Council Regulation (EEC) No 3922/91Show full title

[F1 SUBPART D OPERATIONAL PROCEDURES U.K.

OPS 1.192 Terminology U.K.

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

(a)

Adequate Aerodrome. An aerodrome which the operator considers to be satisfactory, taking account of the applicable performance requirements and runway characteristics; at the expected time of use, the aerodrome will be available and equipped with necessary ancillary services such as ATS, sufficient lighting, communications, weather reporting, navaids and emergency services.

(b)

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

(c)

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

(d)

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

(e)

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

(f)

Isolated aerodrome. If acceptable to the Authority, the destination aerodrome can be considered as an isolated aerodrome, if the fuel required (diversion plus final) to the nearest adequate destination alternate aerodrome is more than:

For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the flight time planned to be spent at cruising level or two hours, whichever is less; or

For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel.

(g)

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

(h)

Critical phases of flight. Critical phases of flight are the take-off run, the take-off flight path, the final approach, the landing, including the landing roll, and any other phases of flight at the discretion of the commander.

(i)

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

(j)

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

(k)

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

(l)

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

(m)

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

OPS 1.195 Operational control U.K.

An operator shall:

(a)

Establish and maintain a method of exercising operational control approved by the Authority; and

(b)

Exercise operational control over any flight operated under the terms of his AOC.

OPS 1.200 Operations manual U.K.

An operator shall provide an Operations Manual in accordance with Subpart P for the use and guidance of operations personnel.

OPS 1.205 Competence of operations personnel U.K.

An operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.

OPS 1.210 Establishment of procedures U.K.

(a)

An operator shall establish procedures and instructions, for each aeroplane type, containing ground staff and crew members' duties for all types of operation on the ground and in flight.

(b)

An operator shall establish a check-list system to be used by crew members for all phases of operation of the aeroplane under normal, abnormal and emergency conditions as applicable, to ensure that the operating procedures in the Operations Manual are followed.

(c)

An operator shall not require a crew member to perform any activities during critical phases of the flight other than those required for the safe operation of the aeroplane (see OPS 1.192).

OPS 1.215 Use of air traffic services U.K.

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

OPS 1.216 In-flight operational instructions U.K.

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

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

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

OPS 1.225 Aerodrome operating minima U.K.

(a)

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

(b)

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

(c)

The minima for a specific type of approach and landing procedure are considered applicable if:

1.

The ground equipment shown on the respective chart required for the intended procedure is operative;

2.

The aeroplane systems required for the type of approach are operative;

3.

The required aeroplane performance criteria are met; and

4.

Crew is qualified accordingly.

OPS 1.230 Instrument departure and approach procedures U.K.

(a)

An operator shall ensure that instrument departure and approach procedures established by the State in which the aerodrome is located are used.

(b)

Notwithstanding subparagraph (a) above, a commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure.

(c)

Different procedures to those required to be used in accordance with subparagraph (a) above may only be implemented by an operator provided they have been approved by the State in which the aerodrome is located, if required, and accepted by the Authority.

OPS 1.235 Noise abatement procedures U.K. (See OPS 1.192) U.K.

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

(a)

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

(b)

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

(c)

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

1.

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

2.

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

3.

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

OPS 1.240 Routes and areas of operation U.K.

(a)

An operator shall ensure that operations are only conducted along such routes or within such areas, for which:

1.

Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation;

2.

The performance of the aeroplane intended to be used is adequate to comply with minimum flight altitude requirements;

3.

The equipment of the aeroplane intended to be used meets the minimum requirements for the planned operation;

4.

Appropriate maps and charts are available (OPS 1.135 (a)(9) refers);

5.

If two-engined aeroplanes are used, adequate aerodromes are available within the time/distance limitations of OPS 1.245;

6.

If single-engine aeroplanes are used, surfaces are available which permit a safe forced landing to be executed.

(b)

An operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation, imposed by the Authority.

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

An operator shall not operate an aeroplane in defined portions of airspace where, based on regional air navigation agreement, a vertical separation minimum of 300 m ( 1 000 ft) applies unless approved to do so by the Authority (RVSM Approval). (See also OPS 1.872).

OPS 1.243 Operation in areas with specified navigation performance requirements U.K.

(a)

An operator shall ensure that an aeroplane operated in areas, or through portions of airspace, or on routes where navigation performance requirements have been specified, is certified according to these requirements, and, if required, that the Authority has granted the relevant operational approval. (See also OPS 1.865 (c)(2), OPS 1.870 and OPS 1.872).

(b)

An operator of an aeroplane operating in areas referred to in (a) shall ensure that all contingency procedures, specified by the authority responsible for the airspace concerned, have been included in the Operations Manual.

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

(a)

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

1.

Performance Class A aeroplanes with either:

(i)

a maximum approved passenger seating configuration of 20 or more; or

(ii)

a maximum take-off mass of 45 360  kg or more,

the distance flown in 60 minutes at the one-engine-inoperative cruise speed determined in accordance with subparagraph (b) below;

2.

Performance Class A aeroplanes with:

(i)

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

(ii)

a maximum take-off mass less than 45 360  kg,

the distance flown in 120 minutes or, if approved by the Authority, up to 180 minutes for turbo-jet aeroplanes, at the one-engine-inoperative cruise speed determined in accordance with subparagraph (b) below;

3.

Performance Class B or C aeroplanes:

(i)

The distance flown in 120 minutes at the one-engine-inoperative cruise speed determined in accordance with subparagraph (b) below; or

(ii)

300 nautical miles, whichever is less.

(b)

An operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding VMO, based upon the true airspeed that the aeroplane can maintain with one-engine-inoperative.

(c)

An operator must ensure that the following data, specific to each type or variant, is included in the Operations Manual:

1.

the one-engine-inoperative cruise speed determined in accordance with subparagraph (b) above; and

2.

the maximum distance from an adequate aerodrome determined in accordance with subparagraphs (a) and (b) above.

Note: The speeds specified above are only intended to be used for establishing the maximum distance from an adequate aerodrome. U.K.

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

(a)

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

(b)

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

OPS 1.250 Establishment of minimum flight altitudes U.K.

(a)

An operator shall establish minimum flight altitudes and the methods to determine those altitudes for all route segments to be flown which provide the required terrain clearance taking into account the requirements of Subparts F to I.

(b)

Every method for establishing minimum flight altitudes must be approved by the Authority.

(c)

Where minimum flight altitudes established by States overflown are higher than those established by the operator, the higher values shall apply.

(d)

An operator shall take into account the following factors when establishing minimum flight altitudes:

1.

The accuracy with which the position of the aeroplane can be determined;

2.

The probable inaccuracies in the indications of the altimeters used;

3.

The characteristics of the terrain (e.g. sudden changes in the elevation) along the routes or in the areas where operations are to be conducted;

4.

The probability of encountering unfavourable meteorological conditions (e.g. severe turbulence and descending air currents); and

5.

Possible inaccuracies in aeronautical charts.

(e)

In fulfilling the requirements prescribed in subparagraph (d) above due consideration shall be given to:

1.

Corrections for temperature and pressure variations from standard values;

2.

The ATC requirements; and

3.

Any foreseeable contingencies along the planned route.

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

(a)

An operator must establish a fuel policy for the purpose of flight planning and in-flight re-planning to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operation.

(b)

An operator shall ensure that the planning of flights is at least based upon 1. and 2. below:

1.

Procedures contained in the Operations Manual and data derived from:

(i)

data provided by the aeroplane manufacturer; or

(ii)

current aeroplane specific data derived from a fuel consumption monitoring system.

2.

The operating conditions under which the flight is to be conducted including:

(i)

realistic aeroplane fuel consumption data;

(ii)

anticipated masses;

(iii)

expected meteorological conditions; and

(iv)

air navigation services provider(s) procedures and restrictions.

(c)

An operator shall ensure that the pre-flight calculation of usable fuel required for a flight includes:

1.

Taxi fuel; and

2.

Trip fuel; and

3.

Reserve fuel consisting of:

(i)

contingency fuel (see OPS 1.192); and

(ii)

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

(iii)

final reserve fuel; and

(iv)

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

4.

extra fuel if required by the commander.

(d)

An operator shall ensure that in-flight re-planning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination aerodrome other than originally planned includes:

1.

trip fuel for the remainder of the flight; and

2.

reserve fuel consisting of:

(i)

contingency fuel; and

(ii)

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

(iii)

final reserve fuel; and

(iv)

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

3.

extra fuel if required by the commander.

OPS 1.260 Carriage of persons with reduced mobility U.K.

(a)

An operator shall establish procedures for the carriage of persons with reduced mobility (PRMs).

(b)

An operator shall ensure that PRMs are not allocated, nor occupy, seats where their presence could:

1.

impede the crew in their duties;

2.

obstruct access to emergency equipment; or

3.

impede the emergency evacuation of the aeroplane.

(c)

The commander must be notified when PRMs are to be carried on board.

OPS 1.265 Carriage of inadmissible passengers, deportees or persons in custody U.K.

An operator shall establish procedures for the transportation of inadmissible passengers, deportees or persons in custody to ensure the safety of the aeroplane and its occupants. The commander must be notified when the above-mentioned persons are to be carried on board.

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

(a)

An operator shall establish procedures to ensure that only such hand baggage is taken into the passenger cabin as can be adequately and securely stowed.

(b)

An operator shall establish procedures to ensure that all baggage and cargo on board, which might cause injury or damage, or obstruct aisles and exits if displaced, is placed in stowages designed to prevent movement.

OPS 1.275 Intentionally blank U.K.

OPS 1.280 Passenger seating U.K.

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

OPS 1.285 Passenger briefing U.K.

An operator shall ensure that:

(a)

General

1.

Passengers are given a verbal briefing about safety matters. Parts or all of the briefing may be provided by an audio-visual presentation.

2.

Passengers are provided with a safety briefing card on which picture type instructions indicate the operation of emergency equipment and exits likely to be used by passengers.

(b)

Before take-off

1.

Passengers are briefed on the following items if applicable:

(i)

smoking regulations;

(ii)

back of the seat to be in the upright position and tray table stowed;

(iii)

location of emergency exits;

(iv)

location and use of floor proximity escape path markings;

(v)

stowage of hand baggage;

(vi)

restrictions on the use of portable electronic devices; and

(vii)

the location and the contents of the safety briefing card; and,

2.

Passengers receive a demonstration of the following:

(i)

the use of safety belts and/or safety harnesses, including how to fasten and unfasten the safety belts and/or safety harnesses;

(ii)

the location and use of oxygen equipment if required (OPS 1.770 and OPS 1.775 refer). Passengers must also be briefed to extinguish all smoking materials when oxygen is being used; and

(iii)

the location and use of life jackets if required (OPS 1.825 refers).

(c)

After take-off

1.

Passengers are reminded of the following if applicable:

(i)

smoking regulations; and

(ii)

use of safety belts and/or safety harnesses including the safety benefits of having safety belts fastened when seated irrespective of seat belt sign illumination.

(d)

Before landing

1.

Passengers are reminded of the following if applicable:

(i)

smoking regulations;

(ii)

use of safety belts and/or safety harnesses;

(iii)

back of the seat to be in the upright position and tray table stowed;

(iv)

re-stowage of hand baggage; and

(v)

restrictions on the use of portable electronic devices.

(e)

After landing

1.

Passengers are reminded of the following:

(i)

smoking regulations; and

(ii)

use of safety belts and/or safety harnesses.

(f)

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

OPS 1.290 Flight preparation U.K.

(a)

An operator shall ensure that an operational flight plan is completed for each intended flight.

(b)

The commander shall not commence a flight unless he/she is satisfied that:

1.

the aeroplane is airworthy;

2.

the aeroplane is not operated contrary to the provision of the configuration deviation list (CDL);

3.

the instruments and equipment required for the flight to be conducted, in accordance with Subparts K and L, are available;

4.

the instruments and equipment are in operable condition except as provided in the MEL;

5.

those parts of the operations manual which are required for the conduct of the flight are available;

6.

the documents, additional information and forms required to be available by OPS 1.125 and OPS 1.135 are on board;

7.

current maps, charts and associated documentation or equivalent data are available to cover the intended operation of the aeroplane including any diversion which may reasonably be expected. This shall include any conversion tables necessary to support operations where metric heights, altitudes and flight levels must be used;

8.

ground facilities and services required for the planned flight are available and adequate;

9.

the provisions specified in the operations manual in respect of fuel, oil and oxygen requirements, minimum safe altitudes, aerodrome operating minima and availability of alternate aerodromes, where required, can be complied with for the planned flight;

10.

the load is properly distributed and safely secured;

11.

the mass of the aeroplane, at the commencement of take-off roll, will be such that the flight can be conducted in compliance with Subparts F to I as applicable; and

12.

any operational limitation in addition to those covered by subparagraphs 9 and 11 above can be complied with.

OPS 1.295 Selection of aerodromes U.K.

(a)

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

(b)

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

1.

for two-engined aeroplanes, either:

(i)

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

(ii)

the operator's approved ETOPS diversion time, subject to any MEL restriction, up to a maximum of two hours, at the one-engine-inoperative cruising speed according to the AFM in still air standard conditions based on the actual take-off mass for aeroplanes and crews authorised for ETOPS; or

2.

two hours flight time at a one-engine-inoperative cruising speed according to the AFM in still air standard conditions based on the actual take-off mass for three and four-engined aeroplanes; and

3.

if the AFM does not contain a one-engine-inoperative cruising speed, the speed to be used for calculation must be that which is achieved with the remaining engine(s) set at maximum continuous power.

(c)

An operator must select at least one destination alternate for each IFR flight unless:

1.

both:

(i)

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

(ii)

two separate runways (see OPS 1.192) are available and usable at the destination aerodrome and the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2 000 ft or circling height + 500 ft, whichever is greater, and the visibility will be at least 5 km;

or

2.

the destination aerodrome is isolated.

(d)

An operator must select two destination alternate aerodromes when:

1.

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

2.

no meteorological information is available.

(e)

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

OPS 1.297 Planning minima for IFR flights U.K.

(a)

Planning minima for a take-off alternate aerodrome. An operator shall only select an aerodrome as a take-off alternate aerodrome when the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with OPS 1.225. The ceiling must be taken into account when the only approaches available are non-precision and/or circling approaches. Any limitation related to one-engine-inoperative operations must be taken into account.

(b)

Planning minima for a destination aerodrome (except isolated destination aerodromes). An operator shall only select the destination aerodrome and when:

1.

the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows:

(i)

RVR/visibility specified in accordance with OPS 1.225; and

(ii)

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

2.

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

(c)

Planning minima for a:

destination alternate aerodrome, or

isolated aerodrome, or

3 % ERA aerodrome, or

en-route alternate aerodrome required at the planning stage

An operator shall only select an aerodrome for one of those purposes when the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in Table 1 below.

Table 1
Planning minima — Destination alternate aerodrome, isolated destination aerodrome, 3 % ERA and en-route alternate aerodrome
Note 1 RVR.
Note 2 The ceiling must be at or above the MDH.
Type of approach	Planning minima
Cat II and III	Cat I (Note 1)
Cat I	Non-precision (Notes 1 and 2)
Non-precision	Non-precision (Notes 1 and 2) plus 200 ft / 1 000  m
Circling	Circling

(d)

Planning minima for an ETOPS en-route alternate aerodrome. An operator shall only select an aerodrome as an ETOPS en-route alternate aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions calculated by adding the additional limits of Table 2 will exist. An operator shall include in the Operations Manual the method for determining the operating minima at the planned ETOPS en-route alternate aerodrome.

Table 2
Planning minima — ETOPS
Approach facility	Alternate airfield ceiling	Weather minima Visibility/RVR
Precision approach procedure.	Authorised DH/DA plus an increment of 200 ft	Authorised visibility plus an increment of 800 metres
Non-precision approach or circling approach	Authorised MDH/MDA plus an increment of 400 ft	Authorised visibility plus an increment of 1 500  metres

OPS 1.300 Submission of ATS flight plan U.K.

An operator shall ensure that a flight is not commenced unless an ATS flight plan has been submitted, or adequate information has been deposited in order to permit alerting services to be activated if required.

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

An operator shall ensure that no aeroplane is refuelled/defuelled with Avgas or wide cut type fuel (e.g. Jet-B or equivalent) or when a mixture of these types of fuel might occur, when passengers are embarking, on board or disembarking. In all other cases necessary precautions must be taken and the aeroplane must be properly manned by qualified personnel ready to initiate and direct an evacuation of the aeroplane by the most practical and expeditious means available.

OPS 1.307 Refuelling/defuelling with wide-cut fuel U.K.

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

OPS 1.308 Push back and towing U.K.

(a)

The operator shall ensure that all push back and towing procedures comply with appropriate aviation standards and procedures.

(b)

The operator shall ensure that pre- or post-taxi positioning of the aeroplanes is not executed by towbarless towing unless:

1.

an aeroplane is protected by its own design from damage to the nose wheel steering system due to towbarless towing operation, or

2.

a system/procedure is provided to alert the flight crew that such damage may have or has occurred, or

3.

the towbarless towing vehicle is designed to prevent damage to the aeroplane type.

OPS 1.310 Crew members at stations U.K.

(a)

Flight crew members

1.

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

2.

During all other phases of flight each flight crew member required to be on flight deck duty shall remain at his/her station unless his/her absence is necessary for the performance of his/her duties in connection with the operation, or for physiological needs provided at least one suitably qualified pilot remains at the controls of the aeroplane at all times.

3.

During all phases of flight each flight crew member required to be on flight deck duty shall remain alert. If a lack of alertness is encountered, appropriate countermeasures shall be used. If unexpected fatigue is experienced a controlled rest procedure, organised by the commander, can be used if workload permits. Controlled rest taken in this way may never be considered to be part of a rest period for purposes of calculating flight time limitations nor used to justify any duty period.

(b)

Cabin crew members. On all the decks of the aeroplane that are occupied by passengers, required cabin crew members shall be seated at their assigned stations during critical phases of flight.

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

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

(a)

When the aeroplane is on the ground at a parking place, the number of cabin crew present in the passenger cabin may be reduced below the number determined by OPS 1.990(a), (b) and (c). The minimum number of cabin crew required in these circumstances shall be one per pair of floor-level emergency exits on each passenger deck, or one for every 50, or fraction of 50, passengers present on board, whichever is greater, provided that:

1.

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

2.

no refuelling/defuelling is taking place; and

3.

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

4.

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

5.

the pre-boarding cabin checks have been completed.

This reduction is not permitted when the number of cabin crew is determined by using OPS 1.990(d).

(b)

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

1.

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

2.

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

OPS 1.313 Use of headset U.K.

(a)

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

• on the ground:

• when receiving the ATC departure clearance via voice communication,

• when engines are running,

• in flight below transition altitude or  10 000 feet, which ever is higher, and

• whenever deemed necessary by the commander.

(b)

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

OPS 1.315 Assisting means for emergency evacuation U.K.

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

OPS 1.320 Seats, safety belts and harnesses U.K.

(a)

Crew members

1.

During take-off and landing, and whenever deemed necessary by the commander in the interest of safety, each crew member shall be properly secured by all safety belts and harnesses provided.

2.

During other phases of the flight each flight crew member on the flight deck shall keep his/her safety belt fastened while at his/her station.

(b)

Passengers

1.

Before take-off and landing, and during taxiing, and whenever deemed necessary in the interest of safety, the commander shall ensure that each passenger on board occupies a seat or berth with his/her safety belt, or harness where provided, properly secured.

2.

An operator shall make provision for, and the commander shall ensure that multiple occupancy of aeroplane seats may only be allowed on specified seats and does not occur other than by one adult and one infant who is properly secured by a supplementary loop belt or other restraint device.

OPS 1.325 Securing of passenger cabin and galley(s) U.K.

(a)

An operator shall establish procedures to ensure that before taxiing, take-off and landing all exits and escape paths are unobstructed.

(b)

The commander shall ensure that before take-off and landing, and whenever deemed necessary in the interest of safety, all equipment and baggage is properly secured.

OPS 1.330 Accessibility of emergency equipment U.K.

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

OPS 1.335 Smoking on board U.K.

(a)

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

1.

whenever deemed necessary in the interest of safety;

2.

while the aeroplane is on the ground unless specifically permitted in accordance with procedures defined in the Operations Manual;

3.

outside designated smoking areas, in the aisle(s) and in the toilet(s);

4.

in cargo compartments and/or other areas where cargo is carried which is not stored in flame resistant containers or covered by flame resistant canvas; and

5.

in those areas of the cabin where oxygen is being supplied.

OPS 1.340 Meteorological conditions U.K.

(a)

On an IFR flight a commander shall only:

1.

commence take-off; or

2.

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

(b)

On an IFR flight, a commander shall only continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the planning applicable aerodrome operating minima.

(c)

On an IFR flight a commander shall only continue beyond:

1.

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

2.

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

when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) prescribed in OPS 1.295 are at or above the applicable aerodrome operating minima prescribed in OPS 1.225.

(d)

On a VFR flight a commander shall only commence take-off when the appropriate weather reports or forecasts, or any combination thereof, indicate that the meteorological conditions along the route or that part of the route to be flown under VFR will, at the appropriate time, be such as to render compliance with these rules possible.

OPS 1.345 Ice and other contaminants — ground procedures U.K.

(a)

An operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aeroplane(s) are necessary.

(b)

A commander shall not commence take-off unless the external surfaces are clear of any deposit which might adversely affect the performance and/or controllability of the aeroplane except as permitted in the Aeroplane Flight Manual.

OPS 1.346 Ice and other contaminants — flight procedures U.K.

(a)

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

(b)

A commander shall not commence a flight nor intentionally fly into expected or actual icing conditions unless the aeroplane is certificated and equipped to cope with such conditions.

OPS 1.350 Fuel and oil supply U.K.

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

OPS 1.355 Take-off conditions U.K.

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

OPS 1.360 Application of take-off minima U.K.

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

OPS 1.365 Minimum flight altitudes U.K.

The commander or the pilot to whom conduct of the flight has been delegated shall not fly below specified minimum altitudes except when necessary for take-off or landing.

OPS 1.370 Simulated abnormal situations in flight U.K.

An operator shall establish procedures to ensure that abnormal or emergency situations requiring the application of part or all of abnormal or emergency procedures and simulation of IMC by artificial means are not simulated during commercial air transportation flights.

OPS 1.375 In-flight fuel management U.K.

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

(a)

in-flight fuel checks.

1.

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

(i)

compare actual consumption with planned consumption;

(ii)

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

(iii)

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

2.

the relevant fuel data must be recorded.

(b)

in-flight fuel management.

1.

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

(i)

the required alternate fuel plus final reserve fuel, or

(ii)

the final reserve fuel if no alternate aerodrome is required;

2.

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

(i)

the required alternate fuel plus final reserve fuel, the commander must take into account the traffic and the operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel, or

(ii)

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

3.

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

4.

additional conditions for specific procedures.

(i)

On a flight using the RCF procedure, in order to proceed to the Destination 1 aerodrome, the commander must ensure that the usable fuel remaining at the decision point is at least the total of:

trip fuel from the decision point to the Destination 1 aerodrome; and

contingency fuel equal to 5 % of trip fuel from the decision point to the Destination 1 aerodrome; and

destination 1 aerodrome alternate fuel, if a destination 1 alternate aerodrome is required; and

Final reserve fuel

(ii)

On a flight using the PDP procedure in order to proceed to the destination aerodrome, the commander must ensure that the usable fuel remaining at the PDP is at least the total of:

Trip fuel from the PDP to the destination aerodrome; and

contingency fuel from the PDP to the destination aerodrome calculated in accordance with Appendix 1 to OPS 1.255 Paragraph 1.3; and

fuel required according to Appendix 1 to OPS 1.255 Paragraph 3.1.d

OPS 1.380 Intentionally blank U.K.

OPS 1.385 Use of supplemental oxygen U.K.

A commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aeroplane in flight use supplemental oxygen continuously whenever cabin altitude exceeds 10 000 ft for a period in excess of 30 minutes and whenever the cabin altitude exceeds 13 000 ft.

OPS 1.390 Cosmic radiation U.K.

(a)

An operator shall take account of the in-flight exposure to cosmic radiation of all crew members while on duty (including positioning) and shall take the following measures for those crew liable to be subject to exposure of more than 1 mSv per year:

1.

assess their exposure;

2.

take into account the assessed exposure when organising working schedules with a view to reduce the doses of highly exposed crew members;

3.

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

4.

ensure that the working schedules for female crew members, once they have notified the operator that they are pregnant, keep the equivalent dose to the foetus as low as can reasonably be achieved and in any case ensure that the dose does not exceed 1 mSv for the remainder of the pregnancy;

5.

ensure that individual records are kept for those crew members who are liable to high exposure. These exposures are to be notified to the individual on an annual basis, and also upon leaving the operator.

(b)

1.

an operator shall not operate an aeroplane above 15 000  m ( 49 000  ft) unless the equipment specified in OPS 1.680(a)(1) is serviceable, or the procedure prescribed in OPS 1.680(a)(2) is complied with.

2.

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

OPS 1.395 Ground proximity detection U.K.

When undue proximity to the ground is detected by any flight crew member or by a ground proximity warning system, the commander or the pilot to whom conduct of the flight has been delegated shall ensure that corrective action is initiated immediately to establish safe flight conditions.

OPS 1.398 Use of airborne collision avoidance system (ACAS) U.K.

An operator shall establish procedures to ensure that:

(a)

when ACAS is installed and serviceable, it shall be used in flight in a mode that enables resolution advisories (RA) to be produced unless to do so would not be appropriate for conditions existing at the time.

(b)

when undue proximity to another aircraft (RA) is detected by ACAS, the commander or the pilot to whom conduct of the flight has been delegated must ensure that any corrective action indicated by the RA is initiated immediately, unless doing so would jeopardise the safety of the aeroplane.

The corrective action must:

(i)

never be in a sense opposite to that indicated by the RA;

(ii)

be in the correct sense indicated by the RA even if this is in conflict with the vertical element of an ATC instruction;

(iii)

be the minimum possible to comply with the RA indication.

(c)

prescribed ACAS ATC communications are specified.

(d)

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

OPS 1.400 Approach and landing conditions U.K.

Before commencing an approach to land, the commander must satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual.

OPS 1.405 Commencement and continuation of approach U.K.

(a)

The commander or the pilot to whom conduct of the flight has been delegated may commence an instrument approach regardless of the reported RVR/Visibility but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR/visibility is less than the applicable minima (see OPS 1.192).

(b)

Where RVR is not available, RVR values may be derived by converting the reported visibility in accordance with Appendix 1 to OPS 1.430, subparagraph (h).

(c)

If, after passing the outer marker or equivalent position in accordance with (a) above, the reported RVR/visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.

(d)

Where no outer marker or equivalent position exists, the commander or the pilot to whom conduct of the flight has been delegated shall make the decision to continue or abandon the approach before descending below 1 000 ft above the aerodrome on the final approach segment. If the MDA/H is at or above 1 000 ft above the aerodrome, the operator shall establish a height, for each approach procedure, below which the approach shall not be continued if RVR/visibility is less than applicable minima.

(e)

The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained.

(f)

The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end RVR are also controlling. The minimum RVR value for the mid-point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a roll-out guidance or control system, the minimum RVR value for the mid-point is 75 m.

Note: ‘Relevant’, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 knots. U.K.

OPS 1.410 Operating procedures — Threshold crossing height U.K.

An operator must establish operational procedures designed to ensure that an aeroplane being used to conduct precision approaches crosses the threshold by a safe margin, with the aeroplane in the landing configuration and attitude.

OPS 1.415 Journey log U.K.

A commander shall ensure that the journey log is completed.

OPS 1.420 Occurrence reporting U.K.

(a)

Terminology

1.

‘ Incident ’ . An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation.

2.

‘ Serious Incident ’ . An incident involving circumstances indicating that an accident nearly occurred.

3.

‘ Accident ’ . An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all persons have disembarked, in which:

(i)

a person is fatally or seriously injured as a result of:

(A)

being in the aircraft;

(B)

direct contact with any part of the aircraft, including parts which have become detached from the aircraft; or

(C)

direct exposure to jet blast;

except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or

(ii)

the aircraft sustains damage or structural failure which adversely affects the structural strength, performance or flight characteristics of the aircraft, and would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft skin; or

(iii)

the aircraft is missing or is completely inaccessible.

(b)

Incident reporting. An operator shall establish procedures for reporting incidents taking into account responsibilities described below and circumstances described in subparagraph (d) below.

1.

OPS 1.085(b) specifies the responsibilities of crew members for reporting incidents that endangers, or could endanger, the safety of operation.

2.

The commander or the operator of an aeroplane shall submit a report to the Authority of any incident that endangers or could endangers the safety of operation.

3.

Reports must be despatched within 72 hours of the time when the incident was identified unless exceptional circumstances prevent this.

4.

A commander shall ensure that all known or suspected technical defects and all exceedances of technical limitations occurring while he/she was responsible for the flight are recorded in the aircraft technical log. If the deficiency or exceedance of technical limitations endangers or could endanger the safety of operation, the commander must in addition initiate the submission of a report to the Authority in accordance with paragraph (b)(2) above.

5.

In the case of incidents reported in accordance with subparagraph (b)(1), (b)(2) and (b)(3) above, arising from, or relating to, any failure, malfunction or defect in the aeroplane, its equipment or any item of ground support equipment or which cause or might cause adverse effects on the continuing airworthiness of the aeroplane, the operator must also inform the organisation responsible for the design or the supplier or, if applicable, the organisation responsible for continued airworthiness, at the same time as a report is submitted to the Authority.

(c)

Accident and serious incident reporting.

An operator shall establish procedures for reporting accidents and serious incidents taking into account responsibilities described below and circumstances described in subparagraph (d) below.

1.

A commander shall notify the operator of any accident or serious incident occurring while he/she was responsible for the flight. In the event that the commander is incapable of providing such notification, this task shall be undertaken by any other member of the crew if they are able to do so, note being taken of the succession of command specified by the operator.

2.

An operator shall ensure that the Authority in the State of the operator, the nearest appropriate Authority (if not the Authority in the State of the operator), and any other organisation required by the State of the operator to be informed, are notified by the quickest means available of any accident or serious incident and — in the case of accidents only — at least before the aeroplane is moved unless exceptional circumstances prevent this.

3.

The commander or the operator of an aeroplane shall submit a report to the authority in the State of the operator within 72 hours of the time when the accident or serious incident occurred.

(d)

Specific reports.

Occurrences for which specific notification and reporting methods must be used are described below:

1.

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

(i)

a near collision with any other flying device;

(ii)

faulty air traffic procedures or lack of compliance with applicable procedures by air traffic services or by the flight crew;

(iii)

failure of air traffic services facilities.

In addition, the commander shall notify the Authority of the incident.

2.

Airborne collision avoidance system resolution advisory. A commander shall notify the air traffic service unit concerned and submit an ACAS report to the Authority whenever an aircraft in flight has manoeuvred in response to an ACAS resolution advisory.

3.

Bird hazards and strikes

(i)

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

(ii)

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

4.

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

5.

Unlawful interference. Following an act of unlawful interference on board an aircraft, the commander or, in his/her absence, the operator shall submit a report, as soon as practicable to the local Authority and to the Authority in the State of the operator. (See also OPS 1.1245)

6.

Encountering potential hazardous conditions. A commander shall notify the appropriate air traffic services unit as soon as practicable whenever a potentially hazardous condition such as an irregularity in a ground or navigational facility, a meteorological phenomenon or a volcanic ash cloud is encountered during flight.

OPS 1.425 Reserved U.K.

Appendix 1 to OPS 1.255 Fuel policy U.K.

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

• Basic procedure

  The usable fuel to be on board for departure must be the amount of:

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

• Trip fuel, which shall include:

  (a)

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

  (b)

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

  (c)

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

  (d)

  fuel for approach and landing at the destination aerodrome;

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

  (a)

  Either:

  (i)

  5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or

  (ii)

  Not less than 3 % of the planned trip fuel or, in the event of in-flight re-planning, 3 % of the trip fuel for the remainder of the flight, provided that an en-route alternate aerodrome is available in accordance with Appendix 2 to OPS 1.255; or

  (iii)

  An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption provided that the operator has established a fuel consumption monitoring programme for individual aeroplanes and uses valid data determined by means of such a programme for fuel calculation; or

  (iv)

  An amount of fuel based on a statistical method approved by the Authority which ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is used to monitor the fuel consumption on each city pair/aeroplane combination and the operator uses this data for a statistical analysis to calculate contingency fuel for that city pair/aeroplane combination.

  (b)

  An amount to fly for five minutes at holding speed at 1 500 ft (450 m), above the destination aerodrome in standard conditions.

• Alternate fuel which shall:

  (a)

  include:

  (i)

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

  (ii)

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

  (iii)

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

  (iv)

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

  (v)

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

  (b)

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

• Final reserve fuel, which shall be:

  (a)

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

  (b)

  for aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required.

• The minimum additional fuel, which shall permit:

  (a)

  the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and

  (i)

  hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and

  (ii)

  make an approach and landing,

  except that additional fuel is only required, if the minimum amount of fuel calculated in accordance with subparagraphs 1.2. to 1.5. above is not sufficient for such an event, and

  (b)

  Holding for 15 minutes at 1 500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without a destination alternate aerodrome;

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

• Reduced Contingency Fuel (RCF) Procedure

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

• the sum of:

  (a)

  taxi fuel; and

  (b)

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

  (c)

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

  (d)

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

  (e)

  final reserve fuel; and

  (f)

  additional fuel; and

  (g)

  extra fuel if required by the commander.

• The sum of:

  (a)

  taxi fuel; and

  (b)

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

  (c)

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

  (d)

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

  (e)

  final reserve fuel; and

  (f)

  additional fuel; and

  (g)

  extra fuel if required by the commander.

• pre-determined point (PDP) procedure

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

• the sum of:

  (a)

  taxi fuel; and

  (b)

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

  (c)

  contingency fuel calculated in accordance with subparagraph 1.3. above; and

  (d)

  additional fuel if required, but not less than:

  (i)

  for aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the flight time planned to be spent at cruising level or two hours, whichever is less; or

  (ii)

  for aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome.

  This shall not be less than final reserve fuel; and

  (e)

  extra fuel if required by the commander; or

• the sum of:

  (a)

  taxi fuel; and

  (b)

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

  (c)

  contingency fuel calculated in accordance with subparagraph 1.3 above; and

  (d)

  additional fuel if required, but not less than:

  (i)

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

  (ii)

  For aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the destination alternate aerodrome elevation in standard conditions.

  This shall not be less than final reserve fuel; and

  (e)

  Extra fuel if required by the commander.

• Isolated aerodrome procedure

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

Appendix 2 to OPS 1.255 Fuel policy U.K.

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

The 3 % ERA aerodrome shall be located within a circle having a radius equal to 20 % of the total flight plan distance, the centre of which lies on the planned route at a distance from the destination aerodrome of 25 % of the total flight plan distance, or at least 20 % of the total flight plan distance plus 50 nm, whichever is greater, all distances are to be calculated in still air conditions (see figure 1).

Figure 1

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

Appendix 1 to OPS 1.270 Stowage of baggage and cargo U.K.

Procedures established by an operator to ensure that hand baggage and cargo is adequately and securely stowed must take account of the following:

1.

each item carried in a cabin must be stowed only in a location that is capable of restraining it;

2.

mass limitations placarded on or adjacent to stowages must not be exceeded;

3.

underseat stowages must not be used unless the seat is equipped with a restraint bar and the baggage is of such size that it may adequately be restrained by this equipment;

4.

items must not be stowed in toilets or against bulkheads that are incapable of restraining articles against movement forwards, sideways or upwards and unless the bulkheads carry a placard specifying the greatest mass that may be placed there;

5.

baggage and cargo placed in lockers must not be of such size that they prevent latched doors from being closed securely;

6.

baggage and cargo must not be placed where it can impede access to emergency equipment; and

7.

checks must be made before take-off, before landing, and whenever the fasten seat belts signs are illuminated or it is otherwise so ordered to ensure that baggage is stowed where it cannot impede evacuation from the aircraft or cause injury by falling (or other movement) as may be appropriate to the phase of flight.

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

An operator must establish operational procedures for re/defuelling with passengers embarking, on board or disembarking to ensure the following precautions are taken:

1.

one qualified person must remain at a specified location during fuelling operations with passengers on board. This qualified person must be capable of handling emergency procedures concerning fire protection and fire-fighting, handling communications and initiating and directing an evacuation;

2.

a two-way communication shall be established and shall remain available by the aeroplane's inter-communication system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the aeroplane;

3.

crew, staff and passengers must be warned that re/defuelling will take place;

4.

‘ Fasten Seat Belts ’ signs must be off;

5.

‘ NO SMOKING ’ signs must be on, together with interior lighting to enable emergency exits to be identified;

6.

passengers must be instructed to unfasten their seat belts and refrain from smoking;

7.

the minimum required number of cabin crew specified by OPS 1.990 must be on board and be prepared for an immediate emergency evacuation;

8.

if the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during re/defuelling, fuelling must be stopped immediately;

9.

the ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear; and

10.

provision is made for a safe and rapid evacuation.

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

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

1.

electrical power is available on the aeroplane;

2.

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

3.

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

4.

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

Textual Amendments

F1 Substituted by Commission Regulation (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane.