notes

Summary ofeasyJet manuals

Airbus Edition, Version 1.1Jon Hurst

Summary of easyJet manuals

Summary of easyJet manuals: Airbus Edition,Version 1.1Jon Hurst


iii

Table of ContentsChange log ..................................................................................... vii

1. Change highlighting ............................................................ vii2. Changes since version 1.0 .................................................... vii

1. Authority, Duties and Responsibilities of a Commander ........................ 12. Crew composition .......................................................................... 3

2.1. Flight crew ....................................................................... 32.2. Cabin crew ....................................................................... 32.3. Positioning crew ................................................................ 52.4. Flight Ops Inspectors .......................................................... 5

3. Qualification and Recency Requirements ............................................ 74. Crew Health Precautions .................................................................. 9

4.1. Alcohol ............................................................................ 94.2. Cosmic radiation ................................................................ 94.3. Medication ........................................................................ 94.4. Immunisation ................................................................... 104.5. Blood donation ................................................................ 104.6. Diving ............................................................................ 104.7. Surgery .......................................................................... 104.8. Hypoxia .......................................................................... 104.9. Food poisoning ................................................................ 114.10. Laser attacks .................................................................. 11

5. Flight Time Limitations Scheme ...................................................... 135.1. Definitions ...................................................................... 135.2. Days Off ........................................................................ 135.3. Required rest ................................................................... 145.4. Maximum Flight Duty ....................................................... 155.5. Consecutive night, early start and late finish duties .................. 165.6. Cumulative limits ............................................................. 175.7. Standby .......................................................................... 185.8. Transitions ...................................................................... 195.9. Pre and post flight duties ................................................... 19

6. Flight preparation instructions ......................................................... 216.1. Minimum flight altitudes ................................................... 216.2. Usability of airports .......................................................... 246.3. Aerodrome Operating Minima ............................................ 25


iv

6.4. Selection of alternates ....................................................... 276.5. Pre-flight fuel planning ...................................................... 286.6. Weight and Balance .......................................................... 306.7. Operational Flight Plans .................................................... 336.8. Aircraft Technical Log ...................................................... 336.9. Documents to be carried .................................................... 37

7. Ground Handling Instructions ......................................................... 397.1. Fuelling procedures .......................................................... 397.2. Passenger groups .............................................................. 407.3. Baggage and freight .......................................................... 447.4. Ground ice protection ........................................................ 457.5. Punctuality policy ............................................................. 47

8. Flight procedures .......................................................................... 498.1. VFR/IFR policy ............................................................... 498.2. Navigation policy ............................................................. 498.3. Altimeter setting procedures ............................................... 518.4. RVSM ............................................................................ 528.5. In-flight fuel management .................................................. 528.6. Hazardous atmospheric conditions ....................................... 538.7. Wake turbulence .............................................................. 548.8. All Weather Operations ..................................................... 558.9. Miscellaneous flight procedures .......................................... 56

9. Miscellaneous .............................................................................. 619.1. Uniform policy ................................................................ 61


v

List of Tables4.1. Time of useful consciousness ....................................................... 105.1. Maximum flight duty .................................................................. 155.2. Cumulative limits ....................................................................... 186.1. Low temperature altitude corrections .............................................. 226.2. MORA Wind Speed Correction .................................................... 236.3. Met Visibility to RVR conversion ................................................. 266.4. Cruise alternate distances ............................................................. 286.5. Standard weights for passengers with hand baggage .......................... 316.6. Standard weights for checked baggage ........................................... 316.7. Standard weights for crew ............................................................ 326.8. Guide weights for other items ....................................................... 327.1. Acceptable restraints for infants and children ................................... 41


vi

Change log

vii

Change log

1. Change highlighting

Change highlighting is only available in the online version. This may be found at:

http://www.hursts.eclipse.co.uk

Change bars will be incorporated into the printed version as soon as they are sup-ported by the Apache Formatting Objects Processor.

2. Changes since version 1.0

• Added pilot age restriction to Section 2.1, “Flight crew”.

• Added limitations on *** cabin crew flying together to Section 2.2, “Cabincrew”.

• Added new 45 day recency requirement to Chapter 3, Qualification and Re-cency Requirements.

• Changed Section 4.2, “Cosmic radiation” to refer to exposure monitoring in-corporation into AIMS.

• Simplified Section 4.4, “Immunisation” to remove irrelevant information aboutimmunisation in favour of a statement that standard European immunisationswill currently suffice for easyJet crew.

• Updated Section 4.6, “Diving” to refer to "SCUBA equipment" rather than an"aqua-lung".

• Added Section 4.10, “Laser attacks”.

• Added new rules regarding rest reduction at home base when staying in com-pany supplied accommodation to Section 5.3.1, “Reducing required rest”.

• Added rule regarding an MSD or EFD following a dual duty not constitutinga transition to Section 5.8, “Transitions”.

http://www.hursts.eclipse.co.uk

Change log

viii

• Added absolute minimum flight crew report time of 45 minutes to Section 5.9,“Pre and post flight duties”.

• Modified Section 6.3, “Aerodrome Operating Minima” to remove RVR 150mrestriction on pilot assessment of initial part of take-off run.

• Modified Section 6.3, “Aerodrome Operating Minima” to indicate that Jeppe-sen calculated RVR may only be used when the minimas block is labelled"STANDARD".

• Updated Section 6.6.4, “Last minute changes” to incorporate minus 10 passen-gers as being eligible.

• Removed reference to provision of still air OFPs by OCC in the case of systemfailure from Section 6.7, “Operational Flight Plans” as this facility is no longeravailable.

• Added explicit instructions for the recording of anti-icing operations to Sec-tion 6.8.2, “Layout and usage”.

• Updated "For Info" entries paragraph in Section 6.8.3, “Defect management”to indicate that under certain circumstances bird strikes may be recorded in thisway.

• Removed age restrictions on use of car-type safety seat from Section 7.2.3,“Infants and children”.

• Added new rules to Section 7.2.5, “Escorted passengers”

• Added new age restriction for the use of vacant cabin crew seat by an ABP toSection 8.9.3, “Crew seating and harnesses”.

• Removed recommendation for use of autopilot when intentionally reducing ap-proach guidance to a NPA from Section 8.9.6, “Skills retention”.

• Added Section 9.1, “Uniform policy” to incorporate new uniform directives.

Chapter 1. Authority, Duties and Responsibilities of a Commander

1

Chapter 1. Authority, Duties and Responsibilitiesof a Commander

The commander has overall responsibility for the safety of the aircraft, its occu-pants and its cargo, and the authority to issue any commands required to securethis. He has the authority to increase any safety margin, including aerodrome op-erating minima, as he sees fit. In an emergency situation, he has the authority tooverride any rule or procedure in the interest of safety.

He must ensure that:

1. All SOPS are fully complied with.

2. The weather will not infringe operating minima and the required alternatesare available.

3. Ground facilities and services required for the planned flight are availableand adequate.

4. The correct types and quantities of fuel and oil are carried, and uplifts arerecorded.

5. The aircraft and required equipment are serviceable or only have unservice-abilities that comply with the CDL or MEL. If third party maintenance isrequired whilst away from base, the procedures referred to in EOM-A 8.1.11must be followed.

6. The preflight inspection has been completed, and that all required docu-ments, maps and charts are onboard and valid.

7. The aircraft is within its weight and balance envelope and the load is properlysecured.

8. The available aircraft performance is sufficient for all phases of the proposedflight.

9. Any person, or any part of the cargo, which may represent a potential hazardto the safety of the aircraft or its occupants is disembarked. This includes:

Chapter 1. Authority, Duties and Responsibilities of a Commander

2

• Persons under the influence of alcohol or drugs, to the extent that theypose a risk.

• Inadmissible passengers, deportees or persons in custody if they pose anyrisk.

10. A full safety briefing, including exits and equipment carried, is given to thepassengers.

11. Crew members are not permitted to perform any activity during take-off,initial climb, final approach and landing except those duties required for thesafe operation of the aircraft.

12. A continuous listening watch is maintained on the appropriate radio frequen-cies.

13. The cabin is secured (passengers secured and cabin baggage properlystowed) for taxi, take-off, landing and whenever turbulence is expected.

14. The cabin crew are secured in their allocated seats for takeoff, landing andwhen not carrying out essential duties whilst taxiing.

15. The flight data recorder is not disabled, switched off or erased during flightnor erased after flight in the event of an accident or an incident subject tomandatory reporting.

16. The flight deck door is locked at all times between engine start and engineshutdown, with the exception of when it must be opened for physiologicalreasons.

17. A post flight debrief is carried out.

18. A journey log or equivalent ACARS is completed.

[EOM-A 1.4, EOM-A 8.1]

Chapter 2. Crew composition

3

Chapter 2. Crew composition2.1. Flight crew

The minimum flight crew is two pilots, at least one of whom must be a Captain.

Not more than one pilot may be aged 60 years or more.

The commander must sit in the left seat unless the commander is a training Captainand is required to occupy the right seat for a training detail.

A training Captain may carry out both PNF and PF roles from either seat. OtherCaptains may only carry out the PNF role from the right seat.

If an aircraft is only being taxied, the occupant of the right seat may be a non-typerated pilot or a suitably qualified ground employee. The occupant of the left seatmust, however, be a fully type qualified commander.

Inexperienced (***) crew must not operate together. A Captain is considered in-experienced until he has successfully passed his first recurrent simulator check.A First Officer is considered inexperienced until he has completed the amount offlying detailed in EOM-A 4.1.2.

[EOM-A 4]

2.2. Cabin crewThe minimum cabin crew is normally one for every 50 installed seats. Where 4cabin crew are present, a maximum of 2 may be inexperienced (i.e. ***). Whereonly 3 cabin crew are present, only 1 may be inexperienced [CSPM 5.4.3].

In extreme circumstances the standard complement may be reduced by one cabincrew member providing that:

• Authorisation is received from the duty pilot

• The aircraft does not dispatch from its originating base.

• The applicable sectors are either part of the original series of flights or areassociated diversions.


4

• A maximum of 50 passengers (not including infants) per cabin crew memberis carried.

• All passengers are seated in a position where they can adequately view thesafety demonstration.

If the reduction in cabin crew results in no SCCM being carried there are addi-tional procedures detailed in EOM-A 4.1.4h.

It is permissible to board with one cabin crew member absent provided that:

• The operating SCCM is present.

• A member of the flight crew is on the flight deck. In case of emergency a mem-ber of flight crew will assist at the front of the cabin.

• The front and rear doors each have at least one attendant cabin crew member.

• The aircraft is not being fuelled.

• A maximum of 50 passengers per cabin crew member are boarded.

It is also permissible to board with a non operating crew member provided thatthey are fully qualified on type, in uniform and fit to operate. They are not re-quired to have taken part in the pre-flight brief, but must be briefed on their dutiesduring boarding and must have answered one SEP and one First Aid question.The non operating crew member must remain with the aircraft until the rosteredcrew member arrives.

During disembarkation, once there are less than 20 passengers remaining on boardthe required crew complement is reduced to the SCCM and one member of flightcrew.

If a cabin crew member is incapacitated due to sickness, injury, tiredness or fa-tigue, they must be offloaded. They will then be considered unfit to fly until cer-tified fit by a doctor or paramedic. This rule may be overridden at the Captain'sdiscretion if "extraordinary circumstances" apply.

[EOM-A 4.1.3, EOM-A 4.1.4]


5

2.3. Positioning crewPositioning crew will normally be booked as passengers and proceed through nor-mal passenger channels. When arriving on a domestic flight it is permissible forcrew to transfer aircraft on the ramp, but if arriving on an international flight crewmust clear immigration and customs before proceding to the aircraft via securitysearch.

In exceptional circumstances staff may be carried as "extra crew". This requiresthe authorisation of the duty pilot or the Network Duty Manager. In this case,crew must be shown on the crew list.

[EOM-A 4.5, EOM-A 4.6]

2.4. Flight Ops InspectorsFlight Ops Inspectors may, at any time, board any easyJet aircraft and enter andremain on the flight deck unless it is the commander's opinion that this wouldendanger the safety of the aircraft.

Flight Ops Inspectors may act as operating crew with the approval of the dutypilot, but may only fly with a training Captain.

[EOM-A 4.7]


6

Chapter 3. Qualification and Recency Requirements

7

Chapter 3. Qualification and RecencyRequirements

The minimum qualifications to act as a commander are:

1. A UK JAA-FCL ATPL with relevant type rating

2. Class I medical

3. Valid ATQP recurrent checks:

Test/ Training Validity

Licence Proficiency Check a 12 months bc

Line Oriented Evaluation d 12 months bc

Line check 24 months bc

Dangerous Goods 24 months less 1 dayAviation Security 12 months b

Annual Emergency and Safety EquipmentCheck

24 months bc

Triennial Emergency and Safety EquipmentCheck

3 years b

aIncorporates Operator Proficiency Check, Instrument Rating renewal, and elements of Groundand Refresher Training.bThe period of validity starts on the last day of the month in which the training and/or test wascompleted.cFor renewals, the period of validity can start on the expiry date of the current check. To beconsidered a renewal, the training and/or test must be completed a maximum of three monthsbefore that expiry date.dIncorporates elements of Ground and Refresher Training.

4. One take-off and one landing as PF in the preceding 45 days.

5. Three take-offs and three landings as PF in the preceding 90 days.

6. For Cat III, two landings, possibly in a simulator, using Cat III procedureswithin 12 months. This requirement is usually satisfied by the LPC.

Chapter 3. Qualification and Recency Requirements

8

7. 3000 factored hours of which 500 hours must be on a medium or large jettransport (see EOM-A 5.2.1 for factored hours table).

8. Successful completion of a Command Course.

[EOM-A 5]

Chapter 4. Crew Health Precautions

9

Chapter 4. Crew Health Precautions4.1. Alcohol

Do not consume any alcohol within 10 hours of a duty, and consume no morethan 5 units of alcohol within 24 hours of a duty.

Crews are obliged to comply with random breathalysing, but should ensure thatit is not carried out in front of passengers.

Alcohol must never be consumed whilst in uniform in a public place.

Alcohol must not be taken onto the flight deck during flight.

[EOM-A 6.1.1]

4.2. Cosmic radiationStatutory directives state that the acceptable radiation exposure of aircrew is6mSv/yr. Radiation exposure is modelled by easyJet to try to prevent exposureabove this level. easyJet continuously monitors estimated radiation doses; person-al estimated exposure is published on "Touch and Go".

Embryos and foetuses are particularly susceptible to harm from cosmic radiation.Crew should not fly when pregnant.

[EOM-A 6.1.3]

4.3. MedicationThe use of non-prescribed narcotics or sleep inducing drugs is forbidden.

Do not operate within 48 hours of a general anaesthetic or within 24 hours of alocal anaesthetic.

It is acceptable to operate whilst taking non drowsy cold remedies such asSudafed. Seek medical advice before operating whilst taking any other medica-tion.

[EOM-A 6.1.2, EOM-A 6.1.4]


10

4.4. ImmunisationeasyJet does not currently fly to any destination requiring vaccinations beyondthose recommended for everyday life in Europe. Any change to this situation willbe notified by NTC.

[EOM-A 6.1.5, EOM-A 6.1.16]

4.5. Blood donationCrew should not donate blood within 24 hours of a duty.

[EOM-A 6.1.6]

4.6. DivingCrew should not fly within 48 hours of diving to a depth exceeding 10m. Crewshould avoid any diving requiring the use of SCUBA equipment within 24 hoursof a duty.

Crew who have been treated for decompression sickness must not fly within 72hours of recovery.

[EOM-A 6.1.7]

4.7. SurgeryAeromedical advice should be sought before returning to duty following any sur-gical procedure.

[EOM-A 6.1.11]

4.8. HypoxiaTable 4.1. Time of useful consciousness

Pressure altitude Time

18000ft 30 minutes


11

Pressure altitude Time

25000ft 2-3 minutes30000ft 45-75 seconds45000ft 12 seconds

[Human Factors For Pilots, Green et al.]

4.9. Food poisoningCrew who are operating together should not have the same meals. This includescrew food and eating together when downroute or on airport standby.

If food poisoning from crew food is suspected, a Food Safety Report form mustbe completed and medical tests carried out to identify the strain.

[EOM-A 6.1.8]

4.10. Laser attacksTo mitigate the attack, look away, increase the brightness of interior lights andavoid rubbing your eyes. Seek medical advice if symptoms persist.

Notify ATC and file an ASR.

[EOM-A 6.1.17]


12

Chapter 5. Flight Time Limitations Scheme

13


5.1. Definitions

Duty period: Any continuous period where a crew member is required to carryout a task associated with easyJet business.

Flight duty period: The period between reporting to operate a flight or series offlights and the on blocks time of the last sector operated.

Day off: A period of at least 34 hours that is free from duty and contains twoconsecutive local nights, a local night being a period of 8 hours in the period 22:00to 08:00 local time.

Discretion event: The use of either commander's or individual's discretion to re-duce a rest period, extend a duty period, ignore a cumulative limit or reduce areport time.

5.2. Days Off

For crew operating under the "easyJet Variation Phase IV" (a.k.a 5/4/5/3), FTLdays off restrictions will always be satisfied by the fixed pattern, even when aday off has been violated by a delay on the last day of a block of late duties.The rostering agreement specifies that 10 days off must be achieved in the 28day reserve period, 3 of these being the final three days. In addition the variationspecifies that two consecutive days off must be achieved within any 10 day periodand that two consecutive days off must be achieved after any 7 consecutive duties.

Crew who are not operating under a variation require 7 days off in 4 consecutiveweeks and 24 days off in 12 consecutive weeks. No more that 7 days can beworked between days off, and two consecutive days off must be achieved in any14 day period.

Section 5.5, “Consecutive night, early start and late finish duties” details addi-tional days off restrictions for consecutive duties which overlap the period 01:00Lto 06:59L.


14

5.2.1. Ignoring days off restrictionsThe commander may, at his discretion, choose to allow the violation of days offrestrictions.

The company may, due to unforeseen circumstances, position a crew memberback to base when this forms their eighth consecutive duty.

5.3. Required restFor flight crew, the rest required before operating a duty is 12 hours or the lengthof the previous duty period, whichever is greater. For cabin crew, the rest requiredis one hour less than the flight crew.

5.3.1. Reducing required restWhen rest is acheived at home, flight crew may, at their discretion, reduce theirrequired rest period by a maximum of one hour providing that the rest period isstill at least 12 hours. Cabin crew may similarly reduce their rest providing the restperiod is still at least 11 hours. All crew members must inform the commander atthe start of a duty if individual discretion has been used to reduce rest.

When rest is acheived in easyJet provided accommodation:

• The commander may, at his discretion, reduce rest by an unlimited amountprovided that at least 10 hours are spent in suitable accommodation.

• Where a commander is not available, such as when a crew has split, individualsmay, at their own discretion, also reduce rest by an unlimited amount providedthat at least 10 hours are spent in suitable accommodation. The commander incharge of the subsequent duty period must be informed of this occurrence priorto the first sector.

• Where the preceding duty was less than 12 hours, easyJet may roster a reductionin rest equal to one hour minus any time that the total accommodation transfertime exceeds one hour.

Exercise of discretion to reduce rest must be reported on the journey log of thesubsequent duty. If the reduction is greater than one hour, a Discretion Reportform must also be completed to allow CAA audit.


15

There are additional limitations if the rest reduction forms part of a series of dis-cretion events.

5.4. Maximum Flight DutyThe maximum allowable flight duty for flight crew is governed by the number ofsectors flown and the report time in local time:

Table 5.1. Maximum flight duty

Sectors a

Local time 1 2 3 4

06:00 - 07:59 13:00 12:15 11:30 10:4508:00 - 12:59 14:00 13:15 12:30 11:4513:00 - 1759 13:00 12:15 11:30 10:4518:00 - 21:59 12:00 11:15 10:30 9:4522:00 - 05:59 11:00 10:15 9:30 9:00

aFor 5 or more sectors, refer to the full table in EOM-A 7.1.12.8

The maximum allowable duty for cabin crew is one hour longer than the flightcrew.

5.4.1. Increasing maximum flight duty

The commander may, at his discretion, increase the maximum flight duty detailedin Table 5.1, “Maximum flight duty” by up to 2 hours. If required by a delay oc-curring during the turnaround before the final sector of a duty, the maximum flightduty may be extended by a further hour. Whenever this discretion is used it mustbe reported via the journey log. Where the discretion is greater than two hours aDiscretion Report Form must also be completed to allow mandatory reporting tothe CAA. There are additional conditions when exercising this discretion as partof a sequence of discretion events.

Reporting times may be delayed by up to 4 hours if the crew member is informedof the change before leaving their place of rest. In this case the report time used inTable 5.1, “Maximum flight duty” will be the original report time, but the flight


16

duty will be deemed to start at the delayed report time. Where a delay is greaterthan 4 hours, the more restrictive of the original and delayed report time willbe used when calculating max FDP, and the flight duty will be deemed to havecommenced 4 hours after the original report time.

Where a flight duty is scheduled such that a rest period of between 3 and 10 con-secutive hours may be taken between sectors, the company can increase the max-imum flight duty by one half of that rest period. If this method is used, any po-sitioning journeys count as sectors. The allowance for inter-sector pre and postflight duties and the type of accommodation required are specified in EOM-A7.1.13.

easyJet has also negotiated FTL exemptions that allow the maximum flight dutylengths in Table 5.1, “Maximum flight duty” to be extended by either 30 minutesor 60 minutes at the planning stage. To utilise either of these exemptions a longlist of conditions (detailed in EOM-A 7.1.12.9) must be met. Affected duties areannotated on rosters.

5.5. Consecutive night, early start and late finish du-ties

If any part of a duty falls within the period 02:00 to 04:59 local time, then itis a "night duty". Consecutive night duties are only allowed with the followingrestrictions:

• If two consecutive night duties are scheduled, the preceding duty must finishby 23:59 local time.

• If three consecutive night duties are scheduled, the preceding duty must finishby 21:00.

• If four or five consecutive night duties are scheduled, the Table 5.1, “Maximumflight duty” limits are replaced by an 8 hour limit, regardless of sectors; inaddition, 24 hours rest must be taken prior to the series and 54 hours rest mustbe taken post the series.

No more than three consecutive duties are allowed where any part of a duty fallswithin the period 01:00 to 06:59, nor will more than 4 such duties occur withinany 7 day period. There are the following exceptions to this rule:


17

• Crew operating under the "easyJet Variation Phase IV" (a.k.a 5/4/5/3) may op-erate four or five consecutive "early start duties" where max flight duty is asper Table 5.1, “Maximum flight duty”. Only one of the series may have a re-port time between 03:00 and 04:59 and that duty must be 2 sectors or less. Inaddition, 2 days off must be achieved before any series of 4 early starts, 3 daysoff must be achieved before any series of 5 early starts and 72 hours must beachieved after either series. The rostering agreement further stipulates that 4days off must be achieved before any block of earlies in the fixed pattern. Gen-erally, a maximum of 5 consecutive FDPs is allowable under this variation, butexceptionally a sixth may be operated in accordance with the terms in EOM-A 7.3.3.8.

• Crew not operating under a variation may operate four or five consecutive "ear-ly start duties" where the Table 5.1, “Maximum flight duty” limits are replacedby a 9 hour limit, regardless of sectors; in addition, 24 hours rest must be takenprior to the series and 63 hours rest must be taken post the series.

Any run of consecutive night, early start or late finish duties can be broken by aperiod of 34 hours free from such duties.

Note

The definition of an "early start duty" is inconsistent between EOM-A7.1.4.7 and the variation approval, but my interpretation is a duty thatcommences between 01:00 and 06:59

5.5.1. Ignoring consecutive night, early start and late fin-ish duty limits

The commander may, at his discretion, allow violation of any of the consecutivenight, early start and late finish duty limits.

5.6. Cumulative limits

Table 5.2, “Cumulative limits” shows the cumulative duty time and block timelimitations applicable to flight crew operating under the "easyJet Variation PhaseIV" (a.k.a 5/4/5/3) and to cabin crew operating without variations:


18

Table 5.2. Cumulative limits

Flight Crew Cabin Crew

Period Dutyhours

Blockhours

Dutyhours

BlockHours

7 days 55 a b 60 c 14 days 95 d b 105 28 days 190 100 210

12 weeks 480 270 6 months 550 9 months 750 12 months 1880 900

aCan be increased to 60 hours where unforeseen delays occur on the day of operation.bThis limitation is in the Rostering and Crewing Agreement, amended 01/08/2008, which supersedesthe limit in EOM-A 7.3.3.4.cCan be increased to 65 hours where unforeseen delays occur in a duty block.dCan be increased to 100 hours where unforeseen delays occur on the day of operation.

Duty time spent on "contactable" does not count towards cumulative duty hours,nor does a "duty break" of over 6 hours (but less than minimum rest) in suitableaccommodation prior to positioning home. When not called out, time spent onstandby during the period 22:00 to 08:00 local time only counts half.

5.6.1. Ignoring cumulative limitsThe commander, at his discretion, may allow violation of any cumulative limit.In this case a Discretion Report Form must be completed to allow CAA audit.

5.7. StandbyThe maximum planned standby duration is 12 hours.

In general, the local time used to determine max flight duty in Table 5.1, “Max-imum flight duty” will be the most restricting of standby start time and reporttime. If, however, both standby start time and report time occur in the period22:00-08:00, report time is used.


19

The maximum flight duty must be reduced by the amount that the time betweenstarting the standby and reporting exceeds 6 hours.

A "contactable" is a special case of standby. It's duration must be less than anhour, it must occur between 06:00L and 22:00L and the minimum time betweencall out and report must be 10 hours. The required rest period after a contactableis reduced to 10 hours, and the time spent on contactable does not count towardscumulative duty limits.

5.8. TransitionsA "morning start duty" (MSD) is a duty with a report time between 03:00L and09:29L. An "evening finish duty" (EFD) is either a duty finishing between 18:00Land 03:00L or a duty with a report time between 18:00L and 03:00L that finishesbetween 03:00L and 17:59L. A transition occurs when an EFD occurs immedi-ately after an MSD or vice versa. It is possible for a single duty to be both an MSDand an EFD; this is termed a "Dual duty" and is considered a transition in and ofitself. Either an MSD or an EFD can follow a Dual duty without constituting asecond transition.

When crew are operating under the "easyJet Variation Phase IV" (a.k.a 5/4/5/3),only one transition is allowed per duty block. In addition, the August 2009 Ros-tering resolution prohibits transitions on day 5 of a duty block, and easyJet hasmade a commitment via pmail to limit rostered transitions to one per month.

5.9. Pre and post flight dutiesFor normal flight duty periods, a minimum of 1 hour must be planned for pre-flight duties, and a minimum of 30 minutes planned for post flight duties. Fortraining and positioning refer to EOM-A 7.1.12.

The practice of using non-standard reporting times to move a duty into a lesslimiting FDP band is prohibited.

The commander may, at his discretion, reduce these times. The company maynot. If the commander reduces standard reporting time by more than 15 minutes,a Discretion Report form must be completed to allow CAA audit. The absoluteminimum pre flight report time for flight crew is 45 minutes.


20

Chapter 6. Flight preparation instructions

21


6.1. Minimum flight altitudes

6.1.1. Definitions

When operating on a defined route segment, national authorities may have pub-lished the Minimum Enroute IFR Altitude (MEA) for that segment. This altitude(or flight level) ensures obstacle clearance and navaid reception. On Jeppesenenroute charts it is shown below the approximate centre of the route segment insmall red font. Where a segment is wholly contained within controlled airspace,the MEA will provide a buffer of at least 500ft from uncontrolled airspace {TO-DO: This information comes from an FAA handbook and comparison of Jepp en-route charts and UK AIP airway specification. Confirm that it is correct}. Whereapplicable, national authorities may also publish a lower segment safety altitudewhich provides obstacle clearance only. This is called the Minimum ObstructionClearance Altitude (MOCA). On Jeppesen charts, MOCA is presented adjacentto, and in the same font as, MEA; a suffix of "T" (e.g. 4200T) is used to distin-guish it. Where MOCA is not presented, it may be assumed that it has the samevalue as MEA.

When national authorities have not defined MEA, Jeppesen instead presents avalue known as the Minimum Off-Route Altitude (MORA). This is in the samefont as the MEAs, and is distinguished by an "a" suffix (e.g. 4200a). Jeppesen de-rives this value by examining charts or databases of known obstacles and terrain.The value should ensure at least 1000ft clearance of all obstacles within 10nmof any point on the route segment. When the obstacles are over 5000ft altitude,2000ft of clearance is provided. MORA is also presented on the LIDO OFPs.

When not operating on a defined route segment, Jeppesen presents area obstacleclearance data in the form of a Grid Minimum Off-Route Altitude (Grid MORA).This is again a Jeppesen derived value. It should provide the same obstacle clear-ance as MORA within the area enclosed by the latitude and longitude lines of aJeppesen enroute chart. It is presented in large green or red font near the centreof the applicable area1.

1Red is used when the value is greater than 14,000ft


22

Minimum Safe Altitude (MSA) is the minimum altitude that provides 1000ft ofobstacle clearance within 25nm (unless otherwise specified) of a specified navi-gation facility. It is published as a circle on Jeppesen plates. Where the circle isdivided into segments, the altitudes are referred to as Minimum Sector Altitudes.It is for emergency use only, and does not necessarily guarantee navaid reception.

Minimum Vectoring Altitude (MVA) is the lowest altitude at which an IFR air-craft will be vectored by a radar controller (excepting SRAs etc.); it may only beutilised upon the controller's determination that an adequate radar return is beingreceived.

[EOM-A 8.1.1, Jeppesen Text Manual - "Introduction"]

6.1.2. Corrections

All published altitudes must be corrected for low temperatures. Altitudes within5000ft of the elevation of the source of a QNH measurement can be corrected fortemperatures below 0°C using the following table:

Table 6.1. Low temperature altitude corrections

Height above QNH source (feet)

OAT 200 300 400 500 1000 2000 3000 4000 5000

0°C 20 20 30 30 60 120 170 230 280-10°C 20 30 40 50 100 200 290 390 490-20°C 30 50 60 70 140 280 420 570 710-30°C 40 60 80 100 190 380 570 760 950

To correct higher altitudes for temperatures below ISA, a conservative rule ofthumb is to add 1% of the altitude for every 2° that the actual temperature is belowISA, e.g for a 20,000ft MEA with ISA-20° add 200x20/2=2000ft.

When operating within 20nm of terrain that has an elevation greater than 2000ft,a correction must be applied for wind as follows:


23

Table 6.2. MORA Wind Speed Correction

Wind speed in Knots

0 - 30 31 - 50 51 -70 70+

500ft 1,000ft 1,500ft 2,000ftAdd a further 500ft for terrain over 8,000ft

When operating in low atmospheric pressure conditions with an altimeter settingof 1013, the aircraft will be ~30ft below the indicated altitude for every millibarthat the QNH is below 1013. This can be applied as a positive increment to apublished minimum altitude to calculate a minimum flight level.

Note that the MORAs presented on the LIDO OFPs do not have any of thesecorrections applied.

[EOM-A 8.1.1.3]

6.1.3. Operational requirements

When operating under IFR2, the minimum enroute altitudes should be the higherof the corrected MOCA and the corrected MORA. EOM-A 8.1.1.2.3.1 states:

"During flight preparation, the en-route minimum altitudesmust be established for all the route segments".

The OFPs provide uncorrected MORAs only. Therefore, as part of pre-flightpreparation, MOCAs for each route segment should be extracted from the Jeppe-sen en-route charts and compared to the OFP MORAs, and the higher of thesevalues should then be corrected for temperature and wind to establish en-routeminimum altitudes {TODO: this is clearly impractical - check whether my inter-pretation is incorrect}.

Engine failure or loss of pressurisation may lead to a requirement for en-routedescent. Currently, the highest obstacle affecting easyJet routes is Mont Blancat 15,771ft. This is at least 2000ft below the A319 green dot one engine ceiling

2Authorisation from the post holder flight operations is required to fly VFR.


24

assuming MTOW and ISA+20. Thus, there are currently no special drift downdiversion procedures in place. In the case of emergency descent following loss ofpressurisation, all obstacles must be cleared by at least 2000ft. It is worth notingthat the time of useful consciousness without supplementary oxygen is 30 minutesat 18,000ft.

Obstacle clearance for take-off and initial climb phase is provided by a combina-tion of LPC performance calculation and SID and Engine Out SID design. Notethat easyJet SOPs for loss of thrust after divergence point are contrary to the spe-cific Airbus recommendations in FCOM 4.4.30.4000; this can lead to some un-welcome grey areas in obstacle clearance.

For the approach phase, unless in visual contact with the ground with flight visi-bility sufficient to identify all relevant obstacles, flight below MSA should onlybe conducted on promulgated routes or instrument approach procedure or whenbeing vectored at levels not less than MVA.

[EOM-A 8.1.1]

6.2. Usability of airports

easyJet is responsible for ensuring that all airports selected as destinations or alter-nates are adequate in all respects, including runway dimensions, obstacles, ATS,lighting, approach procedures, weather reporting and emergency services.

For the A319 and A320, fire and rescue category 6 is the normal minimum ac-ceptable level of cover. Temporary reductions to category 4 at departure and des-tination and to category 5 at alternates are acceptable; no crew action is required.A321 categories are 1 higher than A319.

easyJet will categorise aerodromes from A to C in order of increasing difficulty.The category of an aerodrome is promulgated in the easyJet Aerodromes Brief-ing Supplement. Operation to a category B aerodrome requires self-briefing fromEOM-C. Signing the OFP confirms that this has been done. Operation to a cat-egory C aerodrome requires a briefing and then either a visit in an operating ca-pacity or aerodrome specific training in an approved flight simulator.

[EOM-A 8.1.2]


25

6.3. Aerodrome Operating Minima

All easyJet aircraft, with the exception of certain A321s, are Category C for thepurpose of calculating operating minima. The A321s with MLW of 77,800kg areCategory D.

Aerodrome specific take-off minima are presented on Jeppesen chart 10-9. Pilotassessment of RVR for the initial part of the take-off run is permissable in allcases, but reported RVR must be considered for all other relevant reporting points.When operating with RVR < 150m, LVPs must be in force, crew must be LVOqualified and a 90m visual segment (equivalent to 6 centre line lights at standard15m spacing) must be available.

Straight in visual approaches require RVR ≥ 800m. A visual circuit requires MetVisibility ≥ 5km and cloud base ≥ 2,500ft. Visual approaches at night are autho-rised unless prohibited in the Aerodrome Briefings Supplement. Visual circuitsmust be flown at a height greater than 1500ft that ensures at least 500ft separationfrom obstacles.

Minima for instrument approaches (including circling approaches) are presentedon the relevant Jeppesen approach plates (11- to 18-). easyJet is authorised to usethese minima whenever the minima block is titled "STANDARD". Where this isnot the case, the DA/MDA on the chart will be valid, but crew must calculate RVRminima3. Minima for Cat II and III operations are presented in their own sectionat the start of the Jeppesen Text manual. Only RVRs applicable to segments ofthe runway where speed is expected to be above 60kt need to be considered forlanding.

When RVR is not reported, and provided that required RVR ≥ 800m, the follow-ing table may be used to convert Met Visibility to RVR for the purposes of com-plying with landing minima:

3Use Jeppesen Text Manual, Air Traffic Control, EU OPS-1, Table 6 (Page 604 as of 29/8/2011), enteringwith DH/MDH and the ALS type.


26

Table 6.3. Met Visibility to RVR conversion

Lighting Elements in Operation RVR = Met Visibility x

Day Night

HI approach and runway lighting 1.5 2.0Any other type of lighting installation 1.0 1.5No lighting 1.0 N/A

Where minima for non-precision approaches are presented in terms of a MinimumDescent altitude, 50ft should be added to create an effective Decision Altitude.

Circling minima should be used unmodified. It is permissible to descend prior tothe final turn. However, descent below circling minima should only occur oncethe landing threshold has been identified and all surrounding terrain is in sight.

If standby ILS transmitters, markers, meteorological measuring equipment orlighting systems are downgraded, approach minima may need to be modified. Atable is presented at EOM-A 8.1.3.10 for this purpose.

MDA and DA must always be above OCA and must therefore be adjusted if OCAis increased by NOTAM.

[EOM-A 8.1.3, EOM-A 8.1.5, EOM-A 8.4.2.1]


27

6.4. Selection of alternates6.4.1. Take-off and destination alternates

Yes

Yes

No

No

Yes

OriginPerformance andminimas suitable for S/E return?

DestinationFlight <6 hours and

2 independent runways and

Minima @ ETA±1hr: Cloudbase > Circling +500'

Cloudbase > 2000' Visibility > 5km

Take-off alternate required: ∙ Within 320nm of origin ∙ >S/E minima @ ETA±1hr

Destination alternate not required. ∙ Add 15 minutes holding fuel.

DestinationMinima @ ETA±1hr

suitable for expectedapproach?

Single destination alternate required: ∙ Minima @ ETA±1hr: Cat II/III ⇒ Cat I Cat I ⇒ Non-precision Non-precision ⇒ add 200ft/1000m Circling ⇒ circling minima

Two destination alternates required: ∙ Minima @ ETA±hr: Cat II/III ⇒ Cat I Cat I ⇒ Non-precision Non-precision ⇒ add 200ft/1000m Circling ⇒ circling minima

No

Note

1. Dispatch with no destination alternate should only be consideredwhen payload or performance is limiting.


28

2. Two destination alternates are required when landing performancecannot be assured due to wind or runway state or when no meteo-rological information is available for the destination.

3. A table for interpretation of TAFs with regards these requirementscan be found at EOM-A 8.1.6.1.

4. Runways may be considered independent if each runway has a sep-arate approach procedure based on a separate approach aid and noconceivable blockage of one runway would render the other unus-able. If a destination is isolated these restrictions do not apply.

[EOM-A 8.1.2]

6.4.2. Cruise alternatesIn the case of an engine failure at any point along the planned route an adequateaerodrome must be available within 60 minutes single engine flying time. Theequivalent distances are:

Table 6.4. Cruise alternate distances

A319 380nmA320 400nmA321 385nm

[EOM-B 5.1]

6.5. Pre-flight fuel planningThe OFP presents the following values for use in pre-flight fuel planning:

TAXI Fuel expected to be used prior to takeoff, including engine start, taxiand APU consumption. This figure should be adjusted when signif-icantly increased APU burn is likely (e.g. ATC slots) or when sig-nificantly increased taxi times may occur (e.g. remote de-icing).

TRIP Fuel required for all phases from take-off at departure aerodrometo landing at destination aerodrome. The assumed runways and as-


29

sociated SIDs and STARs can be found on the OFP under "OFPROUTE". This figure will need to be increased by 5kg per nm thatactual routings are potentially longer than these assumed routings.The OFP also provides trip fuel corrections for carriage of more thanminimum fuel and flight at non optimal levels.

CONT The greater of 5% of planned trip fuel or 5 minutes holding overdestination at 1500ft.

ALTN Fuel for all phases from a go-around at applicable MDA/DA at desti-nation to a landing at first alternate. The assumed runways and rout-ings can be found on the OFP below the Nav Log block. This figurewill need to be increased by 5kg for each nm that actual routingsare potentially longer than these assumed routings. Where two alter-nates are required (see Section 6.4, “Selection of alternates”), thisfigure should be increased to the greater of the two alternate fuelburns. Note that this does not allow for flight to a second alternateafter arriving at the first alternate.

FINRES Final reserve fuel. This is the amount of fuel required to hold at1500ft for 30 minutes assuming the tanks will be dry at the end ofthis period.

ADDNL Usually zero. This is mainly used to add 15 minutes holding timewhen operating without a destination alternate under the terms ofSection 6.4, “Selection of alternates”. It may also be used on routeswhere there will be insufficient trip fuel available to divert to an ad-equate alternate in the event of engine failure or loss of pressurisa-tion at the most critical point.

EXTRA Additional fuel loaded at the discretion of the flight crew. There isnot much official guidance as to amounts; my personal ballpark fig-ures for the A319/A320 are:

• 40kg per minute of potential extra holding

• 500kg per potential extra approach

• 30 minutes extra holding when LVPs are expected at destination


30

• 3kg per minute of extra anticipated anti-ice usage

• 2kg per minute of extra anticipated APU usage

TANKER Extra fuel that may be carried due to fuel price differential betweenorigin and destination. Note that take-off and landing performanceis not considered, and the planned margins against structural limitscan reflect over-confidence in predicted ZFW data.

[EOM-A 8.1.7, EOM-B 5]

6.5.1. Reducing fuel loads to allow increased payloadWhere payloads are such that the carriage of normal fuel loads results in ex-ceedance of structural or performance limitations, EOM-A 8.1.7.4 presents a num-ber of methods of reducing fuel requirements below those that would normallyapply.

The simplest method is to reduce the trip fuel requirement once it is certain thatthe SID and/or STAR that will be flown requires less track mileage than thoseanticipated in the OFP route. The adjustment is 4kg per nm.

More significant reductions can be achieved when the conditions for not requiringa destination alternate (see Section 6.4, “Selection of alternates”) are met. In thiscase, the alternate fuel can be replaced with 15 minutes of holding at destination.

Finally, for sectors of over 1000nm, contingency fuel can be reduced from 5%to 3% providing that a suitable en-route alternate is specified. The procedure isdetailed at EOM-A 8.1.7.4.4. Note that a new OFP should be used; OCC wereunable to provide one last time I asked.

[EOM-A 8.1.7.4]

6.6. Weight and Balance

6.6.1. Structural weight limitationsThe aircraft operating manual specifies maximum ramp, take-off, landing andzero fuel weights. The maximum take-off weight may also be reduced by easyJet


31

to take advantage of reduced ATC charges; where this has been done, the newMTOW must be treated as a structural limit. These limitations are also presentedin the weights block of the OFP.

The basis for calculations to determine compliance with these structural limits isthe Dry Operating Weight (DOW). The DOW is the total weight of the aircraftwith no usable fuel or payload. It is available at the top of the OFP, but the canon-ical value is that contained in the LPC database unless otherwise notified by aflight brief notice. Other weights are calculated as follows:

• Zero Fuel Weight (ZFW) = DOW + payload

• Ramp weight (RW) = ZFW + total fuel

• Take-off weight (TOW) = RW - taxi fuel

• Landing weight (LW) = TOW - trip fuel

In addition to the main structural weights, there are maximum load limits for thecargo compartments. These may be found in FCOM 2.1.20.5000.

[EOM-A 8.1.8.1]

6.6.2. Payload calculationThe following standard weights may be used when calculating payload:

Table 6.5. Standard weights for passengers with hand baggage

Type Weight

Male 93kgFemale 75kgChild (Age 2-11 inclusive) 35kgInfant(Age<2) 0kg

Table 6.6. Standard weights for checked baggage

Type of Flight Weight

Domestica 11 kg


32

Type of Flight Weight

Within the European Region 13 kgIntercontinental 15 kgAll Other 13 kg

aDomestic flights are those where origin and destination are within the same state

Table 6.7. Standard weights for crew

Crew Position Weight

Flight Crew 85 kga

Cabin Crew 75 kga

aAn allowance for hand baggage is included. Any additional crew baggage must be taken into account.

Table 6.8. Guide weights for other items

Item Weight

Guide Dog 35kgCello 10kg

easyJet generally uses standard weights for passengers and crew and actualweights for baggage. It is not permissible to use standard weights for baggageif this leads to a value less than known actual weights. Freight must always beweighed.

[EOM-A 8.1.8]

6.6.3. Balance calculation

Compliance with balance limitations is achieved using the LPC Weight and Bal-ance modules. If this is not available, weight and balance data should be sourcedfrom OCC. When passenger load is more than 115 the default LPC passenger splitmay be used. Otherwise the correct split (e.g. rows 1-9, 10-18, 19-26 for A319)should be used.

[EOM-B 7.1.1]


33

6.6.4. Last minute changes

For the Airbus fleet, the following last minute changes do not require new LPCcalculations:

• +5/-10 Passengers

• ±500kg fuel

• ±500kg load in CP 2,3 or 4

• ±100kg load in CP 1 or 5

A new ZFW must be calculated and entered for all LMC changes. Where the LMCis positive, take-off performance must be recalculated; a 1° reduction in FLEX(assuming the new value is greater that ISA+30) will suffice for changes up to250kg.

[EOM-B 7.4]

6.7. Operational Flight PlansOperational Flight Plans (OFP) are usually obtained via the crew room computers.OCC also have the ability to provide OFPs by email, fax or SITA if required. OFPsmay be modified by OCC without crew notification until 30 minutes before crewreport. The status of OFPs must be checked prior to acceptance; contact OCC ifthe OFP status is not annotated "Final".

[EOM-A 8.1.10]

6.8. Aircraft Technical Log

6.8.1. Standard of entries

All entries must be completed in block capitals.

Any signature must be accompanied by a printed surname, the date and any ap-plicable authorisation or approval numbers.


34

If an entry is changed, the incorrect entry must have a single line drawn throughit, the reason for the alteration entered next to the original text and a signature.

The Tech Log must be cross checked for errors after the final sector of a duty.

[EOM-A 8.1.11.2, EOM-A 8.1.11.3, EOM-A 8.1.11.5]

6.8.2. Layout and usage

The tech log is divided into prologue pages and a main section.

The prologue pages include the Certificate of Release to Service, records of Ac-ceptable Deferred Defects (ADD), the Damage Register and "Briefing Notes toCrew". These must all be checked prior to accepting an aircraft.

Each page in the main section is divided into a defect section and four tear-offsector record strips. Unused strips on the current page should be struck out if anyentry has been made in the defect section or when a crew change occurs withouta direct handover.

The top half of each sector record strip is for recording details of a sector after ithas been completed. The "Log Time" and "Landings brought forward" boxes areno longer used and should be struck through. The "Full Rated Thrust T/O" andautoland reporting are only relevant to the 737 fleet. If the record of the previoussector is found to be incorrect or incomplete the duty pilot must be contacted forauthorisation to continue.

The bottom half of the strip is used to record pre-departure data and acceptanceof the aircraft. The "Oil Check" and APU oil level boxes are not relevant to flightcrew and should be struck through. The ambient temperature fuel uplift should berecorded rather than the temperature corrected figure. To calculate approximateuplift in kg, multiply the uplift in litres by 0.8. If anti-icing has been carried out,the type of fluid, concentration and start and end times should be recorded. Ifanti-icing is carried out more than once it will be necessary to use multiple strips;each strip must have a copy of all the pre-departure data.

Each main section page has three coloured carbon copy sheets. The pink page isused to comply with regulations requiring retention of documentation at departurestation. The pink strip with the commander's acceptance signature must always


35

be left behind. The entire pink page should be left behind when there are no moreusable strips, including when the strips have been struck out in accordance withthe paragraph above. All other pages belong to engineering.

[EOM-A 8.1.11.5, EOM-A 8.1.11.6]

6.8.3. Defect managementAll defects should, with the following exceptions, be immediately entered intothe tech log:

• Recording of ECAM maintenance status messages may be deferred until theaircraft is next at a "main base". Consultation of the MEL is still required.

• Cabin defects must be immediately entered into the Cabin Defects Log. If thedefect does not affect airworthiness (consult MOC if there is any doubt), thenit does not need to be transferred to the tech log.

MOC must be contacted whenever a defect is entered in the tech log. Where pos-sible MOC will arrange for engineering to rectify the defect or clear it to an ADDsheet in accordance with the MEL.

When no engineering support is available, MOC may request that flight creweither carry out certain limited engineering tasks in accordance with EOM-A8.1.11.15 or clear a defect to the ADD pages. Deferral of defects by flight crew isonly possible when the defect is assessed by MOC as having no effect on airwor-thiness or when the relevant MEL entry has no maintenance actions specified.

To defer a defect the commander should make an entry in the "ACTION TAKEN"column with the MEL reference, repair interval and ADD number. The comman-der signs for this in the "ACTION TAKEN" column; MOC will arrange for theRelease to Service column to be signed off by a licenced engineer at the earliestopportunity. The relevant ADD entry should then be completed. If the defect doesnot affect airworthiness, it should be entered on the level 2 (blue) ADD sheet.Otherwise, it should be entered on the level 1 (pink) sheet. The complete tech logdefect description should be transferred, along with the tech log page referenceand item number, any MEL/CDL reference number and limiting criteria (e.g. ex-piry date). The ADD sheet should not be signed by the commander; it will besigned off by the engineer who signs the release to service.


36

Successful computer resets should be recorded by making a suitable entry in thedefect section, e.g.

CREW RESET: COM CIDS 1 + 2 FAULT ON THEGROUND, SUCCESSFUL RESET AS PER QRH

Information that may be useful but which does not require immediate engineeringaction may, with MOC's agreement, be recorded as a "FOR INFO" entry in asimilar way, e.g.

FOR INFO: FMGC1 FAILED. RECOVERED WITH NOCREW INTERVENTION.

These entries do not count as open defects, so signatures should be placed belowthe entry and the associated "Action Taken" and RTS sections should be struckthrough.

Bird strikes that do not result in damage may be recorded as "For Info" entries,providing the restrictions in EOM-A 8.1.11.19 are observed.

[EOM-A 8.1.11, EOM-B 2.3.25.2, EOM-B 3.3, EOM-A 8.1.11.19]

6.8.4. Recurrent engineering checks

The validity of recurrent engineering checks must be confirmed prior to acceptingan aircraft. This is done for most checks by checking that the Certificate of Releaseto Service is valid. Completion of the daily check is recorded via an entry in thedefect column; it is valid until 23:59 on the day after the daily check was signedoff.

[EOM-A 8.1.11.4]

6.8.5. Cabin defect log

The SCCM enters details of cabin defects in the cabin defect log and presents it tothe commander at the end of the flight. The commander must review the defectsand transfer any airworthiness items to the technical log.

[EOM-A 8.1.11.17]


37

6.9. Documents to be carried

6.9.1. Certificates

• Certificate of Registration

• Certificate of Airworthiness

• Noise Certificate (may be a copy)

• Air Operator Certificate (may be a copy)

• Aircraft Radio Licence

• Third Party Liability Insurance Certificates (may be copies)

• Flight Crew Licences

6.9.2. Manuals

• Those parts of the Operations Manual relevant to the duties of crew

• Maps and Charts required to complete the flight

• Search and Rescue procedures

6.9.3. Other

• Technical Log

• Journey Log

• Operational Flight Plan (includes Air Traffic Service Flight Plan)

• Weather and NOTAM brief

• Loadsheet

• Forms to comply with reporting procedures


38

• Notification of special loads (if applicable)

• Notification of special passengers (e.g. deportees)

• Any other documentation required by states concerned with the flight

• Crew passports

[EOM-A 8.1.12]

Chapter 7. Ground Handling Instructions

39


7.1. Fuelling procedures

The fuel supplier is responsible for ensuring that all fuel quality checks are com-pleted, that the bowser is properly earthed to the aircraft and that fuel caps areproperly secured.

Whilst fuelling, no smoking may take place within 15m of the aircraft and thestrobe lights must not be operated. There may also be local restrictions regardingstarting the APU. If fuel vapour is detected inside the cabin or any other hazardarises, fuelling must be suspended immediately. In the unlikely event that it be-comes necessary to uplift wide cut fuel there are extra safety restrictions detailedin EOM-A 8.2.1.

Refuelling may take place with passengers on board, but the following restrictionsapply:

• Local restrictions must be checked.

• At least one pilot must be on the flight deck.

• A full cabin crew compliment is required. There must be at least one cabin crewmember at each set of floor level exits.

• Passengers must be informed that refuelling is taking place, instructed to havetheir seatbelts unfastened and told the toilets are out of use. Cabin crew shouldmake a visual check that passenger seatbelts remain unfastened. The "NoSmoking" sign should be on and the "Fasten Seatbelts" sign should be off.

• Door 1L must be open with steps or airbridge attached. Door 2L should ide-ally also be open with steps attached, but it may remain closed provided theslide is serviceable. The ground area beneath exits and slide deployment areasmust remain clear and the positioning of fuelling equipment must not impedeevacuation

Defuelling is not permitted with passengers on board.


40

The fuel card may be used to expedite the fuelling process, but fuel requirementmust also be passed in person. Display of the fuel card authorises the commence-ment of fuelling; if any passengers remain on board it must be delayed until allrelevant restrictions have been met. Communication between flight deck and re-fueller is required prior to commencement of refuelling. Positive acknowledge-ment of the fuel card by the refueller is deemed sufficient to fulfil this require-ment, but the member of flight crew on the flight deck must remain in "visualcontact" with the refueller whenever any passengers are on board. {TODO: EOM-A is incredibly wooly on this; confirm meaning}. The fuel card must be stowedonce fuelling is complete.

The flight crew must monitor the fuel gauges during fuelling.

[EOM-A 8.2.1]

7.2. Passenger groups

7.2.1. Able Bodied Passengers

Able bodied passengers (ABP) are those adult passengers that are deemed fit andstrong and thus likely to assist evacuation. Designated seats near emergency exitsare for the use of ABPs only.

[EOM-A 8.2.2.1]

7.2.2. Persons of Reduced Mobility

A passenger is considered a Person of Reduced Mobility (PRM) when their phys-ical, medical or mental condition would make them likely to impede an evacua-tion. The number of PRMs on board must not exceed the number of ABPs. PRMsshould be pre-boarded and seated where they will not obstruct emergency exitsor impede crew carrying out emergency procedures.

Certain conditions entirely preclude carriage. A list is presented in EOM-A8.2.2.2.

[EOM-A 8.2.2.1, EOM-A 8.2.2.2]


41

7.2.3. Infants and childrenInfants (children under two years) may fly free of charge if they sit on the lap of theaccompanying person. A maximum of two infants is allowed per accompanyingperson. The maximum total number of infants on laps is 10% of the number ofseats on the aircraft. Infants under two weeks of age are not permitted to fly.Premature babies are not permitted to fly until six months post expected date.

A child is defined as a person aged between 2 years and 14 years inclusive. Chil-dren must be accompanied by a person aged 16 years or older at a maximum ratioof 10:1.

In exceptional circumstances the carriage of an unaccompanied minor may beauthorised by the ALO. Under no circumstances may an unconnected passengerbe allowed to accept responsibility for an unaccompanied minor.

The following restraints are acceptable:

Table 7.1. Acceptable restraints for infants and children

Restraint Age range

Infant extension seatbelt 2 weeks to 2 yearsSuitable car-type safety seata No age restrictionChild restraint device (CARES) Approx 1 to 4 yearsb

Normal seatbelt 2 years or moreaSee CSPM 2.4.12.3 for guidance on suitabilitybSpecifically the child must be between 10kg and 20kg and capable of sitting upright unaided.

[EOM-A 8.2.2.4, CSPM 2.4.12]

7.2.4. Expectant mothersBetween 28 and 35 weeks (inclusive) of pregnancy, a medical certificate signedby a doctor or midwife confirming pregnancy stage and fitness to fly is required.Passengers cannot be accepted for travel on or after week 36 of pregnancy.

Infants may travel on the laps of expectant mothers.

[EOM-A 8.2.2.4, CSPM 2.4.12]


42

7.2.5. Escorted passengers

Prisoners will only be accepted for carriage on the authority of the Network DutyManager. Normally a maximum of one prisoner will be allowed per flight.

They must be accompanied by either police, prison officers or members of arecognised and appointed Civilian Security Firm. Convicted prisoners will nor-mally be accompanied by two prison officers, others may have a single escort.Escorts will travel in plain clothes and will carry restraints, but not firearms.

Prisoners and escorts should board first and disembark last. They should be seatedat the rear of the aircraft with the prisoner in the window seat. Prisoners may behandcuffed at the discretion of their escort, but only to themselves and their handsmust be in front of them.

[EOM-A 8.2.2.6]

7.2.6. Deportees

When immigration authorities refuse a passenger admission, an Order to removethe passenger may be served on easyJet, possibly through the relevant comman-der. The commander retains the right to refuse the Order on safety grounds. UKimmigration authorities have the power to require that an unacceptable passengerbe detained on board.

The Commander must be informed on all occasions when a deportee is carried,and the deportee must be identified to the Commander and SCCM

The passport and other travel documentation of the deportee, including any "Formof Authority", should be retained in flight by the SCCM and passed to the han-dling agent on arrival. The deportee must not be permitted to disembark at anypoint within the deporting territory unless escorted by a dispatcher or passengerhandling staff. The deportee may disembark at a destination other than that intheir ticket provided immigration authorities are contacted prior to arrival.

If the deportee is escorted, seating should be as per escorted passengers. Otherwiseit should be as per PRMs.


43

This section does not apply to the class of deportees referred to as "non-satisfiedgenuine visitors", who should be treated as normal passengers.

[EOM-A 8.2.2.7]

7.2.7. Stowaways

If a stowaway is discovered the police should be requested to meet the aircraft onarrival so that the stowaway may be detained. The company should be informedand an ASR filed.

[EOM-A 8.2.2.1]

7.2.8. Human remains

Only ashes are permitted. They must be be appropriately packaged, carried inhand baggage and accompanied by copies of the death and cremation certificates.

[EOM-A 8.2.2.5]

7.2.9. Live animals

The only permitted live animals are official Assistance and Guide Dogs. Thesemay be carried on flights within and between Croatia, Switzerland and the EUnations. UK International flights are subject to the UK Pet Passport Scheme anddogs may therefore only be carried on flights originating from or arriving at LTN,STN, NCL, BRS and BFS.

Dogs must be accompanied by official documentation; the identity tag attachedto the dog's official harness plus the owner's identity card will suffice. Largerdogs will be accommodated on the cabin floor; smaller dogs may be carried onthe owner's lap. The owner must provide a suitable harness that attaches to theirseatbelt and provides an effective level of restraint during take-off, landing andturbulence. It is acceptable for the dog to be subject to less restraint during cruise.

[CSPM 2.4.10]


44

7.3. Baggage and freight

7.3.1. Cabin baggage

Each passenger may bring one piece of hand baggage with maximum dimensionsof 560mm x 450mm x 250mm. Cabin baggage may only be stowed in the over-head lockers or under the seats.

Underseat stowage should not be used in overwing exit rows, if the seat's restraintbar is insufficient to be effective given the size of the baggage or if the baggagewould restrict egress from a seat row.

Placarded weight limitations on overhead stowages must be respected, and bulkshould not prevent secure closing of the doors. Where there is emergency equip-ment stowed in the overhead lockers, it must not be impeded.

Carriage of personal medical oxygen bottles less than 500mm long and 250mm indiameter is permitted. Details of correct stowage may be found in CSPM 2.4.9.2.

[EOM-A 8.2.2.15, CSPM 2.4.9]

7.3.2. Musical instruments

Small musical instruments (max 300mmx1170mmx380mm) may be stowed inoverhead lockers. One extra small piece of hand baggage is allowed to be carriedin this case.

Large musical instruments may be carried providing the passenger has purchaseda seat for the instrument. A maximum of two instruments may be carried. Aninstrument must weigh less than 75kg and have a centre of mass less than 30cmabove the seat cushion. It must be secured to a non-restricted window seat.

[EOM-A 8.2.2.15]

7.3.3. Aircraft spares

OCC may authorise carriage of spares for AOG easyJet aircraft except on routesto and from Switzerland. Spares must not be classified as dangerous goods. Indi-


45

vidual items over 60kg require specific handling arrangements to be made. easy-Jet engineering are responsible for delivery, labelling, security screening and pro-vision of a special load NOTOC. Engineering must oversee the offload of thespares on arrival.

[EOM-A 8.2.2.15]

7.3.4. FDM Data

FDM data cards/ disks may be carried in the flight deck. They are transported inblue padded zip sealed bags, and will already have been x-rayed before loading.They will be delivered and collected by engineering personnel.

If the zip seal is broken or missing, the bag may still be carried if it is thoroughlysearched. The broken seal should be reported to the FDM department.

[EOM-A 8.2.2.15]

7.3.5. Human Organs for Transplantation

These will arrive at the aircraft in a box sealed with tamper-proof tags. They areexempt security screening, but the police will have verified the origin of the con-signment before accepting the delivery. The box should be carried in the flightdeck under the Captain's supervision.

[CSPM 2.4.11]

7.4. Ground ice protection

7.4.1. Types of fluid

ISO Type I fluid has a high glycol content and low viscosity. De-icing perfor-mance is good, but protection from freezing precipitation is poor. It is best usedfor removing frozen deposits as part of a two stage process or when precipitationhas stopped. Type I fluids are usually clear or light orange.

ISO Type II fluid includes a pseudo plastic thickening agent. This allows it to re-main on the surface after application to provide protection from freezing precip-


46

itation. Shearing of the fluid allows it to flow off the critical surfaces as airspeedincreases. Type II fluids are usually straw coloured.

ISO Type IV fluid is similar in operation to Type II fluid, but uses more advancedthickening systems to give longer holdover times. Type IV fluids are usuallygreen.

Heated water may be used as the first step of a two step process. All fluids maybe diluted with water. Required Type I fluid concentration is a function of OATonly, as dilution has a negligible effect on holdover. Required Type II and TypeIV concentrations are a factor of OAT and holdover requirements.

[EOM-A 8.2.4.3.2]

7.4.2. Holdover times

Guideline holdover time tables are presented on the LPC and at the front of theNTC book. Definitions of precipitation type for use in the tables are presentedat EOM-A 8.2.4.2. For a two step process, the holdover time begins at the com-mencement of the second step. The lower time limit indicates holdover time for"moderate" precipitation, the higher for "light" precipitation. Holdover times willbe shortened by high winds, jet blast or when the skin temperature is less thanOAT.

[EOM-A 8.2.4.3.3, EOM-A 8.2.4.3.4]

7.4.3. Precautions

De-icing fluid should not be used where it could cause loss of vision while beingshed during the take-off roll.

A walk-round inspection should be completed by a qualified person after de-icingis completed. Flying and control surfaces should be clear of deposits, intake anddrain holes should be clear of obstructions and a check should be made that de-icing fluid that has been diluted by the removed deposits has not refrozen on otherparts of the aircraft. Undercarriage components should be checked for cleanlinessand microswitches and uplocks should be checked for normal operation. If possi-ble, compressors should be rotated by hand to ensure they have not frozen.


47

The flight crew should also move the control surfaces over their full range toensure that they are free of obstruction.

[EOM-A 8.2.4.3.4]

7.5. Punctuality policyeasyJet policy is to be be ready with doors closed at STD-3. To support this crewshould aim to be at the aircraft at STD-35 and on the first wave be ready for greenlight boarding at STD-25. Ground staff will assume that the crew will be readyfor green light boarding unless otherwise advised.

The aircraft may depart no earlier than STD-10 unless otherwise agreed withOCC.

In the event of ATC slot delays board passengers in the hope of improvementsfollowing transmission of a ready message. Where CTOT improvements wouldbe disadvantageous OCC should be contacted to put a CTOT block on the flight.

Remote holding should be used to release stands and manipulate OTP figures.Crew should liaise with ground agents to determine whether it would be advanta-geous from a ground handling perspective to push at STD, and if not should pushback no later than STD+14. Note that ground crew are not required for enginestart after remote holding. Slot delays of up to 30 minutes should be absorbedtaxiing or at the holding point when feasible.

No attempt should be made to recover the schedule by flying faster than plannedon the OFP.

Whenever possible, delay codes should be agreed with the dispatcher.

[EOM-A 8.9]


48

Chapter 8. Flight procedures

49


8.1. VFR/IFR policyWhen controlled airspace exists between departure and destination airports,flights will be planned to remain within that airspace. Where controlled airspacedoes not exist, advisory airspace will be used if available.

Where a flight is planned to remain within controlled or advisory airspace, flightoutside that airspace should only be considered for safety reasons.{TODO: EOM-A then goes on to contradict itself, saying that you can fly outside controlledairspace after all e.g. if you are VMC in sight of airfield or flying in airspaceknown to be clear of other traffic}. The maximum level of radar service shouldbe sought whenever outside controlled airspace.

VFR flight should be considered exceptional and must be authorised by the postholder flight operations.

[EOM-A 8.3.1, EOM-A 8.1.1.1]

8.2. Navigation policy

8.2.1. Required Navigation Performance

Navigation requirements for a given phase of flight are defined in terms of Re-quired Navigation Performance (RNP). RNP is a value with units of nauticalmiles. To comply with a given RNP, an aircraft must have a maximum naviga-tional error equal to RNP for 95% of flight time. In addition, the probability of anunannunciated navigational error of greater than double the RNP value must beless than 10-5 per flight hour and the probability of an annunciated loss of RNPcapability must be less than 10-4 per flight hour.

All easyJet aircraft are capable of the most restrictive RNP 0.3, but this may bedowngraded when navigational equipment is defective. The MEL will detail anydowngrades to RNP capability caused by deferred defects.

The FMS continuously calculates a value known as Estimated Position Error(EPE) by cross checking data from all the navigation sensors. The FMS also cal-


50

culates a default RNP value1 and produces an ECAM warning when EPE exceedsit. This FMS calculated RNP may be manually overridden if required.

[EOM-A 8.3.2.4]

8.2.2. Basic RNAVBasic RNAV (BRNAV) is defined as RNP 5. BRNAV capability is mandatorythroughout ECAC airspace above FL95. Some states also use BRNAV on selectedroutes into and out of terminal airspace; the BRNAV portions of these routes willbe above applicable safety altitudes.

The INS system will maintain BRNAV capability for 2 hours after alignment,independently of estimated accuracy displayed on the MCDU.

[EOM-A 8.3.2.7, EOM-B 2.4.51]

8.2.3. Precision RNAVPrecision RNAV (PRNAV) is defined as RNP 1. PRNAV may be used for depar-tures and arrivals, and may involve flight below relevant safety altitudes.

It is essential to check that each procedure loaded from the navigation databaseis both current and accurate. It is acceptable to add altitude and speed restrictionsthat have not been included. OCC must be contacted immediately if any discrep-ancies are discovered so that they can promulgate restrictions on the use of theroute. NOTAMs should be checked to confirm the status of any required naviga-tional aids. Where GNSS updating is not available, a navigation reasonablenesscheck must be carried out and care should be taken to correctly use takeoff shiftfunctionality.

In general a single navigation system will suffice for PRNAV, but some proce-dures stipulate two RNAV systems. Some procedures also mandate GPS avail-ability; the availability of RAIM should be confirmed in this case.

PRNAV procedures may mandate an altimeter change passing a waypoint, inwhich case ATC will not provide the usual trigger.

10.3nm for GPS approaches, 0.5nm for other approaches, 1.0 when below 15,000ft and within 51nm ofdestination and 2.0nm at all other times.


51

Managed modes are preferred for PRNAV procedures. Selected vertical modesmay be used, but altitude restrictions must be respected. Direct routings may beaccepted, but modification of the procedure with manually created waypoints isnot permitted. It is acceptable to intercept an ILS localiser in NAV as long as GPSPRIMARY is available.

[EOM-A 8.3.2.8, EOM-B 2.4.51]

8.2.4. ContingenciesIn-flight failure of navigation equipment may lead to downgrade of RNP capabil-ity. The QRH details required equipment for RNP 5 and RNP 1 on page 8.07. Ifone RNAV system is degraded provided that the procedure does not mandate dualsystems it is acceptable to continue with the remaining system; a raw data checkwill determine which, if any, system remains accurate.

Loss of relevant RNP capability must be reported to ATC as soon as practical.The correct phraseology is "Unable RNAV due equipment, request re-clearance".If RNP 1 is lost below MSA but above MVA, it may be possible to continuewith radar vectors; otherwise an expeditious climb above safety altitude will berequired. Where possible navigation should be continued using conventional aids.

Where weather precludes continuation of a PRNAV routing, ATC should be in-formed using the phrase "Unable RNAV due weather". Radar vectors or climbshould then be requested as appropriate.

[EOM-A 8.3.2.7, EOM-A 8.3.2.8, EOM-B 2.4.51]

8.3. Altimeter setting proceduresOn the ground, the main altimeters should be within 20ft of each other and within25ft of the airfield elevation. The ISIS should be within 100ft of the main altime-ters.

easyJet is a QNH operator. Main altimeters should be set to 1013 when cleared toa flight level during climbout and set to QNH when cleared to an altitude duringdescent. The standby altimeter should remain on QNH until passing MSA duringclimbout and should be set to QNH before passing FL200 in the descent.

[EOM-A 8.3.3, FCOM PRO.SUP.34]


52

8.4. RVSMRVSM airspace is airspace above FL290 where only 1000ft vertical separation ismaintained. All easyJet aircraft are RVSM approved.

QRH 8.07 defines the equipment required for flight in RVSM airspace; the pri-mary altimeters must agree within 200ft. The altimeter being used to control theaircraft should normally be selected as the input to the transponder. If equipmentfailure leads to loss of RVSM capability, inform ATC immediately.

ATC must also be notified if severe turbulence is encountered.

[EOM-A 8.3.2.11]

8.5. In-flight fuel managementFlights of less than 20 minutes do not require a fuel check. All other flights requirea written fuel check at the top of climb, then further written checks at intervalsof 1 hour or less. In addition, verbal fuel checks should be carried out at intervalsof 30 minutes or less.

Company Normal Reserves (CNR) is defined as ALTN + FINRES (see Sec-tion 6.5, “Pre-flight fuel planning”). The OFP provides a Minimum Fuel Required(MFR) value for each planned waypoint. MFR is CNR plus the planned remain-ing fuel burn to destination. The fuel check should record Actual Fuel On Board(FOB) at a planned waypoint and compare this with MFR. The difference shouldbe CONT + EXTRA + ~40kg per minute that you are early passing the waypointdue to shortcuts. If the FOB is less than this without reasonable explanation thenthe possibility of a fuel leak should be considered.

If it is determined that fuel on landing at destination will be below CNR, actionmust be taken to reduce fuel burn. Options include flying at CI=0, changing levelsor requesting shortcuts. If fuel burn cannot be reduced sufficiently to land withmore than CNR, a decision must be made whether to divert or continue to desti-nation. A decision to continue to destination is a committal to land there, and ispermissible if landing is assured and the maximum anticipated delay is known. Alanding is considered assured if no forecast weather deterioration or single failureof ground or airborne equipment can prevent landing. In general this means that


53

Cat I minimas must be available at Cat III equipped aerodromes and non-preci-sion minimas must be available at Cat I equipped aerodromes.

If it is determined that the fuel on landing may be less than final reserve, an emer-gency must be declared using a PAN call and ATC should be given an estimateof endurance. If it is determined that the fuel on landing will be less than finalreserve, a MAYDAY call should be made.

[EOM-A 8.3.7]

8.6. Hazardous atmospheric conditions

8.6.1. Thunderstorms

Do not attempt to land or take-off when a thunderstorm is overhead or approach-ing.

Avoid thunderstorms by 20nm when above 20,000ft. Below 20,000ft avoid by10nm:

• any echoes with 'hooks', 'fingers', scalloped edges or other protrusions

• any echoes with sharp edges, strong intensities or strong gradients of intensity

• any echoes showing rapid change of intensity, shape or height

If overflying maintain at least 5000ft vertical clearance.

In general it is preferable to be upwind of a thunderstorm; severe turbulence andhail are most often encountered on the downwind side. In particular avoid flyingunderneath the anvil or in the cirrus or cirrostratus layers downwind of the storm.The greatest probability of severe turbulence and lightning strikes is near the 0°Cisotherm, so avoid this level.

If an area of thunderstorm activity cannot be avoided, set the aircraft up for tur-bulence (autopilot on, autothrust disconnected when thrust changes become ex-cessive, thrust as per QRH 5.01), heavy icing (anti-ice systems all on) and heavyprecipitation (ignitors on). Turn up the cockpit lighting fully and lower the crew


54

seats to prevent blindness from lightning flashes. Disregard the ADF. Penetratelines of thunderstorms at 90° using the weather radar to identify the path of leastactivity. Once inside a thunderstorm maintain heading as this is likely to be theshortest path through it. If manual flight is required maintain attitude and expectlarge variations in altitude.

[EOM-A 8.3.8.1, UK AIC P056/2010, FCOM PRO.SUP.91.101]

8.6.2. Turbulence

The cabin crew should be informed of any forecast turbulence during the pre-flight brief.

When reporting turbulence to ATC, the term "severe turbulence" indicates thatthe aircraft is momentarily out of control and the term "extreme turbulence" indi-cates that the aircraft is practically impossible to control and likely to be sufferingstructural damage.

[EOM-A 8.3.8.3]

8.7. Wake turbulence

8.7.1. Final approach

The following minimum distances should be applied when following an aircrafton final approach:

Type Separation

A380 7nmHeavy 5nm

Upper Medium (e.g.757, 707) 4nm (UK only)

Note

Boeing 757 and Boeing 737-800/900 are classified as heavy for the pur-poses of final approach in some countries.


55

[EOM-A 8.3.9]

8.7.2. Departure

The following time should elapse between the time the aircraft in front becomesairborne and the time you become airborne when operating from the same runwayor from parallel runways less than 760m apart:

Type Separation

A380 3 minsHeavy 2 mins

Add 1 minute if departure is not from the same position

[EOM-A 8.3.9]

8.8. All Weather Operations

8.8.1. Determination of minima

Determination of aerodrome minima is discussed in Section 6.3, “Aerodrome Op-erating Minima”

8.8.2. Approach Ban

An approach must not be continued below 1000ft AAL unless the RVR or MetVisibility is sufficient to comply with aerodrome minima. Once below 1000ftAAL the approach may be continued even if conditions worsen.

[EOM-A 8.4.3]

8.8.3. Required visual reference

An approach should not continue below relevant DH/DA/eDA unless the requiredvisual reference is attained.

No visual reference is required for Cat IIIB operations with no DH. At least onecentre line light must be attained for Cat IIIB operations with DH.


56

Cat IIIA operations require 3 consecutive lights. These can be the centre-linelights of the approach lighting, the TDZ lights, the runway centre line lights orthe runway edge lights. Cat II operations require the same reference as Cat IIIAplus a lateral element of the ground pattern (e.g. an approach lighting crossbar).

easyJet policy is to use autoland systems for all Cat II and Cat III approaches.

For non-precision approaches the threshold, touch down zone, PAPIs or suitableparts of the approach or runway lighting system must be distinctly visible andidentifiable.

[EOM-A 8.4.4, EOM-A 8.4.5, EOM-A 8.4.9]

8.8.4. Consecutive missed approaches

A third consecutive approach to the same airfield should only be considered ifneither missed approach was due to weather or when there has been a significantimprovement in weather conditions. Exceptionally, if only one of the missed ap-proaches was due to weather and landing is considered assured a third approachmay be flown.

[EOM-A 8.4.2]

8.9. Miscellaneous flight procedures

8.9.1. Controlled rest

Controlled rest is defined as a period "off task", that may include sleep. It may beused at the commander's discretion to manage unexpected fatigue; if it is felt likelybefore flight that controlled rest will be required, the flight should not depart.

The period of controlled rest should be no longer than 45 minutes in order to avoidperiods of deep sleep with their associated long recovery times; multiple con-trolled rest periods within a single sector are acceptable. A crew member shouldnot be left in sole control of the aircraft for a period of 20 minutes after the com-pletion of a period of controlled rest. Controlled rest periods should terminate atleast 30 minutes before top of descent.


57

The resting crew member should wear their full harness and adjust their seat tominimise the chances of interfering with controls.

The cabin crew should be appraised of any controlled rest periods being taken sothat they can increase their monitoring of the alertness of the remaining flight crewmember. Appropriate alarm devices may also be useful as a line of last defence.

[EOM-A 8.3.10]

8.9.2. Flight deck door

Except for essential entry and egress of crew, the flight deck door should remainlocked whenever the engines are running. The door should be unlocked for theminimum time possible, and whenever it is unlocked it should be guarded by acabin crew member standing outside the flight deck and facing the cabin. Theflight crew should monitor compliance via CCTV or spy-hole before unlockingthe door. If CCTV is not available and a pilot needs to leave the flight deck amember of cabin crew must remain in the flight deck to utilise the spy-hole.

[EOM-A 8.3.10, EOM-A 8.3.12]

8.9.3. Crew seating and harnesses

Both pilots must wear full harnesses whenever the "fasten belts" sign is on. Seatsshould only be moved from their normal flying position when in level cruise. Ifa pilot leaves his seat, the other pilot should wear his full harness and have hisseat in the normal flying position.

An encyclopedic list of people authorised to use the flight deck jump seat may befound at EOM-A 8.3.12. Some of these will only be entitled to use the jump seatif they carry a valid cockpit permit.

Should a passenger seat become unservicable the spare cabin crew seat may beutilised to accommodate an ABP at the discretion of the commander. Such a pas-senger must be at least 16 years old and capable of assisting in an emergency.They must be fully briefed on emergency procedures.

[EOM-A 8.3.11, EOM-A 8.3.13]


58

8.9.4. Incapacitation of crew membersIt may be assumed that a crew member is incapacitated if he does not respondappropriately to two verbal communications or does not respond to a verbal com-munication associated with a significant deviation from a standard flight profile.

If the incapacitation occurs when the aircraft is on approach, fully configured, andvisual with the runway, the landing should be completed. Otherwise, other crewshould be summoned to care for the incapacitated crew member, an emergencyshould be declared and a diversion should be made to the nearest suitable airport.The incapacitated crew member must take no further part in the flight, even if heappears to have fully recovered. Medical advice should be sought by the remain-ing crew before further flying.

[EOM-A 8.3.14]

8.9.5. Passenger electronic equipmentPassengers may use mobile phones on the aircraft whenever the doors areopen, including when fuelling. Passengers may also use mobile phones at thecommander's discretion during extended delays on the ground, including whenremote holding with running engines. All electronic equipment must be switchedoff for take-off and landing. The only radio transmitters acceptable for use in thecruise are Bluetooth transmitters. Devices containing any other transmitters mayonly be used if those transmitters are disabled. There is no requirement for pas-sengers to remove headphones at any time.

[EOM-A 8.3.16]

8.9.6. Skills retentionWhere conditions are suitable it is permissible and encouraged that crew regularlypractice flying with deliberately reduced levels of automation. It is also permis-sible to make an approach utilising reduced levels of approach guidance (e.g. anNDB approach when an ILS is available). A thorough briefing of intentions isrequired in both cases.

It is permissible to practice LVO approaches, but these should generally be re-stricted to times when ATC is able to protect the ILS sensitive areas. It is accept-


59

able to set up the systems using LVO minima, but the Cat I minimas will be thelegal minimas (LVPs will not be in force) and appropriate calls should be madeagainst these minimas by PNF.

It is not permitted to practice abnormal and emergency procedures by intentionallydisabling systems.

[EOM-A 8.3.18, EOM-A 8.3.19]

8.9.7. Communications policy

VHF1 will be used for the active ATC frequency and must be monitored by bothpilots at all times. VHF2 may be set to 121.5 when it is not operationally necessaryto use it for other purposes. Whenever set to 121.5 both pilots should monitorVHF2.

Headsets must be used on the ground whenever engines are running or when copy-ing an ATC clearance. Headsets may be removed in level cruise, but must be wornin all other phases. Headsets should be worn covering both ears except when en-gaged in three way communication with ground crew when use of the intercommay lead to confusion.

Calls to handling agents or OCC should only be made in level flight and shouldbe completed at least 15 minutes prior to top of descent.

[EOM-A 8.3.20]


60

Chapter 9. Miscellaneous

61


9.1. Uniform policyThe pilot uniform standard is described in the "All Pilot Uniform Standards" doc-ument. Ties must be worn whenever outside the flight deck. Uniform jackets maybe removed at the discretion of the commander. Flight crew may operate out ofuniform at the discretion of the duty pilot.

[EOM-A 1.4, EOM-A 1.5]


62

notes

Documents

flight crew

flight procedures

post flight duties

flight ops inspectors

maximum flight duty

minimum flight altitudes

operational flight plans

flight time limitations