO Statistics Programme, Doc 9060; and
(2)
the Southern African Development Community Protocol on Transport,
Communications and Meteorology of 24 August 1996, Chapter 9.
135.06.15
1.
RENEWAL OF CERTIFICATE
Form of application
The form in which an application for the renewal of an air operator certificate must be
made, is contained in Annexure C.
135.07.2
1.
APPLICATION FOR FOREIGN AIR OPERATOR PERMIT OR
AMENDMENT THEREOF
Form of application
The form referred to in CAR 135.07.2, in which application must be made for the issuing
of a foreign air operator permit, or an amendment thereof, is contained in Annexure E.
135.07.3
1.
ADJUDICATION OF APPLICATION AND ISSUING OF PERMIT
Form of permit
The form referred to in CAR 135.07.3(4), on which a foreign air operator permit is
issued, is contained in Annexure F.
135.07.7
1.
RENEWAL OF PERMIT
Form of application
The form in which an application for the renewal of a foreign air operator permit must be
make, is contained in Annexure E.
135.08.1
1.
ROUTES AND AREAS OF OPERATION
Time/distance limitations
(1)
An operator may not, unless specifically approved by the Director (ETOPS
approval), operate a twin-engine performance Class A aeroplane, with a
maximum certificated mass of less than 45 454 kg and a maximum approved
passenger seating configuration of more than 19 seats, over a route that
contains a point further from an adequate aerodrome than the distance flown,
under standard conditions in still air, in 60 minutes at the one-engined
inoperative cruise speed.
Government Gazette 30 April 2003
No. 2972
2.
65
(2)
An operator may not operate a twin-engined performance Class B aeroplane
on a route that contains a point further, from an adequate aerodrome, than
the distance flown, under standard conditions in still air, in 90 minutes at
the all-engines maximum-range cruise speed, or 300 nautical miles,
whichever is the lesser.
(3)
An operator may not, unless specially approved by the Director (ETOPS
approval), operate a twin-engined aeroplane other than the aeroplanes
referred to in paragraph (1) or (2) above including cargo aeroplanes, on a
route that contains a point further, from an adequate aerodrome, than the
distance flown, under standard conditions in still air, in 120 minutes at the
one-engine-inoperative cruise speed.
(4)
In the case of approved ETOPS operation, the operator must ensure than an
en route alternate aerodrome is available within the authorised diversion time.
Adequate aerodrome
(1)
When defining aerodromes for the type of aeroplane(s) and operation(s)
concerned, an operator must take into account the following:
(a)
An adequate aerodrome is an aerodrome which the operator considers
to be satisfactory, taking account of the applicable performance
requirements and runway characteristics. In addition, it should be
anticipated that, at the expected time of use, the aerodrome will be
available and equipped with necessary ancillary services, such as ATS,
sufficient lighting, communications, weather reporting, navigation
aids and emergency services.
(2)
For an ETOPS en route alternate aerodrome, the following additional
points must be considered:
(a)
The availability of an ATS facility;
(b)
the availability of at least one letdown aid (ground radar would
so qualify) for an instrument approach; and
(c)
the weather at the aerodrome must meet the criteria prescribed
for ETOPS in TS 135.08.11.
Note: Guidance material for the granting of ETOPS approval is contained
in the Information Leaflet No. 20 “Tem-porary Guidance Material
for Extended Range Operation with Two-Engine Aeroplanes
ETOPS Cer-tification and Operation”, July 1995, JAR/IL No. 20,
issued by the Joint Aviation Authorities.
135.08.10
1.
AERODROME OPERATING MINIMA
Take-off minima
(1)
General
(a)
Take-off minima established by the operator must be expressed as
visibility or RVR limits, taking into account all relevant factors for
each aerodrome planned to be used and the aeroplane characteristics.
Where there is a specific need to see and avoid obstacles on departure
and/or for a forced landing, additional conditions (e.g. ceiling) must
be specified.
(b)
The pilot-in-command may 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.
Government Gazette 30 April 2003
66
(2)
(c)
When the reported meteorological visibility is below that required
for take-off and RVR is not reported, a take-off may only be
commenced if the pilot-in-command can determine that the RVR/
visibility along the take-off runway is equal to or better than the
required minimum.
(d)
When no reported meteorological visibility or RVR is available, a
take-off may only be commenced if the pilot-in-command can
determine that the RVR/visibility along the take-off runway is equal
to or better than the required minimum.
Visual reference
(a)
(3)
No. 2972
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.
Required RVR/Visibility
For multi-engined aeroplanes, whose performance is such that, in the event
of a critical power unit failure at any point during take-off, the aeroplane
can either stop or continue the take-off to a height of 1 500 feet above the
aerodrome while clearing obstacles by the required margins, the take-off
minima established by an operator must be expressed as RVR/Visibility
values not lower than those given in Table 1 below except as provided in
paragraph (4) below:
Table 1: RVR/Visibility for take-off
Take-off RVR/Visibility
Facilities
Nill (Day only)
Runway edge lighting and/or
centreline marking
Runway edge and centreline
lighting
Runway edge and centreline
lighting and multiple RVR
information
Note: 1.
(b)
RVR/Visibility (Note 3)
500 m
250/300 m (Notes 1 and 2)
20/250 m (note 1)
150/200 m (Notes 1 and 4)
The higher values apply to Category D aeroplanes.
2.
For night operations at least runway edge and runway end
lights are required.
3.
The reported RVR/Visibility value representative of the initial
part of the take-off run, can be replaced by pilot assessment.
4.
The required RVR value must be achieved for all of the
relevant RVR reporting points with the exception given in
Note 3 above.
For multi-engined aeroplanes whose performance is such that they
cannot comply with the performance conditions in subparagraph (3)(a)
above in the event of a critical power unit failure, there may be a
need to re-land immediately and to see and avoid obstacles in the
take-off area. Such aeroplanes may be operated to the following takeoff minima provided they are able to comply with the applicable
obstacle clearance criteria, assuming engine failure at the height
specified. The take-off minima established by an operator must be
based upon the height from which the one-engine inoperative net
take-off flight path can be constructed. The RVR minima used may
not be lower than either of the values given in Table 1 above or Table
2 below.
Government Gazette 30 April 2003
No. 2972
Table 2 :
67
Assumed engine failure height above the runway versus RVR/
Visibility
Take-off RVR/Visibility - flight path
Assumed engine failure
height above the take-off
runway
RVR/Visibility (Note 2)
< 50 ft
51 - 100 ft
101 - 150 ft
151 - 200 ft
201 - 300 ft
> 300 ft
200 m
300 m
400 m
500 m
1 000 m
(1 500 m (Note 1)
Note:
(4)
1.
1 500 m is also applicable if no positive take-off
flight path can be constructed.
2.
The reported RVR/Visibility value represen-tative of the initial
part of the take-off run can be replaced by pilot assessment.
(a)
When reported RVR, or meteorological visibility is not
available, the pilot-in-command may not commence take-off
unless he or she can determine that the actual conditions satisfy
the applicable take-off minima.
Exceptions to paragraph (3)(a):
(a)
Subject to the approval of the Director, and provided the
requirements in paragraphs (i) to (v) below have been satisfied,
an operator may reduce the take-off minima to 125 m RVR
(Category A, B and C aeroplanes) or 150 m RVR (Category D
aeroplanes) when (i)
low visibility procedures are in force;
(ii)
high intensity runway centreline lights spaced 15 m or
less, and high intensity edge lights spaced 60 m or less,
are in operation;
(iii)
flight deck crew members have satisfactorily completed
training in a simulator approved for this procedure;
(iv)
a 90 m visual segment is available from the cockpit at
the start of the take-off run; and
the required RVR value has been achieved for all of the
relevant RVR reporting points.
(v)
(b) Subject to the approval of the Director, the operator of an
aeroplane using an approved lateral guidance system for takeoff, may reduce the take-off minima to an RVR less than 125
m (Category A, B and C aeroplanes) or 150 m (Category D
aeroplane), but not lower than 75 m, if runway protection and
facilities equivalent to Category III landing operations are
available.
2.
Non-precision approach
(1)
System minima
(a)
The operator must ensure that system minima for non-precision
approach procedures, which are based upon the use of ILS without
glidepath (LLZ only), VOR, NDB, SRA and VDF are not lower than
the MDH values given in Table 3 below.
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Table 3 : System minima for non-precision approach aids
System minima
(2)
Facility
Lowest MDH
ILS (no glide path - LLZ)
SRA (terminating at 1/2 NM)
SRA (terminating at 1 NM)
SRA (terminating at 2 NM)
VOR
VOR/DME
NDB
VDF (QDM and QGH)
250 ft
250 ft
300 ft
350 ft
300 ft
250 ft
300 ft
300 ft
Minimum descent height
The operator must ensure that the minimum descent height for a nonprecision approach is not lower than either -
(3)
(a)
the OCH/OCL for the category of aeroplane; or
(b)
the system minimum.
Visual reference
A pilot may not continue an approach below MDA/MDH unless at least
one of the following visual references for the intended runway is distinctly
visible and identifiable to the pilot:
(4)
(a)
Elements of the approach light system;
(b)
the threshold;
(c)
the threshold markings;
(d)
the threshold lights;
(e)
the threshold identification lights;
f)
the visual glide slope indicator;
(g)
the touchdown zone or touchdown zone markings;
(h)
the touchdown zone lights;
(i)
runway edge lights; or
(j)
other visual references accepted by the Director.
Required RVR
The lowest minima to be used by an operator for non-precision approaches are:
Table 4(a) : RVR for non-precision approach - full facilities
Non-precision approach minima Full facilities (Notes (1), (5), (6) and (7)
MDH
RVR/Aeroplane category
A
250 ft - 299 ft
300 ft - 499 ft
450 ft - 649 ft
650 ft and above
800 m
900 m
1 000 m
1 200 m
B
800 m
1 000 m
1 200 m
1 400 m
C
D
800 m
1 000 m
1 200 m
1 400 m
1 200 m
1 400 m
1 600 m
1 800 m
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Table 4(b): RVR for non-precision approach - intermediate facilities
Non-precision approach minima Intermediate facilities (Notes (2), (5), (6) and (7)
MDH
RVR/Aeroplane category
A
250 ft - 299 ft
300 ft - 499 ft
450 ft - 649 ft
650 ft and above
1 000 m
1 200 m
1 400 m
1 500 m
B
C
D
1 100 m
1 300 m
1 500 m
1 500 m
1 200 m
1 400 m
1 600 m
1 800 m
1 400 m
1 600 m
1 800 m
2 000 m
Table 4(c): RVR for non-precision approach - basic facilities
Non-precision approach minima Basic facilities (Notes (2), (5), (6) and (7)
MDH
RVR/Aeroplane category
A
250 ft - 299 ft
300 ft - 499 ft
450 ft - 649 ft
650 ft and above
1 200 m
1 300 m
1 500 m
1 600 m
B
C
1 300 m
1 400 m
1 500 m
1 500 m
D
1 400 m
1 600 m
1 800 m
2 000 m
1 600 m
1 800 m
2 000 m
2 000 m
Table 4(d): RVR for non-precision approach - Nil approach light facilities
Non-precision approach minima Nil approach light facilities (Notes (4), (5), (6) and (7)
MDH
RVR/Aeroplane category
A
250 ft - 299 ft
300 ft - 499 ft
450 ft - 649 ft
650 ft and above
1 500 m
1 500 m
1 500 m
1 500 m
B
1 500 m
1 500 m
1 500 m
1 500 m
C
D
1 600 m
1 800 m
2 000 m
2 000 m
1 800 m
2 000 m
2 000 m
2 000 m
Note: 1.
Full facilities comprise runway markings, 720 m or more of HI/MI
approach lights, runway edge lights, treshold lights and runway end lights.
Lights must be on.
2.
Intermediate facilities comprise runway markings, 420 - 719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end
lights. Lights must be on.
3.
Basic facilities comprise runway markings, < 420 m of HI/MI approach
lights, any length of LI approach lights, runway edge lights, threshold
lights and runway end lights. Lights must be on.
4.
Nil approach light facilities comprise runway markings, runway edge
lights, threshold lights, runway end lights or no lights at all.
5.
The tables are only applicable to conventional approaches with a nominal
descent slope of not greater than 4°. Greater descent slopes will usually
require that visual glide slope guidance (e.g. PAPI) is also visible at the
Minimum Descent Height.
6.
The above figures are either reported RVR or meteorological visibility
converted to RVR as in TS 135.08.7 below.
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7.
The MDH mentioned in Table 4(a), 4(b), 4(c) and 4(d) refers to the initial
calculation of MDH. When selecting the associated RVR, there is no need
to take account of a rounding up to the nearest ten feet, which may be
done for operational purposes, e.g. conversion to MDA.
(5)
Night operations
For night operations, at least runway edge, threshold and runway end lights
must be on.
3.
Precision approach - Category I operations
(1)
General
A Category I operation is a precision instrument approach procedure which
provides for an approach to a decision height not lower than 200 ft and a
visibility not less than 800 m or RVR not less than 550 m.
(2)
Decision height
The operator must ensure that the decision height to be used for a Category
I precision approach is not lower than (a)
(b)
(3)
the minimum decision height specified in the aeroplane flight manual
(AFM), if stated;
the minimum height to which the precision approach aid can be used
without the required visual reference;
(c)
the OCH/OCL for the category of aeroplane; or
(d)
200 ft.
Visual reference
A pilot may not continue an approach below the Category I decision height,
determined in accordance with subparagraph (2) above, unless at least one
of the following visual references for the intended runway is distinctly visible
and identifiable to the pilot:
(4)
(a)
Elements of the approach light system;
(b)
the threshold;
(c)
the threshold markings;
(d)
the threshold lights;
(e)
the threshold identification lights;
(f)
the visual glide slope indicator;
(g)
the touchdown zone or touchdown zone markings;
(h)
the touchdown zone lights; or
(i)
runway edge lights.
Required RVR
The lowest minima to be used by the operator for Category I operations are:
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Table 5 : RVR for Cat I approach vs facilities and DH
Category I minima
Facilities/RVR/(Note 5)
Decision height (Note 7)
Full (Notes 1 and 6)
200 ft
201 - 250 ft
251 - 200 ft
301 ft and above
550 m
600 m
650 m
800 m
Interm. (Notes 2 and 6) Basic (Notes 3 and 6) Nil (Notes 4 and 6)
700 m
700 m
800 m
900 m
800 m
800 m
900 m
1 000 m
1 000 m
1 000 m
1 200 m
1 200 m
Note 1:
Full facilities comprise runway markings, 720 m or more of HI/MI
approach lights, runway edge lights, threshold lights and runway end
lights. Lights must be on.
Note 2:
Intermediate facilities comprise runway markings, 420 - 719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end
lights. Lights must be on.
Note 3:
Basic facilities comprise runway markings, < 420 m of HI/MI approach
lights, any length of LI approach lights, runway edge lights, threshold
lights and runway end lights. Lights must be on.
Note 4:
Nil approach light facilities comprise runway markings, runway edge
lights, threshold lights, runway end lights or no lights at all.
Note 5:
The above figures are either the reported RVR or meteorological visibility
converted to RVR as in accordance with TS 135.08.7.
Note 6:
The table is applicable to conventional approaches while a glide slope
angle up to and including 4°.
Note 7:
The DH mentioned in Table 5 refers to the initial calculation of DH. When
selecting the associated RVR, there is no need to take account of a rounding
up to the nearest ten feet, which may be done for operational purposes,
e.g. conversion to DA.
(5)
Single-pilot operations
For single-pilot operations, the operator must calculate the minimum RVR
for all approaches in accordance with CAR 135.08.7 and this technical
standard. An RVR of less than 800 m is not permitted except when using a
suitable autopilot coupled to an ILS or MLS, in which case normal minima
apply. The decision height applied may not be less than 1.25 x the minimum
disengagement height for the autopilot.
(6)
Night operations
For night operations, at least runway edge, threshold and runway end lights
must be on.
4.
Precision approach - Category II operations
(1)
General
A Category II operation is an ILS approach procedure which provides for
an approach to a decision height lower than 200 feet but not lower than 100
feet and a RVR of not less than 350 m, in the case of a manual landing, or
300 m, in the case of an automatic landing.
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(2)
No. 2972
Decision height
The operator must ensure that the decision height for a Category II operation
is not lower than -
(3)
(a)
the minimum decision height specified in the AFM, if stated;
(b)
the minimum height to which the precision approach aid can be used
without the required visual reference;
(c)
the OCH/OCL for the category of aeroplane; or
(d)
the decision height to which the flight crew is authorised to operate; or
(e)
100 ft.
Visual reference
A pilot may not continue an approach below the Category II decision height
determined in accordance with subparagraph (2) above, unless visual
references containing a segment of at least 3 consecutive lights being the
centre line of the approach lights, or touchdown zone lights, or runway
centre line lights, or runway edge lights, or a combination of these is attained
and can be maintained. This visual reference must include a lateral element
of the ground pattern, i.e. an approach lighting crossbar or the landing
threshold or a barrette of the touchdown zone lighting.
(4)
Required RVR
The lowest minima to be used by the operator for Category II operations
are:
Table 6: RVR for CAT II approach vs DH
Category II minima
Auto-coupled to below DH (Note 1)
RVR/Aeropolane Category A, B and C
Decision height
100 ft - 120 ft
135 ft - 140 ft
141 ft and above
300 m
400 m
450 m
RVR/Aeroplane Category D
300 m (Note 2)/350 m
400 m
450 m
Note 1:
The reference to ‘auto-coupled to below DH’ in this table means continued
use of the automatic flight control system down to a height which is not
greater than 80% of the applicable DH. Thus airworthiness requirements
may, through minimum engagement height for the automatic flight control
system, affect the DH to be applied.
Note 2:
300 m may be used for a Category D aeroplane conducting an Autoland.
5.
Precision approach - Category III operations
(1)
General
Category III operations are subdivided as follows:
(a)
Category III A operations
An ILS approach procedure which provides for an approach to a
decision height lower than 100 feet or with no decision height and
with a RVR of not less than 200 m.
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(b)
73
Category III B operations
An ILS approach procedure which provides for approach with either
decision height lower than 50 feet or no decision height and a RVR
lower than 200 m but not less than 75 m.
(c)
Category III C operations
An ILS approach procedure which provides for approach with no
decision height and no runway visual range limitations.
(2)
Decision height
For operations in which a decision height is used, an operator must ensure
that the decision height is not lower than -
(3)
(a)
the minimum decision height specified in the AFM, if stated;
(b)
the minimum height to which the precision approach aid can be used
without the required visual reference; or
(c)
the decision height to which the flight crew is authorised to operate.
No decision height operations
Operations with no decision height may only be conducted if (a)
the operation with no decision height is authorised in the AFM;
(b)
the approach aid and the aerodrome facilities can support operations
with no decision height; and
(c)
the operator has an approval for CAT III operations with no decision
height.
Note: In the case of a CAT III runway it may be assumed that operations
with no decision height can be supported unless specifically
restricted as published in the AIP or NOTAM.
(4)
(5)
Visual reference
(a)
For Category III A operations, a pilot may not continue an approach
below the decision height determined in accordance with paragraph
(2) above unless a visual reference containing a segment of at least 3
consecutive lights being the centreline of the approach lights, or
touchdown zone lights, or runway centre line lights, or runway edge
lights, or a combination of these is attained and can be maintained.
(b)
For Category III B operations with a decision height a pilot may not
continue an approach below the decision height, determined in
accordance with subparagraph (2) above, unless a visual reference
containing at least one centreline light is attained and can be
maintained.
(c)
For Category III operations with no decision height, there is no
requirement for visual contact with the runway prior to touchdown.
Required RVR
(a)
The lowest minima to be used by an operator for Category III
operations, are:
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No. 2972
Table 7 : RVR for CAT III approach vs flight control systems and DH
Category III minima
Flight control system/RVR (metres)
Fail Operational
Fail passive
Without roll-out
system
Approach category
IIIA
IIIB
IIIC
Note 1:
6.
With roll-out guidance or
control system
Decision height (ft)
Fail passive Fail operational
Less than 100 ft
200 m
200 m
200 m (Note 1)
200 m
Less than 50 ft
Not authorised Not authorised
125 m
75 m
No DH
75 m
Not authorised Not authorised Not authorised
For operations to actual RVR values less than 300 m a go-around is
assumed in the event of an autopilot failure at or below DH.
Circling
(1)
The lowest minima to be used by an operator for circling, are:
Table 8: Visibility and MDH for circling vs aeroplane category
Aeroplane category
MDH
Minimum meteorological
visibility
(2)
7.
A
B
400 ft
1 500 m
500 ft
1 600 m
C
600 ft
2 400 m
D
700 ft
3 600 m
Circling with prescribed tracks is an accepted procedure within the meaning
of this paragraph.
Visual approach
The operator may not use an RVR of less than 1 500 m for a visual approach.
8.
Conversion of reported meteorological visibility to RVR
(1)
The operator must ensure that a meteorological visibility to RVR conversion
is not used for calculating take-off minima, Category II or III minima or
when a reported RVR is available.
(2)
When converting meteorological visibility to RVR in circumstances other
than those in subparagraph (1) above, the operator must ensure that the
following table is used:
Table 9: Conversion of visibility to RVR
RVR = Reported Met. Visibility x
Lighting elements in operation
HI approach and runway lighting
Any type of lighting installation other than above
No lighting
Day
Night
1.5
1
1
2
1.5
Not applicable
Government Gazette 30 April 2003
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135.08.11
1.
75
PLANNING MINIMA FOR IFR FLIGHTS
Planning minima for destination alternate aerodromes
(1)
The operator or pilot-in-command may only select the destination aerodrome
and/or destination alternate aerodrome when the appropriate weather reports
or forecasts, or any combination thereof, indicate that, during a period
commencing 1 hour before, and ending 1 hour after, the estimated time of
arrival at the aerodrome, the weather conditions will be at or above the
applicable planning minima as follows:
Table 1 : Planning minima - En route and destination alternates
Type of approach
CAT II and III
Planning minima
Cat I minima with RVR in accordance with TS
135.08.7
Non-precision minima and ceiling must be above
the MDH
Non-precision minima plus 200 ft added to MDH
and 1 000 m added to RVR/Visibility. Ceiling must
be above the MDH + 200 ft.
Circling
Cat I
Non-precision
Circling
Note: Only operators approved for Cat II and III operations may use planning minima
based on a Cat II and III approach in Table 1.
(a)
(b)
2.
Planning minima for the destination aerodrome
(i)
RVR/visibility must be in accordance with that specified in
CAR 135.08.7; and
(ii)
for a non-precision approach or a circling approach, the ceiling
at or above MDH;
Planning minima for destination alternate aerodrome must be in
accordance with Table 1.
Planning minima for en route alternate aerodromes (Non-ETOPS Flights)
The operator or pilot-in-command may not select an aerodrome as an en route alternate
aerodrome unless the appropriate weather reports or forecasts, or any combination thereof,
indicate that, during a period commencing 1 hour before, and ending 1 hour after, the
expected time of arrival at the aerodrome, the weather conditions will be at or above the
planning minima prescribed in Table 1 above.
3.
Planning minima for an ETOPS en route alternate aerodrome
The operator or pilot-in-command may not select an aerodrome as an ETOPS en route
alternate aerodrome unless the appropriate weather reports or forecasts, or any combination
thereof, indicate that, during a period commencing 1 hour before, and ending 1 hour
after, the expected time of arrival at the aerodrome, the weather conditions will be at or
above the planning minima prescribed in Table 2 below, and in accordance with the
operator’s ETOPS approval.
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No. 2972
Table 2 : Planning minima - ETOPS
Planning minima
(RVR/visibility required and ceiling if applicable)
Type of approach
at least 2 separate
approcah procedures
based on 2 separate aids
serving 2 separate
runways
Precision approach Precision approach Cat I
CAT II, III (ILS minima
MLS)
Precision approach Non-precision approach
minima
CAT I (ILS MLS)
Non-precision ap- The lower of non-precision
approach minima plus 200
proach
ft / 1 000 m or circling
Minima
Circling approach
Aerodrome with
at least 2 separate approach
procedures based on 2
separate aids serving 1
runway
at least 1 approach
procedure based on 1
aid serving 1 runway
Non-precision approach minima
Circling minima or, if not available, non-precision approach minima plus 200 ft / 1 000 m
The higher of circling minima or non-precision approach minima plus 200 ft / 1 000 m
Circling minima
Notes:
1.
“Tempo” and “Inter” conditions published in the forecast are not limiting unless
these conditions are forecast to be below published planning minima. Where a
condition is forecast as “Prob”, provided the probability percent factor is less
than 40%, it is not limiting. However the pilot-in-command will be expected to
exercise good aviation judgement in assessing the overall “Prob” conditions.
2.
Runways on the same aerodrome are considered to be separate runways when (a)
they are separate landing surfaces which may overlay or cross such that
if one of the runways is blocked, it will not prevent the planned type of
operations on the other runway; and
(b)
each of the landing surfaces has a separate approach procedure based on
a separate aid.
3.
Only operators approved for Category II or III operations may use the planning
minima applicable to Categories II and III in Table 2 and then only if the
aeroplane is certificated for a one-engine inoperative Category II or III approach
as applicable.
4.
The JAA Information Leaflet No. 20, IL20, may be used by an operator to conduct
an ETOPS operation, together with the ETOPS alternate weather criteria
determined in this technical standard.
135.08.14
1.
MASS AND BALANCE
Definitions
Any word or expression to which a meaning has been assigned in the Aviation Act, 1962,
and the Namibian Civil Aviation Regulations, 2001, bears, when used in this technical
standard, the same meaning unless the context indicates otherwise, and “maximum structural landing mass” means the maximum permissible total aeroplane
mass upon landing under normal circumstances;
“Maximum structural take off mass” means the maximum permissible total aeroplane
mass at the start of the take-off run; and
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“Maximum zero fuel mass” means the maximum permissible mass of an aeroplane with
no usable fuel. The mass of the fuel contained in particular tanks must be included in the
zero fuel mass when it is explicitly mentioned in the aeroplane flight manual limitations;
“traffic load” means the total mass of passengers, baggage and cargo, including any nonrevenue load.
2.
Loading, mass and balance
The operator must specify, in the operations manual, the principles and methods involved
in the loading and in the mass and balance system which comply with the provisions of
CAR 135.08.14. This system must cover all types of intended operations.
3.
Mass values for crew
(1)
(2)
4.
The operator or pilot-in-command must use the following mass values to
determine the dry operating mass:
(a)
Actual masses including any crew baggage; or
(b)
standard masses, including hand baggage, of 85 kg for flight crew
members and 75 kg for cabin crew members.
The operator or pilot-in-command must correct the dry operating mass to
account for any additional baggage. The position of this additional baggage
must be accounted for when establishing the centre of gravity of the
aeroplane.
Mass values for passengers and baggage
(1)
The operator or pilot-in-command must compute the mass of passengers
and checked baggage using either the actual weighed mass of each person
and the actual weighed mass of baggage or the standard mass values specified
in Tables 1 to 3 below except where the number of passenger seats available
is less than 6, when the passenger mass may be established by a verbal
statement by or on behalf of each passenger or by estimation. The procedure
specifying when to select actual or standard masses must be included in the
operations manual.
(2)
If determining the actual mass by weighing, the operator or pilot-in-command
must ensure that passengers’ personal belongings and hand baggage are
included. Such weighing must be conducted immediately prior to boarding
and at an adjacent location.
(3)
If determining the mass of passengers using standard mass values, the
standard mass values in Tables 1 and 2 below must be used. The standard
masses include hand baggage and the mass of any infant carried by an adult
on one passenger seat. Infants occupying separate passenger seats are to be
considered as children for the purpose of this paragraph.
(4)
Mass values for passengers - 20 seats or more
(a)
Where the total number of passenger seats available in an aeroplane
is 20 or more, the standard masses of male and female in Table 1 are
applicable. As an alternative, in cases where the total number of
passenger seats available is 30 or more, the ‘All Adult’ mass values
in Table 1 are applicable.
(b)
For the purpose of Table 1, holiday charter means a charter flight
solely intended as an element of a holiday travel package.
Government Gazette 30 April 2003
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Table 1
Passenger seats
All flights except holiday
charters
Holiday charters
Children
(5)
20 and more
30 and more
Male
Female
All adult
88 kg
70 kg
84 kg
83 kg
35 kg
69 kg
35 kg
76 kg
35 kg
Mass values for passengers - 19 seats or less
Table 2
Passenger seats
Male
Female
Children
(6)
1-9
10-19
96 kg
78 kg
35 kg
92 kg
74 kg
35 kg
(a)
Where the total number of passenger seats available in an aeroplane
is 19 or less, the standard masses in Table 2 are applicable.
(b)
On flights where no hand baggage is carried in the cabin or where
hand baggage is accounted for separately, 6 kg may be deducted from
the above male and female masses. Articles such as an overcoat, an
umbrella, a small handbag or purse, reading material or a small camera
are not considered as hand baggage for the purpose of this paragraph.
Mass values for baggage
Where the total number of passenger seats available in the aeroplane is 20
or more, the standard mass values given in Table 3 are applicable for each
piece of checked baggage. For aeroplanes with 19 passenger seats or less,
the actual mass of the checked baggage, determined by weighing, must be
used.
Table 3 : 20 or more seats
Type of flight
Domestic
International
Baggage standard
mass
11 kg
15 kg
(7)
If the operator or pilot-in-command wishes to use standard mass values
other than those contained in Tables 1 to 3 above, he or she must advise the
Director of his or her reasons and gain such approval in advance. After
verification and approval by the Director of the results of the weighing
survey, the revised standard mass values are only applicable to that operator.
The revised standard mass values can only be used in circumstances
consistent with those under which the survey was conducted. Where revised
standard masses exceed those in Tables 1 to 3, then such higher values must
be used.
(8)
On any flight identified as carrying a significant number of passengers whose
masses, including hand baggage, are expected to exceed the standard
passenger mass, the operator or pilot-in-command must determine the actual
Government Gazette 30 April 2003
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79
mass of such passengers by weighing or by adding an adequate mass
increment.
(9)
If standard mass values for checked baggage are used and a significant
number of passengers check-in baggage that is expected to exceed the
standard baggage mass, the operator or pilot-in-command must determine
the actual mass of such baggage by weighing or by adding an adequate
mass increment.
(10) The operator must ensure that a pilot-in-command is advised when a nonstandard method has been used for determining the mass of the load and
that this method is stated in the mass and balance documentation.
5.
Mass and balance documentation
5.1
General
(1)
The operator must establish mass and balance documentation prior to each
flight specifying the load and its distribution.
The mass and balance documentation must enable the pilot-in-command to
determine by inspection that the load and its distribution is such that the
mass and balance limits of the aeroplane are not exceeded.
The person supervising the loading of the aeroplane must confirm by
signature that the load and its distribution are in accordance with the mass
and balance documentation.
Acceptance of the loading of the aeroplane by the pilot-in-command, must
be indicated by countersignature or equivalent.
(2)
The mass and balance documentation must contain the following
information:
(a)
The aeroplane registration and type;
(b)
the flight identification number and date;
(c)
the identity of the pilot-in-command;
(d)
the identity of the person who prepared the document;
(e)
the dry operating mass and the corresponding centre of gravity of the
aeroplane;
(f)
the mass of the fuel at take-off and the mass of trip fuel;
(g)
the mass of consumables other than fuel;
(h)
the components of the load including passengers, baggage, cargo and
ballast;
(i)
the take-off mass, landing mass and zero fuel mass;
(j)
the load distribution;
(k)
the applicable aeroplane centre of gravity positions; and
(l)
the limiting mass and centre of gravity values.
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5.2
No. 2972
Last minute change
(1)
The operator must specify procedures for last minute changes to the load.
(2)
If any last minute change occurs after the completion of the mass and balance
documentation, this must be brought to the attention of the pilot-in-command
and the last minute change must be entered on the mass and balance
documentation.
The maximum allowed change in the number of passengers or hold load
acceptable as a last minute change, must be specified in the operations
manual.
If this number is exceeded, new mass and balance documentation must be
prepared.
5.3
5.4
Computerised systems
(1)
Where mass and balance documentation is generated by a computerised
mass and balance system, the operator must verify the integrity of the output
data.
(2)
The operator must establish a system to check that amendments of the input
data are incorporated properly in the system and that the system is operating
correctly on a continuous basis by verifying the output data at intervals not
exceeding six months.
Onboard mass and balance systems
The operator must obtain the approval of the Director if the operator wishes to use an
onboard mass and balance computer system as a primary source of despatch.
5.5
Datalink
When mass and balance documentation is sent to aeroplanes via datalink, a copy of the
final mass and balance documentation as accepted by the pilot-in-command, must be
available on the ground.
135.08.16
1.
FUEL POLICY
Contingency fuel
At the planning stage, not all factors which could have an influence on the fuel
consumption to the destination aerodrome can be foreseen. Therefore, contingency fuel
is carried to compensate for items such as (1)
deviations of an individual aeroplane from the expected fuel consumption
data;
(2)
deviations from forecast meteorological conditions; and
(3)
deviations from planned routings and/or cruising levels/altitudes.
135.08.17
1.
FUEL AND OIL SUPPLY
Planning criteria for aeroplanes
The owner or operator must base the fuel policy, including calculation of the amount of
fuel to be carried, by an aeroplane on the following planning criteria:
Government Gazette 30 April 2003
No. 2972
(1)
81
The amount of (a)
taxi fuel, which must not be less than the amount, expected to be
used prior to take-off. Local conditions at the departure aerodrome
and APU consumption must be taken into account;
(b)
trip fuel, which must include -
(c)
(i)
fuel for take-off and climb from aerodrome elevation to initial
cruising level/altitude, taking into account the expected
departure routing;
(ii)
fuel from top of climb to top of descent, including any step
climb/descent;
(iii)
fuel from top of descent to the point where the approach is
initiated, taking into account the expected arrival procedure;
and
(iv)
fuel for approach and landing at the destination aerodrome;
contingency fuel, which must be the higher of item (i) or (ii) below:
(i)
(ii)
(d)
Either:
(1)
5% of the planned trip fuel or, in the event of in-flight
replanning, trip fuel for the remainder of the flight; or
(2)
not less than 3% of the planned trip fuel or, in the event
of in-flight replanning, trip fuel for the remainder of the
flight, subject to the approval of the Director, provided
that an en route alternate aerodrome is available; or
(3)
an amount of fuel sufficient for 20 minutes flying time
based upon the planned trip fuel consumption: Provided
that the operator or pilot-in-command has established a
fuel consumption monitoring programme for individual
aeroplanes and uses valid data determined by means of
such a programme for fuel calculation; or
(4)
an amount of fuel of not less than that which would be
required to fly for 15 minutes at holding speed at 1 500
feet (450 m) above the destination aerodrome in standard
conditions, when the operator or pilot-in-command has
established a programme, approved by the Director, to
monitor the fuel consumption on each individual route/
aeroplane combination and uses this data for a statistical
analysis to calculate contingency fuel for that route/
aeroplane combination; or
an amount to fly for 15 minutes at holding speed at 1 500 feet
(450 m) above the destination aerodrome in standard
conditions;
alternate fuel, which must be sufficient for (i)
a missed approach from applicable MDA/DH at the destination
aerodrome to missed approach altitude, taking into account
the complete missed approach procedure;
(ii)
a climb from missed approach altitude to cruising level/altitude;
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82
(e)
(f)
No. 2972
(iii)
the cruise from top of climb to top of descent;
(iv)
descent from top of descent to the point where the approach is
initiated, taking into account the expected arrival procedure; and
(v)
executing an approach and landing at the destination alternate
aerodrome;
(vi)
if two destination alternate aerodromes are required, alternate
fuel must be sufficient to proceed to the alternate which requires
the greater amount of alternate fuel;
final reserve fuel, which must be (i)
for aeroplanes with reciprocating engines, fuel to fly for 45
minutes; or
(ii)
for aeroplanes with turbine power units, fuel to fly for 30
minutes at holding speed at 1 500 feet (450 m) above aerodrome
elevation in standard conditions, calculated with the estimated
mass on arrival at the alternate aerodrome or the destination
aerodrome, when no alternate aerodrome is required;
the minimum additional fuel which must permit (i)
holding for 15 minutes at 1 500 feet (450 m) above aerodrome
elevation in standard conditions, when a flight is operated under
IFR without a destination alternate aerodrome; and
(ii)
following the possible failure of a power unit or loss of
pressurisation, based on the assumption that such a failure occurs
at the most critical point along the route, the aeroplane to:
(i)
descend as necessary and proceed to an adequate
aerodrome; and
(ii)
hold there for 15 minutes at 1 500 feet (450 m) above
aerodrome elevation in standard conditions; and
(iii)
make an approach landing,
except that additional fuel is only required, if the minimum
amount of fuel calculated in accordance with subparagraphs
(1)(b) to (e) above is not sufficient for such an event;
(g)
(2)
extra fuel, which is at the discretion of the pilot-in-command.
Decision point procedure
If the operator’s fuel policy includes planning to a destination aerodrome
via a decision point along the route, the amount of fuel should be the greater
of item (a) or (b) below:
(a)
The sum of (i)
taxi fuel;
(ii)
trip fuel to the destination aerodrome, via the decision point;
(iii)
contingency fuel equal to not less than 5% of the estimated
fuel consumption from the decision point to the destination
aerodrome;
Government Gazette 30 April 2003
No. 2972
(iv)
alternate fuel, if a destination alternate is required;
(v)
final reserve fuel;
(vi)
additional fuel; and
83
(vii) extra fuel, if required by the pilot-in-command; or
(b)
(3)
the sum of (i)
taxi fuel;
(ii)
the estimated fuel consumption from the departure aerodrome
to a suitable en route alternate, via the decision point;
(iii)
contingency fuel equal to not less than 3% of the estimated
fuel consumption from the departure aerodrome to the en route
alternate aerodrome;
(iv)
final reserve fuel;
(v)
additional fuel; and
(vi)
extra fuel, if required by the pilot-in-command.
Isolated aerodrome procedure
If the operator’s fuel policy includes planning to an isolated aerodrome for
which a destination alternate aerodrome does not exist, the amount of fuel
at departure must include (a)
taxi fuel;
(b)
trip fuel;
(c)
contingency fuel calculated in accordance with subparagraph (1)(c)
above;
(d)
additional fuel if required, but not less than (i)
for aeroplanes with reciprocating engines, fuel to fly for 45
minutes plus 15% of the flight time planned to be spent at
cruising level, or two hours, whichever is the lesser; or
(ii)
for aeroplanes with turbine engines, fuel to fly for two hours at
normal cruise consumption after arriving overhead the
destination aerodrome,
including final reserve fuel; and
(e)
(4)
extra fuel, if required by the pilot-in-command.
Pre-determined point procedure
If the operator’s fuel policy includes planning to a destination alternate
aerodrome where the distance between the destination aerodrome and the
destination alternate aerodrome is such that a flight can only be routed via a
predetermined point to one of these aerodromes, the amount of fuel must be
the greater of item (a) or (b) below:
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84
(a)
No. 2972
The sum of (i)
taxi fuel;
(ii)
trip fuel from the departure aerodrome to the destination
aerodrome, via the predetermined point;
(iii)
contingency fuel calculated in accordance with subparagraph
(1)(c) above;
(iv)
additional fuel if required, but not less than (1)
for aeroplanes with reciprocating engines, fuel to fly for
45 minutes plus 15% of the flight time planned to be spent
at cruising level or two hours, whichever is less; or
(2)
for aeroplanes with turbine engines, fuel to fly for two
hours at normal cruise consumption after arriving
overhead the destination aerodrome,
including final reserve fuel; and
(v)
(b)
extra fuel, if required by the pilot-in-command; or
the sum of (i)
taxi fuel;
(ii)
trip fuel from the departure aerodrome to the alternate
aerodrome, via the predetermined point;
(iii)
contingency fuel calculated in accordance with subparagraph
(1)(c) above;
(iv)
additional fuel if required but not less than (1)
for aeroplanes with reciprocating engines, fuel to fly for
45 minutes; or
(2)
for aeroplanes with turbine engines, fuel to fly for 30
minutes at holding speed at 1 500 feet (450 m) above
aerodrome elevation in standard conditions,
including final reserve fuel; and
(v)
135.08.20
1.
extra fuel, if required by the pilot-in-command.
NOISE ABATEMENT PROCEDURES
Procedures
Aeroplane operating procedures for noise abatement must comply with the provisions of
the current edition of PANS-OPS (Doc 8168), Volume I, Part V, published by ICAO.
135.08.29
1.
COMMENCEMENT AND CONTINUATION OF APPROACH
Conversion of reported visibility
(1)
The pilot-in-command must ensure that a meteorological visibility to RVR
conversion is not used for calculating take-off minima, Category II or III
minima or when a reported RVR is available.
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No. 2972
(2)
85
When converting meteorological visibility to RVR in circumstances other
than those in subparagraph (1) above, the pilot-in-command must ensure
that the following table is used:
Conversion of visibility to RVR
Lighting elements in
operation
HI approach and runway
Any type of lighting
installation other than above
No lighting
135.08.37
1.
RVR = Reported
Met. Visibility
multipiled by
Day
1.5
1
Night
2
1.5
1
Not
applicable
CARRY-ON BAGGAGE
Procedures for stowing of carry-on baggage
Procedures established by an operator to ensure that carry-on baggage is adequately and
securely stowed, must take account of the following:
(1)
Each item carried in a cabin must be stowed only in a location that is capable
of restraining it;
(2)
mass limitations placarded on or adjacent to stowages must not be exceeded;
(3)
underseat stowages must not be used unless the seat is equipped with a
restraint bar and the baggage is of such size that it may adequately be
restrained by this equipment;
(4)
items must not be stowed in toilets or against bulkheads that are incapable
of restraining articles against movement forwards, sideways or upwards
and unless the bulkheads carry a placard specifying the greatest mass that
may be placed there;
(5)
baggage and cargo placed in lockers must not be of such size that they
prevent latched doors from being closed securely;
(6)
baggage and cargo must not be placed where it can impede access to
emergency equipment; and
(7)
checks must be made before take-off, before landing, and whenever the
pilot-in-command illuminates the fasten seat belts sign (or otherwise so
orders) to ensure that baggage is stowed where it cannot impede evacuation
from the aeroplane or cause injury by failing (or other movement) as may
be appropriate to the phase of flight.
135.09.1
1.
AEROPLANE PERFORMANCE CLASSIFICATION
Classification
(Reserved).
135.09.2
(Reserved).
CLASS B AND CLASS D AEROPLANES
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86
135.10.6
1.
No. 2972
OPERATOR’S MAINTENANCE MANAGEMENT MANUAL
Information to be contained in the manual
The operator’s maintenance management manual must contain details of the organisation
structure, including:
(1)
the competent person responsible for the maintenance system;
(2)
the personnel responsible for planning, performing, supervising and
inspecting all maintenance to ensure -
(3)
135.11.7
(a)
that such maintenance is carried out on time to an approved standard
so that the maintenance responsibility referred to in CAR 135.10.3 is
satisfied; and
(b)
the functioning of the quality assurance system referred to in CAR
135.06.2; and
the procedures to be followed to satisfy such maintenance responsibility
and quality assurance functions.
LIGHTS TO BE DISPLAYED BY SMALL AEROPLANE
1.
Aeroplane operating lights
1.1
Definitions
Any word or expression to which a meaning has been assigned in the Aviation Act, 1962,
and the Civil Aviation Regulations, 2001, bears, when used in this technical standard,
the same meaning unless the context indicates otherwise, and “Angles of coverage” means (1)
Angle of coverage A is formed by two intersecting vertical planes making
angles of 70 degrees to the right and 70 degrees to the left respectively,
looking aft along the longitudinal axis to a vertical plane passing through
the longitudinal axis.
(2)
Angle of coverage F is formed by two intersecting vertical planes making
angles of 110 degrees to the right and 110 degrees to the left respectively,
looking forward along the longitudinal axis to a vertical plane passing
through the longitudinal axis.
(3)
Angle of coverage L is formed by two intersecting vertical planes one parallel
to the longitudinal axis of the aeroplane, and the other 110 degrees to the
right of the first, when looking forward along the longitudinal axis.
(4)
Angle of coverage R is formed by two intersecting vertical planes one parallel
to the longitudinal axis of the aeroplane, and the other 110 degrees to the
right of the first, when looking forward along the longitudinal axis;
“horizontal plane” means the plane containing the longitudinal axis and perpendicular to
the plane of symmetry of the aeroplane;
“longitudinal axis of the aeroplane” means a selected axis parallel to the direction of
flight at a normal cruising speed, and passing through the centre of gravity of the aeroplane;
“making way” means that an aeroplane on the surface of the water is under way and has
a velocity relative to the water;
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87
“under command” means that an aeroplane on the surface of the water is able to execute
manoeuvres as required by the International Regulations for Preventing Collisions at
Sea for the purpose of avoiding other vessels;
“under way” means that an aeroplane on the surface of the water is not aground or moored
to the ground or to any fixed object on the land or in the water;
“vertical planes” means planes perpendicular to the horizontal plane; and
“visible” means visible on a dark night with a clear atmosphere.
1.2
Navigation lights to be displayed in the air
As illustrated in Figure 1, the following unobstructed navigation lights must be displayed:
(1)
A red light projected above and below the plane through angle of coverage
L;
(2)
a green light projected above and below the horizontal plane through angle
of coverage R;
(3)
a white light projected above and below the horizontal plane rearward
through angle of coverage A.
Figure 1
1.3
Lights to be displayed on the water
(1)
General
(a)
The International Regulations for Preventing Collisions at Sea require
different lights to be displayed in each of the following circumstances:
(i)
When under way;
(ii)
when towing another vessel or aeroplane;
(iii)
when being towed;
(iv)
when not under command and not making way;
(v)
when making way but not under command;
(vi)
when at anchor;
(vii) when aground.
(b)
The lights required by aeroplanes in each case are described below.
Government Gazette 30 April 2003
88
(2)
When under way
(a)
(b)
(3)
No. 2972
As illustrated in Figure 2, the following appearing as steady
unobstructed lights:
(i)
A red light projected above and below the plane through angle
of coverage L;
(ii)
a green light projected above and below the horizontal plane
through angle of coverage R;
(iii)
a white light projected above and below the horizontal plane
rearward through angle of coverage A; and
(iv)
a white light projected through angle of coverage F.
The lights described in the first three items should be visible at a
distance of at least 3.7 km (2 nm). The light described in the fourth
item should be visible at a distance of 9.3 km (5 nm) when fitted to
an aeroplane of 20 m or more in length or visible at a distance of 5.6
km (3 nm) when fitted to an aeroplane of less than 20 m in length.
When towing another vessel or aeroplane
As illustrated in Figure 3, the following appearing as steady, unobstructed
lights:
(4)
(a)
the lights described in subparagraph (2);
(b)
a second light having the same characteristics as the light described
in the fourth item of subparagraph (2) and mounted in a vertical line
at least 2 m above or below it; and
(c)
a yellow light having otherwise the same characteristics as the light
described in the third item of subparagraph (2) and mounted in a
vertical line at least 2 m above it.
When being towed
The lights described in the first three items of subparagraph (2) appearing
as steady unobstructed lights.
(5)
When not under command and not making way
As illustrated in Figure 4, two steady red lights placed where they can best
be seen, one vertically over the other and not less than 1 m apart, and of
such a character as to be visible all around the horizon at a distance of at
least 3,7 km (2 nm).
(6)
When making way but not under command
As illustrated in Figure 5, the lights described in subparagraph (5) and the
first three items of subparagraph (2).
Note: The display of lights prescribed in subparagraphs (5) and (6) above
is to be taken by other aircraft as signals that the aeroplane showing
them is not under command cannot therefore get out of the way.
They are not signals of aeroplanes in distress and requiring
assistance.
Government Gazette 30 April 2003
No. 2972
135.11.10
1.
SIGNALS
Distress signals
(1)
(2)
(3)
2.
89
The following signals, used either together or separately, mean that grave
and imminent danger threatens, and immediate assistance is requested:
(a)
A signal made by radiotelegraphy or by any other signalling method
consisting of the group SOS (... --- ... in the Morse Code);
(b)
a signal sent by radiotelephony consisting of the spoken word
MAYDAY;
(c)
rockets or shells throwing red lights, fired one at a time at short
intervals;
(d)
a parachute flare showing a red light.
Alarm signals for actuating radiotelegraph and radiotelephone auto-alarm
systems:
(a)
The radiotelegraph alarm signal consists of a series of twelve dashes
sent in one minute, the duration of each dash being four seconds and
the duration of the interval between consecutive dashes one second.
It may be transmitted by hand but its transmission by means of an
automatic instrument is recommended.
(b)
The radiotelephone alarm signal consists of two substantially
sinusoidal audio frequency tones transmitted alternately. One tone
has a frequency of 2 200 Hz and the other a frequency of 1 300 Hz,
the duration of each tone being 250 milliseconds.
(c)
The radiotelephone alarm signal, when generated by automatic means,
must be sent continuously for a period of at least thirty seconds but
not exceeding one minute; when generated by other means, the signal
must be sent as continuously as practicable over a period of
approximately one minute.
None of the provisions in this paragraph prevents the use, by an aeroplane
in distress, of any means at its disposal to attract attention, make known its
position and obtain help.
Urgency signals
(1)
The following signals, used either together or separately, mean that an
aeroplane wishes to give notice of difficulties which compel it to land without
requiring immediate assistance:
(a)
The repeated switching on and off of the landing lights; or
(b)
the repeated switching on and off of the navigation lights in such manner as
to be distinct from flashing navigation lights.
(2)
The following signals, used either together or separately, mean that an
aeroplane has a very urgent message to transmit concerning the safety of a
ship, aircraft or other vehicle, or of some person on board or within sight:
(a)
A signal made by radiotelegraphy or by any other signalling method
consisting of the group XXX;
(b)
a signal sent by radiotelephony consisting of the spoken words PAN,
PAN.
Government Gazette 30 April 2003
90
(3)
3.
No. 2972
None of the provisions in this paragraph prevent the use, by an aeroplane in
distress, of any means at its disposal to attract attention, make known its
position and obtain help.
Visual signals used to warn an unauthorised aeroplane flying in, or about to
enter a restricted, prohibited or danger area
By day and by night, a series of projectiles discharged from the ground at intervals of 10
seconds, each showing, on bursting, red and green lights or stars will indicate to an
unauthorised aeroplane that it is flying in, or about to enter a restricted, prohibited or
danger area, and that the aeroplane is to take such remedial action as may be necessary.
4.
Signals for aerodrome traffic
(1)
Light and pyrotechnic signals
Instructions
Government Gazette 30 April 2003
No. 2972
135.11.10
SIGNALS
From aerodrome control to
Light
Directed towards
aircraft concerned (see Figure 1.1)
Aircraft in flight
{
91
Aircraft on the ground
Steady green
Cleared to land
Cleared for take-off
Steady red
Give way
Stop
Series of green Return for landing*
flashes
Aerodrome at this acrodrome and
Series of red proceed to apron*
flashes
Notwithstanding any previous
Series of white instructions, do not land for the time
flashes
being
Cleared to taxi
Taxi clear of landing area in use
Return to starting point on the aerodrome
Steady red on
final approach
* Clearance to land and to taxi will be given in due course.
Acknowledgement by aeroplane
(i)
When in flight:
(1)
During the hours of daylight:
by rocking the aeroplane’s wings;
Note: This signal should not be expected on the base and
final legs of the approach
(2)
during the hours of darkness:
by flashing on and off twice the aeroplane’s landing lights, or if
not so equipped, by switching on and off twice its navigation lights;
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(ii)
No. 2972
when on the ground:
(1)
During the hours of daylight:
by moving the aeroplane’s ailerons or rudder;
(2)
during the hours of darkness:
by flashing on and off twice the aeroplane’s landing lights or,
if not so equipped, by switching on and off twice its navigation
lights.
(2)
Visual ground signals
(a)
Prohibition of landing
A horizontal red square panel with yellow diagonals (Figure 1.2) when
displayed in a signal area indicates that landings are prohibited and
that the prohibition is liable to be prolonged.
(b)
Figure 1.2
Need for special precautions while approaching or landing
A horizontal red square panel with one yellow diagonal (Figure 1.3)
when displayed in a signal area indicates that owing to the bad state
of the manoeuvring area, or for any other reason, special precautions
must be observed in approaching to land or in landing.
Figure 1.3
(c)
Use of runways and taxiways
(i)
A horizontal white dumb-bell (Figure 1.4) when displayed in
a signal area indicates that aeroplanes are required to land,
take off and taxi on runways and taxiways only.
Figure 1.4
(ii)
The same horizontal white dumb-bell as in Figure 1.4 but with
a black bar placed perpendicular to the shaft across each circular
portion of the dumb-bell (Figure 1.5) when displayed in a signal
area indicates that aeroplanes are required to land and take off
on runways only, but other manoeuvres need not be confined
to runways and taxiways.
Government Gazette 30 April 2003
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93
Figure 1.5
(d)
Closed runways or taxiways
Crosses of a single contrasting colour, yellow or white (Figure 1.6),
displayed horizontally on runways and taxiways or parts thereof
indicate an area unfit for movement of aeroplanes
Figure 1.6
(e)
Directions for landing or take-off
(i)
A horizontal white or orange landing T (Figure 1.7) indicates
the direction to be used by aeroplanes for landing and takeoff, which must be in a direction parallel to the shaft of the T
towards the cross arm.
Note: When used at night, the landing T is either illuminated or
outlined in white coloured lights
Figure 1.7
(ii)
A set of two digits (Figure 1.8) displayed vertically at or near
the aerodrome control tower indicates to aeroplanes on the
manoeuvring area the direction for take-off, expressed in units
of 10 degrees to the nearest 10 degrees of the magnetic
compass.
Figure 1.8
(f)
Right-hand traffic
When displayed in a signal area, or horizontally at the end of the
runway or strip in use, a right-hand arrow of conspicuous colour
(Figure 1.9) indicates that turns are to be made to the right before
landing and after take-off.
Government Gazette 30 April 2003
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No. 2972
Figure 1.9
(g)
Air traffic services reporting office
The letter C displayed vertically in black against a yellow background
(Figure 1.10) indicates the location of the air traffic services reporting
office.
Figure 1.10
(h)
Glider flights in operation
A double white cross displayed horizontally (Figure 1.11) in the signal
area indicates that the aerodrome is being used by gliders and that
glider flights are being performed.
Figure 1.11
(i)
Agricultural flights in operation
A figure A (figure 1.12) in the signal area indicates that the aerodrome
is being used for agricultural flights.
Figure 1.12
5.
Marshalling signals
(1)
From a signalman to an aeroplane
Prior to using the following signals, the signalman must ascertain that the
area within which an aeroplane is to be guided is clear of objects which the
aeroplane, in complying with this technical standard, might otherwise strike.
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95
Note: The design of many aeroplanes is such that the path of the wing
tips, engines and other extremities cannot always be monitored
visually from the flight deck while the aeroplane is being
manoeuvred on the ground.
1.
Proceed under further guidance by signalman
Signalman directs pilot if traffic conditions on aerodrome require
this action.
2.
This bay
Arms above head in vertical position with palms facing inward.
3.
Proceed to next signalman
Right or left arm down, other arm moved across the body and
extended to indicate direction of next signalman.
4.
Move ahead
Arms a little aside, palms facing backward and repeatedly moved
upward-backward from shoulder height.
Government Gazette 30 April 2003
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5.
Turn
(a)
Turn to your left: right arm downward, left arm
repeatedly moved upward-backward. Speed of arm
movement indicating rate of turn.
(b)
Turn to your right: left arm downward, right arm
repeatedly moved upward-backward. Speed of arm
movement indicating rate of turn.
6.
Stop
Arms repeatedly crossed above head (the rapidity of the
arm movement should be related to the urgency of the
stop, i.e. the faster the movement the quicker the stop.
7.
Brakes
(a)
Engage brakes: raise arm and hand, with fingers
extended, horizontally in front of body, then clench
fist.
(b)
Release brakes: raise arm, with fist clenched,
horizontally in front of body, then extend fingers.
8.
Chocks
(a)
Chocks inserted: arms down, palms facing inwards,
move arms from extended position inwards.
(b)
Chocks removed: arms down, palms facing outwards,
move arms outwards.
9.
Start engine(s)
Left hand overhead with appropriate number of fingers extended,
to indicate the number of the engine to be started, and circular
motion of right hand at head level.
No. 2972
No. 2972
Government Gazette 30 April 2003
10. Cut engines
Either arm and hand level with shoulder, hand across
throat, palm downward. The hand is moved sideways
with the arm remaining bent.
11. Slow down
Arms down with palms toward ground, then moved up
and down several times.
12. Slow down engine(s) on indicated side
Arms down with palms toward ground, then either right
or left hand waved up and down indicating the left or
right side engine(s) respectively should be slowed down.
13. Move back
Arms by sides, palms facing forward, swept forward and
upward repeatedly to shoulder height.
14. Turns while backing
(a)
For tail to startboard: point left arm down, and
right arm brought from overhead, vertical
position to horizontal forward position,
repeating right arm movement.
(b)
For tail to port: point right arm down, and left
arm brought from overhead, vertical position
to horizontal forward positioin, repeating left
arm movement.
15. All clear
Right arm raised at elbow with thumb erect.
97
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No. 2972
Notes:1.
These signals are designed for use by the signalman, with hands
illuminated as necessary to facilitate observation by the pilot, and facing
the aeroplane in a position forward of the left-wing tip within view of the
pilot.
2.
The meaning of the relevant signals remains the same if bats, illuminated
wands or torchlights are held.
3.
The aeroplane engines are numbered, for the signalman facing the
aeroplaNotes:
(2)
From the pilot of an aeroplane to a signal-man
(a)
Brakes
Note: The moment the fist is clenched or the fingers are extended
indicates, respectively, the moment of brake engagement or release.
(i)
Brakes engaged
Raise arm and hand, with fingers extended, horizon-tally in
front of face, then clench fist.
Brakes released
(ii)
(b)
Raise arm, with fist clenched, horizontally in front of face,
then extend fingers.
Chocks
(i)
Insert chocks
Arms extended, palms out-wards, move hands inwards to cross
in front of face.
Remove chocks
(ii)
(c)
Hands crossed in front of face, palms outwards, move arms
outwards.
Ready to start engine
Raise the appropriate number of fingers on one hand indicating the
number of the engine to be started.
135.11.
1.
Note: 1.
These signals are designed for use by a pilot in the
cockpit with hands plainly visible to the signalman,
and illuminated as necessary to facilitate observation
by the signalman.
2.
The aeroplane engines are numbered in relation to the
signalman facing the aeroplane, from right to left (i.e.
No. 1 engine being the port outer engine).
13 MANDATORY RADIO COMMUNICATION IN CONTROLLED
ARISPACE
Radio communication failure procedures
The radio communication failure procedures referred to in CAR 135.11.11, are the
procedures contained in Chapter 5 of the current edition of ICAO Annex 10, Volume II.
Government Gazette 30 April 2003
No. 2972
135.11.14
1.
99
MANDATORY RADIO COMMUNICATION IN ADVISORY
AIRSPACE
Radio communication failure procedures
The radio communication failure procedures referred to in CAR 135.11.14, are the
procedures contained in Chapter 5 of the current edition of Annex 10, Volume II.
135.11.18
1.
VISIBILITY AND DISTANCE FROM CLOUD
Conditions of visibility and distance from cloud
Airspace class
B
CDE
FG
ABOVE 900m (3 000 ft)
AMSL or above 300 m
(1 000 ft) above terrain,
whichever is the higher.
Distance from cloud Clear of cloud
Flight visibility
135.11. 28
1.
At and below 900 m
(3 000ft) AMSL or 300 m
(1 000 ft) above terrain,
whichever is the higher.
Clear of cloud and in sight
of the surface
1 500 m horizontally
300 m (1 000 ft) vertically
8 km at and above 3 050 m (10 000 ft)
AMSL
5 km below 3 050 m (10 000 ft) ASML
5 km
SEMI-CIRCULAR RULE
Semi-circular rule
MAGNETIC TRACK
Flight level
From 0000 to 1790
IFR
From 1800 to 3590
VFR
30
50
70
90
110
130
150
170
190
210
230
250
270
290
330
370
410
450
490
etc.
IFR
15
35
55
75
95
115
135
155
175
195
VFR
20
40
60
80
100
120
140
160
180
200
220
240
260
280
310
350
390
430
470
510
etc.
24
45
65
85
105
125
145
165
185
Government Gazette 30 April 2003
100
135.12.4
1.
2.
No. 2972
TRAINING AND QUALIFICATIONS FOR LOW-VISIBILITY
OPERATIONS
General
(1)
The operator must ensure that flight crew member training programmes for
low-visibility operations include structured courses of ground, simulator
and/or flight training. The operator may abbreviate the course content as
prescribed in subparagraphs (2), (3) and (4) below, if the content of the
abbreviated course is approved by the Director.
(2)
Flight crew members with no Category II or Category III experience, must
complete the full training programme prescribed in paragraphs 2, 3 and 4
below.
(3)
Flight crew members with Category II or Category III experience with
another operator, may undertake an abbreviated ground training course.
(4)
Flight deck crew members with Category II or Category III experience with
the operator, may undertake an abbreviated ground simulator and/or flight
training course. The abbreviated course is to include at least the requirements
of paragraph 4(1) or 4(4)(a) or (b), as appropriate.
Ground training
The operator must ensure that the initial ground training course for low-visibility
operations covers at least (1)
the characteristics and limitations of the ILS and/or MLS;
(2)
the characteristics of the visual aids;
(3)
the characteristics of fog;
(4)
the operational capabilities and limitations of the particular airborne system;
(5)
the effects of precipitation, ice accretion, low level wind shear and turbulence;
(6)
the effect of specific aeroplane malfunctions;
(7)
the use and limitations of RVR assessment systems;
(8)
the principles of obstacle clearance requirements;
(9)
recognition of and action to be taken in the event of failure of ground
equipment;
(10) the procedures and precautions to be followed with regard to surface
movement during operations when the RVR is 400 m or less and any
additional procedures required for take-off in conditions below 150 m (200
m for Category D aeroplanes) or with visibility less than 225 m;
(11) the significance of decision heights based upon radio altimeters and the
effect of terrain profile in the approach area on radio altimeter readings and
on the automatic approach/landing systems;
(12) the importance and significance of alert height, if applicable, and the action
in the event of any failure above and below the alert height;
(13) the qualification requirements for pilots to obtain and retain approval to
conduct low-visibility take-offs and Category II or III operations; and
Government Gazette 30 April 2003
No. 2972
101
(14) the importance of correct seating and eye position.
3.
Simulator training and/or flight training
(1)
The operator must ensure that simulator and/or flight training for lowvisibility operations includes (a)
checks of satisfactory functioning of equipment, both on the ground
and in flight;
(b)
effect on minima caused by changes in the status of ground
installations;
(c)
monitoring of automatic flights control systems and Autoland status
annunciators with emphasis on the action to be taken in the event of
failures of such systems;
(d)
actions to be taken in the event of failures such as engines, electrical
systems, hydraulics or flight control systems;
(e)
the effect of known unserviceabilities and use of minimum equipment
lists;
(f)
operating limitations resulting from airworthiness certification;
(g)
guidance on the visual cues required at decision height together with
information on maximum deviation allowed from glidepath or
localiser; and
(h)
the importance and significance of alert height, if applicable, and the
action in the event of any failure above and below the alert height.
(2)
The operator must ensure that each flight crew member is trained to carry
out his or her duties and instructed on the coordination required with other
flight crew members. Maximum use must be made of suitably equipped
simulators for this purpose.
(3)
Training must be divided into phases covering normal operation with no
aeroplane or equipment failures but including all weather conditions which
may be encountered and detailed scenarios of aeroplane and equipment
failure which could affect Category II or III operations. If the aeroplane
system involves the use of hybrid or other special systems (such as head up
displays or enhanced vision equipment), flight crew members must practise
the use of these systems in normal and abnormal modes during the simulator
phase of training.
(4)
Incapacitation procedures appropriate to low-visibility take-offs and
Category II and III operations must be practised.
(5)
For aeroplanes with no type specific simulator, operators must ensure that
the flight training phase specific to the visual scenarios of Category II
operations is conducted in a simulator approved for that purpose by the
Director. Such training must include a minimum of 4 approaches. The
training and procedures that are type specific must be practised in the
aeroplane.
(6)
Category II and III training must include at least the following exercises:
(a)
Approach, using the appropriate flight guidance, autopilots and control
systems installed in the aeroplane, to the appropriate decision height
and to include transition to visual flight and landing;
Government Gazette 30 April 2003
102
(7)
No. 2972
(b)
approach with all engines operating using the appropriate flight
guidance systems, autopilots and control systems installed in the
aeroplane down to the appropriate decision height followed by missed
approach, all without external visual reference;
(c)
where appropriate, approaches utilising automatic flight systems to
provide automatic flare, landing and roll-out; and
(d)
normal operation of the applicable system both with and without
acquisition of visual cues at decision height.
Subsequent phases of training must include at least (a)
approaches with engine failure at various stages on the approach;
(b)
approaches with critical equipment failures (e.g. electrical systems,
autoflight systems, ground and/or airborne ILS/MLS systems and
status monitors);
(c)
approaches where failures of autoflight equipment at low level require
either (i)
reversion to manual flight to control flare, landing and roll out
or missed approach; or
(ii)
reversion to manual flight or a downgraded automatic mode to
control missed approaches from, at or below decision height
including those which may result in a touchdown on the
runway;
(d)
failures of the system which will result in excessive localiser and/or
glideslope deviation, both above and below decision height, in the
minimum visual conditions authorised for the operation. In addition,
a continuation to a manual landing must be practised if a head-up
display forms a downgraded mode of the automatic system or the
head-up display forms the only flare mode; and
(e)
failures and procedures specific to aeroplane type or variant.
(8)
The training programme must provide practice in handling faults which
require a reversion to higher minima.
(9)
The training programme must include the handling of the aeroplane when,
during a fail passive Category III approach, the fault causes the autopilot to
disconnect at or below decision height when the last reported RVR is 300 m
or less.
(10) Where take-offs are conducted in RVRs of 400 m and below, training must
be established to cover systems failures and engine failure resulting in
continued as well as rejected take-offs.
4.
Conversion training requirements to conduct low-visibility take-off and
Category II and III operations
The operator must ensure that each flight crew member completes the following lowvisibility procedures training if converting to a new type or variant of aeroplane in which
low-visibility take-off and Category II and III operations will be conducted. The flight
crew member experience requirements to undertake an abbreviated course are prescribed
in paragraphs 1(3) and (4).
Government Gazette 30 April 2003
No. 2972
(1)
103
Ground training
The appropriate requirements prescribed in paragraph 2 above, taking into
account the flight crew member’s Category II and Category III training and
experience.
(2)
(3)
Simulator training and/or flight training
(a)
A minimum of 8 approaches and/or landings in a simulator approved
for the purpose.
(b)
Where no type-specific simulator is available, a minimum of 3
approaches, including at least 1 go-around, in the aeroplane.
(c)
Appropriate additional training if any special equipment is required
such as head-up displays or enhanced vision equipment.
Flight crew qualification
The flight crew qualification requirements are specific to the operator and
the type of aeroplane operated.
(4)
(a)
The operator must ensure that each flight crew member completes a
check before conducting Category II or III operations.
(b)
The check prescribed in item (a) above may be replaced by successful
completion of the simulator and/or flight training prescribed in
paragraph 4(2).
Operational flying under supervision
The operator must ensure that each flight crew member undergoes the
following operational flying under supervision -
5.
(a)
For Category II when a manual landing is required, a minimum of 3
landings from autopilot disconnect; and
(b)
for Category III, a minimum of 3 autolands except that only 1 autoland
is required when the training required in paragraph 4(2) above, has
been carried out in a full flight simulator usable for zero flight time
training.
Type and command experience
The following additional requirements are applicable to pilots-in-command who are new
to the aeroplane type:
(1)
50 hours or 20 sectors as pilot-in-command on the type before performing
any Category II or Category III operations; and
(2)
100 hours or 40 sectors as pilot-in-command on the type. 100 m must be
added to the applicable Category II or Category III RVR minima unless he
or she has previously qualified for Category II or III operations with another
operator.
(3)
The Director may authorise a reduction in the above command experience
requirements for flight crew members who have Category II or Category
III command experience.
Government Gazette 30 April 2003
104
6.
Low-visibility take-off with RVR less than 150/200 m or visibility less than
225 m
(1)
7.
8.
No. 2972
The operator must ensure that prior to authorisation to conduct take-offs in
RVRs below 150 m (below 200 m for Category D aeroplanes) or with
visibility less than 225 m the following training is carried out:
(a)
Normal take-off in minimum authorised conditions or RVR
conditions;
(b)
take-off in minimum authorised conditions or RVR conditions with
an engine failure between V 1 and V 2, or as soon as safety
considerations permit; and
(c)
take-off in minimum authorised conditions or RVR conditions with
an engine failure before V1 resulting in a rejected take-off.
(2)
The operator must ensure that the training required in subparagraph (1)
above, is carried out in a simulator. This training must include the use of
any special procedures and equipment. Where no simulator exists, the
Director may approve such training in an aeroplane without the requirement
for minimum conditions or RVR conditions.
(3)
The operator must ensure that a flight crew member has completed a check
before conducting low-visibility take-offs in RVRs of less than 150 m (less
than 200 m for Category D aeroplanes) or in visibility less than 225 m if
applicable. The check may only be replaced by successful completion of
the simulator and/or flight training prescribed in subparagraph (1) on initial
conversion to an aeroplane type.
Recurrent training and checking - Low-Visibility Operations
(1)
The operator must ensure that, in conjunction with the normal recurrent
training and proficiency checks, a pilot=s knowledge and ability to perform
the tasks associated with the particular category of operation, including
LVTO, for which he or she is authorised, is checked. The required number
of approaches to be conducted during such recurrent training is to be a
minimum of two, one of which is to be a missed approach and at least one
low-visibility take-off to the lowest applicable minima. The period of validity
for this check is 6 months including the remainder of the month of issue.
(2)
For Category III operations, the operator must use a simulator approved for
Category III training.
(3)
The operator must ensure that, for Category III operations on aeroplanes
with a fail passive flight control system, a missed approach is completed at
least once every 18 months as the result of an autopilot failure at or below
decision height when the last reported RVR was 300 m or less.
(4)
The Director may authorise recurrent training for Category II operations in
an aeroplane type where no simulator is available.
LVTO and Category II or III recency requirements
(1)
The operator must ensure that, in order for pilots to maintain a Category II
and Category III qualification, they have conducted a minimum of 3
approaches and landings using approved Category II or III procedures during
the previous six month period, at least one of which must be conducted in
the aeroplane.
Government Gazette 30 April 2003
No. 2972
105
(2)
Recency for LVTO is maintained by retaining the Category II or III
qualification prescribed in subparagraph (1) above.
(3)
The operator may not substitute this recency requirement for recurrent
training.
TABLE 1: MAXIMUM FLIGHT DUTY PERIOD: SINGLE-PILOT CREWAEROPLANES CERTIFIED FOR SINGLE-PILOT OPERATIONS
Sectors
Local time
of start
Up to 4
5
6
10
11
10
9
93
103
93
83
81/2
91/2
81/2
8
0500 - 0659
0700 - 1359
1400 - 2059
2100 - 0459
7
8 or more
8
8
8
8
8
8
8
8
Note: Pilots engaged in repetitive short flights, with an average of eight or more takeoffs and landings per hour, must have break of at least thirty minutes within any
continuous period of three hours, away from the aeroplane; however for the
purpose of these technical standards, each such series of repetitive flights must
be counted as a single sector.
TABLE 2: MAXIMUM FLIGHT DUTY PERIOD: TWO-PILOT CREW AEROPLANES ACCLIMATISED TO LOCAL TIME
Sectors
Local time
of start
1
2
3
4
5
6
7
8 or
more
0500 - 0659
0700 - 1359
1400 - 2059
2100 - 2159
2200 - 0459
13
14
13
12
11
123
133
123
113
103
111/2
121/2
101/2
101/2
91/2
10:
11:
10:
9:
9:
10
11
10
9
9
93
103
93
9
9
9
91/2
9
9
9
9
9
9
9
9
TABLE 3: MAXIMUM FLIGHT DUTY PERIOD: TWO-PILOT CREW AEROPLANES NOT ACCLIMATISED TO LOCAL TIME.
Sectors
Length of
preceding rest
(hours)
1
2
3
4
5
6
7 or more
Up to 18 or over 30
Between 18 and 30
13
12
123
113
111/2
101/2
10:
9:
10
9
93
9
9
9
Note:
The reason that available duty times are less following rest periods inside
18 - 30 hours, is the aeromedical advice that the quality of rest is less due
to the disturbance of the body’s natural rhythm.
Government Gazette 30 April 2003
106
No. 2972
TABLE 4: MAXIMUM FLIGHT DUTY PERIOD: BASIC CREW CONSISTING
OF THREE FLIGHT CREW MEMBERS - AEROPLANES
ACCLIMATISED TO LOCAL TIME
Sectors
Local time
of start
1
2
3
4
5
6
7
8 or
more
0500 - 0659
0700 - 1359
1400 - 2059
2100 - 2159
2200 - 0459
13
14
13
12
11
123
133
123
113
103
111/2
121/2
101/2
101/2
91/2
10:
11:
10:
9:
9:
10
11
10
9
9
93
103
93
9
9
9
91/2
9
9
9
9
9
9
9
9
TABLE 5: MAXIMUM FLIGHT DUTY PERIOD: BASIC CREW CONSISTING
OF THREE FLIGHT CREW MEMBERS - AEROPLANES NOT
ACCLIMATISED TO LOCAL TIME.
Sectors
Length of
preceding rest
(hours)
1
2
3
4
5
6
7 or more
Up to 18 or over 30
Between 18 and 30
13
12
123
113
111/2
101/2
10:
9:
10
9
93
9
9
9
Note: The reason that available duty times are less following rest periods inside 18 - 30
hours, is the aeromedical advice that the quality of rest is less due to the
disturbance of the body’s natural rhythm.
TABLE 6: GPS TRAINING SYLLABUS
1.
GPS system components and principle of operation
Demonstrate an understanding of the GPS system and its principles of operation:
(a)
GPS system components, constellation, control and user
(b)
Aeroplane equipment requirements
(c)
GPS satellite signal and pseudo random code
(d)
Principle of position fixing
(e)
Method of minimising receiver clock error
(f)
Minimum satellites required for navigation functions
(g)
Masking function
(h)
Performance limitations of various equipment types
(i)
GPS use of WGS84 coordinate system.
2.
Navigation system performance requirements
Define the following terms in relation to a navigation system and recall to what extent
the GPS system meets the associated requirements:
No. 2972
(a)
Accuracy
(b)
Integrity
Government Gazette 30 April 2003
107
Means of providing GPS integrity; RAIM; procedural systems integration
(a)
Availability
(b)
Continuity of service.
3.
Authorisation and documentation
Recall the requirements applicable to pilots and equipment for GPS operations:
(a)
Pilot training requirements
(b)
Logbook certification
(c)
Aeroplane equipment requirements
(d)
GPS NOTAM.
4.
GPS errors and limitations
Recall the cause and magnitude of typical GPS errors:
(a)
Ephemeris
(b)
Clock
(c)
Receiver
(d)
Atmospheric / ionospheric
(e)
Multipath
(f)
SA (Selected availability)
(g)
Typical total error associated with C/A code
(h)
Effect of PDOP / GDOP on position accuracy
(i)
Susceptibility to interference
(j)
Comparison of vertical and horizontal errors
(k)
Tracking accuracy and collision avoidance.
5.
Human factors and GPS
Be aware of the human factors limitations associated with the use of GPS equipment.
Apply GPS operating procedures which provide safeguards against navigation errors
and loss of situational awareness due to these causes:
(a)
Mode errors
(b)
Data entry errors
(c)
Data validation and checking including independent cross-checking procedures
(d)
Automation induced complacency
Government Gazette 30 April 2003
108
(e)
Non-standardisation of the GPS - pilot interface
(f)
Human information processing and situational awareness.
6.
GPS equipment - Specific navigation procedures
No. 2972
Recall and apply knowledge of appropriate GPS operating procedures to typical navigation
tasks using a specific type of aeroplane equipment:
(a)
Select appropriate operational modes
(b)
Recall categories of information contained in the navigation database
(c)
Predict RAIM availability
(d)
Enter and check user defined waypoints
(e)
Enter / retrieve and check flight plan data
(f)
Interpret typical GPS navigation displays LAT / LONG, distance and bearing to
waypoint, CDI
(g)
Intercept and maintain GPS defined tracks
(h)
Determine TMG, GS, ETA, time and distance to WPT, WV in flight
(i)
Indications of waypoint passage
(j)
Use of direct to function
(k)
Use of nearest aerodrome function
(l)
Use of GPS in GPS and VOR/DME/GPS arrival procedures.
7.
GPS equipment checks
For the specific type of aeroplane equipment, carry out the following GPS operational
and serviceability checks at appropriate times:
(a)
TSO status
(b)
Satellites acquired
(c)
RAIM status
(d)
PDOP / GDOP status
(e)
IFR database currency
(f)
Receiver serviceability
(g)
CDI sensitivity
(h)
Position indication
8.
GPS warning and messages
For the specific type of aeroplane equipment, recognise and take appropriate action for
GPS warnings and messages, including the following:
No. 2972
Government Gazette 30 April 2003
(a)
Loss of RAIM
(b)
2D navigation
(c)
In Dear Reckoning mode
(d)
Database out of date
(e)
Database missing
(f)
GPS fail
(g)
Barometric input fail
(h)
Power / battery fail
(i)
Parallel offset on
(j)
Satellite fail.
109
Government Gazette 30 April 2003
110
No. 2972
Annexure A
PILOT-IN-COMMAND’S DISCRETION REPORT
SECTION 1 : EXTENSION OF FLIGHT TIME AND DUTY PERIOD
Part A:
Operator
Aeroplane type
Flight number
Pilot-in-command
Date
Note: If discretion exercised for part crew or individual, state name(s)
and operating capacity below.
Part B:
Flight details
1.
Crew acclimatised to time zone
YES / NO *
2.
Length of preceding rest eighteen to thirty hrs/under eighteen or over
thirty hours *
3.
Split duty : actual time off ............... time on ................
4.
Extended FDP for in-flight relief
YES / NO *
* Delete inapplicable items
FLIGHT DETAILS
Schedule (planned)
Place
UTC
Actual
Local
UTC
Start of duty
Duty started
Depart
Departed
Arrive
Arrived
Depart
Departed
Arrive
Arrived
Depart
Departed
Arrive
Arrived
Depart
Departed
Arrive
Arrived
FDP to end
FDP ended
Schedule FDP
Actual FDP
Maximum permitted
FDP
Local
Government Gazette 30 April 2003
No. 2972
Part C:
111
Pilot-in-command’s report giving reasons
Signed
: .....................................................................
Date
: .....................................................................
Operator’s remarks / Action taken
Signed
: .....................................................................
Date
: .....................................................................
Forwarded to DCA Namibia
Date
: .....................................................................
SECTION 2 : REDUCTION OF REST
Note: All times to be recorded as date/time six-figure groups, expressed in both
UTC and Local Time.
Part A:
Operator
Flight number
Aeroplane type
Pilot-in-command
Date
Note: If discretion exercised for part crew or individual, state name(s)
and operating capacity below.
Part B:
Last duty started
Last duty ended
Rest earned
Calculated earliest next available
Actual start of next FDP
Rest period reduced by crew affected
Part C:
Pilot-in-command’s report
UTC/Local
UTC/Local
Hours
UTC/Local
UTC/Local
UTC/Local
Signed
: .....................................................................
Date
: .....................................................................
Operator’s remarks/action
Signed
: .....................................................................
Date
: .....................................................................
Forwarded to DCA Namibia
Filed
112
Government Gazette 30 April 2003
No. 2972
Annexure B
GLOBAL POSITIONING SYSTEM
VERIFICATION DATA SHEET
A. GENERAL
Name : ................................................................ Company : ......................................
Telephone / Facsimile : .........................................................................................
(Address is only used in the event of clarification. Please report each occurrence
separately)
Make and type of receiver and any special features in use at the time that may
have affected its performance:
................................................................................................................................
................................................................................................................................
B. INTERFERENCE REPORT
Purpose for which GPS was being used (survey, navigation, etc) and its mode of
use (eg. Stationary, In flight, OCA, over land, etc.):
.................................................................................................................................
Location of receiver antenna (eg. remote mounted on A/C)
.................................................................................................................................
Date, time and nature of GPS malfunction and variation with time / distance
travelled:
.................................................................................................................................
.................................................................................................................................
C. INTEGRITY / RAIM LOSS REPORT
RAIM mode:
En route
Date and time
Period of loss
Location
No. 2972
Government Gazette 30 April 2003
113
Comments:
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
Please forward completed form to: Director: Civil Aviation
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