part iv operational requlations ycar-ops 1 …

YCAR-OPS 1

Issue 03, Rev. 00 C-1 01 June 2013

PART IV

OPERATIONAL REQULATIONS

YCAR-OPS 1

COMMERCIAL & PRIVATE

AIR TRANSPORTATION

(AEROPLANES)

UNCONTROLLED COPY WHEN DOWNLOADED

Check with CAMA Website to verify current version before using

YCAR-OPS 1

Issue 03, Rev. 00 C-1 01 June 2013

FOREWORD

1 Yemen Civil Aviation and Met. Authority, known in these requirements as the “Authority” has

implemented YCAR-OPS 1 based on the European Joint Aviation Requirements (JAR), with a view

to harmonizing legislation and to regulate commercial air transport and private operations of

aeroplanes.

2 ICAO Annex 6 has been selected to provide the basic structure of YCAR–OPS and for Air Operator

Certification and Private Operator Authorization, but with additional sub-division where considered

appropriate. The content of Annex 6 has been used and added to where acceptable.

3 The Authority has adopted associated compliance or interpretative material wherever possible and,

unless specifically stated otherwise, clarification will be based on this material or other JAR/EASA

documentation.

4 Future development of the requirements of YCAR–OPS will be in accordance with Notice of

Proposed Amendment (NPA) procedures. These procedures allow for the amendment of YCAR–

OPS to be harmonized with amendments to JAR/EASA and ICAO Annexes in a timely manner.

The typographical error, or minor changes that do not affect the industry will be published and

introduced in the highlight changes including the reasons without NPA (Notice of Proposed

Amendment).

5 Definitions and abbreviations of terms used in YCAR–OPS that are considered generally applicable

are contained in YCAR Part 1- Definitions and Abbreviations. However, definitions and

abbreviations of terms used in YCAR–OPS that are specific to a Subpart of YCAR–OPS are

normally given in the Subpart concerned or, exceptionally, in the associated compliance or

interpretative material.

6 Amendments history table is included so that the changes can be easily tracked.

7 Section 1 regulations are presented in Times Roman font and Section 2 material presented in

Arial font, the recent changes to the new text will be marked by Bold Italics.

8 In this part of YCARs you will find some references that are still under approval process and or

to be developed.

9 This is Issue 3, revision 0 of YCAR OPS 1 and is dated June 2013 superseding October 2010

Issue. All pages of this issue of YCAR–OPS 1 will be effective by 01 June 2013. The

amendments contained in this issue are based on NPA 14 and the associated Final Rule

Announcement.

9. Conformity with the advisory material (AC OPS) presented in Section 2 is mandatory

unless there exist other means of compliance meet the equivalent level of safety, acceptable to

the Authority.

YCAR-OPS 1

01 June 2013 C-2 Issue 03, Rev. 00

RECORD OF AMENDMENTS

Rev No Date

of issue Entered by

Reissue 1 November 2009 Arif Alselwy

Reissue 1 October 2010 Arif Alselwy

Reissue 01 June 2013 CAMA – Legislation Directorate

YCAR-OPS 1

Issue 03, Rev. 00 C-3 01 June 2013

HIGHLIGHTS OF CHANGE

Amendment Subjec

t(s) 01 June 2013 1. YCAR–OPS 1.001 Applicability 2. YCAR–OPS 1.002 reserved

3. YCAR–OPS 1.037 FDM as part of SMS and reporting scheme

4. YCAR–OPS 1.085 replace8 to 12 hours of alcohol

5. YCAR- OPS 1.170 Foreign Operator: reserved

6. YCAR- OPS 1.175 ground handling report ( New)

7. YCAR-OPS 1.246, (a) replace reference GCAI 20 & ACJ20-6 with CAAP 21

8. YCAR–OPS 1.250 added par (d) (6) Airspace restriction

9. AMC 3.035 Adding paragraph audit plan acceptable to authority from Sub part M

10. YCAR–OPS 1.320 added exception added to cabin cre w

11. YCAR–OPS 1.375 Inflight fuel policies added

12. YCAR–OPS 1.398 use of VSI mode New

13. YCAR–OPS 1.420 Accident incident reporting ref part VI Ch3 New

14. YCAR–OPS 1.425 Inspection reporting New

15. YCAR–OPS 1.430 Aerodrome Operating Minima

16. YCAR–OPS 1.940 clarification on partime crew

17. App 1 to YCAR–OPS 1.1065 add Flight Preparations

18. YCAR-OPS 1.1110 revised: Duty, FRMS, Rest Period, Flight to Block hours.

19. YCAR–OPS 1.1040 (g). any changes, to notify CAMA

20. IEM OPS 1.220 Aerodromes: Add consideration of RFFS

21. IEM OPS 1.243: RNP CAAP 2, 3 6 replace with PBN

22. IEM OPS 1.965(b)(2) sample of 6 calendar months added

23. AMC OPS 1.975 Part (5.1) RFFS added.

24. IEM OPS 1.1045(a) SOP: use of checklist added

25. YCAR–OPS 1.1005 Initial training

26. YCAR–OPS 1.1015 Recurrent training

27. Appendix 1 to YCAR–OPS 1.1005 Initial training

28. Appendix 1 to YCAR–OPS 1.1015 Recurrent training

29. Appendix 1 to YCAR–OPS 1.1045 par 8.1.11Block time added

YCAR-OPS 1

01 June 2013 C-4 Issue 03, Rev. 00

CONTENTS-General

YCAR-OPS 1

COMMERCIAL & PRIVATE AIR TRANSPORTATION (AEROPLANES)

SECTION 1 - REGULATIONS

SUBPART A - APPLICABILITY

SUBPART B - GENERAL

SUBPART C - OPERATOR CERTIFICATION AND SUPERVISION

SUBPART D - OPERATIONAL PROCEDURES

SUBPART E - ALL WEATHER OPERATIONS

SUBPART F - PERFORMANCE GENERAL

SUBPART G - PERFORMANCE CLASS A

SUBPART H - PERFORMANCE CLASS B

SUBPART I - PERFORMANCE CLASS C

SUBPART J - MASS AND BALANCE

SUBPART K - INSTRUMENTS AND EQUIPMENT

SUBPART L - COMMUNICATION AND NAVIGATION EQUIPMENT

SUBPART M - AEROPLANE MAINTENANCE

SUBPART N - FLIGHT CREW

SUBPART O - CABIN CREW

SUBPART P - MANUALS, LOGS AND RECORDS

SUBPART Q - FLIGHT/DUTY TIME AND REST REQUIREMENTS

SUBPART R - TRANSPORT OF DANGEROUS GOODS BY AIR

SUBPART S - SECURITY

YCAR-OPS 1

Paragraph Page

Issue 03, Rev. 00 C-5 01 June 2013

SECTION 2 ADVISORY CIRCULARS (AC) / ACCEPTABLE MEANS OF COMPLIANCE (AMC)/INTERPRETATIVE AND EXPLANATORY MATERIAL (IEM)

AC/AMC/IEM B- GENERAL

AC/AMC/IEM C- OPERATOR CERTIFICATION & SUPERVISION

AC/AMC/IEM D- OPERATIONAL PROCEDURES

AC/AMC/IEM E- ALL WEATHER OPERATIONS

AC/AMC/IEM F- PERFORMANCE GENERAL

AC/AMC/IEM G- PERFORMANCE CLASS A

AC/AMC/IEM H- PERFORMANCE CLASS B

AC/AMC/IEM I- PERFORMANCE CLASS C

AC/AMC/IEM J- MASS & BALANCE

AC/AMC/IEM K- INSTRUMENTS AND EQUIPMENT

AC/AMC/IEM L- COMMUNICATION AND NAVIGATION EQUIPMENT

AC/AMC/IEM M- AC/AMC/IEM M – AEROPLANE MAINTENANCE

AC/AMC/IEM N- AC/AMC/IEM N — FLIGHT CREW

AC/AMC/IEM O- CABIN CREW

AC/AMC/IEM P- MANUALS, LOGS & RECORDS

AC/AMC/IEM Q- FLIGHT / DUTY TIME LIMITATIONS & REST REQUIREMENTS

AC/AMC/IEM R- TRANSPORT OF DANGEROUS GOODS BY AIR

AC/AMC/IEM S- SECURITY

YCAR-OPS 1

Paragraph Page

01 June 2013 C-6 Issue 03, Rev. 00

CONTENTS (details)

YCAR-OPS 1

COMMERCIAL & PRIVATE AIR TRANSPORTATION (AEROPLANES)

SECTION 1 – REGULATIONS


YCAR–OPS 1.001 Applicability ......................................................................................................................... A-1

YCAR–OPS 1.002 Reserved ............................................................................................................................... A-1

YCAR–OPS 1.003 Terminology ......................................................................................................................... A-1

SUBPART B - GENERAL

YCAR–OPS 1.005 General ................................................................................................................................. B-1

YCAR–OPS 1.010 Exemptions ........................................................................................................................... B-1

YCAR–OPS 1.015 Operational Directives .......................................................................................................... B-1

YCAR–OPS 1.020 Laws, Regulations and Procedures – Operator‟s Responsibilities ........................................... B-1

YCAR–OPS 1.025 Common Language ............................................................................................................... B-2

YCAR–OPS 1.030 Minimum Equipment Lists – Operator‟s Responsibilities ...................................................... B-2

YCAR-OPS 1.035 Quality system ...................................................................................................................... B-2

YCAR-OPS 1.037 Safety Management System ................................................................................................... B-3

YCAR–OPS 1.040 Additional crew members ..................................................................................................... B-3

YCAR–OPS 1.045 Reserved ............................................................................................................................... B-4

YCAR–OPS 1.050 Search and rescue information .............................................................................................. B-4

YCAR–OPS 1.055 Information on emergency and survival equipment carried .................................................... B-4

YCAR–OPS 1.060 Ditching ............................................................................................................................... B-4

YCAR–OPS 1.065 Carriage of weapons of war and munitions of war ................................................................. B-4

YCAR–OPS 1.070 Carriage of sporting weapons and ammunition ...................................................................... B-4

YCAR–OPS 1.075 Method of carriage of persons ............................................................................................... B-5

YCAR–OPS 1.080 Duties of flight operations officer/flight dispatcher ............................................................... B-5

YCAR–OPS 1.085 Crew responsibilities ............................................................................................................ B-5

YCAR–OPS 1.090 Authority of the commander ................................................................................................. B-7

YCAR–OPS 1.095 Authority to taxi an aeroplane ............................................................................................... B-8

YCAR–OPS 1.100 Admission to flight deck ....................................................................................................... B-8

YCAR–OPS 1.105 Unauthorised carriage ........................................................................................................... B-8

YCAR–OPS 1.110 Portable electronic devices .................................................................................................... B-8

YCAR–OPS 1.115 Physchoactive substances ...................................................................................................... B-8

YCAR–OPS 1.120 Endangering safety ............................................................................................................... B-9

YCAR–OPS 1.125 Documents to be carried ....................................................................................................... B-9

YCAR–OPS 1.130 Manuals to be carried ............................................................................................................ B-9

YCAR–OPS 1.135 Additional information and forms to be carried ................................................................... B-10

YCAR-OPS 1

Paragraph Page

Issue 03, Rev. 00 C-7 01 June 2013

YCAR–OPS 1.140 Information retained on the ground ..................................................................................... B-10

YCAR–OPS 1.145 Power to inspect ................................................................................................................. B-11

YCAR–OPS 1.150 Production of documentation and records ............................................................................ B-11

YCAR–OPS 1.155 Preservation of documentation ............................................................................................ B-11

YCAR–OPS 1.160 Preservation, production and use of flight recorder recordings ............................................. B-11

YCAR–OPS 1.165 Leasing ............................................................................................................................... B-12

YCAR- OPS 1.170 Surveillance of operations by a Foreign Operator ................................................................ B-15

Appendix 1 to YCAR-OPS 1.005(a) Operations of performance Class B aeroplanes. ......................................... B-16

Appendix 1 to YCAR-OPS 1.125 Documents to be carried ............................................................................... B-23

Appendix 1 to YCAR-OPS 1.135 Additional information and forms to be carried ............................................. B-23


YCAR–OPS 1.175 General rules for Air Operator Certification/Authorisation .................................................... C-1

See Appendix 1 to YCAR–OPS 1.175 Contents and conditions of the Air Operator Certificate ............................ C-1

YCAR–OPS 1.180 Issue, variation and continued validity of an AOC/Authorisation ........................................... C-3

YCAR–OPS 1.185 Administrative requirements ................................................................................................. C-3

YCAR–OPS 1.190 Reserved ............................................................................................................................... C-4

Appendix 1 to YCAR–OPS 1.175 Contents and conditions of the Air Operator Certificate .................................. C-5

Appendix 2 to YCAR–OPS 1.175 Management & organisation of an AOC/Authority holder ............................... C-8


YCAR–OPS 1.195 Operational Control .............................................................................................................. D-1

YCAR–OPS 1.200 Operations manual ................................................................................................................ D-1

YCAR–OPS 1.205 Competence of operations personnel ..................................................................................... D-1

YCAR–OPS 1.210 Establishment of procedures ................................................................................................. D-1

YCAR–OPS 1.215 Use of Air Traffic Services ................................................................................................... D-2

YCAR-OPS 1.216 In-flight Operational Instructions ........................................................................................... D-2

YCAR–OPS 1.220 Authorisation of Aerodromes by the Operator ....................................................................... D-2

YCAR–OPS 1.225 Aerodrome Operating Minima............................................................................................... D-2

YCAR–OPS 1.230 Instrument departure and approach procedures ...................................................................... D-2

YCAR–OPS 1.235 Noise abatement procedures .................................................................................................. D-3

YCAR–OPS 1.240 Routes and areas of operation................................................................................................ D-3

YCAR-OPS 1.241 Operation in defined airspace with RVSM ............................................................................. D-3

YCAR OPS 1.243 Operations in areas with specified navigation performance requirements ................................ D-4

YCAR-OPS 1.245 Two-engined aeroplanes without ETOPS Approval .............................................................. D-4

YCAR-OPS 1.246 Extended range operations with two-engined aeroplanes (ETOPS) ......................................... D-5

YCAR–OPS 1.250 Establishment of minimum flight altitudes ............................................................................ D-6

YCAR–OPS 1.255 Fuel policy ........................................................................................................................... D-6

YCAR–OPS 1.260 Carriage of Persons with Reduced Mobility ........................................................................... D-7

YCAR–OPS 1.265 Carriage of inadmissible passengers, deportees or persons in custody .................................... D-8

YCAR–OPS 1.270 Stowage of baggage and cargo .............................................................................................. D-8

YCAR–OPS 1.275 Reserved ............................................................................................................................... D-8

YCAR-OPS 1

Paragraph Page

01 June 2013 C-8 Issue 03, Rev. 00

YCAR–OPS 1.280 Passenger Seating ................................................................................................................. D-8

YCAR–OPS 1.285 Passenger briefing................................................................................................................. D-8

YCAR–OPS 1.290 Flight preparation ................................................................................................................. D-9

YCAR–OPS 1.295 Selection of aerodromes ...................................................................................................... D-10

YCAR–OPS 1.297 Planning minima for IFR flights .......................................................................................... D-11

YCAR–OPS 1.300 Submission of ATS Flight Plan ........................................................................................... D-14

YCAR–OPS 1.305 Refuelling/defuelling with passengers ................................................................................. D-14

YCAR-OPS 1.307 Refuelling/Defuelling with wide-cut fuel ............................................................................. D-15

YCAR-OPS 1.308 Push back and Towing ........................................................................................................ D-15

YCAR–OPS 1.310 Crew Members at stations ................................................................................................... D-15

YCAR-OPS 1.313 Use of headset .................................................................................................................... D-16

YCAR–OPS 1.315 Assisting means for emergency evacuation .......................................................................... D-16

YCAR–OPS 1.320 Seats, safety belts and harnesses ......................................................................................... D-16

YCAR–OPS 1.325 Securing of passenger cabin and galley(s) ........................................................................... D-16

YCAR –OPS 1.327 Safeguarding of cabin crew and passengers ........................................................................ D-17

YCAR–OPS 1.330 Accessibility of emergency equipment ................................................................................ D-17

YCAR–OPS 1.335 Smoking on board ............................................................................................................... D-17

YCAR–OPS 1.340 Meteorological Conditions .................................................................................................. D-17

YCAR–OPS 1.345 Ice and other contaminants – ground procedures.................................................................. D-18

YCAR–OPS 1.346 Ice and other contaminants – flight procedures .................................................................... D-18

YCAR–OPS 1.350 Fuel and oil supply ............................................................................................................. D-18

YCAR–OPS 1.355 Take-off conditions ............................................................................................................. D-18

YCAR–OPS 1.360 Application of take-off minima ........................................................................................... D-18

YCAR–OPS 1.365 Minimum flight altitudes..................................................................................................... D-18

YCAR–OPS 1.370 Simulated abnormal situations in flight ............................................................................... D-18

YCAR–OPS 1.375 In-flight fuel management ................................................................................................... D-19

YCAR–OPS 1.380 Reserved ............................................................................................................................. D-20

YCAR–OPS 1.385 Use of supplemental oxygen ............................................................................................... D-20

YCAR–OPS 1.390 Cosmic radiation ................................................................................................................. D-20

YCAR–OPS 1.395 Ground proximity detection ................................................................................................ D-20

YCAR–OPS 1.398 Use of Airborne Collision Avoidance System (ACAS) ........................................................ D-20

YCAR–OPS 1.400 Approach and landing conditions ........................................................................................ D-21

YCAR–OPS 1.405 Commencement and continuation of approach ..................................................................... D-21

YCAR–OPS 1.410 Operating procedures – Threshold crossing height ............................................................... D-22

YCAR–OPS 1.415 Journey log ......................................................................................................................... D-22

YCAR–OPS 1.420 Occurrence reporting .......................................................................................................... D-22

Appendix 1 to CAROPS 1.255 Fuel Policy ....................................................................................................... D-26

Figure 1 Location nof fthe e3% EnRoute Alternate (3% %ERA) aerodrome for the purposes of reducing

contingency fuel to 3% ..................................................................................................................................... D-29

Appendix 2 to CAROPS 1.255 Location of the 3% EnRoute Alternate (3%ERA) aerodrome for the purpose of

reducing contingency fuel to 3% ....................................................................................................................... D-29

Appendix 1 to YCAR–OPS 1.270 Stowage of baggage and cargo...................................................................... D-31

Appendix 1 to YCAR–OPS 1.305 Refuelling/defuelling with passengers embarking, on board or disembarking D-32

YCAR-OPS 1

Paragraph Page

Issue 03, Rev. 00 C-9 01 June 2013


YCAR–OPS 1.430 Aerodrome Operating Minima – General .............................................................................. E-1

YCAR–OPS 1.435 Terminology ......................................................................................................................... E-2

YCAR–OPS 1.440 Low visibility operations – General operating rules ............................................................... E-3

YCAR–OPS 1.445 Low visibility operations – Aerodrome considerations .......................................................... E-4

YCAR–OPS 1.450 Low visibility operations – Training and Qualifications ........................................................ E-4

YCAR–OPS 1.455 Low visibility operations – Operating Procedures ................................................................. E-4

YCAR–OPS 1.460 Low visibility operations – Minimum equipment .................................................................. E-5

YCAR–OPS 1.465 VFR Operating minima ........................................................................................................ E-5

Appendix 1 to YCAR–OPS 1.430 Aerodrome Operating Minima ........................................................................ E-6

Appendix 1 to YCAR–OPS 1.440 Low Visibility Operations – General Operating Rules ................................... E-21

Appendix 1 to YCAR–OPS 1.450 Low Visibility Operations – Training & Qualifications ................................. E-24

Appendix 1 to YCAR–OPS 1.455 Low Visibility Operations – Operating procedures ........................................ E-33

Appendix 1 to YCAR-OPS 1.465 Minimum Visibilities for VFR Operations ..................................................... E-35


YCAR–OPS 1.470 Applicability ....................................................................................................................... F-1

YCAR–OPS 1.475 General ................................................................................................................................ F-1

YCAR–OPS 1.480 Terminology ......................................................................................................................... F-2


YCAR–OPS 1.485 General ................................................................................................................................ G-1

YCAR–OPS 1.490 Take-off ............................................................................................................................... G-1

YCAR–OPS 1.495 Take-off obstacle clearance .................................................................................................. G-2

YCAR–OPS 1.500 En-route – One Engine Inoperative ....................................................................................... G-3

YCAR–OPS 1.505 En-route – Two Engines Inoperative ..................................................................................... G-4

YCAR–OPS 1.510 Landing – Destination And Alternate Aerodromes ................................................................ G-4

YCAR–OPS 1.515 Landing – Dry Runways ....................................................................................................... G-5

YCAR–OPS 1.520 Landing – Wet and contaminated runways ............................................................................ G-6

Appendix 1 to YCAR-OPS 1.495(c)(3) Approval of increased bank angles ......................................................... G-7

Appendix 1 to YCAR–OPS 1.515(a)(3) Steep Approach Procedures ................................................................... G-8

Appendix 1 to YCAR-OPS 1.515(a)(4) Short Landing Operations ....................................................................... G-9

Appendix 2 to YCAR-OPS 1.515(a)(4) Airfield Criteria for Short Landing Operations...................................... G-10


YCAR–OPS 1.525 General ................................................................................................................................ H-1

YCAR–OPS 1.530 Take-off ............................................................................................................................... H-1

YCAR–OPS 1.535 Take-off Obstacle Clearance – Multi-Engined Aeroplanes .................................................... H-2

YCAR–OPS 1.540 En-Route – Multi-engined aeroplanes ................................................................................... H-4

YCAR–OPS 1.542 En-Route – Single-engine aeroplanes .................................................................................... H-4

YCAR–OPS 1.545 Landing – Destination and Alternate Aerodromes ................................................................. H-4

YCAR–OPS 1.550 Landing – Dry runway .......................................................................................................... H-4

YCAR-OPS 1

Paragraph Page

01 June 2013 C-10 Issue 03, Rev. 00

YCAR–OPS 1.555 Landing – Wet and Contaminated Runways .......................................................................... H-5

Appendix 1 to YCAR–OPS 1.525(b) General ..................................................................................................... H-6

Appendix 1 to YCAR–OPS 1.535(b)(1) & (c)(1) Take-off Flight Path ................................................................. H-8

Appendix 1 to YCAR–OPS 1.550(a) Steep Approach Procedures ........................................................................ H-9

Appendix 2 to YCAR-OPS 1.550(a) Short Landing Operations ......................................................................... H-10


YCAR–OPS 1.560 General ................................................................................................................................. I-1

YCAR–OPS 1.565 Take-off ................................................................................................................................ I-1

YCAR–OPS 1.570 Take-off Obstacle Clearance .................................................................................................. I-2

YCAR–OPS 1.575 En-Route – All Engines Operating ......................................................................................... I-3

YCAR–OPS 1.580 En-Route – One Engine Inoperative ....................................................................................... I-3

YCAR–OPS 1.585 En-Route –Two Engines Inoperative ...................................................................................... I-3

YCAR–OPS 1.590 Landing – Destination and Alternate Aerodromes .................................................................. I-4

YCAR–OPS 1.595 Landing – Dry Runways ........................................................................................................ I-4

YCAR–OPS 1.600 Landing – Wet and Contaminated Runways ........................................................................... I-5


YCAR–OPS 1.605 General ................................................................................................................................. J-1

YCAR–OPS 1.607 Terminology .......................................................................................................................... J-1

YCAR–OPS 1.610 Loading, mass and balance .................................................................................................... J-2

YCAR–OPS 1.615 Mass values for crew ............................................................................................................. J-2

YCAR–OPS 1.620 Mass values for passengers and baggage ................................................................................ J-2

YCAR–OPS 1.625 Mass and balance documentation ........................................................................................... J-4

Appendix 1 to YCAR–OPS 1.605 Mass and Balance – General ............................................................................ J-5

Appendix 1 to YCAR–OPS 1.620(f) Definition of the area for flights within the region ....................................... J-8

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

baggage ............................................................................................................................................................... J-9

Appendix 1 to YCAR–OPS 1.625 Mass and Balance Documentation ................................................................. J-11


YCAR–OPS 1.630 General introduction ............................................................................................................. K-1

YCAR–OPS 1.635 Circuit protection devices ..................................................................................................... K-2

YCAR–OPS 1.640 Aeroplane operating lights .................................................................................................... K-2

YCAR–OPS 1.645 Windshield wipers ................................................................................................................ K-2

YCAR–OPS 1.650 Day VFR operations ............................................................................................................. K-2

YCAR–OPS 1.652 IFR or night operations – ...................................................................................................... K-4

YCAR–OPS 1.655 Additional equipment for single pilot operation under IFR .................................................... K-6

YCAR–OPS 1.660 Altitude alerting system ........................................................................................................ K-6

YCAR–OPS 1.665 Ground proximity warning system and terrain awareness warning system ............................. K-6

YCAR-OPS 1.668 Airborne Collision Avoidance System ................................................................................... K-6

YCAR–OPS 1.670 Airborne weather radar equipment and Winshear warning system ......................................... K-7

YCAR–OPS 1.675 Equipment for operations in icing conditions ........................................................................ K-7

YCAR-OPS 1

Paragraph Page

Issue 03, Rev. 00 C-11 01 June 2013

YCAR–OPS 1.680 Cosmic radiation detection equipment................................................................................... K-7

YCAR–OPS 1.685 Flight crew interphone system .............................................................................................. K-8

YCAR–OPS 1.690 Crew member interphone system .......................................................................................... K-8

YCAR–OPS 1.695 Public address system ........................................................................................................... K-8

YCAR–OPS 1.700 Cockpit voice recorders–1 .................................................................................................... K-9

YCAR–OPS 1.705 Cockpit voice recorders–2 .................................................................................................. K-10

YCAR–OPS 1.710 Cockpit voice recorders–3 .................................................................................................. K-10

YCAR–OPS 1.715 Flight data recorders–1 ....................................................................................................... K-11

YCAR–OPS 1.720 Flight data recorders–2 ....................................................................................................... K-12

YCAR–OPS 1.725 Flight data recorders–3 ...................................................................................................... K-13

YCAR-OPS 1.727 Combination Recorder ....................................................................................................... K-14

YCAR–OPS 1.730 Seats, seat safety belts, harnesses and child restraint devices .............................................. K-14

YCAR–OPS 1.731 Fasten Seat belt and No Smoking signs ............................................................................... K-15

YCAR–OPS 1.735 Internal doors and curtains .................................................................................................. K-15

YCAR–OPS 1.740 Placards ............................................................................................................................. K-15

YCAR–OPS 1.745 First-Aid Kits ..................................................................................................................... K-16

YCAR–OPS 1.750 Reserved ............................................................................................................................ K-17

YCAR–OPS 1.755 Emergency Medical Kit ...................................................................................................... K-17

YCAR–OPS 1.760 First-aid oxygen ................................................................................................................. K-17


YCAR–OPS 1.770 Supplemental oxygen – pressurised aeroplanes ................................................................... K-18

YCAR–OPS 1.775 Supplemental oxygen – Non-pressurised aeroplanes ............................................................ K-19

YCAR–OPS 1.780 Crew Protective Breathing Equipment ................................................................................ K-20


YCAR–OPS 1.790 Hand fire extinguishers ....................................................................................................... K-20

YCAR–OPS 1.795 Crash axes and crowbars ..................................................................................................... K-21

YCAR–OPS 1.800 Marking of break-in points ................................................................................................. K-22

YCAR–OPS 1.805 Means for emergency evacuation ........................................................................................ K-22

YCAR–OPS 1.810 Megaphones ....................................................................................................................... K-23

YCAR–OPS 1.815 Emergency lighting ............................................................................................................ K-23

YCAR–OPS 1.820 Emergency Locator Transmitter .......................................................................................... K-24

YCAR–OPS 1.825 Life Jackets ........................................................................................................................ K-24

YCAR–OPS 1.830 Life-rafts and survival ELTs for extended overwater flights ................................................ K-24

YCAR–OPS 1.835 Survival equipment ............................................................................................................. K-25

YCAR–OPS 1.840 Seaplanes and amphibians – Miscellaneous equipment ........................................................ K-25

Appendix 1 to YCAR-OPS 1.715 Flight data recorders - 1 - List of parameters to be recorded .......................... K-27



Appendix 1 to YCAR–OPS 1.770 Supplemental Oxygen Minimum Requirements ............................................ K-34

Appendix 1 to YCAR–OPS 1.775 Supplemental Oxygen for non-pressurised Aeroplanes .................................. K-35


YCAR-OPS 1

Paragraph Page

01 June 2013 C-12 Issue 03, Rev. 00

YCAR–OPS 1.845 General introduction ............................................................................................................. L-1

YCAR–OPS 1.850 Radio Equipment .................................................................................................................. L-1

YCAR–OPS 1.855 Audio Selector Panel ............................................................................................................ L-1

YCAR–OPS 1.860 Radio equipment for operations under VFR over routes navigated by reference to visual

landmarks L-2

YCAR–OPS 1.865 Communication and Navigation equipment for operations under IFR, or under VFR over routes

not navigated by reference to visual landmarks ................................................................................................... L-2

YCAR-OPS 1.866 Transponder equipment ......................................................................................................... L-3

YCAR–OPS 1.870 Additional navigation equipment for operations in MNPS airspace ....................................... L-3

YCAR-OPS 1.872 Equipment for operation in defined airspace with RVSM ....................................................... L-3


YCAR–OPS 1.875 General ............................................................................................................................... M-1

YCAR–OPS 1.880 Terminology ........................................................................................................................ M-1

YCAR–OPS 1.885 Application for and approval of the operator‟s maintenance system ...................................... M-1

YCAR–OPS 1.890 Maintenance responsibility .................................................................................................. M-2

YCAR–OPS 1.895 Maintenance Management ................................................................................................... M-2

YCAR–OPS 1.900 Quality System .................................................................................................................... M-3

YCAR–OPS 1.905 Operator‟s Maintenance Management Exposition ................................................................. M-4

YCAR–OPS 1.910 Operator‟s Aeroplane Maintenance Programme ................................................................... M-4

YCAR–OPS 1.915 Operator‟s Aeroplane Technical Log ................................................................................... M-4

YCAR–OPS 1.920 Maintenance Records .......................................................................................................... M-5

YCAR–OPS 1.925 Reserved ............................................................................................................................. M-6

YCAR–OPS 1.930 Continued Validity of the Air Operator Certificate in Respect of the Maintenance System .. M-6

YCAR–OPS 1.935 Equivalent Safety Case ........................................................................................................ M-6


YCAR–OPS 1.940 Composition of Flight Crew ................................................................................................. N-1

YCAR-OPS 1.941 Initial training ...................................................................................................................... N-2

YCAR-OPS 1.943 Initial Operator‟s Crew Resource Management (CRM) training ............................................. N-3

YCAR–OPS 1.945 Conversion training and checking ......................................................................................... N-3

YCAR–OPS 1.950 Differences training and Familiarisation training ................................................................... N-4

YCAR–OPS 1.955 Nomination as commander ................................................................................................... N-5

YCAR–OPS 1.960 Commanders holding a Commercial Pilot Licence ................................................................ N-5

YCAR–OPS 1.965 Recurrent training and checking............................................................................................ N-6

YCAR–OPS 1.968 Pilot qualification to operate in either pilot‟s seat .................................................................. N-8

YCAR–OPS 1.970 Recent experience ................................................................................................................ N-8

YCAR–OPS 1.975 Route and Aerodrome Competence qualification ................................................................... N-8

YCAR–OPS 1.978 Alternative Training and Qualification Programme ............................................................... N-9

YCAR–OPS 1.980 Operation on more than one type or variant ......................................................................... N-10

YCAR-OPS 1.981 Operation of helicopters and aeroplanes .............................................................................. N-11

YCAR–OPS 1.985 Training records ................................................................................................................. N-11

Appendix 1 to YCAR–OPS 1.940 In-flight relief of flight crew members .......................................................... N-12

YCAR-OPS 1

Paragraph Page

Issue 03, Rev. 00 C-13 01 June 2013

Appendix 2 to YCAR–OPS 1.940 Single pilot operations under IFR or at night ................................................ N-13

Appendix 1 to YCAR–OPS 1.945 Operator‟s Conversion Course ...................................................................... N-14

Appendix 1 to YCAR–OPS 1.965 Recurrent training and checking – Pilots ....................................................... N-15

Appendix 2 to YCAR–OPS 1.965 Recurrent training and checking – System Panel Operators ........................... N-19

Appendix 1 to YCAR–OPS 1.968 Pilot qualification to operate in either pilot‟s seat ......................................... N-20

Appendix 1 to YCAR-OPS 1.978 Alternative Training and Qualification Programme ....................................... N-21

Appendix 1 to YCAR-OPS 1.980 Operation on more than one type or variant ................................................... N-23


YCAR–OPS 1.988 Applicability ........................................................................................................................ O-1

YCAR-OPS 1.989 Terminology ........................................................................................................................ O-1

YCAR–OPS 1.990 Number and composition of cabin crew ................................................................................ O-1

YCAR–OPS 1.995 Minimum requirements ......................................................................................................... O-2

YCAR-OPS 1.996 Single cabin crew operations ................................................................................................ O-2

YCAR–OPS 1.1000 Senior cabin crew members ................................................................................................ O-2

YCAR–OPS 1.1005 Initial training .................................................................................................................... O-3

YCAR–OPS 1.1010 Conversion and Differences training ................................................................................... O-3

YCAR–OPS 1.1012 Familiarisation ................................................................................................................... O-4

YCAR–OPS 1.1015 Recurrent training ............................................................................................................... O-4

YCAR–OPS 1.1020 Refresher training ............................................................................................................... O-5

YCAR–OPS 1.1025 Checking ............................................................................................................................ O-6

YCAR–OPS 1.1030 Operation on more than three type or variant ....................................................................... O-6

YCAR–OPS 1.1035 Training records ................................................................................................................. O-6

Appendix 1 to YCAR–OPS 1.1005 Initial training .............................................................................................. O-7

Appendix 1 to YCAR–OPS 1.1010 Conversion and Differences training .......................................................... O-10

Appendix 1 to YCAR–OPS 1.1015 Recurrent training ...................................................................................... O-13

Appendix 2 to YCAR-OPS 1.1005/1.1010/1.1015 Training ............................................................................... O-15

Appendix 3 to CAROPS 1.1005/1.1010/1.1015 Medical Aspects and First Aid Training ................................... O-17

(6) The use of appropriate aeroplane equipment including first aid kits, emergency medical kits, first aid oxygen

and emergency medical equipment. .................................................................................................................. O-17

Appendix 1 to YCAR–OPS 1.1020 Refresher training ....................................................................................... O-18


YCAR–OPS 1.1040 General Rules for Operations Manuals ................................................................................ P-1

YCAR–OPS 1.1045 Operations Manual – structure and contents ........................................................................ P-2

YCAR–OPS 1.1050 Aeroplane Flight Manual .................................................................................................... P-2

YCAR–OPS 1.1055 Journey log ......................................................................................................................... P-2

YCAR–OPS 1.1060 Operational flight plan ........................................................................................................ P-3

YCAR–OPS 1.1065 Document storage periods .................................................................................................. P-4

YCAR–OPS 1.1070 Operator‟s maintenance management exposition ................................................................. P-4

YCAR–OPS 1.1071 Aeroplane Technical Log .................................................................................................... P-4

Appendix 1 to YCAR–OPS 1.1045 Operations Manual Contents ......................................................................... P-5

Appendix 1 to YCAR–OPS 1.1065 Document storage periods ...........................................................................P-20

YCAR-OPS 1

Paragraph Page

01 June 2013 C-14 Issue 03, Rev. 00


YCAR-OPS 1.1100 Applicability ....................................................................................................................... Q-1

YCAR–OPS 1.1105 General principles............................................................................................................... Q-1

YCAR-OPS 1.1110 Terminologies ..................................................................................................................... Q-1

YCAR–OPS 1.1115 Responsibilities of operator and crew members ................................................................... Q-4

YCAR–OPS 1.1120 Standard provisions applicable to a scheme ........................................................................ Q-5

YCAR-OPS 1.1125 Absolute Limits on Flying Hours ....................................................................................... Q-5

YCAR-OPS 1.1126 Duty cycle and days off ...................................................................................................... Q-5

YCAR–OPS 1.1127 Additional limits ................................................................................................................. Q-6

YCAR–OPS 1.1130 Ultra long range operations ................................................................................................. Q-7

YCAR–OPS 1.1135 Cabin crew requirements .................................................................................................... Q-8

YCAR–OPS 1.1140 Records to be maintained .................................................................................................... Q-8


YCAR–OPS 1.1145 General ............................................................................................................................... R-1

YCAR–OPS 1.1150 Terminology ....................................................................................................................... R-1

YCAR–OPS 1.1155 Approval to Transport Dangerous Goods ............................................................................ R-2

YCAR–OPS 1.1160 Scope ................................................................................................................................ R-3

YCAR–OPS 1.1165 Limitations on the Transport of Dangerous Goods ............................................................... R-4

YCAR–OPS 1.1190 Reserved ............................................................................................................................ R-4

YCAR–OPS 1.1195 Acceptance of Dangerous Goods ......................................................................................... R-4

YCAR–OPS 1.1200 Inspection for Damage, Leakage or Contamination ............................................................. R-4

YCAR–OPS 1.1205 Removal of Contamination ................................................................................................. R-5

YCAR–OPS 1.1210 Loading Restrictions .......................................................................................................... R-6

YCAR–OPS 1.1215 Provision of Information .................................................................................................... R-6

YCAR–OPS 1.1220 Training programmes ......................................................................................................... R-7

YCAR–OPS 1.1225 Dangerous Goods Incident and Accident Reports ............................................................... R-7

YCAR–OPS 1.1230 Reserved ............................................................................................................................ R-8

Appendix 1 to YCAR-OPS 1.1225 Dangerous goods incident and accident reports .............................................. R-8


YCAR-OPS 1.1245 Reporting acts of unlawful interference ............................................................................... S-1

YCAR-OPS 1.1250 Aeroplane search procedure checklist .................................................................................. S-1

YCAR-OPS 1.1255 Flight crew compartment security ........................................................................................ S-1

SECTION 1 YCAR-OPS 1 Subpart A

Issue 03, Rev. 00 C-15 01 June 2013

SECTION 2 - ADVISORY CIRCULARS (AC)/ACCEPTABLE MEANS OF COMPLIANCE (AMC)/INTERPRETATIVE/EXPLANATORY MATERIAL (IEM)


AMC OPS 1.035 Quality System ......................................................................................................................................... B-1

IEM OPS 1.035 Quality System – Organisation examples ................................................................................................. B-8

IEM OPS 1.037 Safety Management System; Reserved ................................................................................................... B-8

AC OPS 1.037(f) Occurrence Reporting Scheme .............................................................................................................. B-10

AC OPS 1.037(c) Flight Data Monitoring Programme ........................................................................................................... B-8

IEM OPS 1.065 Carriage of weapons of war and munitions of war ................................................................................. B-11

IEM OPS 1.070 Carriage of sporting weapons ................................................................................................................. B-11

AC OPS 1.085(e)(3) Crew responsibilities ............................................................................................................................... B-11

AMC OPS 1.130 Manuals to be carried ............................................................................................................................. B-11

AC OPS 1.160(a)(1)&(2) Preservation of Recordings .................................................................................................................... B-12

AC OPS 1.165(c)(2) Leasing of aeroplanes between a Yemen operator and any entity ........................................................ B-12


IEM OPS 1.175 The management organisation of an AOC/Authorisation holder .............................................................. C-1

IEM OPS 1.175(c)(2) Principal place of business ....................................................................................................................... C-1

AC OPS 1.175(i) Nominated Postholders – Competence .................................................................................................... C-1

AC OPS 1.175(i) Nominated Postholders – Full time employment ...................................................................................... C-2

AC OPS 1.175(j) Combination of nominated postholder’s responsibilities ........................................................................... C-2

AC OPS 1.175(j) & (k) Employment of staff .................................................................................................................................. C-3

IEM OPS 1.185(b) Maintenance Management Exposition details .......................................................................................... C-3


AC OPS 1.195 Operational Control .................................................................................................................................. D-1

AC OPS 1.205 Competence of Operations personnel ...................................................................................................... D-1

AMC OPS 1.210(a) Establishment of procedures .................................................................................................................... D-1

IEM OPS 1.210(b) Establishment of procedures .................................................................................................................... D-1

IEM OPS 1.210(c) Critical phases of flight ............................................................................................................................. D-2

AC OPS 1.216 In-flight Operational Instructions ............................................................................................................... D-2

IEM OPS 1.220 Authorisation of aerodromes .................................................................................................................... D-2

IEM OPS 1.243 Operations in areas with specific navigation performance requirements ................................................. D-3

IEM OPS 1.245(a) Two-engined aeroplanes without ETOPS Approval ................................................................................. D-4

AMC OPS 1.245(a)(2) Operation of non-ETOPS compliant twin turbojet aeroplanes .................................................................. D-4

IEM OPS 1.250 Establishment of Minimum Flight Altitudes ............................................................................................... D-7

AMC OPS 1.255 Fuel Policy .............................................................................................................................................. D-10

IEM OPS 1.255(c)(3)(i) Contingency Fuel .................................................................................................................................... D-13

AC OPS 1.255 Contingency Fuel Statistical Method See Appendix 1 to CAROPS 1.255 (a)(3)(i)(D) .............................................. D-13

IEM OPS 1.260 Carriage of persons with Reduced Mobility ............................................................................................ D-13

AMC OPS 1.270 Cargo carriage in the passenger cabin ................................................................................................... D-14

AC OPS 1.280 Passenger Seating ................................................................................................................................. D-14

IEM OPS 1.280 Passenger Seating ................................................................................................................................. D-14

IEM OPS 1.295(c)(1)(ii) Separate runways ................................................................................................................................... D-15

AC OPS 1.297(b)(2) Planning Minima for Alternate Aerodromes ............................................................................................ D-15

AMC OPS 1.297 Application of aerodrome forecasts ........................................................................................................ D-16

AMC OPS 1.300 Submission of ATS Flight plan ............................................................................................................... D-17

IEM OPS 1.305 Refuelling/Defuelling with passengers .................................................................................................... D-17

IEM OPS 1.307 Refuelling/Defuelling with wide-cut fuel .................................................................................................. D-17

AC OPS 1.308 Push Back and Towing ........................................................................................................................... D-18


01 June 2013 C-16 Issue 03, Rev. 00

AC OPS 1.310(a)(3) Controlled rest on flight deck .................................................................................................................. D-18

IEM OPS 1.310(b) Cabin crew seating positions .................................................................................................................. D-19

AC OPS 1.345 Ice and other contaminants Procedures ................................................................................................. D-19

AC OPS 1.346 Flight in expected or actual icing conditions ........................................................................................... D-26

AC OPS 1.390(a)(1) Assessment of Cosmic Radiation ........................................................................................................... D-27

AC OPS 1.390(a)(2) Working Schedules and Record Keeping ............................................................................................... D-27

AC OPS 1.390(a)(3) Explanatory Information .......................................................................................................................... D-27

AC OPS 1.398 Use of Airborne Collision Avoidance System (ACAS) ............................................................................ D-28

IEM OPS 1.400 Approach and Landing Conditions ......................................................................................................... D-28

AC OPS 1.425 Deficiencies reported by an Inspecting Authority ................................................................................... D-28

IEM OPS 1.425 Inspecting Authority ................................................................................................................................ D-28


AMC OPS 1.430(b)(4) Landing Minima of failed Equipment ........................................................................................................ E-1

IEM OPS 1.430 Documents containing information related to AWO .................................................................................. E-4

IEM to Appendix 1 to YCAR-OPS 1.430 Aerodrome Operating Minima ........................................................................................... E-4

IEM to Appendix 1 to YCAR-OPS 1.430, par(d)&(e) RVR Category II & III ...................................................................................... E-4

IEM to Appendix 1 to YCAR-OPS 1.430, par (e)(5) - Table 7 Crew actions in case of autopilot failure ............................................. E-6

IEM to Appendix 1 to YCAR-OPS 1.430, paragraph (f) Visual Manoeuvring (circling) ..................................................................... E-6

AC to Appendix 1 to YCAR-OPS 1.440 Operational Demonstrations ............................................................................................... E-7

IEM to Appendix 1 to YCAR-OPS 1.440, par (b) Criteria for CAT II/III approach and autoland ........................................................ E-8

IEM OPS 1.450(g)(1) Low Visibility Operations - Training & Qualifications ................................................................................ E-9


AMC OPS 1.475(b) Landing - Reverse Thrust Credit .............................................................................................................. F-1

IEM OPS 1.475(b) Factoring of Automatic Landing Distance Performance Data (Perf Class A Aeroplanes) ........................ F-1


IEM OPS 1.485(b) General – Wet and Contaminated Runway data ...................................................................................... G-1

IEM OPS 1.490(c)(3) Take-off – Runway surface condition ....................................................................................................... G-1

IEM OPS 1.490(c)(6) Loss of runway length due to alignment ................................................................................................... G-1

IEM OPS 1.495(a) Take-off obstacle clearance ..................................................................................................................... G-2

AMC OPS 1.495(c)(4) Take-off obstacle clearance ..................................................................................................................... G-3

AMC OPS 1.495(d)(1) & (e)(1) Required Navigational Accuracy .................................................................................................. G-3

IEM OPS 1.495(f) Engine failure procedures ........................................................................................................................ G-4

AMC OPS 1.500 En-Route – One Engine Inoperative ........................................................................................................ G-4

IEM OPS 1.510(b) and (c) Landing – Destination and Alternate Aerodromes .................................................................................... G-5

AMC OPS 1.510 & 1.515 Landing – Destination and Alternate Aerodromes Landing – Dry Runways ............................................. G-5

IEM OPS 1.515(c) Landing – Dry runway ............................................................................................................................... G-5


AMC OPS 1.530(c)(4) Take-Off Performance Correction Factors ............................................................................................... H-1

IEM OPS 1.530(c)(4) Take-Off Performance Correction Factors ............................................................................................... H-1

AMC OPS 1.530(c)(5) Runway Slope .......................................................................................................................................... H-1

IEM OPS 1.535 Obstacle Clearance in Limited Visibility .................................................................................................... H-1

AMC OPS 1.535(a) Take-off Flight Path Construction ............................................................................................................. H-2

IEM OPS 1.535(a) Take-off flight path construction ............................................................................................................... H-3

IEM OPS 1.540 En-Route .................................................................................................................................................. H-4

IEM OPS 1.542 En-route – Single-engined Aeroplanes ..................................................................................................... H-4

AMC OPS 1.542(a) En-Route - Single-engine aeroplanes ...................................................................................................... H-5

AMC OPS 1.545 & 1.550 Landing Destination and Alternate Aerodromes Landing - Dry runway .................................................... H-5


Issue 03, Rev. 00 C-17 01 June 2013

AMC OPS 1.550(b)(3) Landing Distance Correction Factors ....................................................................................................... H-5

AMC OPS 1.550(b)(4) Runway Slope .......................................................................................................................................... H-5

IEM OPS 1.550(c) Landing – Dry Runway ............................................................................................................................. H-5

IEM OPS 1.555(a) Landing on Wet Grass Runways .............................................................................................................. H-6


IEM OPS 1.565(d)(3) Take-off ...................................................................................................................................................... I-1

IEM OPS 1.565(d)(6) Loss of runway length due to alignment ..................................................................................................... I-1

AMC OPS 1.565(d)(4) Runway Slope ............................................................................................................................................ I-2

AMC OPS 1.570(d) Take-off Flight Path .................................................................................................................................... I-3

AMC OPS 1.570(e)(1) & (f)(1) Required navigational accuracy ....................................................................................................... I-3

AMC OPS 1.580 En-Route – One Engine Inoperative ........................................................................................................... I-3

AMC OPS 1.590 & 1.595 Landing – Destination and Alternate Aerodromes ...................................................................................... I-4

AMC OPS 1.595(b)(3) Landing Distance Correction Factors ......................................................................................................... I-4

AMC OPS 1.595(b)(4) Runway Slope ............................................................................................................................................ I-4

IEM OPS 1.595(c) Landing Runway ......................................................................................................................................... I-5


IEM OPS 1.605(e) Fuel density ............................................................................................................................................... J-1

AC OPS 1.605 Mass values ............................................................................................................................................... J-1

AMC to Appendix 1 to YCAR-OPS 1.605 Accuracy of weighing equipment ...................................................................................... J-1

IEM to Appendix 1 to YCAR-OPS 1.605 Centre of gravity limits ........................................................................................................ J-1

AMC OPS 1.620(a) Passenger mass established by use of a verbal statement ...................................................................... J-2

IEM OPS 1.620(d)(2) Holiday Charter .......................................................................................................................................... J-2

IEM OPS 1.620(g) Statistical evaluation of passenger and baggage mass data .................................................................... J-2

IEM OPS 1.620(h) & (i) Adjustment of standard masses ................................................................................................................ J-5

AMC to Appendix 1 to YCAR-OPS 1.620(g) Guidance on passenger weighing surveys ................................................................... J-6

IEM to Appendix 1 to YCAR-OPS 1.620(g) Guidance on passenger weighing surveys .................................................................... J-6

IEM to Appendix 1 to YCAR-OPS 1.625 Mass and balance documentation ........................................................................................ J-8


IEM OPS 1.630 Instruments and Equipment - Approval and Installation ........................................................................... K-1

AMC OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment ............................................................. K-1

IEM OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment ............................................................. K-2

AMC OPS 1.650/1.652(i) Flight and Navigational Instruments and Associated Equipment ................................................................ K-3

IEM OPS 1.650(p)/1.652(s) Headset, boom microphone & associated equipment .......................................................................... K-4

AMC OPS 1.652(d) & (k)(2) Flight & Navigational Instruments & Associated Equipment ................................................................. K-4

IEM OPS 1.668 Airborne Collision Avoidance System ....................................................................................................... K-4

AC OPS 1.680(a)(2) Quarterly Radiation Sampling ................................................................................................................... K-4

AMC OPS 1.690(b)(6) Crew member interphone system ............................................................................................................. K-4

IEM OPS 1.690(b)(7) Crew member interphone system ............................................................................................................. K-4

AC OPS 1.700 Cockpit Voice Recorders .......................................................................................................................... K-4

AC OPS 1.705/1.710 Cockpit Voice Recorders .......................................................................................................................... K-5

AC OPS 1.700, 1.705 & 1.710 Cockpit Voice Recorders ................................................................................................................ K-5

AC OPS 1.715 Flight Data Recorders ............................................................................................................................... K-5

AC OPS 1.715(g) Extensive Modifications of Aeroplane Systems ........................................................................................ K-5

AC OPS 1.720 /1.725 Flight Data Recorders ............................................................................................................................... K-5

AC OPS 1.715, 1.720 & 1.725 Flight Data Recorders .................................................................................................................... K-7

AC OPS 1.727 Combination recorders ............................................................................................................................. K-8

AC OPS 1.730(a)(3) Seats, seat safety belts, harnesses & child restraint devices ................................................................... K-8

IEM OPS 1.740 Placards .................................................................................................................................................... K-9

AMC OPS 1.745 First-Aid Kits ........................................................................................................................................... K-10

AMC OPS 1.755 Emergency Medical Kit ........................................................................................................................... K-10


01 June 2013 C-18 Issue 03, Rev. 00

IEM OPS 1.760 First-aid Oxygen ..................................................................................................................................... K-11

IEM OPS 1.770 Supplemental Oxygen ............................................................................................................................ K-11

AC OPS 1.770(b)(2)(v) Supplemental Oxygen ............................................................................................................................ K-11

AMC OPS 1.790 Hand Fire Extinguishers ......................................................................................................................... K-12

AMC OPS 1.810 Megaphones ........................................................................................................................................... K-12

AC OPS 1.820 Emergency Locator Transmitter (ELT) ................................................................................................... K-12

IEM OPS 1.825 Life Jackets ............................................................................................................................................. K-13

AMC OPS 1.830(b)(2) Life-rafts and ELT for extended overwater flights ................................................................................... K-13

IEM OPS 1.835 Survival Equipment ................................................................................................................................. K-13

AMC OPS 1.835(c) Survival Equipment ................................................................................................................................. K-13


IEM OPS 1.845 Communication and Navigation Equipment - Approval and Installation .................................................... L-1

AMC OPS 1.865 Combinations of Instruments and Integrated Flight Systems .................................................................... L-1

AC OPS 1.865(c)(1)(i) IFR operations without ADF system .......................................................................................................... L-1

AC OPS 1.865(e) FM Immunity Equipment Standards ......................................................................................................................... L-2

ACJ OPS 1.870 Additional Navigation Equipment for operations in MNPS Airspace .......................................................................... L-2


IEM OPS 1.875 Introduction ............................................................................................................................................... M-1

IEM OPS 1.885(a) Application for and approval of the Operator’s Maintenance .................................................................... M-1

IEM OPS 1.885(b) Application for and approval of the Operator’s Maintenance System ....................................................... M-1

AMC OPS 1.890(a) Maintenance Responsibility ...................................................................................................................... M-1

AMC OPS 1.890(a)(1) Maintenance Responsibility ...................................................................................................................... M-2

IEM OPS 1 890(a)(1) Maintenance Responsibility ...................................................................................................................... M-2




IEM OPS 1.890(a)(5) Maintenance Responsibility ...................................................................................................................... M-3


AMC OPS 1.895(a) Maintenance Management ....................................................................................................................... M-3

AMC OPS 1.895(b) Maintenance Management ....................................................................................................................... M-4

AMC OPS 1.895(c) Maintenance Management ....................................................................................................................... M-4

IEM OPS 1.895(c) Maintenance Management ....................................................................................................................... M-4

AMC OPS 1.895(d) Maintenance Management ....................................................................................................................... M-4

AMC OPS 1.895(e) Maintenance Management ....................................................................................................................... M-5

IEM OPS 1.895(e) Maintenance Management ....................................................................................................................... M-5

IEM - OPS 1.895(f&g) Maintenance Management ....................................................................................................................... M-6

AMC OPS 1.895(h) Maintenance Management ....................................................................................................................... M-6

AMC OPS 1.900 Quality system .......................................................................................................................................... M-6

IEM OPS 1.900 Quality system .......................................................................................................................................... M-6

AMC OPS 1.905(a) Maintenance Management exposition ...................................................................................................... M-7

AMC OPS 1.910(a) Operator’s Aeroplane Maintenance .......................................................................................................... M-8

AMC OPS 1.910(b) Operator’s Aeroplane Maintenance Programme ...................................................................................... M-9

AMC OPS 1.910(c) Operator’s Aeroplane Maintenance Programme ...................................................................................... M-9

AMC OPS 1.910(d) Operator’s Aeroplane Maintenance ..................................................................................................................... M-9

AMC OPS 1.915 Operator’s aeroplane technical log ......................................................................................................... M-10

AMC OPS 1.920 Maintenance Records ............................................................................................................................. M-11

IEM OPS 1.920(b)(6) Maintenance Records ............................................................................................................................. M-12

AMC OPS 1.920(c) Maintenance Records ............................................................................................................................. M-12

IEM OPS 1.930 Continued validity of the AOC in respect of the maintenance system .................................................... M-13

IEM OPS 1.935 Equivalent Safety Case .......................................................................................................................... M-13


Issue 03, Rev. 00 C-19 01 June 2013

Appendix 1 to AMC OPS 1.905(a) MMExposition for an Operator who is also approved in accordance with JAR-145 ................. M-13

Appendix 2 to AMC OPS 1.905(a) MME for an Operator who is NOT approved in accordance with JAR-145 ............................ M-14

Appendix 1 to AMC OPS 1.910(a) & (b) General requirements .................................................................................................... M-15


AMC OPS 1.940(a)(4) Crewing of inexperienced flight crew members ........................................................................................ N-1

AMC OPS 1.945 Conversion Course Syllabus .................................................................................................................... N-1

IEM OPS 1.945 Line Flying under Supervision .................................................................................................................. N-2

AC OPS (AMC) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) Crew Resource Management (CRM) ...................................................... N-3

AC OPS (IEM) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) Crew Resource Management (CRM) ...................................................... N-6

AMC OPS 1.945(a)(9) Crew Resource Management - Use of Automation .................................................................................. N-7

AMC OPS 1.965 (c) Line checks ............................................................................................................................................... N-7

AMC OPS 1.965(d) Emergency and Safety Equipment Training ............................................................................................. N-7

IEM OPS 1.965 Recurrent training and checking ............................................................................................................... N-7

AMC to Appendix 1 to YCAR-OPS 1.965 Pilot incapacitation training .............................................................................................. N-8

AMC OPS 1.970 Recency .................................................................................................................................................... N-8

IEM OPS 1.970(a)(2) Co-pilot proficiency ................................................................................................................................... N-8

AMC OPS 1.975 Route and aerodrome competence qualification ...................................................................................... N-8

AC OPS 1.978 Terminology .............................................................................................................................................. N-9

AC to Appendix 1 to YCAR-OPS 1.978(b)(1) Requirements, Scope and Documentation of the Programme ................................ N-10

AC to Appendix 1 to YCAR-OPS 1.978(b)(2) Task Analysis ........................................................................................................... N-10

AC to Appendix 1 to YCAR-OPS 1.978(b)(3) Training Programme ................................................................................................ N-11

AC to Appendix 1 to YCAR-OPS 1.978(b)(4) Training Personnel ................................................................................................... N-11

AC to Appendix 1 to YCAR-OPS 1.978(b)(5) Feedback Loop ........................................................................................................ N-12

AC to Appendix 1 to YCAR-OPS 1.978(b)(6) Crew Performance Measurement and Evaluation ................................................... N-12

AC to Appendix 1 to YCAR-OPS 1.978(b)(9) Data Monitoring/Analysis Programme ..................................................................... N-13

AC to Appendix 1 to YCAR-OPS 1.978(c)(1)(i) Safety Case .......................................................................................................... N-14

AMC OPS 1.980 Operation on more than one type or variant ........................................................................................... N-14

AMC OPS 1.980(b) Methodology - Use of Operator Difference Requirement (ODR) Tables ................................................ N-16

IEM OPS 1.980(b) Operation on more than one type or variant - Philosophy and Criteria .................................................. N-18

IEM OPS 1.985 Training records ...................................................................................................................................... N-20


IEM OPS 1.988 Additional crew members assigned to specialist duties ........................................................................... O-1

IEM OPS 1.990 Number and Composition of Cabin Crew ................................................................................................. O-1

AMC OPS 1.995(a)(2) Minimum requirements ............................................................................................................................. O-2

IEM OPS 1.1000(c) Senior Cabin Crew Training ..................................................................................................................... O-2

AC OPS 1.1005/1.1010/1.1015 Crew Resource Management Training ......................................................................................... O-2

AMC OPS 1.1012 Familiarisation .......................................................................................................................................... O-4

AC OPS 1.1005/1.1010/1.1015/1.1020 Representative Training Devices ...................................................................................... O-5

IEM OPS 1.1015 Recurrent training ..................................................................................................................................... O-6

AMC OPS 1.1020 Refresher Training .................................................................................................................................... O-6

IEM OPS 1.1020(a) Refresher training ..................................................................................................................................... O-6

AMC OPS 1.1025 Checking ................................................................................................................................................... O-6

AC OPS 1.1030 Operation on more than one type or variant ............................................................................................. O-7

IEM OPS 1.1035 Training records ........................................................................................................................................ O-7

IEM to Appendix 1 to YCAR-OPS 1.1005/1.1010/1.1015/1.1020 Crowd Control ............................................................................. O-7

IEM to Appendix 1 to YCAR-OPS 1.1005/1.1010/1.1015/1.1020 Training Methods ......................................................................... O-8

IEM to Appendix 1 to YCAR-OPS 1.1010/1.1015 Conversion and recurrent training ....................................................................... O-8


IEM OPS 1.1040(b) Elements of the Operations Manual subject to approval .......................................................................... P-1

IEM OPS 1.1040(c) Operations Manual - Language ................................................................................................................ P-2


01 June 2013 C-20 Issue 03, Rev. 00

AMC OPS 1.1045 Operations Manual Contents .................................................................................................................... P-3

IEM OPS 1.1045(a) Standard Operating Procedures (SOP) .................................................................................................... P-3

IEM OPS 1.1045(c) Operations Manual Structure .................................................................................................................... P-5

IEM OPS 1.1055(a)(12) Signature or equivalent ........................................................................................................................... P-11

IEM OPS 1.1055(b) Journey log ............................................................................................................................................. P-11

IEM to Appendix 1 to YCAR-OPS 1.1045 Operations Manual Contents ........................................................................................ P-12



AC OPS (IEM) 1.1150(a)(5) & (a)(6) Terminology .......................................................................................................................... R-1

AC OPS 1.1160(a) Medical Aid for a Patient ........................................................................................................................... R-1

AC OPS (IEM) 1.1160(b) Dangerous goods on an aeroplane .......................................................................................................... R-1

AC OPS (IEM) 1.1160(c)(1) Scope – Dangerous goods carried by passengers or crew .................................................................. R-1

AC OPS (IEM) 1.1165(b) States concerned with exemptions ........................................................................................................... R-3

AC OPS 1.1215(c)(1) Information to the Commander ................................................................................................................. R-3

AC OPS (AMC) 1.1215(e) Information in the Event of Inflight Emergency ......................................................................................... R-4

AC (AMC) OPS 1.1220 Training ..................................................................................................................................................... R-4

AC OPS (AMC) 1.1225 Dangerous Goods Incident & Accident Reports ....................................................................................... R-5


AC OPS 1.1240 Training programmes ............................................................................................................................... S-1


Issue 03, Rev. 00 1-A-1 01 June 2013

YCAR-OPS 1


YCAR–OPS 1.001 Applicability

(a) YCAR–OPS 1 prescribes requirements applicable to the operation of any civil aeroplane

for the purpose of commercial air transportation by any operator whose principal place of

business is in the Republic of Yemen; and

(b) For private operators, except where exempted.

YCAR–OPS 1.002 Reserved

YCAR–OPS 1.003 Terminology

Terms used in this Subpart and not defined in YCAR–1 have the following meaning:

(a) Air Transport Operator. An Air Transport Operator is a commercial operator of an

aeroplane engaged in transportation of passengers, cargo and mail for remuneration or hire

offering service to the public on demand and not to a published schedule.

(b) Air Carrier. An Air Carrier is a commercial operator of an aeroplane engaged in the

transportation of passengers, cargo and mail for remuneration or hire and offering services

to the public in accordance with a published schedule.

(c) Commercial Activities. Unless otherwise specifically authorized by the Authority, the

following operations are categorized as commercial operations;

(1) Sightseeing flights

(2) Ferry or training flights;

(3) Aerial work operations, including:

(i) Fire suppression

(ii) Agricultural operations

(iii) External load operations

(iv) Aerial photography and survey

(v) Aerial reconnaissance

(vi) Aerial advertising

(vii) `Air shows and aerial demonstrations

(vii) Carriage and dropping of parachutists (operator of aircraft)

(ix) Navigation aid calibration


01 June 2013 1-A-2 Issue 03, Rev. 00

(x) Other activities as determined by the Authority.

(d) Operator. An operator means a person, organization or enterprise engaged in or

offering to engage in an aeroplane operation. The definition, as used in this Part, applies

to Private and Commercial operators as applicable.

(e) Private Operator. Private operator means a person, organization or enterprise engaged

in the carriage of persons or cargo not for hire or reward.

SECTION 1 YCAR-OPS 1 Subpart B

Issue 03, Rev. 00 1-B-1 01 June 2013

SUBPART B - GENERAL

YCAR–OPS 1.005 General

(a) An operator shall not operate an aeroplane for the purpose of commercial air

transportation other than in accordance with YCAR–OPS Part 1. For operations of

Performance Class B aeroplanes; alleviated requirements, can be found in Appendix 1 to

YCAR-OPS 1.005(a).

(b) An operator shall comply with the requirements in YCAR-OPS1 SUBPART-M applicable

to aeroplanes operated for the purpose of commercial and private air transportation.

(c) Each aeroplane shall be operated in compliance with the terms of its Certificate of

Airworthiness and within the approved limitations contained in its Aeroplane Flight

Manual.

(d) Air Taxi and Aeroplane Emergency Medical Service (EMS) operations shall be conducted

in accordance with the requirements contained in YCAR–OPS 1.

(e) All Synthetic Training Devices (STD), such as Flight Simulators or Flight Training

Devices (FTD), replacing an aeroplane for training and/or checking purposes are to be

qualified in accordance with YCAR-STD requirements and user approved by the

Authority for the exercises to be conducted.

YCAR–OPS 1.010 Exemptions

The Authority may exceptionally grant an exemption from the provisions of YCAR–OPS 1 when

satisfied that there is a need and subject to compliance with any supplementary condition the

Authority considers necessary in order to ensure an acceptable level of safety in the particular case.

YCAR–OPS 1.015 Operational Directives

(a) The Authority may direct by means of an Operational Directive that an operation shall be

prohibited, limited or subject to certain conditions, in the interests of safe operations.

(b) Operational Directives state:

(1) The reason for issue;

(2) Applicability and duration; and

(3) Action required by the operator(s).

(c) Operational Directives are supplementary to the provisions of YCAR–OPS 1.

YCAR–OPS 1.020 Laws, Regulations and Procedures – Operator’s Responsibilities

(a) An operator must ensure that:

(1) All employees are made aware that they shall comply with the laws, regulations and

procedures of those States in which operations are conducted and which are

pertinent to the performance of their duties; and

(2) All crew members are familiar with the laws, regulations and procedures pert inent to

the performance of their duties.


01 June 2013 1-B-2 Issue 03, Rev. 00

YCAR–OPS 1.025 Common Language

(a) An operator must ensure that all crew members can communicate in a common language.

(b) An operator must ensure that all operations personnel are able to understand the language

in which those parts of the Operations Manual which pertain to their duties and

responsibilities are written.

(c) Aeroplane pilots who are required to use the radio telephone aboard an aircraft shall

demonstrate the ability to speak and understand the English language as used for

radiotelephony communications.

(d) As of 05 March, 2008, aeroplane pilots, shall demonstrate the ability to speak and

understand the English language to the level specified in the language proficiency

requirements in ICAO Annex 1, Appendix.

(e) As of 05 March, 2008, the language proficiency of aeroplane pilots, who demonstrate

proficiency below the Expert Level (Level 6) as stated in the ICAO Annex 1, Appendix,

shall be formally evaluated at intervals in accordance with an individual‟s demonstrated

proficiency level, as follows:

(1) those demonstrating proficiency at the Operational Level (Level 4) shall be

evaluated once every three years; and

(2) those demonstrating proficiency at the Extended Level (Level 5) shall be evaluated

once every six years.

YCAR–OPS 1.030 Minimum Equipment Lists – Operator’s Responsibilities

(a) An operator shall establish, for each aeroplane, a Minimum Equipment List (MEL)

approved by the Authority. This shall be based upon, but no less restrictive than, the

relevant Master Minimum Equipment List (MMEL) (if this exists) accepted by the

Authority.

(b) An operator shall not operate an aeroplane other than in accordance with the MEL unless

permitted by the Authority. Any such permission will in no circumstances permit

operation outside the constraints of the MMEL.

YCAR-OPS 1.035 Quality system

(See AMC OPS 1.035 and IEM OPS 1.035)

(a) An operator shall establish one Quality System and designate one Quality Manager to

monitor compliance with, and the adequacy of, procedures required to ensure safe

operational practices and airworthy aeroplanes. Compliance monitoring must include a

feed-back system to the Accountable Manager (See also YCAR-OPS 1.175(h)) to ensure

corrective action as necessary.

(b) The Quality System must include a Quality Assurance Programme that contains

procedures designed to verify that all operations are being conducted in accordance with

all applicable requirements, standards and procedures.

(c) The Quality System and the Quality Manager must be acceptable to the Authority.

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


Issue 03, Rev. 00 1-B-3 01 June 2013

(e) Notwithstanding sub-paragraph (a) above, the Authority may accept the nomination of

two Quality Managers, one for operations and one for maintenance, provided that the

operator has designated one Quality Management Unit to ensure that the Quality System

is applied uniformly throughout the entire operation.

YCAR-OPS 1.037 Safety Management System

(a) As of 1st June 2009, an operator shall submit to the Authority an establishment and

implementation plan of safety management system as specified in YCAR PART X, acceptable

to the Authority and, as a minimum:

(1) identifies safety hazards;

(2) ensures that remedial action necessary to maintain an acceptable level of safety is

implemented;

(3) provides for continuous monitoring and regular assessment of the safety level achieved;

and

(4) aims to make continuous improvement to the overall level of safety.

(b) A safety management system shall clearly define lines of safety accountability throughout the

operator‟s organization, including a direct accountability for safety on the part of senior

management.

(c) Operator that operates aeroplanes of a maximum certificated take-off mass in excess of 27000

kg shall establish and maintain a flight data analysis programme as part of its safety

management system that is manged by Post Holder SMS. (see AC OPS 1.037 (f)).

(d) A flight data analysis programme shall be non-punitive and contain adequate safeguards to

protect the source(s) of the data.

(e) An operator shall establish a flight safety documents system, for the use and guidance of

operational personnel, as part of its safety management system.

(f) Safety management system shall include an occurrence reporting scheme to enable the

collation and assessment of relevant incident and accident reports in order to identify adverse

trends or to address deficiencies in the interests of flight safety. Post Holder SMS shall ensure

that the scheme protects the identity of the reporter and include the possibility that reports

may be submitted anonymously (see AC OPS 1.037 (f)).

(g) Evaluation of relevant information relating to accidents and incidents and the promulgation of

related information, but not the attribution of blame;

YCAR–OPS 1.040 Additional crew members

An operator shall ensure that crew members who are not required flight or cabin crew members, have

also been trained in, and are proficient to perform, their assigned duties.


01 June 2013 1-B-4 Issue 03, Rev. 00


YCAR–OPS 1.050 Search and rescue information

An operator shall ensure that essential information pertinent to the intended flight concerning search

and rescue services is easily accessible on the flight deck.

YCAR–OPS 1.055 Information on emergency and survival equipment carried

An operator shall ensure that there are available for immediate communication to rescue coordination

centres, lists containing information on the emergency and survival equipment carried on board all of

his aeroplanes. The information shall include, as applicable, the number, colour and type of life -rafts

and pyrotechnics, details of emergency medical supplies, water supplies and the type and frequencies

of emergency portable radio equipment.

YCAR–OPS 1.060 Ditching

An operator shall not operate an aeroplane with an approved passenger seating configuration of more

than 30 passengers on overwater flights at a distance from land suitable for making an emergency

landing, greater than 120 minutes at cruising speed, or 400 nautical miles, whichever is the lesser,

unless the aeroplane complies with the ditching requirements prescribed in the applicable

airworthiness code.

YCAR–OPS 1.065 Carriage of weapons of war and munitions of war

(See IEM OPS 1.065)

(a) An operator shall not transport weapons of war and munitions of war by air unless an

approval to do so has been granted by all States concerned.

(b) An operator shall ensure that weapons of war and munitions of war are:

(1) Stowed in the aeroplane in a place which is inaccessible to passengers during flight;

and

(2) In the case of firearms, unloaded, unless, before the commencement of the flight,

approval has been granted by all States concerned that such weapons of war and

munitions of war may be carried in circumstances that differ in part or in total f rom

those indicated in this sub-paragraph.

(c) An operator shall ensure that the commander is notified before a flight begins of the

details and location on board the aeroplane of any weapons of war and munitions of war

intended to be carried.

YCAR–OPS 1.070 Carriage of sporting weapons and ammunition

(See IEM OPS 1.070 Carriage of sporting weapons)

(a) An operator shall take all reasonable measures to ensure that any sporting weapons

intended to be carried by air are reported to him.

(b) An operator accepting the carriage of sporting weapons shall ensure that they are:

(1) Stowed in the aeroplane in a place which is inaccessible to passengers during flight

unless the Authority has determined that compliance is impracticable and has

accepted that other procedures might apply; and

(2) In the case of firearms or other weapons that can contain ammunition, unloaded.


Issue 03, Rev. 00 1-B-5 01 June 2013

(c) Ammunition for sporting weapons may be carried in passengers‟ checked baggage,

subject to certain limitations, in accordance with the Technical Instructions (see YCAR–

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

YCAR–OPS 1.075 Method of carriage of persons

(a) An operator shall take all reasonable measures to ensure that no person is in any part of an

aeroplane in flight which is not a part designed for the accommodation of persons unless

temporary access has been granted by the commander to any part of the aeroplane:

(1) For the purpose of taking action necessary for the safety of the aeroplane or of any

person, animal or goods therein; or

(2) In which cargo or stores are carried, being a part which is designed to enable a

person to have access thereto while the aeroplane is in flight.

YCAR–OPS 1.080 Duties of flight operations officer/flight dispatcher

(a) A flight operations officer/flight dispatcher in conjunction with a method of control and

supervision of flight operations shall:

(1) Assist the pilot-in-command in flight preparation and provide the relevant information;

and

(2) Assist the pilot-in-command in preparing the operational and ATS flight plans, sign

when applicable and file the ATS flight plan with the appropriate ATS unit; and

(3) Furnish the pilot-in-command while in flight, by appropriate means, with information

which may be necessary for the safe conduct of the flight.

(b) In the event of an emergency, a flight operations officer/flight dispatcher shall:

(1) initiate such procedures as outlined in the operations manual while avoiding taking

any action that would conflict with ATC procedures; and

(2) convey safety-related information to the pilot-in-command that may be necessary for

the safe conduct of the flight, including information related to any amendments to the

flight plan that become necessary in the course of the flight.

YCAR–OPS 1.085 Crew responsibilities

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

(1) Are related to the safety of the aeroplane and its occupants; and

(2) Are specified in the instructions and procedures laid down in the Operations Manual.

(b) A crew member shall:

(1) Report to the commander any fault, failure, malfunction or defect which he believes

may affect the airworthiness or safe operation of the aeroplane including emergency

systems.

(2) Report to the commander any incident that endangered, or could have endangered,

the safety of operation; and

(3) Make use of the operator‟s occurrence reporting schemes in accordance with

YCAR-OPS 1.037 Safety Management System . In all such cases, a copy of the

report(s) shall be communicated to the commander concerned.


01 June 2013 1-B-6 Issue 03, Rev. 00

(c) Nothing in paragraph (b) above shall oblige a crew member to report an occurrence which

has already been reported by another crew member.

(d) A crew member shall not perform duties on an aeroplane:

(1) While under the influence of any psychoactive substance that may affect his

faculties in a manner contrary to safety;

(2) Until a reasonable time period has elapsed after deep water diving;

(3) Following blood donation except when a reasonable time period has elapsed;

(4) If he is in any doubt of being able to accomplish his assigned duties; or

(5) If he knows or suspects that he is suffering from fatigue, or feels unfit to the extent

that the flight may be endangered.

(e) A crew member shall be subject to appropriate requirements on the consumption of alcohol

which shall be established by the operator and acceptable by the Authority, and which shall

not be less restrictive than the following:

A crew member shall not:

(1) Consume alcohol less than 8 hours prior to the specified reporting time for flight

duty or the commencement of standby;

(2) Commence a flight duty period with a blood alcohol level in excess of 0·2 promille;

(3) Consume alcohol during the flight duty period or whilst on standby.

(f) The commander shall:

(1) Be responsible for the safety of all crew members, passengers and cargo on board, as

soon as he arrives on board, until he leaves the aeroplane at the end of the flight;

(2) Be responsible for the operation and safety of the aeroplane from the moment the

aeroplane is first ready to move for the purpose of taxiing prior to take-off until the

moment it finally comes to rest at the end of the flight and the engine(s) used as

primary propulsion units are shut down;

(3) Have authority to give all commands he deems necessary for the purpose of securing

the safety of the aeroplane and of persons or property carried therein;

(4) Have authority to disembark any person, or any part of the cargo, which, in his

opinion, may represent a potential hazard to the safety of the aeroplane or its

occupants;

(5) Not allow a person to be carried in the aeroplane who appears to be under the

influence of alcohol or drugs or Physchoactive substances to the extent that the

safety of the aeroplane or its occupants is likely to be endangered;

(6) Have the right to refuse transportation of inadmissible passengers, deportees or

persons in custody if their carriage poses any risk to the safety of the aeroplane or its

occupants;

(7) Ensure that all passengers are briefed on the location of emergency exits and the

location and use of relevant safety and emergency equipment;

(8) Ensure that all operational procedures and check lists are complied with in

accordance with the Operations Manual;


Issue 03, Rev. 00 1-B-7 01 June 2013

(9) Not permit any crew member to perform any activity during take-off, initial climb,

final approach and landing except those duties required for the safe operation of the

aeroplane;

(10) Not permit:

(i) A flight data recorder to be disabled, switched off or erased during flight nor

permit recorded data to be erased after flight in the event of an accident or an

incident subject to mandatory reporting;

(ii) A cockpit voice recorder to be disabled or switched off during flight unless he

believes that the recorded data, which otherwise would be erased

automatically, should be preserved for incident or accident investigation nor

permit recorded data to be manually erased during or after flight in the event of

an accident or an incident subject to mandatory reporting;

(11) Decide whether or not to accept an aeroplane with unserviceabilities allowed by the

CDL or MEL; and

(12) Ensure that the pre-flight inspection has been carried out.

(13) Ensure that at least one member of the flight crew holds a valid licence authorising

operations of the type of radio transmitting equipment to be used

(g) The commander or the pilot to whom conduct of the flight has been delegated shall, in an

emergency situation that requires immediate decision and action, take any action he

considers necessary under the circumstances. In such cases he may deviate from rules,

operational procedures and methods in the interest of safety.

YCAR–OPS 1.090 Authority of the commander

An operator shall take all reasonable measures to ensure that all persons carried in the aeroplane obey

all lawful commands given by the commander for the purpose of securing the safety of the aeroplane

and of persons or property carried therein.


01 June 2013 1-B-8 Issue 03, Rev. 00

YCAR–OPS 1.095 Authority to taxi an aeroplane

(a) An operator shall take all reasonable steps to ensure that an aeroplane in his charge is not

taxied on the movement area of an aerodrome by a person other than a flight crew

member, unless that person, seated at the controls:

(1) Has been duly authorised by the operator or a designated agent and is competent to;

(i) taxi the aeroplane;

(ii) use the radio telephone; and

(2) Has received instruction in respect of aerodrome layout, routes, signs, marking,

lights, air traffic control signals and instructions, phraseology and procedures, and is

able to conform to the operational standards required for safe aeroplane movement at

the aerodrome.

YCAR–OPS 1.100 Admission to flight deck

(a) An operator must ensure that no person, other than a flight crew member assigned to a

flight, is admitted to, or carried in, the flight deck unless that person is:

(1) An operating crew member;

(2) A representative of the Authority responsible for certification, licensing or

inspection if this is required for the performance of his official duties; or

(3) Permitted by, and carried in accordance with instructions contained in the

Operations Manual.

(b) The commander shall ensure that:

(1) In the interests of safety, admission to the flight deck does not cause distraction

and/or interfere with the flight‟s operation; and

(2) All persons carried on the flight deck are made familiar with the relevant safety

procedures.

(c) The final decision regarding the admission to the flight deck shall be the responsibility of

the commander.

YCAR–OPS 1.105 Unauthorised carriage

An operator shall take all reasonable measures to ensure that no person secretes himself or secretes

cargo on board an aeroplane.

YCAR–OPS 1.110 Portable electronic devices

An operator shall not permit any person to use, and take all reasonable measures to ensure that no

person does use, on board an aeroplane, a portable electronic device that can adversely affect the

performance of the aeroplane‟s systems and equipment.

YCAR–OPS 1.115 Physchoactive substances

An operator shall not permit any person to enter or be in, and take all reasonable measures to ensure

that no person enters or is in, an aeroplane when under the influence of Physchoactive substances to

the extent that the safety of the aeroplane or its occupants is likely to be endangered.


Issue 03, Rev. 00 1-B-9 01 June 2013

YCAR–OPS 1.120 Endangering safety

(a) An operator shall take all reasonable measures to ensure that no person recklessly or

negligently acts or omits to act:

(1) So as to endanger an aeroplane or person therein;

(2) So as to cause or permit an aeroplane to endanger any person or property.

(b) If an emergency situation which endangers the safety of the aeroplane or persons becomes

known first to the flight operations officer/flight dispatcher, he shall take necessary action to

notify the appropriate authorities of the nature of the situation without delay and requests for

assistance if required.

YCAR–OPS 1.125 Documents to be carried

(See Appendix 1 to YCAR-OPS 1.125)

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

(1) The Certificate of Registration;

(2) The Certificate of Airworthiness;

(3) The original or a copy of the Noise Certificate (if applicable), including an English

translation, where one has been provided by the Authority responsible for issuing the

noise certificate;

(4) The original or a certified true copy of the Air Operator Certificate and a copy of

Operations Specification relevant to the aeroplane type, issued in conjunction with the

certificate;

(5) The Aircraft Radio Licence;

(6) The original or a copy of the Insurance Certificate(s), which cover the aircraft, its

crew, passengers and third party liability clauses.

(b) Each flight crew member shall, on each flight, carry a valid flight crew licence with

appropriate rating(s) for the purpose of the flight.

(c) For operations of A to A or A to B operations within Yemen paragraph a(1) and a(2) may

be in a carry in readable certified true copy format.

YCAR–OPS 1.130 Manuals to be carried

(a) An operator shall ensure that:

(1) The current parts of the Operations Manual relevant to the duties of the crew are

carried on each flight (See AMC OPS 1.130 Manuals to be carried);

(2) Those parts of the Operations Manual which are required for the conduct of a flight

are easily accessible to the crew on board the aeroplane; and

(3) The current Aeroplane Flight Manual is carried in the aeroplane unless the Authority

has accepted that the Operations Manual prescribed in YCAR–OPS 1.1045,

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


01 June 2013 1-B-10 Issue 03, Rev. 00

YCAR–OPS 1.135 Additional information and forms to be carried


(a) An operator shall ensure that, in addition to the documents and manuals prescribed in

YCAR–OPS 1.125 and YCAR–OPS 1.130, the following information and forms, relevant

to the type and area of operation, are carried on each flight:

(1) Operational Flight Plan containing at least the information required in YCAR–OPS

1.1060 Operational flight plan;

(2) YCAR M.A.306 Operator‟s technical log system;

(3) Details of the filed ATS flight plan;

(4) Appropriate NOTAM/AIP/AIRAC/AIC/AIS briefing documentation;

(5) Appropriate meteorological information;

(6) Mass and balance documentation as specified in Subpart J;

(7) Notification of special categories of passenger such as security personnel, if not

considered as crew, handicapped persons, inadmissible passengers, deportees and

persons in custody;

(8) Notification of special loads including dangerous goods including written

information to the commander as prescribed in AC OPS (IEM) 1.1160(c)(1) Scope

– Dangerous goods carried by passengers or crew;

(9) Current maps and charts and associated documents as prescribed in YCAR–OPS

1.290 Flight preparation (b)(7);

(10) Any other documentation which may be required by the States concerned with this

flight, such as cargo manifest, passenger manifest, navigation certificates etc; and

(11) Forms to comply with the reporting requirements of the Authority and the operator.

(b) The Authority may permit the information detailed in sub-paragraph (a) above, or parts

thereof, to be presented in a form other than on printed paper. An acceptable standard of

accessibility, usability and reliability must be assured.

YCAR–OPS 1.140 Information retained on the ground


(1) At least for the duration of each flight or series of flights;

(i) Information relevant to the flight and appropriate for the type of operation is

preserved on the ground; and

(ii) The information is retained until it has been duplicated at the place at which it

will be stored in accordance with YCAR–OPS 1.1065 Document storage

periods ; or, if this is impracticable,

(iii) The same information is carried in a fireproof container in the aeroplane.

(b) The information referred to in subparagraph (a) above includes:

(1) A copy of the operational flight plan where appropriate;


Issue 03, Rev. 00 1-B-11 01 June 2013

(2) Copies of the relevant part(s) of the aeroplane technical log;

(3) Route specific NOTAM documentation if specifically edited by the operator;

(4) Mass and balance documentation if required (YCAR–OPS 1.625 Mass and balance

documentation refers); and

(5) Special loads notification.

YCAR–OPS 1.145 Power to inspect

An operator shall ensure that any person authorised by the Authority is permitted at any time to board

and fly in any aeroplane operated in accordance with an AOC or authorization issued by that

Authority and to enter and remain on the flight deck provided that the commander may refuse access

to the flight deck if, in his opinion, the safety of the aeroplane would thereby be endangered.

YCAR–OPS 1.150 Production of documentation and records

(a) An operator shall:

(1) Give any person authorised by the Authority access to any documents and records

which are related to flight operations or maintenance; and

(2) Produce all such documents and records, when requested to do so by the Authority,

within a reasonable period of time.

(b) The commander shall, within a reasonable time of being requested to do so by a person

authorised by an Authority, produce to that person the documentation required to be

carried on board.

YCAR–OPS 1.155 Preservation of documentation


(1) Any original documentation, or copies thereof, that he is required to preserve is

preserved for the required retention period even if he ceases to be the operator of the

aeroplane; and

(2) Where a crew member, in respect of whom an operator has kept a record in

accordance with Subpart Q, becomes a crew member for another operator, that

record is made available to the new operator.

YCAR–OPS 1.160 Preservation, production and use of flight recorder recordings

(AC OPS 1.160(a)(1)&(2) Preservation of Recordings)

(a) Preservation of recordings

(1) Following an accident, the operator of an aeroplane on which a flight recorder is

carried shall, to the extent possible, preserve the original recorded data pertaining to

that accident, as retained by the recorder for a period of 60 days unless otherwise

directed by the investigating authority.

(2) Unless prior permission has been granted by the Authority, following an incident

that is subject to mandatory reporting, the operator of an aeroplane on which a flight

recorder is carried shall, to the extent possible, preserve the original recorded data


01 June 2013 1-B-12 Issue 03, Rev. 00

pertaining to that incident, as retained by the recorder for a period of 60 days unless

otherwise directed by the investigating authority.

(3) Additionally, when the Authority so directs, the operator of an aeroplane on which a

flight recorder is carried shall preserve the original recorded data for a period of 60

days unless otherwise directed by the investigating authority.

(4) When a flight data recorder is required to be carried aboard an aeroplane, the

operator of that aeroplane shall:

(i) Save the recordings for the period of operating time as required by YCAR–

OPS 1.715, 1.720 and 1.725 except that, for the purpose of testing and

maintaining flight data recorders, up to one hour of the oldest recorded

material at the time of testing may be erased; and

(ii) Keep a document which presents the information necessary to retrieve and

convert the stored data into engineering units.

(b) Production of recordings. The operator of an aeroplane on which a flight recorder is

carried shall, within a reasonable time after being requested to do so by the Authority,

produce any recording made by a flight recorder which is available or has been preserved.

(c) Use of recordings

(1) The cockpit voice recorder recordings may not be used for purposes other than for

the investigation of an accident or incident subject to mandatory reporting except

with the consent of all crew members concerned.

(2) The flight data recorder recordings may not be used for purposes other than for the

investigation of an accident or incident subject to mandatory reporting except when

such records are:

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

(ii) De-identified; or

(iii) Disclosed under secure procedures.

YCAR–OPS 1.165 Leasing

(a) Terminology

Terms used in this paragraph have the following meaning:

(1) Dry lease – Is when the aeroplane is operated under the AOC or authorization of the

lessee.

(2) Wet lease – Is when the aeroplane is operated under the AOC or authorization of the

lessor.

(3) Damp lease – Is when the aeroplane is operated under the AOC or authorization of

the lessor with partial crew.

(b) General requirements for leasing

(1) When an applicant for an AOC or an existing operator wishes to lease aircraft, the

applicant or operator should provide to the authority with the following information:


Issue 03, Rev. 00 1-B-13 01 June 2013

(i) the aircraft type, model and serial number

(ii) the name and address of the registered owner

(iii) State of Registry, nationality and registration marks

(iv) Certificate of Airworthiness and statement from the registered owner that the

aircraft fully complies with the airworthiness requirements of the State of

Registry

(v) Name, address and signature of lessee or person responsible for operational

control of the aircraft under the lease agreement, including a statement that such

individual and the parties to the lease agreement fully understand their

respective responsibilities under the applicable regulations

(vi) copy of the lease agreement or description of lease provisions

(vii) duration of the lease

(viii) area of operation

(2) On completion of review and liaison with other competent authorities, determination

as to which party to the lease agreement is in fact responsible for conduct of the

operations will be made considering the responsibilities of the parties under the

lease agreement for:

(i) flight crewmember licensing and training

(ii) cabin crewmember training

(iii) airworthiness of the aircraft and the performance of maintenance

(iv) operational control, including dispatch and flight following

(v) scheduling of flight and cabin crew members

(vi) signing the maintenance release

(c) Leasing of aeroplanes between a Yemen operator and any entity

(1) Dry lease-in

(i) A Yemen operator shall not dry lease-in an aeroplane from an entity unless

approved by the Authority. Any conditions which are part of this approval

must be included in the lease agreement.

(ii) A Yemen operator shall ensure that, with regard to aeroplanes that are dry

leased-in, any differences from the requirements prescribed in Subparts K, L,

and/or YCAR M, are notified to and are acceptable to the Authority.

(2) Wet lease-in

(See AC OPS 1.165(c)(2) Leasing of aeroplanes between a Yemen operator and any

entity)

(i) A Yemen operator shall not wet lease-in an aeroplane from an entity without

the approval of the Authority.

(ii) A Yemen operator shall ensure that, with regard to aeroplanes that are wet

leased-in:

(A) The safety standards of the lessor with respect to maintenance and

operation are equivalent to CARs;

(B) The lessor is an operator holding an AOC issued by a State which is a

signatory to the Chicago Convention:

(C) The aeroplane has a standard Certificate of Airworthiness issued in

accordance with ICAO Annex 8.


01 June 2013 1-B-14 Issue 03, Rev. 00

(D) Any requirement made applicable by the lessee‟s Authority is complied

with.

(3) Dry lease-out

(i) A Yemen operator may dry lease-out an aeroplane for the purpose of

commercial or private air transportation to any operator of a State which is

signatory to the Chicago Convention provided that the following conditions

are met:

(A) The Authority has exempted the operator from the relevant provisions of

YCAR–OPS Part 1 and, after the foreign regulatory authority has

accepted responsibility in writing for surveillance of the maintenance and

operation of the aeroplane(s), has removed the aeroplane from its AOC;

and

(B) The aeroplane is maintained according to an approved maintenance

programme.

(4) Wet lease-out. A Yemen operator providing an aeroplane and complete crew to

another entity and retaining all the functions and responsibilities prescribed in

Subpart C, shall remain the operator of the aeroplane.

(5) Damp lease-out. A Yemen operator providing an aeroplane and flight crew to

another entity and retaining all the functions and responsibilities prescribed in

Subpart C shall remain the operator of the aeroplane.

(d) Leasing of aeroplanes at short notice.

In circumstances where a Yemen operator is faced with an immediate, urgent and

unforeseen need for a replacement aeroplane, the approval required by sub-paragraph

(c)(2)(i) above may be deemed to have been given, provided that:

(1) The lessor is an operator holding an AOC issued by a State which is a signatory to the

Chicago Convention; and

(2) The lease-in period does not exceed 5 consecutive days; and

(3) The Authority is immediately notified of the use of this provision.

(e) Transfer Agreements

Should the Authority determines the need of entering into a transfer agreement with any

foreign State based on Article 83bis of the Convention, the Operator, before entering any

lease agreement, shall:

(1) ensure that the aircraft is registered in ICAO contracting State, which is a party to Article

83bis.

(2) if the other party of the agreement is an AOC holder, ensure that the State issuing the AOC

is an ICAO contracting State, which is a party to Article 83bis.

(3) include terms in the lease agreement that give rise to the transfer agreement.

(4) ensure that procedures are in place:

i. for continuous carriage, onboard the aircraft, of a certified true copy of the AOC,

under which the aircraft is operated, and in which it is listed,

ii. for continuous carriage of a certified true copy of the transfer agreement, onboard

the aircraft at all times, while the transfer agreement is in force; and


Issue 03, Rev. 00 1-B-15 01 June 2013

iii. in case the aircraft is to enter the airspace of Contracting States which are not parties

to Article 83bis, or which are parties but have not been duly advised about a transfer

agreement, the certificates and licenses onboard the aircraft are issued or rendered

valid by the State of Registry. In this case, the State of Registry will remain fully

responsible in regard to the Certificate of Airworthiness, crew licenses and the radio

certificate despite the transfer agreement with the State of the Operator.

YCAR- OPS 1.170 Surveillance of operations by a Foreign Operator

(a) A foreign operator operating into the territory of Yemen or granted an over-flight clearance

shall comply with Yemen Civil Aviation Law and Regulations including ICAO Annexes,

and in accordance with, the terms and conditions of its Air Operator Certificate

(AOC)/Authorization issued by their respective State of the Operator and the State of

Registry provided the certificate issued are at least equal to the applicable Standards

specified in the ICAO Annexes.

(b) A foreign operator (all commercial and any aircraft above 5700 kg except state aircraft)

operating into the territory of Yemen shall be subjected to surveillance carried out by the

Authority and appropriate action shall be taken when necessary to preserve safety in a case

of non-compliance or suspected non-compliance. If the issue and its resolution warrant it,

the Authority shall engage in consultations with the respective State of the Operator and the

State of Registry, as applicable, concerning the safety standards maintained by the operator

concerned.

(c) A commercial foreign operator shall meet and maintain the requirements established by

Yemen in which the operations are conducted.


01 June 2013 1-B-16 Issue 03, Rev. 00

Appendix 1 to YCAR-OPS 1.005(a) Operations of performance Class B aeroplanes.

(See Appendix 1 to YCAR-OPS 1.005(a) Operations of performance Class B aeroplanes.)

(a) Terminology

(1) A to A operations – Take-off and landing are made at the same place.

(2) A to B operations – Take-off and landing are made at different places.

(3) Night – The hours between the end of evening civil twilight and the beginning of

morning civil twilight or such other period between sunset and sunrise, as may be

prescribed by the appropriate authority. (See Appendix 1 to YCAR-OPS 1.005(a)

Operations of performance Class B aeroplanes. Para 7)

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

the following alleviations.

(1) YCAR-OPS 1.035 Quality System:

(See AC OPS 1.175(j) Combination of nominated postholder‟s responsibilities par 2.4.5 /

par 7 for small operator) .

In the case of a very small operator, the post of Quality Manager may be held by a

nominated postholder if external auditors are used. This applies also where the

accountable manager is holding one or several of the nominated posts.

(2) YCAR-OPS 1.037 Safety Management System:


(3) YCAR-OPS 1.075 Methods of carriage of persons:

Not required for VFR operations of single engine aeroplanes.

(4) YCAR-OPS 1.100 Admission to the flight deck:

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

(ii) The commander must ensure that;

(A) Carriage of passengers in a pilot seat does not cause distraction and/or

interference with the operation of the flight; and

(B) The passenger occupying a pilot seat is made familiar with the relevant

restrictions and safety procedures.

(5) YCAR-OPS 1.105 Unauthorised Carriage:

Not required for VFR operations of single engine aeroplanes.

(6) YCAR-OPS 1.135 Additional information and forms to be carried:

(i) For A to A VFR operations of single engine aeroplanes by day, the following

documents need not be carried:

(A) Operational Flight Plan;

(B) Aeroplane Technical Log;

(C) NOTAM/AIS briefing documentation;


Issue 03, Rev. 00 1-B-17 01 June 2013

(D) Meteorological Information;

(E) Notification of special categories of passengers ... etc.; and

(F) Notification of special loads including dangerous goods ... etc.

(ii) For A to B VFR operations of single engine aeroplanes by day. Notification of

special categories of passengers as described in YCAR-OPS 1.135 (a)(7) does

not need to be carried.

(iii) For A to B VFR operations by day, the Operational Flight Plan may be in a

simplified form and must meet the needs of the type of operation.

(7) YCAR-OPS 1.215 Use of Air Traffic Services:

For VFR operations of single engine aeroplanes by day, non-mandatory contact with

ATS shall be maintained to the extent appropriate to the nature of the operation.

Search and rescue services must be ensured in accordance with YCAR-OPS 1.300.

(8) YCAR-OPS 1.225 Aerodrome Operating Minima:

For VFR operations, the standard VFR operating minima will normally cover this

requirement. Where necessary, the operator shall specify additional requirements

taking into account such factors as radio coverage, terrain, nature of sites for take-

off and landing, flight conditions and ATS capacity

(9) YCAR-OPS 1.235 Noise abatement procedures:

Not applicable to VFR operations of single engine aeroplanes.

(10) YCAR-OPS 1.240 Routes and Areas of Operation:

Subparagraph (a)(1) is not applicable to A to A VFR operations of single engine

aeroplanes by day.

(11) YCAR-OPS 1.250 Establishment of minimum flight altitudes:

For VFR operations by day, this requirement is applicable as follows. An operator

shall ensure that operations are only conducted along such routes or within such

areas for which a safe terrain clearance can be maintained and shall take account of

such factors as temperature, terrain, unfavourable meteorological conditions (e.g.

severe turbulence and descending air currents, corrections for temperature and

pressure variations from standard values).

(12) YCAR-OPS 1.255 Fuel Policy:

(i) For A to A Flights - An operator shall specify the minimum fuel contents at

which a flight must end. This minimum, final reserve, fuel must not be less

than the amount needed to fly for a period of 45 minutes.

(ii) For A to B Flights – An operator shall ensure that the pre-flight calculation of

usable fuel required for a flight includes;

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

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

(C) Reserve fuel -


01 June 2013 1-B-18 Issue 03, Rev. 00

(1) Contingency fuel - Fuel that is not less than 5% of the planned trip

fuel or, in the event of in-flight replanning, 5% of the trip fuel for

the remainder of the flight; and

(2) Final reserve fuel - Fuel to fly for an additional period of 45

minutes (piston engines) or 30 minutes (turbine engines); and

(D) Alternate fuel - Fuel to reach the destination alternate via the destination,

if a destination alternate is required

(E) Extra fuel – Fuel that the commander may require in addition to that

required under subparagraphs (A) – (D) above.

(13) YCAR-OPS 1.265 Carriage of inadmissible passengers, deportees or persons in

custody:

For VFR operations of single engine aeroplanes and where it is not intended to carry

inadmissible passengers, deportees or persons in custody, an operator is not required to

establish procedures for the carriage of such passengers.

(14) YCAR-OPS 1.280 Passenger Seating:

Not Applicable to VFR operations of single engine aeroplanes.

(15) YCAR-OPS 1.285 Passenger Briefing:

Demonstration and briefing shall be given as appropriate to the kind of operations.

In single pilot operations, the pilot may not be allocated tasks distracting him from

his flying duties.

(16) YCAR-OPS 1.290 Flight Preparation:

(i) Operational Flight Plan for A to A operations - Not Required.

(ii) A to B operations under VFR by day - An operator shall ensure that a

simplified form of an operational flight plan which is relevant to the type of

operation is completed for each flight.

(17) YCAR-OPS 1.295 Selection of aerodromes:

Not applicable to VFR operations. The necessary instructions for the use of

aerodromes and sites for take-off and landing are to be issued with reference to

YCAR-OPS 1.220.

(18) YCAR-OPS 1.310 Crew members at stations:

For VFR operations, instructions on this matter are required only where two pilot

operations are conducted.

(19) YCAR-OPS 1.375 In-flight fuel management:

Appendix 1 to YCAR-OPS 1.375 is not required to be applied to VFR operations of

single engine aeroplanes by day.

(20) YCAR-OPS 1.405 Commencement and continuation of approach:

Not applicable to VFR operations.

(21) YCAR-OPS 1.410 Operating procedures - threshold crossing height:


Issue 03, Rev. 00 1-B-19 01 June 2013


(22) YCAR-OPS 1.430 to 1.460, including appendices:


(23) YCAR-OPS 1.530 Take-off:

(i) Subparagraph (a) applies with the following addition. The Authority may, on a

case by case basis, accept other performance data produced by the operator and

based on demonstration and/or documented experience. Subparagraphs (b) and

(c) apply with the following addition. Where the requirements of this

paragraph cannot be complied with due to physical limitations relating to

extending the runway and there is a clear public interest and necessity for the

operation, the Authority may accept, on a case by case basis, other

performance, not conflicting with the Aeroplane Flight Manual, data relating

to special procedures, produced by the operator based on demonstration and/or

documented experience.

(ii) An operator wishing to conduct operations according to subparagraph (i) must

have the prior approval of the Authority issuing the AOC. Such an approval

will:

(A) Specify the type of aeroplane;

(B) Specify the type of operation;

(C) Specify the aerodrome(s) and runways concerned;

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

(E) Specify the crew qualification, and

(F) Be limited to aeroplanes where the firsts type certificate was first issued

before 1 January 2005.

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

(24) YCAR-OPS 1.535 Take-off Obstacle Clearance – Multi-Engined aeroplanes:

(i) Subparagraphs (a)(3), (a)(4), (a)(5), (b)(2), (c)(1), (c)(2) and the Appendix are

not applicable to VFR operations by day.

(ii) For IFR or VFR operations by day, sub-paragraphs (b) and (c) apply with the

following variations.

(A) Visual course guidance is considered available when the flight visibility

is 1500 m or more

(B) The maximum corridor width required is 300 m when flight visibility is

1500 m or more.

(25) YCAR-OPS 1.545 Landing Destination and Alternate Aerodromes:

(i) The paragraph applies with the following addition. Where the requirements of

this paragraph cannot be complied with due to physical limitations relating to

extending the runway and there is a clear public interest and operational

necessity for the operation, the Authority may accept, on a case by case basis,

other performance data, not conflicting with the Aeroplane Flight Manual


01 June 2013 1-B-20 Issue 03, Rev. 00

relating to special procedures, produced by the operator based on

demonstration and/or documented experience.

(ii) An operator wishing to conduct operations according to subparagraph (I) must

have prior approval of the Authority issuing the AOC. Such an approval will:




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

(E) Specify the crew qualification, and

(F) Be limited to aeroplanes where the type certificate was first issued before

1 January 2005.


(26) YCAR-OPS 1.550 Landing Dry Runways:

(i) The paragraph applies with the following addition. Where the requirements of

this paragraph cannot be complied with due to physical limitations relating to

extending the runway and there is a clear public interest and operational

necessity for the operation, the Authority may accept, on a case by case basis,

other performance data, not conflicting with the Aeroplane Flight Manual,

relating to special procedures, produced by the operator based on

demonstration and/or documented experience.

(ii) An operator wishing to conduct operations according to subparagraph (i) must

have prior approval of the Authority issuing the AOC. Such an approval will:




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

(E) Specify the crew qualification; and

(F) Be limited to aeroplanes where the first type certificate was issued before

1 January 2005.


(27) YCAR-OPS 1.640 Aeroplane operating lights:

The Authority may grant an exemption from some or all of the requirements of

subparagraph (a) for the operation of single engine aeroplanes, operated under VFR

by day local area flight / training flight, without an electrical generating system.

This is subject to approval of local DCA .

(28) YCAR-OPS 1.650 Day VFR operations:

Paragraph 1.650 is applicable with the following addition. Single engine aeroplanes,

first issued with an individual certificate of airworthiness before 22 May 1995, may


Issue 03, Rev. 00 1-B-21 01 June 2013

be exempted from the requirements of subparagraphs (f), (g), (h) and (i) by the

Authority if the fulfilment would require retrofitting.

(29) YCAR M.A.704 Continuing airworthiness management exposition

The MME may be adapted to the operation to be conducted.

(30) YCAR M.A.306 Operator‘s technical log system:


The Authority may approve an abbreviated form of Technical Log System, relevant

to the type of operation conducted.

(31) YCAR-OPS 1.940 Composition of Flight Crew:

Subparagraphs (a)(2), (a)(4), and (b) are not applicable to VFR operations by day,

except that (a)(4) must be applied in full where 2 pilots are required by YCAR-OPS

Part 1.

(32) YCAR-OPS 1.945 Conversion training and checking:

(i) Subparagraph (a)(7) - Line flying under supervision (LIFUS) may be

performed on any aeroplane within the applicable class. The amount of LIFUS

required is dependant on the complexity of the operations to be performed.

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

(33) YCAR-OPS 1.955 Nomination as commander:

Subparagraph (b) applies as follows.

The Authority may accept an abbreviated command course relevant to the type of

operation conducted.

(34) YCAR-OPS 1.960 Commanders holding a Commercial Pilot Licence

Subparagraph (a)(1)(i) is not applicable to VFR operations by day.

(35) YCAR-OPS 1.965 Recurrent training and checking:

(i) Subparagraph (a)(1) shall be applied as follows for VFR operations by day. All

training and checking shall be relevant to the type of operation and class of

aeroplane on which the flight crew member operates with due account taken of

any specialised equipment used.

(ii) Subparagraph (a)(3(ii) applies as follows. Training in the aeroplane may be

conducted by a Class Rating Examiner (CRE), a Flight Examiner (FE) or a

Type Rating Examiner (TRE).

(iii) Subparagraph (a)(4)(i) applies as follows. Operator proficiency check may be

conducted by a Type Rating Examiner (TRE), Class Rating Examiner (CRE)

or by a suitably qualified commander nominated by the operator and

acceptable to the Authority, trained in CRM concepts and the assessment of

CRM skills.

(iv) Sub-paragraph (b)(2) shall be applicable as follows for VFR operations by day.

- In those cases where the operations are conducted during seasons not longer

than 8 consecutive months, 1 operator proficiency check is sufficient. This


01 June 2013 1-B-22 Issue 03, Rev. 00

proficiency check must be undertaken before commencing commercial air

transport operations.

(36) YCAR-OPS 1.968 Pilot qualification for either pilot's seat:

Appendix 1 is not applicable to VFR operations of single engine aeroplanes by day.

(37) YCAR-OPS 1.975 Route and Aerodrome Competence:

(i) For VFR operations by day, subparagraphs (b), (c) and (d) are not applicable,

except that the operator shall ensure that in the cases where a special approval

by the state of the aerodrome is required, the associated requirements are

observed.

(ii) For IFR operations or VFR operations by night, as an alternative to

subparagraphs (b) - (d), route and aerodrome competence may be revalidated

as follows.

(A) Except for operations to the most demanding aerodromes, by completion

of at least 10 sectors within the area of operation during the preceding 12

months in addition to any required self briefing.

(B) Operations to the most demanding aerodromes may be performed only if

(1) The commander has been qualified at the aerodrome within the

preceding 36 months; by a visit as an operating flight crew member

or as an observer.

(2) The approach is performed in VMC from the applicable minimum

sector altitude; and

(3) An adequate self-briefing has been made prior to the flight

(38) YCAR-OPS 1.980 More than one type or variant:

(i) Not applicable if operations are limited to single pilot classes of piston engine

aeroplanes under VFR by day.

(ii) For IFR and VFR Night Operations, the requirement in Appendix 1 to YCAR-

OPS 1.980, subparagraph (d)(2)(i) for 500 hours in the relevant crew position

before exercising the privileges of 2 licence endorsements, is reduced to 100

hours or sectors if one of the endorsements is related to a class. A check flight

must be completed before the pilot is released for duties as Commander

(39) YCAR-OPS 1.981 Operation of helicopters and aeroplanes:

Subparagraph (a)(1) is not applicable if operations are limited to single pilot classes

of piston engine aeroplanes .

(40) YCAR-OPS 1.1045 Operations Manual – structure and contents:

See AMC OPS 1.1045 Operations Manual Contents

(41) YCAR-OPS 1.1060 Operational flight plan:

Not required for A to A VFR/Day operations. For A to B VFR/Day operations the

requirement is applicable but the flight plan may be in a simplified form relevant to

the kind of operations conducted. (cf. YCAR-OPS 1.135).

(42) YCAR-OPS 1.1070 MME – Maintenance Management Exposition:


Issue 03, Rev. 00 1-B-23 01 June 2013

The MME may be adapted to the operation to be conducted. (See Appendix 1 to

YCAR-OPS 1.005(a) Operations of performance Class B aeroplanes.)

(43) YCAR-OPS 1.1071 Aeroplane technical log:

Applicable as indicated for YCAR M Operator‟s technical log system.

(44) Subpart R - Transport of dangerous goods by air:

(See Appendix 1 to YCAR-OPS 1.005(a) Operations of performance Class B

aeroplanes. / AC to Appendix 1 to YCAR-OPS 1.1005(a)

(45) YCAR-OPS 1.1235 Security requirements:

(See Appendix 1 to YCAR-OPS 1.005(a) Operations of performance Class B

aeroplanes.)

(46) YCAR-OPS 1.1240 Training programmes:

The training programmes shall be adapted to the kind of operations performed. A

self-study training programme may be acceptable for VFR operations.

Appendix 1 to YCAR-OPS 1.125 Documents to be carried

See YCAR–OPS 1.125 Documents to be carried

In case of loss or theft of documents specified in YCAR-OPS 1.125, the operation is allowed to

continue until the flight reaches the base or a place where a replacement document can be provided.

Appendix 1 to YCAR-OPS 1.135 Additional information and forms to be carried

See YCAR–OPS 1.135 Additional information and forms to be carried

The Authority may authorize an alleviation against the non-carriage of specific documents for flights

within Sana‟a FIR.

SECTION 1 YCAR-OPS 1 Subpart C

Issue 03, Rev. 00 1-C-1 01 June 2013


YCAR–OPS 1.175 General rules for Air Operator Certification/Authorisation

See Appendix 1 to YCAR–OPS 1.175 Contents and conditions of the Air Operator Certificate

The air operator certificate shall contain at least the following:

(1) the State of the Operator and the issuing authority;

(2) the air operator certificate number and its expiration date;

(3) the operator name, trading name (if different) and address of the principal place of business;

(4) the date of issue and the name, signature and title of the authority representative; and

(5) in an attachment of the air operator certificate, the contact details of operational management

at which operational management can be contacted.

Note 1: Appendix 1 to YCAR–OPS 1.175 Contents and conditions of the Air Operator Certificate

Note2: Appendix 2 to this paragraph specifies the management and organisation requirements.

Note 3: Unless otherwise specified by the Authority, all private aircraft shall meet these requirements

for the issuance of an authorization to operate.

(a) An operator shall not operate an aeroplane for the purpose of commercial/private air

transportation otherwise than under, and in accordance with, the terms and conditions of

an Air Operator Certificate (AOC)/Authorization.

(b) An applicant for an AOC/Authorization, or variation of an AOC/Authorization, shall

allow the Authority to examine all safety aspects of the proposed operation.

(c) An applicant for an AOC/Authorization must:

(1) Not hold an AOC/Authorization issued by another Authority unless specifically

approved by the Authorities concerned;

(2) Have his principal place of business and, if any, his registered office located in

Yemen; (See IEM OPS 1.175(c)(2) Principal place of business and CAAP 8);

(3) Have registered the aeroplanes which are to be operated under the

AOC/Authorization in Yemen; and

(4) Satisfy the Authority that he is able to conduct safe operations.

(d) Notwithstanding sub-paragraph (c)(3) above, an operator may operate, with the mutual

agreement of the Authority issuing the AOC/Authorization and another Authority,

aeroplanes registered on the national register of the second-named Authority.

(e) An operator shall grant the Authority access to his organisation and aeroplanes and shall

ensure that, with respect to maintenance, access is granted to any associated YCAR 145

maintenance organisation, to determine continued compliance with YCAR–OPS.

(f) An AOC/Authorization will be varied, suspended or revoked if the Authority is no longer

satisfied that the operator can maintain safe operations.

(g) The operator must satisfy the Authority that;

(1) Its organisation and management are suitable and properly matched to the scale and

scope of the operation; and


01 June 2013 1-C-2 Issue 03, Rev. 00

(2) Procedures for the supervision of operations have been defined.

(h) The operator must have nominated an Accountable Manager acceptable to the Authority

who has corporate authority for ensuring that all operations and maintenance activities can

be financed and carried out to the standard required by the Authority. (See AMC OPS

1.035 Quality System)

(i) The operator must have nominated post holders, acceptable to the Authority, who are

responsible for the management and supervision of the following areas,

(1) Flight operations;

(2) The maintenance system;

(3) Crew training;

(4) Ground operations;

(5) Aviation Security;

(6) Quality Assurance.

(7) SMS

(See AC OPS 1.175(i) Nominated Postholders – Competence)

(j) A person may hold more than one of the nominated posts if acceptable to the Authority

but, for operators who employ 21 or more full time staff, a minimum of two persons are

required to cover all the areas of responsibility with the exception to the Quality

Assurance. (See AC OPS 1.175(j) & (k) Employment of staff)

(k) For operators who employ 20 or less full time staff, one or more of the nominated posts

may be filled by the Accountable Manager if acceptable to the Authority. (See AC OPS

1.175(j) & (k) Employment of staff)

(l) The operator must ensure that every flight is conducted in accordance with the provisions

of the Operations Manual.

(m) The operator must arrange appropriate ground handling facilities to ensure the safe

handling of its flights. Operator shall ensure that any inadequacy of facilities observed

in the course of operations is reported to the authority responsible for them without

undue delay.

(n) The operator must ensure that its aeroplanes are equipped and its crews are qualified, as

required for the area and type of operation.

(o) The operator must comply with the maintenance requirements, in accordance with YCAR

M, for all aeroplanes operated under the terms of its AOC/Authorization.

(p) The operator must provide the Authority with a copy of the Operations Manual, as

specified in Subpart P and all amendments or revisions to it.

(q) The operator must maintain operational support facilities at the main operating base,

appropriate for the area and type of operation.

(r) The operator shall be subjected to a continued surveillance conducted by the Authority

and must ensure that the required standards of operations established are maintained.


Issue 03, Rev. 00 1-C-3 01 June 2013

YCAR–OPS 1.180 Issue, variation and continued validity of an AOC/Authorisation

(a) An operator will not be granted an AOC/Authorisation, or a variation to an

AOC/Authorisation, and that AOC/Authorisation will not remain valid unless:

(1) Aeroplanes operated have a valid Certificate of Airworthiness;

(2) The maintenance system has been approved by the Authority in accordance with

YCAR-OPS1 Subpart M; and

(3) He has satisfied the Authority that he has the ability to:

(i) Establish and maintain an adequate organisation;

(ii) Establish and maintain a quality system in accordance with YCAR–OPS

1.035(iii). Comply with required training programmes;

(iv) Comply with maintenance requirements, consistent with the nature and extent

of the operations specified, including the relevant items prescribed in YCAR–

OPS 1.175(g) to (o); and

(v) Comply with YCAR–OPS 1.175.

(vi) Comply with Safety Management System requirements as prescribed in

YCAR- OPS 1.037.

(b) Notwithstanding the provisions of YCAR–OPS 1.185(f), the operator must notify the

Authority as soon as practicable of any changes to the information submitted in

accordance with YCAR–OPS 1.185(a) below.

(c) If the Authority is not satisfied that the requirements of subparagraph (a) above have been

met, the Authority may require the conduct of one or more demonstration flights, operated

as if they were commercial air transport flights.

YCAR–OPS 1.185 Administrative requirements

(a) An operator shall ensure that the following information is included in the initial

application for an AOC/Authorisation and, when applicable, any variation or renewal

applied for:

(1) The official name and business name, address and mailing address of the applicant;

(2) A description of the proposed operation;

(3) A description of the management organisation;

(4) The name of the accountable manager;

(5) The names of major post holders, including those responsible for flight operations,

the maintenance system, crew training, aviation security, quality assurance and

ground operations together with their qualifications and experience; and

(6) The Operations Manual.

(b) In respect of the operator‟s maintenance system only, the following information must be

included in the initial application for an AOC/authorisation and, when applicable, any

variation or renewal applied for, and for each aeroplane type to be operated (see IEM OPS

1.185(b) Maintenance Management Exposition details):


01 June 2013 1-C-4 Issue 03, Rev. 00

(1) The operator's Maintenance Management Exposition;

(2) The operator‟s aeroplane maintenance programme(s);

(3) The aeroplane technical log;

(4) Where appropriate, the technical specification(s) of the maintenance contract(s)

between the operator and any approved maintenance organisation;

(5) The number of aeroplanes.

(c) The application for an initial issue of an AOC/authorisation must be submitted at least 90

days before the date of intended operation except that the Operations Manual may be

submitted later but not less than 60 days before the date of intended operation.

(d) The application for the variation of an AOC/authorisation must be submitted at least 30

days, or as otherwise agreed, before the date of intended operation.

(e) The application for the renewal of an AOC must be submitted at least 30 days, or as

otherwise agreed, before the end of the existing period of validity.

(f) Other than in exceptional circumstances, the Authority must be given at least 10 days

prior notice of a proposed change of a nominated post holder.



Issue 03, Rev. 00 1-C-5 01 June 2013

Appendix 1 to YCAR–OPS 1.175 Contents and conditions of the Air Operator Certificate

Sample AOC

Notes:

1. Fot the use of the Operator.

2. Name of the State of the Operator.

3. Identification of the issuing authority of the State of the Operator.

4. AOC number, AC: Air Carrier, AT: Air Transport, PO:Private Operator.

5. Date after which the AOC ceases to be valid (dd-mm-yyyy).

6. Operator‘s registered name.

7. Operator‘s trading name, if different. ―dba‖ (for ―doing business as‖).

8. Operator‘s principal place of business address.

9. Operator‘s principal place of telephone, fax and E-mail.

10.The contact details include the telephone and fax numbers, including the country code, and the e -mail

address (if available) at which operational management can be contacted without undue delay for issues

related to flight operations, airworthiness, flight and cabin crew competency, dangerous goods and other

matters as appropriate will be in operations specifications.

11.Insert the controlled document, carried on board, in which the contact details are listed, with the

appropriate paragraph or page reference, e.g.: ―Contact details an listed in the operations manual,

Gen/Basic, Chapter 1, 1.1 ― or ―... are listed in the operations specifications, page 1‖ or are listed in an

attachment to this document ―.

12.Operator ‗s registered name.

13.Insertion of reference to the appropriate civil aviation regulations.

14.Issuance date of the AOC (dd-mm-yyyy).

15.Title, name and signature of the authority representative. In addition, an official stamp may be applied on

the AOC.

2

REPUBLICOYEMEN

3

CIVILAVIATION &MET.AUTHORITY

1

2الجمهورية اليمنية

3الهيئة العبمة للطيران المدني و الأرصبد

AIR OPERATOR CERTIFICATE (AOC)

شهادة المشغل الجوي

4AOC No. شهادة المشغلوي رقمالج

5Expiry Date: تارٌخ الانتهاء

6ABC AIRLINE 7Dba Trading Name:

OTHER NAME 8Address

Airport Road, Al-Hasabah, P.O Box Sana'a, Republic of Yemen

9Tel: + 967 1 XXXXX, Fax: + 967 1 XXXXX

E-mal:

نقاط الاتصال10

Contact details:

"As mentioned in the 11Operations

Specifications

attached"

كما هو موضح فً مواصفات التشغٌل المرفقة

This certifies that " 12Operator name " is authorized to perform commercial air operations, as

defined in the attached operations specifications, in accordance with the operations manual and the 13Yemen Civil Aviation Law & Regulations (CARs).

مرخص له بالقٌاام بمملٌاات جوٌاة تجارٌاة بالصاورة المفاددة فاً مواصافات التشاغٌل المرفقاة "اسم المشغل"تؤكد هذه الشهادة على أن ووفقا لدلٌل المملٌات وقانون وتشرٌمات الطٌران المدنً الٌمنً.

فامد افمد فرج

ئٌس مجلس الإدارةر15Name: Hamed Ahmed Farag

Title: Chairman

14Date of Issue: الأول تارٌخ الإصدار


01 June 2013 1-C-6 Issue 03, Rev. 00

Content and format of Operations Specifications ISSUING AUTHORITY CONTACT DETAILS1

Telephone: ______________________ Fax: ______________________ E-mail: _______________________

AOC#2: ________________ Operator name3: __________________ Date4: __________________ Signature: __________________ AOC#2: _______________

_ Dba trading name: ___________________

Aircraft model5: Ref to page 2 Section A

Types of operation: Ref to page 2 Section B Commercial air transportation � Passengers � Cargo � Other 6: Ref to page 2

Section B

Area(s) of operation7: Sample: World wide, North America, Asia Pacific, Europe

Special limitations 8: Sample:

1. VFR Day Only

2. For Yemen Operations, No Operations Specification required

SPECIAL AUTHORIZATIONS

YES NO SPECIFIC APPROVALS 9 REMARKS

Dangerous goods

� �

Ref to page 3 Section P

Low visibility operations Approach and landing Take-off

�

�

�

�

CAT10: _____ RVR: _____ m DH: _____ ft RVR11: _____ m

Ref to page 2 Section C Ref to page 2 Section C

RVSM12 � N/A

�

�

Ref to page 2 Section F2

ETOPS13 � N/A

�

�

Maximum diversion time14: _____ minutes

Ref to page 2 Section F1

Navigation specifications for PBN operations 15

�

�

16 Ref to page 2 Section E

Continuing airworthiness

17

Ref to page 3 Section L

Other18

Ref to page 3 Section P

See remark for any item not filled or for specific approval / authorisation

Notes.—

* See Attachment of Operations Specifications

1. Telephone , fax and E-mail contact details of the authority.

2. Associated AOC number.

3. Operator‘s registered name and the operator‘s trading name, if different. ―dba‖ (for ―doing business as‖).

4. Issuance date of the operations specifications (dd-mm-yyyy) and signature of the authority representative.

5. Commercial Aviation Safety Team (CAST)/ICAO designation of the aircraft make, model and series, or master series

6. Other type of transportation to be specified (e.g. emergency medical service).

7. Geographical area(s) of authorized operation (by geographical coordinates or specific routes, flight information

region or national or regional boundaries).

8. List the applicable special limitations (e.g. VFR only, day only).

9. List in this column the most permissive criteria for each approval or the approval type (with appropriate criteria).


Issue 03, Rev. 00 1-C-7 01 June 2013

10. Precision approach category (CAT I, II, IIIA, IIIB or IIIC). Only the minimum RVR in metres and decision height in

feet will be display. One line is used per listed approach category.

11. Minimum take-off RVR in metres. One line per approval may be used if different approvals are granted).

12. ―Not applicable (N/A)‖ box may be checked only if the aircraft maximum ceiling is below FL 290.

13. Extended range operations (ETOPS) currently applies only to twin-engined aircraft.

14. The threshold distance may also be listed (in NM), as well as the engine type.

15. Performance-based navigation (PBN): one line is used for each PBN specification authorization (e.g. RNAV 10,

RNAV 1, RNP 4), with appropriate limitations or conditions listed in the ―Specific Approvals‖ and/or ―Remarks‖

columns.

16. Limitations, conditions and regulatory basis for operational approval associated with the performance-based

navigation specifications (e.g. GNSS, DME/DME/IRU). see Performance-based Navigation Manual (Doc 9613).

17. Insert the name of the person/organization responsible for ensuring that the continuing airworthiness of the aircraft

is maintained and the regulation that requires the work, i.e. within the AOC regulation or a specific approval (e.g.

EC2042/2003, Part M, Subpart G).

18. Other authorizations or data can be entered here, using one line (or one multi -line block) per authorization (e.g.

special approach authorization, MNPS, approved navigation performance).

Note 1: An Authorisation issued to a Private Operator may contain similar content and conditions

Refer also to CAAP 8 Air Operator Certifications for detail operations specifications


01 June 2013 1-C-8 Issue 03, Rev. 00

Appendix 2 to YCAR–OPS 1.175 Management & organisation of an AOC/Authority holder

(a) General An operator must have a sound and effective management structure in order to

ensure the safe conduct of air operations. Nominated post holders must have managerial

competency together with appropriate technical/operational qualifications in aviation.

(b) Nominated post holders

(1) A description of the functions and the responsibilities of the nominated post holders,

including their names, must be contained in the Operations Manual and the

Authority must be given notice in writing of any intended or actual change in

appointments or functions.

(2) The operator must make arrangements to ensure continuity of supervision in the

absence of nominated post holders.

(3) A person nominated as a post holder by the holder of an AOC/Authority must not be

nominated as a post holder by the holder of any AOC/Authority, unless acceptable to

the Authorities concerned.

(4) Persons nominated as post holders must be contracted to work sufficient hours to

fulfil the management functions associated with the scale and scope of the operation.

(c) Adequacy and supervision of staff

(1) Crew members. The operator must employ sufficient flight and cabin crew for the

planned operation, trained and checked in accordance with Subpart N and Subpart O

as appropriate.

(2) Ground Staff

(i) The number of ground staff is dependent upon the nature and the scale of

operations. Operations and ground handling departments, in particular, must be

staffed by trained personnel who have a thorough understanding of their

responsibilities within the organisation.

(ii) An operator contracting other organisations to provide certain services, retains

responsibility for the maintenance of proper standards. In such circumstances,

a nominated post holder must be given the task of ensuring that any contractor

employed meets the required standards.

(iii) All ground handling operations must be described in a relevant section of

Operations Manual or in a separate volume (Ground Handling Manual).

(3) Supervision

(i) The number of supervisors to be appointed is dependent upon the structure of

the operator and the number of staff employed.

(ii) The duties and responsibilities of these supervisors must be defined, and any

other commitments arranged so that they can discharge their supervisory

responsibilities.

(iii) The supervision of crew members and ground staff must be exercised by

individuals possessing experience and personal qualities sufficient to ensure

the attainment of the standards specified in the operations manual.

(d) Accommodation facilities


Issue 03, Rev. 00 1-C-9 01 June 2013

(1) An operator must ensure that working space available at each operating base is

sufficient for personnel pertaining to the safety of flight operations. Consideration

must be given to the needs of ground staff, those concerned with operational control,

the storage and display of essential records, and flight planning by crews.

(2) Office services must be capable, without delay, of distributing operational

instructions and other information to all concerned.

(e) Documentation. The operator must make arrangements for the production of manuals,

amendments and other documentation.

SECTION 1 YCAR-OPS 1 Subpart D

Issue 03, Rev. 00 1-D-1 01 June 2013


YCAR–OPS 1.195 Operational Control

(AC OPS 1.195 Operational Control)

An operator shall:

(a). Establish and maintain a method of exercising operational control approved by the

Authority; and

(b). Exercise operational control over any flight operated under the terms of his

AOC/Authorization.

(c). A Flight Operations Officer/Flight Dispatcher, when employed in conjunction with an

approved methods of flight supervision requiring the services of licensed flight operations

officer/flight dispatcher shall be licensed in accordance with the provision of YCAR Part

II

YCAR–OPS 1.200 Operations manual

An operator shall provide an Operations Manual in accordance with Subpart P for the use and

guidance of operations personnel.

YCAR–OPS 1.205 Competence of operations personnel

(See AC OPS 1.205 Competence of Operations personnel)

An operator shall ensure that all personnel assigned to, or directly involved in, ground and flight

operations are properly instructed, have demonstrated their abilities in their particular duties and are

aware of their responsibilities and the relationship of such duties to the operation as a whole.

YCAR–OPS 1.210 Establishment of procedures

(a) An operator shall establish procedures and instructions, for each aeroplane type,

containing ground staff and crew members‟ duties for all types of operation on the ground

and in flight. (See AMC OPS 1.210(a) Establishment of procedures)

(b) An operator shall establish a check-list system to be used by crew members for all phases

of operation of the aeroplane under normal, abnormal and emergency conditions as

applicable, to ensure that the operating procedures in the Operations Manual are followed.

(See IEM OPS 1.210(b) Establishment of procedures)

(c) An operator shall not require a crew member to perform any activities during critical

phases of the flight other than those required for the safe operation of the aeroplane. (See

IEM OPS 1.210(c) Critical phases of flight)

(d) An operator shall issue operating instructions and provide information on aeroplane climb

performance with all engines operating to enable the pilot-in-command to determine the

climb gradient that can be achieved during the departure phase for the existing take-off

conditions and intended take-off technique. This information should be included in the

operations manual.


01 June 2013 1-D-2 Issue 03, Rev. 00

YCAR–OPS 1.215 Use of Air Traffic Services

An operator shall ensure that Air Traffic Services are used for all flights whenever available.

YCAR-OPS 1.216 In-flight Operational Instructions

An operator shall ensure that his in-flight operational instructions involving a change to the air traffic

flight plan shall, when practicable, be coordinated with the appropriate Air Traffic Service unit before

transmission to an aeroplane.

YCAR–OPS 1.220 Authorisation of Aerodromes by the Operator

(See IEM OPS 1.220 Authorisation of aerodromes)

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

operation(s) concerned.

YCAR–OPS 1.225 Aerodrome Operating Minima

(a) An operator shall specify aerodrome operating minima, established in accordance with

YCAR–OPS 1.430 for each departure, destination or alternate aerodrome authorised to be

used in accordance with YCAR–OPS 1.220.

(b) Any increment imposed by the Authority must be added to the minima specified in

accordance with sub-paragraph (a) above.

(c) The minima for a specific type of approach and landing procedure are considered

applicable if:

(1) The ground equipment shown on the respective chart required for the intended

procedure is operative;

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

(3) The required aeroplane performance criteria are met; and

(4) The crew is qualified accordingly.

YCAR–OPS 1.230 Instrument departure and approach procedures

(a) An operator shall ensure that instrument departure and approach procedures established by

the State in which the aerodrome is located are used.

(b) Notwithstanding sub-paragraph (a) above, a commander may accept an ATC clearance to

deviate from a published departure or arrival route, provided obstacle clearance criteria

are observed and full account is taken of the operating conditions. The final approach

must be flown visually or in accordance with the established instrument approach

procedure.

(c) Different procedures to those required to be used in accordance with sub-paragraph (a)

above may only be implemented by an operator provided they have been approved by the

State in which the aerodrome is located, if required, and accepted by the Authority.


Issue 03, Rev. 00 1-D-3 01 June 2013

YCAR–OPS 1.235 Noise abatement procedures

(a) An operator shall establish operating procedures for noise abatement during instrument

flight operations in compliance with ICAO PANS OPS Volume 1 (Doc 8168–OPS/611).

(b) Take-off climb procedures for noise abatement specified by an operator for any one

aeroplane type should be the same for all aerodromes.

YCAR–OPS 1.240 Routes and areas of operation

(a) An operator shall ensure that operations are only conducted along such routes or within

such areas, for which:

(1) Ground facilities and services, including meteorological services, are provided

which are adequate for the planned operation;

(2) The performance of the aeroplane intended to be used is adequate to comply with

minimum flight altitude requirements;

(3) The equipment of the aeroplane intended to be used meets the minimum

requirements for the planned operation;

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

(5) If two-engined aeroplanes are used, adequate aerodromes are available within the

time/distance limitations of YCAR–OPS 1.245.

(6) If single-engine aeroplanes are used, surfaces are available which permit a safe

forced landing to be executed.

(b) An operator shall ensure that operations are conducted in accordance with any restriction

on the routes or the areas of operation, imposed by the Authority.

YCAR-OPS 1.241 Operation in defined airspace with RVSM

(See YCAR-OPS 1.872 & CAAP 5)

(a) An operator shall not operate an aeroplane in defined portions of airspace where, based on

Regional Air Navigation Agreement, a vertical separation minimum of 300m (1000ft)

applies unless approved to do so by the Authority (RVSM Approval) provided that;

(1) The vertical navigation performance capability of the aeroplane satisfies the

requirements specified in Appendix 4 to Annex 6;

(2) The operator has instituted appropriate procedures in respect of continued airworthiness

(maintenance and repair) practices and programmes; and

(3) The operator has instituted appropriate flight crew procedures for operations in RVSM

airspace.

(b) The State of the Operator, in consultation with the State of Registry if appropriate, shall

ensure that, adequate provisions exist for:

(1) Receiving the reports of height-keeping performance issued by the monitoring agencies

established in accordance with Annex 11; and

(2) Taking immediate corrective action for individual aircraft, or aircraft type groups,

identified in such reports as not complying with the height-keeping requirements for

operation in airspace where RVSM is applied.


01 June 2013 1-D-4 Issue 03, Rev. 00

YCAR OPS 1.243 Operations in areas with specified navigation performance requirements

(See AC OPS 1.243)

(a) An operator shall ensure that an aeroplane operated in areas, or through portions of

airspace, or on routes where navigation performance requirements have been specified, is

certified according to these regulations, and, if required that the Authority has granted the

relevant operational approval. (See YCAR–OPS 1.865 Communication and Navigation

equipment for operations under IFR, or under VFR over routes not navigated by reference

to visual landmarks, YCAR–OPS 1.870 Additional navigation equipment for operations in

MNPS airspace, YCAR-OPS 1.872 Equipment for operation in defined airspace with

RVSM).)

(b) An operator of an aeroplane operating in areas referred to in (a) shall ensure that all

contingency procedures, specified by the authority responsible for the airspace concerned,

have been included in the Operations Manual.

YCAR-OPS 1.245 Two-engined aeroplanes without ETOPS Approval

Maximum distance from an adequate aerodrome for two-engined aeroplanes without an

ETOPS Approval

(a) Unless specifically approved by the Authority in accordance with YCAR-OPS 1.246(a)

(ETOPS Approval), an operator shall not operate a two-engined aeroplane over a route

which contains a point further from an adequate aerodrome than, in the case of:

(1) Performance Class A aeroplanes with either:

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

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

the distance flown in 60 minutes at the one-engine-inoperative cruise speed

determined in accordance with subparagraph (b) below;

(2) Performance Class A aeroplanes with:

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

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

the distance flown in 120 minutes or, if approved by the Authority, up to 180

minutes for turbo-jet aeroplanes, at the one-engine-inoperative cruise speed

determined in accordance with subparagraph (b) below (See AMC OPS 1.245(a)(2)

Operation of non-ETOPS compliant twin turbojet aeroplanes);

(3) Performance Class B or C aeroplanes:

(i) The distance flown in 120 minutes at the one-engine-inoperative cruise speed

determined in accordance with subparagraph (b) below; or

(ii) 300 nautical miles, whichever is less. (See IEM OPS 1.245(a) Two-engined

aeroplanes without ETOPS Approval);.)

(b) An operator shall determine a speed for the calculation of the maximum distance to an

adequate aerodrome for each two-engined aeroplane type or variant operated, not


Issue 03, Rev. 00 1-D-5 01 June 2013

exceeding VMO, based upon the true airspeed that the aeroplane can maintain with one-

engine-inoperative under the following conditions:

(1) International Standard Atmosphere (ISA);

(2) Level flight:

(i) For turbojet aeroplanes at:

(A) FL 170; or

(B) At the maximum flight level to which the aeroplane, with one engine

inoperative, can climb, and maintain, using the gross rate of climb

specified in the AFM, whichever is less.

(ii) For propeller driven aeroplanes at:

(A) FL 80; or

(B) At the maximum flight level to which the aeroplane, with one engine

inoperative, can climb, and maintain, using the gross rate of climb

specified in the AFM, whichever is less.

(3) Maximum continuous thrust or power on the remaining operating engine;

(4) An aeroplane mass not less than that resulting from:

(i) Take-off at sea-level at maximum take-off mass; and

(ii) All engines climb to the optimum long range cruise altitude; and

(iii) All engines cruise at the long range cruise speed at this altitude, until the time

elapsed since take-off is equal to the applicable threshold prescribed in

subparagraph (a) above.

(c) An operator must ensure that the following data, specific to each type or variant, is

included in the Operations Manual:

(1) The one-engine-inoperative cruise speed determined in accordance with

subparagraph (b) above; and

(2) The maximum distance from an adequate aerodrome determined in accordance with

subparagraphs (a) and (b) above.

Note: The speeds and altitudes (flight levels) specified above are only intended to be used

for establishing the maximum distance from an adequate aerodrome.

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

(See CAAP 21)

(a). An operator shall not conduct operations beyond the threshold distance

determined in accordance with YCAR-OPS 1.245 unless approved to do so by

the Authority (ETOPS approval) see CAAP 21.

(b). Prior to conducting an ETOPS flight, an operator shall ensure that a suitable

ETOPS en-route alternate is available, within either the approved diversion time

or a diversion time based on the MEL generated serviceability status of the

aeroplane, whichever is shorter. (See also YCAR–OPS 1.297 Planning minima

for IFR flights par (d).)


01 June 2013 1-D-6 Issue 03, Rev. 00

(c). An Operator shall ensure that ETOPS training is provided to Flight Crew

member in order to qualify for ETOPS approval. (See YCAR–OPS 1.975 Route

and Aerodrome Competence qualification par (e))

YCAR–OPS 1.250 Establishment of minimum flight altitudes

(See IEM OPS 1.250 Establishment of Minimum Flight Altitudes )

(a) An operator shall establish minimum flight altitudes and the methods to determine those

altitudes for all route segments to be flown which provide the required terrain clearance

taking into account the requirements of Subparts F to I.

(b) Every method for establishing minimum flight altitudes must be approved by the

Authority.

(c) Where minimum flight altitudes established by States over-flown are higher than those

established by the operator, the higher values shall apply.

(d) An operator shall take into account the following factors when establishing minimum

flight altitudes:

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

(2) The probable inaccuracies in the indications of the altimeters used;

(3) The characteristics of the terrain (e.g. sudden changes in the elevation) along the

routes or in the areas where operations are to be conducted.

(4) The probability of encountering unfavourable meteorological conditions (e.g. severe

turbulence and descending air currents); and

(5) Possible inaccuracies in aeronautical charts.

(6) Airspace restriction/Special use airspace

(e) In fulfilling the requirements prescribed in sub-paragraph (d) above due consideration

shall be given to:

(1) Corrections for temperature and pressure variations from standard values;

(2) The ATC requirements; and

(3) Any foreseeable contingencies along the planned route.

YCAR–OPS 1.255 Fuel policy

(See AMC OPS 1.255 Fuel Policy)

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

planning to ensure that every flight carries sufficient fuel for the planned operation and

reserves to cover deviations from the planned operation.

(b) An operator shall ensure that the planning of flights is at least based upon (1) and (2)

below:

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

(i) Data provided by the aeroplane manufacturer; or


Issue 03, Rev. 00 1-D-7 01 June 2013

(ii) Current aeroplane specific data derived from a fuel consumption monitoring

system.

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

(i) Realistic aeroplane fuel consumption data;

(ii) Anticipated masses;

(iii) Expected meteorological conditions; and

(iv) Air Navigation Services Provider(s) procedures and restrictions.

(c) An operator shall ensure that the pre-flight calculation of usable fuel required for a flight

includes:

(1) Taxi fuel; and

(2) Trip fuel; and

(3) Reserve fuel consisting of:

(i) Contingency fuel (see IEM OPS 1.255(c)(3)(i) Contingency Fuel);

(ii) Alternate fuel, if a destination alternate aerodrome is required. (This does not

preclude selection of the departure aerodrome as the destination alternate

aerodrome);

(iii) Final reserve fuel; and

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

(4) Extra fuel if required by the commander.

(d) An operator shall ensure that in-flight replanning procedures for calculating usable fuel

required when a flight has to proceed along a route or to a destination other than originally

planned includes:

(1) Trip fuel for the remainder of the flight;

(2) Reserve fuel consisting of:

(i) Contingency fuel; and

(ii) Alternate fuel, if a destination alternate aerodrome is required. (This does not

preclude selection of the departure aerodrome as the destination alternate

aerodrome); and

(iii) Final reserve fuel; and

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

(3) Extra fuel if required by the commander.

YCAR–OPS 1.260 Carriage of Persons with Reduced Mobility

(SeeIEM OPS 1.260 Carriage of persons with Reduced Mobility)

(a) An operator shall establish procedures for the carriage of Persons with Reduced Mobility

(PRMs).


01 June 2013 1-D-8 Issue 03, Rev. 00

(b) An operator shall ensure that PRMs are not allocated, nor occupy, seats where their

presence could:

(1) Impede the crew in their duties;

(2) Obstruct access to emergency equipment; or

(3) Impede the emergency evacuation of the aeroplane.

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

YCAR–OPS 1.265 Carriage of inadmissible passengers, deportees or persons in custody

An operator shall establish procedures for the transportation of inadmissible passengers, deportees or

persons in custody to ensure the safety of the aeroplane and its occupants. The commander must be

notified when the above-mentioned persons are to be carried on board.

YCAR–OPS 1.270 Stowage of baggage and cargo

(See Appendix 1 to YCAR–OPS 1.270 & AMC OPS 1.270 Cargo carriage in the passenger cabin)

(a) An operator shall establish procedures to ensure that only such hand baggage is taken into

the passenger cabin as can be adequately and securely stowed.

(b) An operator shall establish procedures to ensure that all baggage and cargo on board,

which might cause injury or damage, or obstruct aisles and exits if displaced, is placed in

stowages designed to prevent movement.


YCAR–OPS 1.280 Passenger Seating

(See IEM OPS 1.280 Passenger Seating & AC OPS 1.280 Passenger Seating)

An operator shall establish procedures to ensure that passengers are seated where, in the event that an

emergency evacuation is required, they may best assist and not hinder evacuation from the aeroplane.

YCAR–OPS 1.285 Passenger briefing

An operator shall ensure that:

(a) General.

(1) Passengers are given a verbal briefing about safety matters. Parts or all of the

briefing may be provided by an audio-visual presentation.

(2) Passengers are provided with a safety briefing card on which picture type

instructions indicate the operation of emergency equipment and exits likely to be

used by passengers.

(b) Before take-off

(1) Passengers are briefed on the following items if applicable:

(i) Smoking regulations;

(ii) Back of the seat to be in the upright position and tray table stowed;

(iii) Location of emergency exits;

(iv) Location and use of floor proximity escape path markings;


Issue 03, Rev. 00 1-D-9 01 June 2013

(v) Stowage of hand baggage;

(vi) Restrictions on the use of portable electronic devices; and

(vii) The location and the contents of the safety briefing card, and,

(2) Passengers receive a demonstration of the following:

(i) The use of safety belts and/or safety harnesses, including how to fasten and

unfasten the safety belts and/or safety harnesses;

(ii) The location and use of oxygen equipment if required (YCAR–OPS 1.770 and

YCAR–OPS 1.775 refer). Passengers must also be briefed to extinguish all

smoking materials when oxygen is being used; and

(iii) The location and use of life jackets if required (YCAR–OPS 1.825 refers).

(c) After take-off

(1) Passengers are reminded of the following if applicable:

(i) Smoking regulations; and

(ii) Use of safety belts and/or safety harnesses including the safety benefits of

having safety belts fastened when seated irrespective of seat belt sign

illumination.

(d) Before landing

(1) Passengers are reminded of the following if applicable:

(i) Smoking regulations;

(ii) Use of safety belts and/or safety harnesses;

(iii) Back of the seat to be in the upright position and tray table stowed;

(iv) Re-stowage of hand baggage; and

(v) Restrictions on the use of portable electronic devices.

(e) After landing

(1) Passengers are reminded of the following:

(i) Smoking regulations; and

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

(f) In an emergency during flight, passengers are instructed in such emergency action as may

be appropriate to the circumstances.

YCAR–OPS 1.290 Flight preparation

(a) An operator shall ensure that an operational flight plan is completed for each intended

flight. The operational flight plan shall be approved and signed by the commander and,

where applicable, signed by the flight dispatcher.

(b) The commander shall not commence a flight unless he is satisfied that:

(1) The aeroplane is airworthy;


01 June 2013 1-D-10 Issue 03, Rev. 00

(2) The aeroplane is not operated contrary to the provisions of the Configuration

Deviation List (CDL);

(3) The instruments and equipment required for the flight to be conducted, in

accordance with Subparts K and L, are available;

(4) The instruments and equipment are in operable condition except as provided in the

MEL;

(5) Those parts of the operations manual which are required for the conduct of the flight

are available;

(6) The documents, additional information and forms required to be available by

YCAR–OPS 1.125 and YCAR–OPS 1.135 are on board;

(7) Current maps, charts and associated documentation or equivalent data are available

to cover the intended operation of the aeroplane including any diversion which may

reasonably be expected. This shall include any conversion tables necessary to

support operations where metric heights, altitudes and flight levels must be used;

(8) Ground facilities and services required for the planned flight are available and

adequate;

(9) The provisions specified in the operations manual in respect of fuel, oil and oxygen

requirements, minimum safe altitudes, aerodrome operating minima and availability

of alternate aerodromes, where required, can be complied with for the planned flight;

(10) The load is properly distributed and safely secured;

(11) The mass of the aeroplane, at the commencement of take-off roll, will be such that

the flight can be conducted in compliance with Subparts F to I as applicable; and

(12) Any operational limitation in addition to those covered by sub-paragraphs (9) and

(11) above can be complied with.

YCAR–OPS 1.295 Selection of aerodromes

(See )

(a) An operator shall establish procedures for the selection of destination and/or alternate

aerodromes in accordance with YCAR–OPS 1.220 when planning a flight.

(b) An operator must select and specify in the operational flight plan a take-off alternate

aerodrome if it would not be possible to return to the aerodrome of departure for

meteorological or performance reasons. The take-off alternate aerodrome in relation to the

departure aerodrome shall be located within:

(1) For two-engined aeroplanes, either:

(i) One hour flight time at a one-engine-inoperative cruising speed according to

the AFM in still air standard conditions based on the actual take-off mass; or

(ii) The operator‟s approved ETOPS diversion time, subject to any MEL

restriction, up to a maximum of two hours, at the one-engine-inoperative

cruising speed according to the AFM in still air standard conditions based on

the actual take-off mass for aeroplanes and crews authorised for ETOPS; or


Issue 03, Rev. 00 1-D-11 01 June 2013

(2) Two hours flight time at a one-engine-inoperative cruising speed according to the

AFM in still air standard conditions based on the actual take-off mass for three and

four-engined aeroplanes; and

(3) If the AFM does not contain a one-engine-inoperative cruising speed, the speed to be

used for calculation must be that which is achieved with the remaining engine(s) set

at maximum continuous power.

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

(1) Both:

(i) The duration of the planned flight from take-off to landing or in the event of

inflight replanning in accordance with YCAR OPS 1.255(d), the remaining

flight time to destination aerodrome does not exceed 6 hours; and

(ii) Two separate runways are available and useable at the destination and the

appropriate weather reports or forecasts for the destination aerodrome, or any

combination thereof, indicate that for the period from one hour before until

one hour after the expected time of arrival at destination aerodrome, the ceiling

will be at least 2000 ft or circling height + 500 ft, whichever is greater, and the

visibility will be at least 5 km. or

(2) The destination aerodrome is isolated.

(d) An operator must select two destination aerodrome alternates when:

(1) The appropriate weather reports or forecasts for the destination aerodrome, or any

combination thereof, indicate that during a period commencing 1 hour before and

ending 1 hour after the estimated time of arrival, the weather conditions will be

below the applicable planning minima; or

(2) No meteorological information is available.

(e) An operator shall specify any required alternate(s) including ETOPS in the operational

and ATC flight plan.

YCAR–OPS 1.297 Planning minima for IFR flights

(a) Planning minima for a take-off alternates aerodrome. An operator shall only select an

aerodrome as a take-off alternate aerodrome when the appropriate weather reports or

forecasts or any combination thereof indicate that, during a period commencing 1 hour

before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather

conditions will be at or above the applicable landing minima specified in accordance with

YCAR–OPS 1.225. The ceiling must be taken into account when the only approaches

available are non-precision and/or circling approaches. Any limitation related to one

engine inoperative operations must be taken into account.

(b) Planning minima for a destination aerodromes (except isolated destination aerodromes) .

An operator shall only select the destination aerodrome when :

(1) the appropriate weather reports or forecasts, or any combination thereof, indicate

that, during a period commencing 1 hour before and ending 1 hour after the

estimated time of arrival at the aerodrome, the weather conditions will be at or

above the applicable planning minima as follows:

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


01 June 2013 1-D-12 Issue 03, Rev. 00

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

MDH; or

(2) two (2) destination alternate aerodrome are selected under YCAR OPS 1.295(d)


Issue 03, Rev. 00 1-D-13 01 June 2013

(c) Planning minima for a

(1) Destination Alternate Aerodrome

(2) Isolated Aerodrome

(3) 3% ERA Aerodrome

(4) Enroute alternate aerodrome required at the planning stage

An operator shall not select an aerodrome as an en-route alternate aerodrome unless the

appropriate weather reports or forecasts, or any combination thereof, indicate that, during a

period commencing 1 hour before and ending 1 hour after the expected time of arrival at the

aerodrome, the weather conditions will be at or above the planning minima in accordance with

Table 1 below. (See also AMC OPS 1.255, paragraph 1.3.a.ii.)

Table 1 Planning minima – En-route and destination alternates

Type of approach Planning Minima

Cat II and III Cat I (Note 1)

Cat I Non-precision

(Notes 1 & 2)

Non-precision Non-precision (Notes 1 & 2) plus

200 ft/1000 m

Circling Circling

Note 1 RVR.

Note 2 The ceiling must be at or above the MDH.

(d) Planning minima for an ETOPS en-route alternate aerodrome. An operator shall only

select an aerodrome as an ETOPS en-route alternate aerodrome when the appropriate

weather reports or forecasts, or any combination thereof, indicate that, during a period

commencing 1 hour before and ending 1 hour after the expected time of arrival at the

aerodrome, the weather conditions will be at or above the planning minima prescribed in

Table 2 or 3 below, and in accordance with the operator‟s ETOPS approval. An operator

shall include in his Operations Manual either Table 2 or Table 3, but not a combination of

both, for use in determining the operating minima at the planned ETOPS enroute alternate

aerodrome


01 June 2013 1-D-14 Issue 03, Rev. 00

Table 2 Planning minima – ETOPS

Type of

Approach

Planning Minima

(RVR/visibility required & ceiling if applicable)

Aerodrome with

at least 2 separate approach

procedures based on 2

separate aids serving 2

separate runways (see IEM

OPS 1.295 (c)(1)(ii))

at least 2 separate approach procedures based on 2 separate

aids serving 1 runway

or,

at least 1 approach procedure based on 1 aid serving 1

runway

Precision

Approach Cat

II, III

(ILS,MLS)

Precision Approach Cat I

Minima

Non-Precision Approach Minima

Precision

Approach Cat I

(ILS,MLS)

Non-Precision Approach

Minima

Circling minima or, if not available, non-precision approach

minima plus

200 ft/1000m

Non-Precision

Approach

The lower of non-precision

approach minima plus

200 ft/1000m or circling

minima

The higher of circling minima or non-precision approach

minima plus 200 ft/1000m

Circling

Approach

Circling minima

Table 3 Planning minima – ETOPS

Approach Facility Configuration Alternate Airfield Ceiling Alternate Airfield Ceiling

For aerodromes with at least one

operational navigation facility providing a

precision or nonprecision

runway approach procedure or a circling

manoeuvre from an instrument approach

procedure

A ceiling derived by adding

400 feet to the authorised

DH, MDH (DA/MDA) or

circling minima

A visibility derived by adding 1500

meters to the authorised landing

minima

The weather minima below apply at aerodromes are equipped with precision or nonprecision approaches on at

least two separate runways (two separate landing surfaces)

For aerodromes with at least two

operational navigation facilities providing

a precision or nonprecision runway

approach procedure to separate suitable

runways

A ceiling derived by adding

200 feet to the higher of the

authorised DH/MDH

(DA/MDA) for the

approaches

A visibility derived by adding 800

meters to the higher of the two

authorised landing minima

YCAR–OPS 1.300 Submission of ATS Flight Plan

(See AMC OPS 1.300)

An operator shall ensure that a flight is not commenced unless an ATS flight plan has been submitted,

or adequate information has been deposited in order to permit alerting services to be activated if

required.

YCAR–OPS 1.305 Refuelling/defuelling with passengers

Refuelling/defuelling with passengers embarking, on board or disembarking

(See Appendix 1 to YCAR–OPS 1.305) (See IEM OPS 1.305)


Issue 03, Rev. 00 1-D-15 01 June 2013

An operator shall ensure that no aeroplane is refuelled/defuelled with Avgas or wide cut type fuel

(e.g. Jet-B or equivalent) or when a mixture of these types of fuel might occur, when passengers are

embarking, on board or disembarking. In all other cases necessary precautions must be taken and the

aeroplane must be properly manned by qualified personnel ready to initiate and direct an evacuation

of the aeroplane by the most practical and expeditious means available.

YCAR-OPS 1.307 Refuelling/Defuelling with wide-cut fuel

(See IEM OPS 1.307)

An operator shall establish procedures for refuelling/defuelling with wide-cut fuel (e.g. Jet-B or

equivalent) if this is required.

YCAR-OPS 1.308 Push back and Towing

(See AC OPS 1.308)

(a) The operator shall ensure that all push back and towing procedures comply with

appropriate aviation standards and procedures.

(b) The operator shall ensure that pre- or post taxi positioning of the aeroplane is not executed

by towbarless towing unless

(1) an aeroplane is protected by its own design from damage to the nose wheel steering

system due to towbarless towing operation, or

(2) a system/procedure is provided to alert the flight crew that such damage may have or

has occurred, or

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

YCAR–OPS 1.310 Crew Members at stations

(a) Flight crew members

(1) During take-off and landing each flight crew member required to be on flight deck

duty shall be at his station.

(2) During all other phases of flight each flight crew member required to be on flight

deck duty shall remain at his station unless his absence is necessary for the

performance of his duties in connection with the operation, or for physiological

needs provided at least one suitably qualified pilot remains at the controls of the

aeroplane at all times.

(3) During all phases of flight each flight crew member required to be on flight deck

duty shall remain alert. If a lack of alertness is encountered, appropriate

countermeasures shall be used. If unexpected fatigue is experienced a controlled rest

procedure, organised by the commander, can be used if workload permits (see AC

OPS 1.310(a)(3)). Controlled rest taken in this way may never be considered to be

part of a rest period for purposes of calculating flight time limitations nor used to

justify any duty period.

(b) Cabin crew members. On all the decks of the aeroplane that are occupied by passengers,

required cabin crew members shall be seated at their assigned stations during take-off and

landing during critical phases of flight. (See IEM OPS 1.310(b).)


01 June 2013 1-D-16 Issue 03, Rev. 00

YCAR-OPS 1.313 Use of headset

(a) Each flight crew member required to be on flight deck duty shall wear the headset with boom

microphone or equivalent required by YCAR-OPS 1.650(p) and/or 1.652(s) and use it as the

primary device to listen to the voice communications with Air Traffic Services:

(1) on the ground:

(i) when receiving the ATC departure clearance via voice communication,

(ii) when engines are running,

(2) in flight below transition altitude or 10,000 feet, which ever is higher, and

(3) whenever deemed necessary by the commander.

(b) In the conditions of paragraph (a) above, the boom microphone or equivalent shall be in a

position which permits its use for two-way radio communications.

YCAR–OPS 1.315 Assisting means for emergency evacuation

An operator shall establish procedures to ensure that before taxiing, take-off and landing, and when

safe and practicable to do so, an assisting means for emergency evacuation that deploys

automatically, is armed.

YCAR–OPS 1.320 Seats, safety belts and harnesses

(a) Crew members

(1) During take-off and landing, and whenever deemed necessary by the commander in

the interest of safety, each crew member shall be properly secured by all safety belts

and harnesses provided.

(2) During other phases of the flight each flight crew member on the flight deck shall

keep his safety belt fastened while at his station.

(b) Passengers

(1) Before take-off and landing, and during taxiing, and whenever deemed necessary in

the interest of safety, the commander shall ensure that each passenger on board

occupies a seat or berth with his safety belt, or harness where provided, properly

secured.

(2) An operator shall make provision for, and the commander shall ensure that multiple

occupancy of aeroplane seats may only be allowed on specified seats and does not

occur other than by one adult and one infant who is properly secured by a

supplementary loop belt or other restraint device.

YCAR–OPS 1.325 Securing of passenger cabin and galley(s)

(a) An operator shall establish procedures to ensure that before taxiing, take-off and landing

all exits and escape paths are unobstructed.

(b) The commander shall ensure that before take-off and landing, and whenever deemed

necessary in the interest of safety, all equipment and baggage is properly secured.


Issue 03, Rev. 00 1-D-17 01 June 2013

YCAR –OPS 1.327 Safeguarding of cabin crew and passengers

An operator shall make provision and establish procedures for safeguarding of cabin crew and

passengers in pressurized aeroplanes in the event of loss of pressurization. Cabin crew shall be

safeguarded so as to ensure reasonable probability of their retaining consciousness during any

emergency descent which may be necessary in the event of pressurization and, in addition, cabin crew

should have such means of protection as will enable them to administer first aid to passengers during

stabilised flight. Passengers shall be safeguarded by such devices or operational procedures as will

ensure reasonable probability of their surviving the effects of hypoxia in the event of loss of

pressurization.

YCAR–OPS 1.330 Accessibility of emergency equipment

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

immediate use.

YCAR–OPS 1.335 Smoking on board

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

(1) Whenever deemed necessary in the interest of safety;

(2) While the aeroplane is on the ground unless specifically permitted in accordance

with procedures defined in the Operations Manual;

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

(4) In cargo compartments and/or other areas where cargo is carried which is not stored

in flame resistant containers or covered by flame resistant canvas; and

(5) In those areas of the cabin where oxygen is being supplied.

YCAR–OPS 1.340 Meteorological Conditions

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

(1) Commence take-off; or

(2) Continue beyond the point from which a revised flight plan applies in the event of

in-flight replanning, when information is available indicating that the expected

weather conditions at the time of arrival at the destination and/or required alternate

aerodrome(s) prescribed in YCAR–OPS 1.295 are at or above the planning minima,

prescribed in YCAR–OPS 1.297.

(b) On an IFR flight a commander shall only continue towards the planned destination

aerodrome when the latest information available indicates that, at the expected time of

arrival, the weather conditions at the destination, or at least one destination alternate

aerodrome, are at or above the applicable aerodrome operating minima.

(c) On an IFR flight, a commander shall only continue beyond :

(1) The decision point when using reduced contigency fuel procedure (see appendix 1 to

YCAR OPS 1.255 par (b)); or

(2) The pre-determined point when using the pre-determined point procedure (see

Appendix 1 to CAROPS 1.255 Fuel Policy


01 June 2013 1-D-18 Issue 03, Rev. 00

when information is available indicating that the expected weather conditions at the time

of arrival at the destination and/or required alternate aerodrome(s) prescribed in YCAR–

OPS 1.295 are at or above the applicable aerodrome operating minima prescribed in

YCAR–OPS 1.225.

(d) On a VFR flight a commander shall only commence take-off when appropriate weather

reports or forecasts or any combination thereof indicate that the meteorological conditions

along the route or that part of the route to be flown under VFR will, at the appropriate

time, be such as to render compliance with these rules possible.

YCAR–OPS 1.345 Ice and other contaminants – ground procedures

(See AC OPS 1.345)

(a) An operator shall establish procedures to be followed when ground de-icing and anti-icing

and related inspections of the aeroplane(s) are necessary.

(b) A commander shall not commence take-off unless the external surfaces are clear of any

deposit which might adversely affect the performance and/or controllability of the

aeroplane except as permitted in the Aeroplane Flight Manual.

YCAR–OPS 1.346 Ice and other contaminants – flight procedures

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

(See AC OPS 1.346 and YCAR-OPS 1.675)

(b) A commander shall not commence a flight nor intentionally fly into expected or actual

icing conditions unless the aeroplane is certificated and equipped to cope with such

conditions.

YCAR–OPS 1.350 Fuel and oil supply

A commander shall only commence a flight or continue in the event of inflight replanning when he is

satisfied that the aeroplane carries at least the planned amount of usable fuel and oil to complete the

flight safely, taking into account the expected operating conditions.

YCAR–OPS 1.355 Take-off conditions

Before commencing take-off, a commander must satisfy himself that, according to the information

available to him, the weather at the aerodrome and the condition of the runway intended to be used

should not prevent a safe take-off and departure.

YCAR–OPS 1.360 Application of take-off minima

Before commencing take-off, a commander must satisfy himself that the RVR or visibility in the

take-off direction of the aeroplane is equal to or better than the applicable minimum.

YCAR–OPS 1.365 Minimum flight altitudes

(See IEM OPS 1.250)

The commander or the pilot to whom conduct of the flight has been delegated shall not fly below

specified minimum altitudes except when necessary for take-off or landing.

YCAR–OPS 1.370 Simulated abnormal situations in flight

An operator shall establish procedures to ensure that abnormal or emergency situations requiring the

application of part or all of abnormal or emergency procedures and simulation of IMC by artificial

means, are not simulated during commercial air transportation flights.


Issue 03, Rev. 00 1-D-19 01 June 2013

YCAR–OPS 1.375 In-flight fuel management

An operator must establish policies and procedure to ensure that in-flight fuel checks and fuel

management are carried out according to the following criteria:

(a) Inflight Fuel Check

(1) A commander must ensure that fuel checks are carried out inflight at regular intervals. The

usable remaining fuel must be recorded and evaluated to:

(i) compare actual consumption with planned consumption;

(ii) check that the usable remaining fuel is sufficient to complete the flight, in accordance with

paragraph (b) „Inflight fuel management‟ below; and

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

(2) The relevant fuel data must be recorded.

(b) Inflight fuel management.

(1) The flight must be conducted so that the expected usable fuel remaining on arrival at the

destination aerodrome is not less than:

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

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

(2) However, if, as a result of an inflight fuel check, the expected usable fuel remaining on arrival at

the destination aerodrome is less than:

(i) the required alternate fuel plus final reserve fuel, the commander must take into account the

traffic and the operational conditions prevailing at the destination aerodrome, at the destination

alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to

the destination aerodrome or to divert so as as to perform a safe landing with not less than

final reserve fuel, or

(ii) the final reserve fuel if no alternate aerodrome is required, the commander must take

appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with

not less than final reserve fuel.

(3) The commander shall declare an emergency when calculated usable fuel on landing, at the nearest

adequate aerodrome where a safe landing can be performed, is less than final reserve fuel.

(4) Additional conditions for specific procedures.

(i) On a flight using the RCF procedure, in order to proceed to the Destination 1 aerodrome, the

commander must ensure that the usable fuel remaining at the decision point is at least the total

of:

(A) Trip fuel from the decision point to the Destination 1 aerodrome; and

(B) Contingency fuel equal to 5% of trip fuel from the decision point to the Destination 1

aerodrome; and

(C) Destination 1 aerodrome alternate fuel, if a Destination 1 alternate aerodrome is required;

and

(D) Final reserve fuel


01 June 2013 1-D-20 Issue 03, Rev. 00

(ii) On a flight using the PDP procedure in order to proceed to the destination aerodrome, the

commander must ensure that the usable fuel remaining at the PDP is at least the total of:

(A) Trip fuel from the PDP to the destination aerodrome; and

(B) Contingency fuel from the PDP to the destination aerodrome calculated in accordance with

Appendix 1 to YCAR OPS 1.255 Paragraph (a)(3); and

(C) Fuel required according to Appendix 1 to YCAR OPS 1.255 Paragraph (c)(1)(iv)


YCAR–OPS 1.385 Use of supplemental oxygen

A commander shall ensure that flight crew members engaged in performing duties essential to the

safe operation of an aeroplane in flight use supplemental oxygen continuously whenever cabin

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

exceeds 13000 ft.

YCAR–OPS 1.390 Cosmic radiation

(a) An operator shall take account of the in-flight exposure to cosmic radiation of all crew

members while on duty (including positioning) and shall take the following measures for

those crew liable to be subject to exposure of more than 1 mSv per year (See AC OPS

1.390(a)(1));

(1) Assess their exposure

(2) Take into account the assessed exposure when organising working schedules with a

view to reduce the doses of highly exposed crew members (See AC OPS

1.390(a)(2));

(3) Inform the crew members concerned of the health risks their work involves (See AC

OPS 1.390(a)(3));

(4) Ensure that the working schedules for female crew members, once they have notified

the operator that they are pregnant, keep the equivalent dose to the foetus as low as

can reasonably be achieved and in any case ensure that the dose does not exceed 1

mSv for the remainder of the pregnancy;

(5) Ensure that individual records are kept for those crew members who are liable to

high exposure. These exposures are to be notified to the individual on an annual

basis, and also upon leaving the operator.

(b) An operator shall not operate an aeroplane above 15000m (49000ft) unless the equipment

specified in YCAR-OPS 1.680(a)(1) is serviceable, or the procedure prescribed in YCAR-

OPS 1.680(a)(2) is complied with.

(c) The commander or the pilot to whom conduct of the flight has been delegated shall

initiate a descent as soon as practicable when the limit values of cosmic radiation dose

rate specified in the Operations Manual are exceeded. (See YCAR-OPS 1.680(a)(1))

YCAR–OPS 1.395 Ground proximity detection

When undue proximity to the ground is detected by any flight crew member or by a ground proximity

warning system, the commander or the pilot to whom conduct of the flight has been delegated shall

ensure that corrective action is initiated immediately to establish safe flight conditions.

YCAR–OPS 1.398 Use of Airborne Collision Avoidance System (ACAS)

(See AC OPS 1.398)


Issue 03, Rev. 00 1-D-21 01 June 2013

An operator shall establish procedures to ensure that:

(a) When ACAS is installed and serviceable, it shall be used in flight in a mode that enables

Resolution Advisories (RA) to be produced unless to do so would not be appropriate for

conditions existing at the time.

(b) When undue proximity to another aircraft (RA) is detected by ACAS, the commander or

the pilot to whom conduct of the flight has been delegated must ensure that any corrective

action indicated by RA is initiated immediately, unless doing so would jeopardize the

safety of the aeroplane;

The corrective action must:

(i) Never be in a sense opposite to that indicated by the RA.

(ii) Be in the correct sense indicated by the RA even if this is in conflict with the

vertical element of an ATC instruction.

(iii) Be the minimum possible to comply with the RA indication.

(c) Prescribed ACAS ATC communications are specified.

(d) When the conflict is resolved the aeroplane is promptly returned to the terms of the ATC

instructions or clearance.

YCAR–OPS 1.400 Approach and landing conditions

(See IEM OPS 1.400)

Before commencing an approach to land, the commander must satisfy himself that, according to the

information available to him, the weather at the aerodrome and the condition of the runway intended

to be used should not prevent a safe approach, landing or missed approach, having regard to the

performance information contained in the Operations Manual.

YCAR–OPS 1.405 Commencement and continuation of approach

(a) The commander or the pilot to whom conduct of the flight has been delegated may

commence an instrument approach regardless of the reported RVR/Visibility but the

approach shall not be continued beyond the outer marker, or equivalent position, if the

reported RVR/visibility is less than the applicable minima.

(b) Where RVR is not available, RVR values may be derived by converting the reported

visibility in accordance with Appendix 1 to YCAR-OPS 1.430, sub-paragraph (h).

(c) If, after passing the outer marker or equivalent position in accordance with (a) above, the

reported RVR/visibility falls below the applicable minimum, the approach may be

continued to DA/H or MDA/H.

(d) Where no outer marker or equivalent position exists, the commander or the pilot to whom

conduct of the flight has been delegated shall make the decision to continue or abandon

the approach before descending below 1000 ft above the aerodrome on the final approach

segment. If the MDA/H is at or above 1000 ft above the aerodrome, the operator shall

establish a height, for each approach procedure, below which the approach shall not be

continued if the RVR/visibility is less than the applicable minima.


01 June 2013 1-D-22 Issue 03, Rev. 00

(e) The approach may be continued below DA/H or MDA/H and the landing may be

completed provided that the required visual reference is established at the DA/H or

MDA/H and is maintained.

(f) The touch-down zone RVR is always controlling. If reported and relevant, the mid point

and stop end RVR are also controlling. The minimum RVR value for the mid-point is 125

m or the RVR required for the touch-down zone if less, and 75 m for the stop-end. For

aeroplanes equipped with a roll-out guidance or control system, the minimum RVR value

for the mid-point is 75 m.

Note. “Relevant”, in this context, means that part of the runway used during the high

speed phase of the landing down to a speed of approximately 60 knots.

YCAR–OPS 1.410 Operating procedures – Threshold crossing height

An operator must establish operational procedures designed to ensure that an aeroplane being used to

conduct precision approaches crosses the threshold by a safe margin, with the aeroplane in the

landing configuration and attitude.

YCAR–OPS 1.415 Journey log

A commander shall ensure that the Journey log is completed.

YCAR–OPS 1.420 Occurrence reporting

Detailed reporting requirements are stipulated in YCAR PART VI, Chapter 3 4.2 and 10.2.2 in addition

to guidance contained in CAAP 22

(a) Terminology

(1) Incident An occurrence, other than an accident, associated with the operation of

an aircraft which affects or could affect the safety of operation.

(2) Serious Incident An incident involving circumstances indicating that an accident

nearly occurred.

(3) Accident An occurrence associated with the operation of an aircraft which takes

place between the time any person boards the aircraft with the intention of flight

until such time as all persons have disembarked, in which:

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

(A) being in the aircraft;

(B) direct contact with any part of the aircraft, including parts which have

become detached from the aircraft; or,

(C) direct exposure to jet blast;

except when the injuries are from natural causes, self-inflicted or inflicted by other

persons, or when the injuries are to stowaways hiding outside the areas normally

available to the passengers and crew: or

(ii) the aircraft sustains damage or structural failure which adversely affects the

structural strength, performance or flight characteristics of the aircraft; and

would normally require major repair or replacement of the affected component;

except for engine failure or damage, when the damage is limited to the engine,

its cowlings or accessories; or for damage limited to propellers, wing tips,


Issue 03, Rev. 00 1-D-23 01 June 2013

antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft

skin: or

(iii) the aircraft is missing or is completely inaccessible.

(b) Incident Reporting An operator shall establish procedures for reporting incidents taking

into account responsibilities described below and circumstances described in sub-

paragraph (d) below.

(1) YCAR-OPS 1.085(b) specifies the responsibilities of crew members for reporting

incidents that endanger, or could endanger, the safety of operation.

(2) The commander or the operator of an aeroplane shall submit a report to the

Authority of any incident that endangers or could endanger the safety of operation.

(3) Reports must be despatched within 72 hours of the time when the incident was

identified unless exceptional circumstances prevent this.

(4) A commander shall ensure that all known or suspected technical defects and all

exceedances of technical limitations occurring while he was responsible for the

flight are recorded in the aircraft technical log. If the deficiency or exceedance of

technical limitations endangers or could endanger the safety of operation, the

commander must in addition initiate the submission of a report to the Authority in

accordance with paragraph (b)(2) above.

(5) In the case of incidents reported in accordance with sub- paragraphs (b)(1), (b)(2)

and (b)(3) above, arising from, or relating to, any failure, malfunction or defect in

the aeroplane, its equipment or any item of ground support equipment, or which

cause or might cause adverse effects on the continuing airworthiness of the

aeroplane, the operator must also inform the organisation responsible for the design

or the supplier or, if applicable, the organisation responsible for continued

airworthiness, at the same time as a report is submitted to the Authority.

(c) Accident and Serious Incident Reporting An operator shall establish procedures for

reporting accidents and serious incidents taking into account responsibilities described

below and circumstances described in sub-paragraph (d) below.

(1) A commander shall notify the operator of any accident or serious incident occurring

while he was responsible for the flight. In the event that the commander is incapable

of providing such notification, this task shall be undertaken by any other member of

the crew if they are able to do so, note being taken of the succession of command

specified by the operator.

(2) An operator shall ensure that the Authority in the State of the operator, the nearest

appropriate Authority (if not the Authority in the State of the operator), and any

other organisation required by the State of the operator to be informed, are notified

by the quickest means available of any accident or serious incident and - in the case

of accidents only - at least before the aeroplane is moved unless exceptional

circumstances prevent this.

(3) The commander or the operator of an aeroplane shall submit a report to the

Authority in the State of the operator within 72 hours of the time when the accident

or serious incident occurred.

(d) Specific Reports. Occurrences for which specific notification and reporting methods must

be used are described below;


01 June 2013 1-D-24 Issue 03, Rev. 00

(1) Air Traffic Incidents A commander shall without delay notify the air traffic service

unit concerned of the incident and shall inform them of his intention to submit an air

traffic incident report after the flight has ended whenever an aircraft in flight has

been endangered by:

(i) A near collision with any other flying device;

(ii) Faulty air traffic procedures or lack of compliance with applicable procedures

by air traffic services or by the flight crew;

(iii) Failure of air traffic services facilities.

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

(2) Airborne Collision Avoidance System Resolution Advisory A commander shall

notify the air traffic service unit concerned and submit an ACAS report to the

Authority whenever an aircraft in flight has manoeuvred in response to an ACAS

Resolution Advisory.

(3) Bird Hazards and Strikes

(i) A commander shall immediately inform the local air traffic service unit

whenever a potential bird hazard is observed.

(ii) If he is aware that a bird strike has occurred, a commander shall submit a

written bird strike report after landing to the Authority whenever an aircraft for

which he is responsible suffers a bird strike that results in significant damage

to the aircraft or the loss or malfunction of any essential service. If the bird

strike is discovered when the commander is not available, the operator is

responsible for submitting the report.

(4) Dangerous Goods Incidents and Accidents. An operator shall report dangerous goods

incidents and accidents to the Authority and the appropriate Authority in the State

where the accident or incident occurred, as provided for in Appendix 1 to YCAR-

OPS 1.1225. The first report shall be despatched within 72 hours of the event unless

exceptional circumstances prevent this and include the details that are known at that

time. If necessary, a subsequent report must be made as soon as possible giving

whatever additional information has been established. (See also YCAR-OPS 1.1225)

(5) Unlawful Interference Following an act of unlawful interference on board an

aircraft, the commander or, in his absence, the operator shall submit a report as soon

as practicable to the local Authority and to the Authority in the State of the operator.

(See also YCAR-OPS 1.1245)

(6) Encountering Potential Hazardous Conditions A commander shall notify the

appropriate air traffic services unit as soon as practicable whenever a potentially

hazardous condition such as an irregularity in a ground or navigational facility, a

meteorological phenomenon or a volcanic ash cloud is encountered during flight.

YCAR-OPS 1.425 YCAR-OPS 1.425 Deficiencies reported by an Inspecting Authority

See AC-OPS 1.425 and IEM OPS 1.425

An operator shall establish a system to:

(a) notify, within 7 days from the date of the inspection, to the CAMA, the deficiencies/findings reported by

an Inspecting Authority during its inspection of the operator‟s aircarft;


Issue 03, Rev. 00 1-D-25 01 June 2013

(b) provide the Inspecting Authority, copying the CAMA, with the corrective/preventative action plan no

later than 30 days from receiving date of the inspection report;

(c) notify the CAMA when the Inspecting Authority confirms closure of deficiencies/findings;

(d) also ensure compliance with (a), (b) and (c) for aircraft under a lease agreement (See YCAR-OPS

1.165).


01 June 2013 1-D-26 Issue 03, Rev. 00

Appendix 1 to CAROPS 1.255 Fuel Policy

See CAROPS 1.255

An operator must base the company fuel policy, including calculation of the amount of fuel to

be on board for departure, on the following planning criteria:

(a) Basic Procedure

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

(1) Taxi fuel, which shall not be less than the amount, expected to be used prior to takeoff.

Local conditions at the departure aerodrome and APU consumption shall be taken into

account.

(2) Trip fuel, which shall include:

(i). Fuel for takeoff and climb from aerodrome elevation to initial cruising

level/altitude, taking into account the expected departure routing; and

(ii). Fuel from top of climb to top of descent, including any step climb/descent; and

(iii). Fuel from top of descent to the point where the approach is initiated, taking into

account the expected arrival procedure; and

(iv). Fuel for approach and landing at the destination aerodrome.

(3) Contingency fuel, except as provided for in Paragraph (b) „Reduced Contingency Fuel‟,

which shall be the higher of (3)(i) or (3)(ii) below:

(i). Either:

(A) 5% of the planned trip fuel or, in the event of inflight replanning, 5% of the trip

fuel for the remainder of the flight; or

(B) Not less than 3% of the planned trip fuel or, in the event of inflight replanning,

3% of the trip fuel for the remainder of the flight, provided that an enroute

alternate aerodrome is available in accordance with Appendix 2 to JAROPS

1.255; or

(C) An amount of fuel sufficient for 20 minutes flying time based upon the planned

trip fuel consumption provided that the operator has established a fuel

consumption monitoring programme for individual aeroplanes and uses valid

data determined by means of such a programme for fuel calculation; or

(D) An amount of fuel based on a statistical method approved by the Authority

which ensures an appropriate statistical coverage of the deviation from the

planned to the actual trip fuel. This method is used to monitor the fuel

consumption on each city pair/aeroplane combination and the operator uses this

data for a statistical analysis to calculate contingency fuel for that city

pair/aeroplane combination. (See ACJ OPS 1.255).

(ii). An amount to fly for 5 minutes at holding speed at 1 500 ft (450 m), above the

destination aerodrome in Standard Conditions.

(4) Alternate fuel which shall:

(i). include:

(A) Fuel for a missed approach from the applicable MDA/DH at the destination

aerodrome to missed approach altitude, taking into account the complete

missed approach procedure; and

(B) Fuel for climb from missed approach altitude to cruising level/altitude, taking

into account the expected departure routing; and

(C) Fuel for cruise from top of climb to top of descent, taking into account the

expected routing; and


Issue 03, Rev. 00 1-D-27 01 June 2013

(D) Fuel for descent from top of descent to the point where the approach is

initiated, taking into account the expected arrival procedure; and

(E) Fuel for executing an approach and landing at the destination alternate

aerodrome selected in accordance with YCAR OPS

(ii). where two destination alternate aerodromes are required in accordance with YCAR

OPS 1.295(d), be sufficient to proceed to the alternate aerodrome which requires

the greater amount of alternate fuel.

(5) Final reserve fuel, which shall be:

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

(ii). For aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1

500 ft (450 m) above aerodrome elevation in standard conditions, calculated with

the estimated mass on arrival at the destination alternate aerodrome or the

destination aerodrome, when no destination alternate aerodrome is required.

(6) The minimum additional fuel, which shall permit:

(i). The aeroplane to descend as necessary and proceed to an adequate alternate aerodrome

in the event of engine failure or loss of pressurisation, whichever requires the greater

amount of fuel based on the assumption that such a failure occurs at the most critical

point along the route, and

(A) hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in

standard conditions; and

(B) make an approach and landing,

except that additional fuel is only required, if the minimum amount of fuel calculated

in accordance with subparagraphs (a)(2) to (a)(5) above is not sufficient for such an

event, and

(ii). Holding for 15 minutes at 1 500 ft (450 m) above destination aerodrome elevation in

standard conditions, when a flight is operated without a destination alternate

aerodrome;

(7) Extra fuel, which shall be at the discretion of the commander.

(b) Reduced Contingency Fuel (RCF) Procedure

If an operator‟s fuel policy includes preflight planning to a Destination 1 aerodrome

(commercial destination) with a reduced contingency fuel procedure using a decision point

along the route and a Destination 2 aerodrome (optional refuel destination), the amount of

usable fuel, on board for departure, shall be the greater of (b)(1) or (b)(2) below:

(1) The sum of:

(i) Taxi fuel; and

(ii) Trip fuel to the Destination 1 aerodrome, via the decision point; and

(iii) Contingency fuel equal to not less than 5% of the estimated fuel consumption from

the decision point to the Destination 1 aerodrome; and

(iv) Alternate fuel or no alternate fuel if the decision point is at less than six hours from

the Destination 1 aerodrome and the requirements of YCAR OPS 1.295(c)(1)(ii)

are fulfilled; and


01 June 2013 1-D-28 Issue 03, Rev. 00

(v) Final reserve fuel; and

(vi) Additional fuel; and

(vii) Extra fuel if required by the commander.

(2) The sum of:

(i) Taxi fuel; and

(ii) Trip fuel to the Destination 2 aerodrome, via the decision point; and

(iii) Contingency fuel equal to not less than the amount calculated in accordance with

subparagraph (a)(3) above from departure aerodrome to the Destination 2

aerodrome; and

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

(v) Final reserve fuel; and

(vi) Additional fuel; and

(vii) Extra fuel if required by the commander.

(c) PreDetermined Point (PDP) Procedure

If an operator‟s fuel policy includes planning to a destination alternate aerodrome where the

distance between the destination aerodrome and the destination alternate aerodrome is such

that a flight can only be routed via a predetermined point to one of these aerodromes, the

amount of usable fuel, on board for departure, shall be the greater of (c)(1) or (c)(2) below:

(1) The sum of:

(i) Taxi fuel; and

(ii) Trip fuel from the departure aerodrome to the destination aerodrome, via the

predetermined point; and

(iii) Contingency fuel calculated in accordance with subparagraph (a)(3)above; and

(iv) Additional fuel if required, but not less than:

(A) For aeroplanes with reciprocating engines, fuel to fly for45 minutes plus

15% of the flighttime planned to be spent at cruising level or two hours,

whichever is less;or

(B) For aeroplanes with turbine engines, fuel to fly for two hours at normal

cruise consumption above the destination aerodrome,

This shall not be less than final reserve fuel; and

(v) Extra fuel if required by the commander; or

(2) The sum of:

(i) Taxi fuel; and

(ii) Trip fuel from the departure aerodrome to the destination alternate aerodrome, via

the predetermined point; and

(iii) Contingency fuel calculated in accordance with subparagraph (a)(3)above; and

(iv) Additional fuel if required, but not less than:

(A) For aeroplanes with reciprocating engines, fuel to fly for45 minutes; or

(B) For aeroplanes with turbine engines, fuel to fly for 30minutes at holding

speed at 1 500 ft(450 m) above the destination alternate aerodrome elevation

in standard conditions;

This shall not be less than finalreserve fuel; and

(v) Extra fuel if required by the commander.


Issue 03, Rev. 00 1-D-29 01 June 2013

(d) Isolated Aerodrome Procedure

If an operator‟s fuel policy includes planning to an isolated aerodrome, the last possible

point of diversion to any available enroute alternate aerodrome shall be used as the

predetermined point. See paragraph (c) above.

Figure 1 Location nof fthe e3% EnRoute Alternate (3% %ERA) aerodrome for the

purposes of reducing contingency fuel to 3%

-

DEPARTURE

Circle centred on planned route at a distance from the destination equal to 25% of the total flight plan distance or 20% of the total flight plan dist ance plus 50 NM, whichever is greater = 915 NM

Radius equal to 20% of the total flight plan distance = 732 NM

Airways route, distance 3660 NM Circle, radius 732 NM, centred on a point 915 NM from the destination.

Shading indicates the areeas in which the en route alternate should be located.

HALFWAY POINT

DESTINATION


01 June 2013 1-D-30 Issue 03, Rev. 00

Appendix 2 to CAROPS 1.255 Location of the 3% EnRoute Alternate (3%ERA)

aerodrome for the purpose of reducing contingency fuel to 3%

(See Appendix 1 to CAROPS 1.255 (a)(3)(i)(B))(See CAROPS 1.192)

The 3% ERA aerodrome shall be located within a circle having a radius equal to 20% of the

total flight plan distance, the centre of which lies on the planned route at a distance from the

destination aerodrome of 25% of the total flight plan distance, or at least 20% of the total

flight plan distance plus 50 nm, whichever is greater, all distances are to be calculated in

still air conditions (see figure 1).

Figure 1 Location of the 3% EnRoute Alternate (3% ERA) aerodrome for the purposes of reducing

contingency fuel to 3%


Issue 03, Rev. 00 1-D-31 01 June 2013

Appendix 1 to YCAR–OPS 1.270 Stowage of baggage and cargo

(a) Procedures established by an operator to ensure that hand baggage and cargo is

adequately and securely stowed must take account of the following:

(1) Each item carried in a cabin must be stowed only in a location that is capable

of restraining it;

(2) Mass limitations placarded on or adjacent to stowages must not be exceeded;

(3) Underseat stowages must not be used unless the seat is equipped with a

restraint bar and the baggage is of such size that it may adequately be

restrained by this equipment;

(4) Items must not be stowed in toilets or against bulkheads that are incapable of

restraining articles against movement forwards, sideways or upwards and

unless the bulkheads carry a placard specifying the greatest mass that may be

placed there;

(5) Baggage and cargo placed in lockers must not be of such size that they prevent

latched doors from being closed securely;

(6) Baggage and cargo must not be placed where it can impede access to

emergency equipment; and

(7) Checks must be made before take-off, before landing, and whenever the fasten

seat belts signs are illuminated or it is otherwise so ordered to ensure that

baggage is stowed where it cannot impede evacuation from the aircraft or

cause injury by falling (or other movement) as may be appropriate to the phase

of flight.


01 June 2013 1-D-32 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.305 Refuelling/defuelling with passengers embarking, on

board or disembarking

(a) An operator must establish operational procedures for re/defuelling with passengers

embarking, on board or disembarking to ensure the following precautions are taken:

(1) One qualified person must remain at a specified location during fuelling

operations with passengers on board. This qualified person must be capable of

handling emergency procedures concerning fire protection and fire-fighting,

handling communications and initiating and directing an evacuation;

(2) A two-way communication shall be established and shall remain available by

the aeroplane‟s inter-communication system or other suitable means between

the ground crew supervising the refuelling and the qualified personnel on

board the aeroplane;

(3) Crew, staff and passengers must be warned that re/defuelling will take place;

(4) „Fasten Seat Belts‟ signs must be off;

(5) „NO SMOKING‟ signs must be on, together with interior lighting to enable

emergency exits to be identified;

(6) Passengers must be instructed to unfasten their seat belts and refrain from

smoking;

(7) Sufficient qualified personnel must be on board and be prepared for an

immediate emergency evacuation;

(8) If the presence of fuel vapour is detected inside the aeroplane, or any other

hazard arises during re/defuelling, fuelling must be stopped immediately;

(9) The ground area beneath the exits intended for emergency evacuation and slide

deployment areas must be kept clear; and

(10) Provision is made for a safe and rapid evacuation.

SECTION 1 YCAR-OPS 1 Subpart E

Issue 03, Rev. 00 1-E-1 01 June 2013


YCAR–OPS 1.430 Aerodrome Operating Minima – General

(See Appendix 1 to YCAR–OPS 1.430 Aerodrome Operating Minima & IEM to

Appendix 1 to YCAR-OPS 1.430 Aerodrome Operating Minima)

(a) An operator shall establish, for each aerodrome planned to be used, aerodrome operating

minima that are not lower than the values given in Appendix 1. The method of

determination of such minima must be acceptable to the Authority. Such minima shall not

be lower than any that may be established for such aerodromes by the State in which the

aerodrome is located, except when specifically approved by that State.

The use of HUD, HUDLS or EVS may allow operations with lower visibilities than

normally associated with the aerodrome operating minima. States which promulgate

aerodrome operating minima may also promulgate regulations for reduced visibility

minima associated with the use of HUD or EVS.

(a)2. Notwithstanding paragraph (a) (1) above, in-flight calculation of minima for use at

unplanned alternate aerodromes and/or for approaches utilising EVS shall be carried out

in accordance with a method acceptable to the Authority.

(b) In establishing the aerodrome operating minima which will apply to any particular

operation, an operator must take full account of:

(1) The type, performance and handling characteristics of the aeroplane;

(2) The composition of the flight crew, their competence and experience;

(3) The dimensions and characteristics of the runways which may be selected for use;

(4) The adequacy and performance of the available visual and non-visual ground aids;

(See AMC OPS 1.430(b)(4).)

(5) The equipment available on the aeroplane for the purpose of navigation and/or

control of the flight path, as appropriate, during the take-off, the approach, the flare,

the landing, roll-out and the missed approach;

(6) The obstacles in the approach, missed approach and the climb-out areas required for

the execution of contingency procedures and necessary clearance;

(7) The obstacle clearance altitude/height for the instrument approach procedures; and

(8) The means to determine and report meteorological conditions.

(9) The flight technique to be used during the final approach.

(c) The aeroplane categories referred to in this Subpart must be derived in accordance with

the method given in Appendix 2 to YCAR–OPS 1.430(c).

(d) Sap (Stabilised Approvach) and CDFA (Continuous Descent Final Approaches)

(1) All approaches shall be flown as stabilised approaches (SAp) unless otherwise approved by the

Authority for a particular approach to a particular runway.

(2) All non-precision approaches shall be flown using the continuous descent final approaches

(CDFA) technique unless otherwise approved by the Authority for a particular approach to a

particular runway. When calculating the minima in accordance with Appendix 1 (New), the

operator shall ensure that the applicable minimum RVR isincreased by 200 metres (m) for Cat

YCAR-OPS 1 Subpart E SECTION 1

01 June 2013 1-E-2 Issue 03, Rev. 00

A/B aeroplanes and by 400 m for Cat C/D aeroplanes for approaches not flown using the CDFA

technique, providing that the resulting RVR/CMV value does not exceed 5000m.

(3) Notwithstanding the requirements in (d)(2) above, an Authority may exempt an operator from

the requirement to increase the RVR when not applying the CDFA technique.

(4) Exemptions as described in paragraph (d)(3) must be limited to locations where there is a clear

public interest to maintain current operations. The exemptions must be based on the operator‟s

experience, training programme and flight crew qualification. The exemptions must be reviewed

at regular intervals and must be terminated as soon as facilities are improved to allow

application of the CDFA technique (See ACJ OPS 1.430).

(e) Applicability and Excemptions

(1) An operator must ensure that either Appendix 1 (Old) or Appendix 1 (New) to YCAR-OPS 1.430

is applied. However, an operator must ensure that Appendix 1 (New) to YCAR-OPS 1.430 is

applied not later than three years after publication date.

(2) Notwithstanding the requirements in (e)(1) above, an Authority may exempt an operator from

the requirement to increase the RVR above 1500 m (Cat A/B aeroplanes) or above 2400 m (Cat

C/D aeroplanes), when approving an operation to a particular runway where it is not practicable

to fly an approach using the CDFA technique or where the criteria in paragraph (c) of Appendix

1 (New) to YCAR-OPS 1.430 cannot be met.

(3) Exemptions as described in paragraph (e)(2) must be limited to locations where there is a clear

public interest to maintain current operations. The exemptions must be based on the operator‟s

experience, training programme and flight crew qualification. The exemptions must be reviewed

at regular intervals and must be terminated as soon as facilities are improved to allow

application of the CDFA technique.


(a) Terms used in this Subpart and not defined in YCAR–1 have the following meaning:

(1) Circling. The visual phase of an instrument approach to bring an aircraft into

position for landing on a runway which is not suitably located for a straight-in

approach.

(2) Low Visibility Procedures (LVP). Procedures applied at an aerodrome for the

purpose of ensuring safe operations during Category II and III approaches and Low

Visibility Take-offs.

(3) Low Visibility Take-Off (LVTO). A take-off where the Runway Visual Range (RVR)

is less than 400 m.

(4) Flight control system. A system which includes an automatic landing system and/or

a hybrid landing system.

(5) Fail-Passive flight control system. A flight control system is fail-passive if, in the

event of a failure, there is no significant out-of-trim condition or deviation of flight

path or attitude but the landing is not completed automatically. For a fail-passive

automatic flight control system the pilot assumes control of the aeroplane after a

failure.

(6) Fail-Operational flight control system. A flight control system is fail-operational if,

in the event of a failure below alert height, the approach, flare and landing, can be

completed automatically. In the event of a failure, the automatic landing system will

operate as a fail-passive system.


Issue 03, Rev. 00 1-E-3 01 June 2013

(7) Fail-operational hybrid landing system. A system which consists of a primary fail-

passive automatic landing system and a secondary independent guidance system

enabling the pilot to complete a landing manually after failure of the primary

system.

(8) Visual approach. An approach when either part or all of an instrument approach

procedure is not completed and the approach is executed with visual reference to the

terrain.

(9) Continuous Descent Final Approach (CDFA). A specific technique for flying the final-

approach segment of a non-precision instrument approach procedure as a continuous

descent, without level-off, from an altitude / height at or above the Final Approach Fix

altitude/height to a point approximately 15m (50ft) above the landing runway threshold or the

point where the flare manoeuvre should begin for the type of aeroplane flown.

(10) Stabilised Approach (SAp). An approach which is flown in a controlled and appropriate

manner in terms of configuration, energy and control of the flight path from a pre-

determined point or altitude/height down to a point 50 feet above the threshold or the point

where the flare manoeuvre is initiated if higher.

(11) Head-Up Display (HUD). A display system which presents flight information into the pilot‟s

forward external field of view and which does not significantly restrict the external view.

(12) Head-Up Guidance Landing System (HUDLS). The total airborne system which provides

head-up guidance to the pilot during the approach and landing and/or go-around. It includes

all sensors, computers, power supplies, indications and controls. A HUDLS is typically used

for primary approach guidance to decision heights of 50 ft.

(13) Hybrid Head-Up Display Landing System (Hybrid HUDLS). A system which consists of a

primary fail-passive automatic landing system and a secondary independent HUD/HUDLS

enabling the pilot to complete a landing manually after failure of the primary system.

Note: Typically, the secondary independent HUD/HUDLS provides guidance which normally

takes the form of command information, but it may alternatively be situation (or deviation)

information. (14) Enhanced Vision System (EVS). An electronic means of displaying a real-time image of the

external scene through the use of imaging sensors.

(15) Converted Meteorological Visibility (CMV). A value (equivalent to an RVR) which is derived

from the reported meteorological visibility, as converted in accordance with the requirements

in this subpart.

(16) Lower than Standard Category I Operation. A Category I Instrument Approach and Landing

Operation using Category I DH, with an RVR lower than would normally be associated with

the applicable DH.

(17) Other than Standard Category II Operation. A Category II Instrument Approach and

Landing Operation to a runway where some or all of the elements of the ICAO Annex 14

Precision Approach Category II lighting system are not available.

(18) GNSS Landing System (GLS). An approach operation using augmented GNSS information

to provide guidance to the aircraft based on its lateral and vertical GNSS position. (It uses

geometric altitude reference for its final approach slope.)

YCAR–OPS 1.440 Low visibility operations – General operating rules

(See Appendix 1 to YCAR–OPS 1.440)

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

unless:


01 June 2013 1-E-4 Issue 03, Rev. 00

(1) Each aeroplane concerned is certificated for operations with decision heights below

200 ft, or no decision height, and equipped in accordance with CS–AWO or an

equivalent accepted by the Authority;

(2) A suitable system for recording approach and/or automatic landing success and

failure is established and maintained to monitor the overall safety of the operation;

(3) The operations are approved by the Authority;

(4) The flight crew consists of at least 2 pilots; and

(5) Decision Height is determined by means of a radio altimeter.

(6) RVR information is provided

(b) An operator shall not conduct low visibility take-offs in less than 150 m RVR (Category

A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes) unless approved by the

Authority.

(c) An operator shall not conduct Lower than Standard Category I operations unless

approved by the Authority.

YCAR–OPS 1.445 Low visibility operations – Aerodrome considerations

(a) An operator shall not use an aerodrome for Category II or III operations unless the

aerodrome is approved for such operations by the State in which the aerodrome is located.

(b) An operator shall verify that Low Visibility Procedures (LVP) have been established, and

will be enforced, at those aerodromes where low visibility operations are to be conducted.

(c) An operator shall not conduct instrument approach and landing operations in less than 800

m visibility (aerodrome operating minima) unless RVR information is provided

YCAR–OPS 1.450 Low visibility operations – Training and Qualifications


(a) An operator shall ensure that, prior to conducting Low Visibility Take-Off, Lower than

Standard Category I, Other than Standard Category II, Category II and III operations or

approaches utilising EVS:

(1) Each flight crew member:

(i) Completes the training and checking requirements prescribed in Appendix 1

including Flight Simulator training in operating to the limiting values of

RVR/CMV and Decision Height appropriate to the operator‟s Category II/III

approval; and

(ii) Is qualified in accordance with Appendix 1;

(2) The training and checking is conducted in accordance with a detailed syllabus

approved by the Authority and included in the Operations Manual. This training is in

addition to that prescribed in Subpart N; and

(3) The flight crew qualification is specific to the operation and the aeroplane type.

YCAR–OPS 1.455 Low visibility operations – Operating Procedures



Issue 03, Rev. 00 1-E-5 01 June 2013

(a) An operator must establish procedures and instructions to be used for Low Visibility

Take-Off and Category II and III operations. These procedures must be included in the

Operations Manual and contain the duties of flight crew members during taxiing, take-off,

approach, flare, landing, roll-out and missed approach as appropriate.

(b) The commander shall satisfy himself that:

(1) The status of the visual and non-visual facilities is sufficient prior to commencing a

Low Visibility Take-Off, an Approach utilising EVS, a Lower than Standard

Category I, an Other than Standard Category II, or a Category II or III approach;

(2) Appropriate LVPs are in force according to information received from Air Traffic

Services, before commencing a Low Visibility Take-off, a Lower than Standard

Category I, an Other than Standard Category II, or a Category II or III approach;

and

(3) The flight crew members are properly qualified prior to commencing a Low

Visibility Take-off in an RVR of less than 150 m (Category A, B and C aeroplanes)

or 200 m (Cat D aeroplanes) an Approach utilising EVS, a Lower than Standard

Category I, an Other than Standard Category II, or a Category II or III approach.

YCAR–OPS 1.460 Low visibility operations – Minimum equipment

(a) An operator must include in the Operations Manual the minimum equipment that has to be

serviceable at the commencement of a Low Visibility Take-off; a Lower than Standard

Category I approach, an Other than Standard Category II approach, an approach

utilising EVS, or a Category II or III approach in accordance with the AFM or other

approved document.

(b) The commander shall satisfy himself that the status of the aeroplane and of the relevant

airborne systems is appropriate for the specific operation to be conducted.

YCAR–OPS 1.465 VFR Operating minima



(1) VFR flights are conducted in accordance with the Visual Flight Rules and in

accordance with the Table in Appendix 1 to YCAR–OPS 1.465.

(2) Special VFR flights are not commenced when the visibility is less than 3 km and not

otherwise conducted when the visibility is less than 1·5 km.


01 June 2013 1-6 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.430 Aerodrome Operating Minima

(See IEM to Appendix 1 to YCAR-OPS 1.430)

(a) Take-off Minima

(1) General

(i) Take-off minima established by the operator must be expressed as visibility

or RVR limits, taking into account all relevant factors for each aerodrome

planned to be used and the aeroplane characteristics. Where there is a

specific need to see and avoid obstacles on departure and/or for a forced

landing, additional conditions (e.g. ceiling) must be specified.

(ii) The commander shall not commence take-off unless the weather conditions

at the aerodrome of departure are equal to or better than applicable minima

for landing at that aerodrome unless a suitable take-off alternate aerodrome

is available.

(iii) When the reported meteorological visibility is below that required for take-

off and RVR is not reported, a take-off may only be commenced if the

commander can determine that the RVR/visibility along the take-off runway

is equal to or better than the required minimum.

(iv) When no reported meteorological visibility or RVR is available, a take-off

may only be commenced if the commander can determine that the

RVR/visibility along the take-off runway is equal to or better than the

required minimum.

(2) Visual reference. The take-off minima must be selected to ensure sufficient

guidance to control the aeroplane in the event of both a discontinued take-off in

adverse circumstances and a continued take-off after failure of the critical power

unit.

(3) Required RVR/Visibility

(i) For multi-engined aeroplanes, whose performance is such that, in the event

of a critical power unit failure at any point during take-off, the aeroplane can

either stop or continue the take-off to a height of 1500 ft above the

aerodrome while clearing obstacles by the required margins, the take-off

minima established by an operator must be expressed as RVR/Visibility

values not lower than those given in Table 1 below except as provided in

paragraph (4) below:

Table 1 – RVR/Visibility for take-off

Take-off RVR/Visibility

Facilities RVR/Visibility (Note 3)

Nil (Day only) 500 m

Runway edge lighting and/or centreline marking 250/300 m (Notes 1 & 2)

Runway edge and centreline lighting 200/250 m (Note 1)

Runway edge and centreline lighting and

multiple RVR information

150/200 m (Notes 1 & 4)


Issue 03, Rev. 00 1-7 01 June 2013

Note 1: The higher values apply to Category D aeroplanes.

Note 2: For night operations at least runway edge and runway end lights are

required.

Note 3: The reported RVR/Visibility value representative of the initial part of the

take-off run can be replaced by pilot assessment.

Note 4: The required RVR value must be achieved for all of the relevant RVR

reporting points with the exception given in Note 3 above.

(ii) For multi-engined aeroplanes whose performance is such that they cannot

comply with the performance conditions in sub-paragraph (a)(3)(i) above in

the event of a critical power unit failure, there may be a need to re-land

immediately and to see and avoid obstacles in the take-off area. Such

aeroplanes may be operated to the following take-off minima provided they

are able to comply with the applicable obstacle clearance criteria, assuming

engine failure at the height specified. The take-off minima established by an

operator must be based upon the height from which the one engine

inoperative net take-off flight path can be constructed. The RVR minima

used may not be lower than either of the values given in Table 1 above or

Table 2 below.

Table 2 – Assumed engine failure height above the runway versus RVR/Visibility

Take-off RVR/Visibility – flight path

Assumed engine

failure height above

the take-off runway

RVR/Visibility

(Note 2)

< 50 ft 200 m

51 – 100 ft 300 m

101 – 150 ft 400 m

151 – 200 ft 500 m

201 – 300 ft 1000 m

> 300 ft 1500 m (Note 1)

Note 1: 1500 m is also applicable if no positive take-off flight path can be

constructed.

Note 2: The reported RVR/Visibility value representative of the initial part of the

take-off run can be replaced by pilot assessment.

(iii) When reported RVR, or meteorological visibility is not available, the

commander shall not commence take-off unless he can determine that the

actual conditions satisfy the applicable take-off minima.

(4) Exceptions to sub-paragraph (a)(3)(i) above:


01 June 2013 1-8 Issue 03, Rev. 00

(i) Subject to the approval of the Authority, and provided the requirements in

paragraphs (A) to (E) below have been satisfied, an operator may reduce the

take-off minima to 125 m RVR (Category A, B and C aeroplanes) or 150 m

RVR (Category D aeroplanes) when:

(A) Low Visibility Procedures are in force;

(B) High intensity runway centreline lights spaced 15 m or less and high

intensity edge lights spaced 60 m or less are in operation;

(C) Flight crew members have satisfactorily completed training in a Flight

Simulator;

(D) A 90 m visual segment is available from the cockpit at the start of the

take-off run; and

(E) The required RVR value has been achieved for all of the relevant RVR

reporting points.

For Appendix 1 to YCAR-OPS 1.430 (Old) continue to paragraph (a) (4)

(ii) below

(iii) Subject to the approval of the Authority, an operator of an aeroplane using

an approved lateral guidance system for take-off may reduce the take-off

minima to an RVR less than 125 m (Category A, B and C aeroplanes) or

150 m (Category D aeroplanes) but not lower than 75 m provided runway

protection and facilities equivalent to Category III landing operations are

available.

(A) An approved lateral guidance system; or,

(B) An approved HUD / HUDLS

for take-off may reduce the take-off minima to an RVR less than 125 m

(Category A, B and C aeroplanes) or 150 m (Category D aeroplanes) but not

lower than 75 m provided runway protection and facilities equivalent to Category

III landing operations are available.

(b) Category I, APV and Non-precision Approach Operations

(1) A Category I approach operation is a precision instrument approach and landing using ILS,

MLS, GLS (GNSS/GBAS) or PAR with a decision height not lower than 200 ft and with an

RVR not less than 550 m, unless accepted by the Authority.

(2) A Non-Precision Approach (NPA) operation is an instrument approach using any of the

facilities described in Table 3 (System Minima), with a MDH or DH not lower than 250 ft

and an RVR/CMV of not less than 750 m, unless accepted by the Authority.

(3) An APV operation is an instrument approach which utilises lateral and vertical guidance,

but does not meet the requirements established for precision approach and landing

operations, with a DH not lower than 250 ft and a runway visual range of not less than

600m unless approved by the Authority.

(4) Decision Height (DH). An operator must ensure that the decision height to be used for an

approach is not lower than:

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

reference; or

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

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


Issue 03, Rev. 00 1-9 01 June 2013

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

(v) The system minimum in Table 3; or

(vi) The lowest decision height specified in the Aeroplane Flight Manual (AFM) or

equivalent document, if stated; whichever is higher.

(5) Minimum Descent Height (MDH). An operator must ensure that the minimum descent

height for an approach is not lower than:

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

(ii) The system minimum in Table 3; or

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

whichever is higher.

(6) Visual Reference. A pilot may not continue an approach below MDA/MDH unless at least

one of the following visual references for the intended runway is distinctly visible and

identifiable to the pilot:

(i) Elements of the approach light system;

(ii) The threshold;

(iii) The threshold markings;

(iv) The threshold lights;

(v) The threshold identification lights;

(vi) The visual glide slope indicator;

(vii) The touchdown zone or touchdown zone markings;

(viii) The touchdown zone lights;

(ix) Runway edge lights; or

(x) Other visual references accepted by the Authority.

Table 3 – System minima vs facilities

System minima

Facility Lowest DH / MDH

Localizer with or without

DME

250 ft

SRA (terminating at ½ NM) 250 ft

SRA (terminating at 1 NM) 300 ft

SRA (terminating at 2 NM

or more)

350 ft

RNAV / LNAV 300 ft

VOR 300 ft

VOR/DME 250 ft

NDB 350 ft

NDB/DME 300 ft

VDF 350 ft

(c) Criteria for establishing RVR / Converted Met Visibility (Ref Table 6)

(1) In order to qualify for the lowest allowable values of RVR/CMV detailed in Table 6

(applicable to each approach grouping) the instrument approach shall meet at least the

following facility requirements and associated conditions:


01 June 2013 1-10 Issue 03, Rev. 00

(i) Instrument approaches with designated vertical profile up to and including 4.5° for

Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes, unless other

approach angles are approved by the Authority, where the facilities are:

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

(B) APV; and

where the final approach track is offset by not more than 15 degrees for Category A and B

aeroplanes or by not more than 5 degrees for Category C and D aeroplanes.

(ii) Instrument approaches flown using the CDFA technique with a nominal vertical profile,

up to and including 4.5° for Category A and B aeroplanes, or 3.77° for Category C and D

aeroplanes, unless other approach angles are approved by the Authority where the

facilities are NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA or

RNAV/LNAV, with a final-approach segment of at least 3NM, which also fulfil the

following criteria:

(A) The final approach track is offset by not more than 15 degrees for Category A and B

aeroplanes or by not more than 5 degrees for Category C and D aeroplanes; and

(B) The FAF or another appropriate fix where descent is initiated is available, or

distance to THR is available by FMS/RNAV or DME; and

(C) If the MAPt is determined by timing, the distance from FAF to THR is < 8 NM.

(iii) Instrument approaches where the facilities are NDB, NDB/DME, VOR, VOR/DME,

LLZ, LLZ/DME, VDF, SRA or RNAV/LNAV, not fulfilling the criteria in paragraph

(c)(1)(ii) above, or with an MDH > 1200ft .

(2) The missed approach, after an approach has been flown using the CDFA technique, shall be

executed when reaching the decision altitude (height) or the MAPt, whichever occurs first.

The lateral part of the missed approach procedure must be flown via the MAPt unless

otherwise stated on the approach chart.

(d) Determination of RVR / CMV / Visibility Minima for Category I, APV and Non-Precision

Approach operations

(See ACJ to Appendix 1 to YCAR-OPS 1.430, paragraph (d))

(1) The minimum RVR / CMV / Visibility shall be the highest of the values derived from Table 5

or Table 6 but not greater than the maximum values shown in Table 6 where applicable

(2) The values in Table 5 are derived from the formula below.

Required RVR/Visibility (m) =

[(DH/MDH (ft) x 0.3048) / tanα] - length of approach lights (m)

Note 1: α is the calculation angle, being a default value of 3.00 degrees increasing in steps

(3) With the approval of the Authority, the formula may be used with the actual approach slope

and/or the actual length of the approach lights for a particular runway.

(4) If the approach is flown with a level flight segment at or above MDA/H, 200 metres shall be

added for Cat A and B aeroplane and 400 metres for Cat C and D aeroplane to the

minimum RVR / CMV value resulting from the application of Tables 5 and 6.

Note: The added value corresponds to the time/distance required to establish the aeroplane

on the final descent.

(5) An RVR of less than 750 metres as indicated in Table 5 may be used:

(i) for Category I approach operations to runways with FALS (see below), Runway

Touchdown Zone Lights (RTZL) and Runway Centreline Lights (RCLL) provided that the

DH is not more than 200 ft; or

(ii) for Category I approach operations to runways without RTZL and RCLL when using an

approved HUDLS, or equivalent approved system, or when conducting a coupled

approach or flight-director-flown approach to a DH equal to or greater than 200 ft. The

ILS must not be promulgated as a restricted facility; or


Issue 03, Rev. 00 1-11 01 June 2013

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

approved HUD.

(6) The Authority may approve RVR values lower than those given in Table 5, for HUDLS and

auto-land operations in accordance with paragraph (e) of this Appendix.

(7) The visual aids comprise standard runway day markings and approach and runway lighting

(runway edge lights, threshold lights, runway end lights and in some cases also touch-down

zone and/or runway centre line lights). The approach light configurations acceptable are

classified and listed in Table 4 below.

(8) Notwithstanding the requirements in paragraph (d)(7) above, the authority may approve that

RVR values relevant to a Basic Approach Lighting System (BALS) are used on runways

where the approach lights are restricted in length below 210m due to terrain or water, but

where at least one cross-bar is available.

(9) For night operations or for any operation where credit for runway and approach lights is

required, the lights must be on and serviceable except as provided for in AMC OPS 1.430

(b)(4) (Effects of unserviceable equipment)

Table 4 - Approach light systems YCAR-OPS

Class of Facility Length, configuration and intensity of

approach lights

FALS (Full Approach Light System) ICAO: Precision Approach CAT I Lighting

System (HIALS 720m ≥) Distance Coded

Centreline, Barrette Centreline

IALS (Inter-mediate Approach Light System) ICAO: Simple Approach Lighting System

(HIALS 420 - 719m) Single Source, Barrette

BALS (Basic Approach Light System) Any other Approach Lighting System (HIALS,

MIALS or ALS 210-419m

NALS (No Approach Light System) Any other Approach Lighting System (HIALS,

MIALS or ALS <210m) or No Approach Lights

A list of the corresponding FAA approach lighting systems is contained in ACJ OPS 1.430

Table 5 –RVR / CMV (See Table 11) vs DH / MDH

YCAR-OPS Class of Facility Length, configuration and intensity of

approach lights

FALS (Full Approach Light System) ICAO: Precision Approach CAT I Lighting

System (HIALS 720m ≥) Distance Coded

Centreline, Barrette Centreline

IALS (Inter-mediate Approach Light System) ICAO: Simple Approach Lighting System

(HIALS 420 - 719m) Single Source, Barrette

BALS (Basic Approach Light System) Any other Approach Lighting System (HIALS,

MIALS or ALS 210-419m

NALS (No Approach Light System) Any other Approach Lighting System (HIALS,

MIALS or ALS <210m) or No Approach Lights

A list of the corresponding FAA approach lighting systems is contained in ACJ OPS 1.430


01 June 2013 1-12 Issue 03, Rev. 00

Table 5 –RVR / CMV (See Table 11) vs DH / MDH

DH or MDH

Class of Lighting Facility

FALS IALS BALS NALS

See para (d)(5), (d)(6) and (d)(10) about

RVR < 750 m

Ft Metres

200 - 210 550 750 1000 1200

211 - 220 550 800 1000 1200

221 - 230 550 800 1000 1200

231 - 240 550 800 1000 1200

241 - 250 550 800 1000 1300

251 - 260 600 800 1100 1300

261 - 280 600 900 1100 1300

281 - 300 650 900 1200 1400

301 - 320 700 1000 1200 1400

321 - 340 800 1100 1300 1500

341 - 360 900 1200 1400 1600

361 - 380 1000 1300 1500 1700

381 - 400 1100 1400 1600 1800

401 - 420 1200 1500 1700 1900

421 - 440 1300 1600 1800 2000

441 - 460 1400 1700 1900 2100

461 - 480 1500 1800 2000 2200

481 - 500 1500 1800 2100 2300

501 - 520 1600 1900 2100 2400

521 - 540 1700 2000 2200 2400

541 - 560 1800 2100 2300 2500

561 - 580 1900 2200 2400 2600

581 - 600 2000 2300 2500 2700

601 - 620 2100 2400 2600 2800

621 - 640 2200 2500 2700 2900

641 - 660 2300 2600 2800 3000

661 - 680 2400 2700 2900 3100

681 - 700 2500 2800 3000 3200

701 - 720 2600 2900 3100 3300

721 - 740 2700 3000 3200 3400

741 - 760 2700 3000 3300 3500

761 - 800 2900 3200 3400 3600

801 - 850 3100 3400 3600 3800

851 - 900 3300 3600 3800 4000

901 - 950 3600 3900 4100 4300

951 - 1000 3800 4100 4300 4500

1001 - 1100 4100 4400 4600 4900

1101 - 1200 4600 4900 5000 5000

1201 and above 5000 5000 5000 5000


Issue 03, Rev. 00 1-13 01 June 2013

Table 6 - Minimum and Maximum applicable RVR / Converted Met visibility (See Table 11) for

all instrument approaches down to CAT I Minima (Lower & Upper cut-off limits):

Aeroplane Catogary

Facility/ Conditions RVR /

CMV (m)

A B C D

ILS, MLS, GLS, PAR & APV According to Table 5

Max Min 1500 1500 2400 2400

NDB, NDB/DME, VOR,

VOR/DME, LLZ, LLZ/DME,

VDF, SRA,

Min 750 750 750 750

RNAV/LNAV with a procedure

which fulfils the criteria in par

(c)(1)(ii):

Max 1500 1500 2400 2400

For NDB, NDB/DME, VOR,

VOR/DME, LLZ, LLZ/DME,

VDF, SRA, RNAV/LNAV:

- not fulfilling the criteria in par

(c)(1)(ii) above, or - with a DH or

MDH 1200 ft>= 1200ft

`Min 1000 1000 1200 1200

Max According to Table 5 if flown using

the CDFA technique, otherwise an

add-on of 200/400 m applies to the

values in Table 5 but not to result in a

value exceeding 5000 m.

(10) Single pilot operations. For single pilot operations, an operator must calculate the

minimum RVR/visibility for all approaches in accordance with YCAR–OPS 1.430 and this

Appendix.

(i) An RVR of less than 800 metres as indicated in Table 5 may be used for Category I

approaches provided any of the following is used at least down to the applicable DH:

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

restricted; or

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

system.

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

than 600 m.

(iii) An RVR of less than 800 metres as indicated in Table 5 may be used for APV operations

to runways with FALS, RTZL and RCLL when using an approved HUDLS, or equivalent

approved system

or when conducting a coupled approach to a DH equal to or greater than 250 ft.

(e) Lower than Standard Category I Operations

(1) Decision Height.

A Lower than Standard Category I Operation decision height must not be lower than:

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

(ii) The minimum height to which the precision approach aid can be used without the

required visual reference; or

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

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

(v) 200 ft.

whichever is higher.


01 June 2013 1-14 Issue 03, Rev. 00

(2) Type of facility.

An ILS / MLS which supports a Lower than Standard Category I operation must be an

unrestricted facility with a straight-in course (≤ 3º offset) and the ILS must be certificated

to:

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

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

(iii). Single ILS facilities are only acceptable if Level 2 performance is provided.

(3) Required RVR/CMV.

The lowest minima to be used by an operator for Lower than Standard Category I

operations are stipulated in Table 6a below:

Table 6a - Lower Than Standard Category I Minimum RVR/CMV vs Approach Light

System

Lower than Standard Category I Minima

DH(ft) Class of Lighting Facility

FALS IALS BALS NALS

RVR/CMV (Metres)

200 210 400 500 600 750

211 220 450 550 650 800

221 230 500 600 700 900

231 240 500 650 750 1000

241 249 550 700 800 1100

Note 1: The visual aids comprise standard runway day markings, approach lighting,

runway edge lights, threshold lights, runway end lights and, for operations below 450m,

shall include touch-down zone and/or runway centre line lights.

(4) Visual reference. A pilot shall not continue an approach below decision height unless visual

reference containing a segment of at least 3 consecutive lights being the centre line of the

approach lights, or touchdown zone lights, or runway centre line lights, or runway edge

lights, or a combination of these is attained and can be maintained. This visual reference

must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or

the landing threshold or a barrette of the touchdown zone lighting unless the operation is

conducted utilising an approved HUDLS useable to at least 150ft.

(5) Approval.

To conduct Lower than Standard Category I operations:

(i) The approach shall be flown auto-coupled to an auto-land; or an approved HUDLS shall

be used to at least 150ft above the threshold.

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

operations;

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

(iv) In service proving requirements shall be completed in accordance with Appendix 1 to

YCAR-OPS 1.440paragraph (h);

(v) Training specified in Appendix 1 to YCAR-OPS 1.450 paragraph (h) shall be completed,

this shall include training and checking in a Flight Simulator using the appropriate

ground and visual aids at the lowest applicable RVR;

(vi) The Operator must ensure that Low Visibility procedures are established and in

operation at the intended aerodrome of landing; and


Issue 03, Rev. 00 1-15 01 June 2013

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

(f) Precision approach – Category II and other than Standard Category II Operations

(1) General.

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

MLS with:

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

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

(ii) An other than Standard Category II operation is a precision instrument approach and

landing using ILS or MLS which meets facility requirements as established in paragraph

(iii) below with:

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

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

(iii) The ILS / MLS that supports other than a Standard Category II operation shall be an

unrestricted facility with a straight in course (≤ 3º offset) and the ILS shall be certificated

to:

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

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

(iii) The ILS / MLS that supports other than a Standard Category II operation shall be

an unrestricted facility with a straight in course (≤ 3º offset) and the ILS shall be

certificated to:

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

or,

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

than 200ft.

Single ILS facilities are only acceptable if Level 2performance is provided. (2)

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

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

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

(B) The minimum height to which the precision approach aid can be used

without the required visual reference; or

(C) The OCH for the category of aeroplane; or

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

(E) 100 ft.

whichever is higher. (3)

Visual reference.

A pilot may not continue an approach below either the Category II or the other than

Standard Category II decision height determined in accordance with sub -paragraph

(d)(2) above unless visual reference containing a segment of at leas t 3 consecutive

lights being the centre line of the approach lights, or touchdown zone lights, or

runway centre line lights, or runway edge lights, or a combination of these is attained and

can be maintained. This visual reference must include a lateral el ement of the ground

pattern, i.e. an approach lighting crossbar or the landing threshold or a barrette of

the touchdown zone lighting unless the operation is conducted utilising an approved


01 June 2013 1-16 Issue 03, Rev. 00

HUDLS to touchdown.

(4) CAT II minima and Other than Standard Ca tegory II Operations

(i) Required RVR.

The lowest minima to be used by an operator for Category II operations are:

Table 7a – RVR for Cat II Operations vs DH Category II minima

Auto-coupled/ Approved HUDLS to below DH (Note 1a)

DH(ft) RVR/Aeroplane Cat A, B & C RVR/Aeroplane Cat D

100 – 120 300 m 300/350 m (note 2a)

121 – 140 400 m 400 m

141 and above 450 m 450 m

Note 1a: The reference to „auto-coupled to below DH / Approved HUDLS‟ in this

table means continued use of the automatic flight control system or the

HUDLS down to a height of 80% of the DH. Thus airworthiness requirements may,

through minimum engagement height for the automatic flight control system,

affect the DH to be applied.

Note 2a: 300 m may be used for a Category D aeroplane conducting an auto -land.

(See IEM to Appendix 1 (New) to YCAR-OPS 1.430 paragraphs (f) and (g).

(ii) Required RVR.

The lowest minima to be used by an operator for other than Standard Category II

operations are:

Table 7b - Other than Standard Category II Minimum RVR vs Approach Light System

Other than Standard Category II Minima

DH (ft) Auto-land or Approved HUDLS utilized to touchdown

Class of Lighting Facility

FALS IALS BALS NALS

See para (d)(5), (d)(6) and (d)(10) about RVR < 750m

CAT C CAT D CAT A - D CAT A - D CAT A - D

100-120 350 400 450 600 700

121-140 400 450 500 600 700

141-160 450 500 500 600 750

161-199 450 500 550 650 750

Note: The visual aids required to conduct Other than Standard Category II Operations

comprise standard runway day markings and approach and runway lighting (runway

edge lights, threshold lights, runway end lights). For operations in RVR of 400 m or

less, centre line lights must be available. The approach light configurations are

classified and listed in Table 4 above.

(iii) To conduct other than Standard Category II operations the operator must ensure that

appropriate Low Visibility procedures are establis hed and in operation at the

intended aerodrome of landing.

(g) Precision approach – Category III operations

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


Issue 03, Rev. 00 1-17 01 June 2013

(i) Category III A operations. A precision instrument approach and landing using

ILS or MLS with:

(A) A decision height lower than 100 ft; and

(B) A runway visual range not less than 200 m.

(ii) Category III B operations. A precision instrument approach and landing using

ILS or MLS with:

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

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

Note: Where the decision height (DH) and runway visual range (RVR) do not

fall within the same Category, the RVR will determine in which Category the

operation is to be considered.

(2) Decision Height. For operations in which a decision height is used, a n operator

must ensure that the decision height is not lower than:

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

(ii) The minimum height to which the precision approach aid can be used without

the required visual reference; or

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

(3) No Decision Height Operations. Operations with no decision height may only be

conducted if:

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

(ii) The approach aid and the aerodrome facilities can support operations with no

decision height; and

(iii) The operator has an approval for CAT III operations with no decision height. Note:

In the case of a CAT III runway it may be assumed that operati ons with no decision

height can be supported unless specifically restricted as published in the

AIP or NOTAM.

(4) Visual reference

(i) For Category IIIA operations, and for Category IIIB operations conducted either with

fail-passive flight control systems, or with the use of an approved HUDLS, a pilot

may not continue an approach below the decision height determined in accordance

with sub-paragraph (g)(2) above unless a visual reference

containing a segment of at least 3 consecutive lights being the cent reline of the

approach lights, or touchdown zone lights, or runway centreline lights, or

runway edge lights, or a combination of these is attained and can be maintained.

(iii) For Category IIIB operations conducted either with fail -operational flight

control systems or with a fail-operational hybrid landing system (comprising e.g. a

HUDLS) using a decision height a pilot may not continue an approach below the

Decision Height, determined in accordance with sub -paragraph (e)(2) above,

unless a visual reference containing at least one centreline light is attained

and can be maintained.

(5) Required RVR. The lowest minima to be used by an operator for Category III

operations are:


01 June 2013 1-18 Issue 03, Rev. 00

Table 8 – RVR for Cat III Operations vs DH and roll -out control/guidance system

Category III minima

Category

Decision Height (ft.)

(Note 3)

Roll-out Control/

Guidance System

RVR (m.)

IIIA Less than 100 ft Not required 200 m (Note 1)

IIIB Less than 100 ft Fail-passive 150 m (Notes 1& 2)

IIIB Less than 50 ft Fail-passive 125 m

IIIB Less than 50 ft or No DH Fail-operational (Note 4) 75 m

Note 1: For fail-passive operations see IEM to Appendix 1 (Old/New) to YCAR-OPS

1.430, paragraph (g)(5). Crew actions in case of autopilot failure at or below

decision height in fail-passive Category III operations.

Note 2: For aeroplanes certificated in accordance with CS -AWO 321(b)(3)

or equivalent.

Note 3: Flight control system redundancy is determined under CS -AWO by

the minimum certificated decision height.

Note 4: The fail-operational system referred to may consist of a fail -

operational hybrid system.

(See IEM to Appendix 1 (New) to YCAR-OPS 1.430 (f) & (g).)

(h) Enhanced Vision Systems

(See ACJ to Appendix 1 to YCAR-OPS 1.430(h))

(1) A pilot using an enhanced visionsystem certificated for the purpose of

thisparagraph and used in accordance withthe procedures and limitations of

theapproved flight manual, may:

(i) Continue an approach below DH or MDH to 100 feet above the

threshold elevation of the runway provided that at least one of the following

visual references is displayed and identifiable on the enhanced vision system:

(A) Elements of the approach lighting; or

(B) The runway threshold, identified by at least one of the following:

the beginning of the runway landing surface, the threshold lights, the

threshold identification lights; and the touchdown zone, identified by

at least one of the following: the runway touchdown zone landing surface,

the touchdown zone lights, the touchdown zone markings or the runway

lights.

(ii) Reduce the calculated RVR/CMV for the approach from the value in column

1 of Table 9 below to the value in column 2:


Issue 03, Rev. 00 1-19 01 June 2013

Table 9 –Approach utilising EVS RVR/CMV Reduction vs Normal RVR/CMV

RVR/CMV

Normally

required

RVR/CMV for

approach

utilising EVS

RVR/CMV

Normally

required

RVR/CMV for

approach

utilising EVS

550 350 2700 1800

600 400 2800 1900

650 450 2900 1900

700 450 3000 2000

750 500 3100 2000

800 550 3200 2100

900 600 3300 2200

1000 650 3400 2200

1100 750 3500 2300

1200 800 3600 2400

1300 900 3700 2400

1400 900 3800 2500

1500 1000 3900 2600

1600 1100 4000 2600

1700 1100 4100 2700

1800 1200 4200 2800

1900 1300 4300 2800

2000 1300 4400 2900

2100 1400 4500 3000

2200 1500 4600 3000

2300 1500 4700 3100

2400 1600 4800 3200

2500 1700 4900 3200

2600 1700 5000 3300

(2) Paragraph (h)(1) above may onlybe used for ILS, MLS, PAR, GLS and APV

Operations with a DH no lower than 200 feet or an approach flown using

approvedvertical flight path guidance to a MDH or DH no lower than 250

feet.

(3) A pilot may not continue an approach below 100 feet above runwaythreshold

elevation for the intended runway, unless at least one of the visual references

specified below is distinctlyvisible and identifiable to the pilot withoutreliance on

the enhanced vision system:

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

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

(j) Circling

(1) Minimum Descent Height (MDH). The MDH for circling shall be the higher of: (i)

The published circling OCH for theaeroplane category; or

(ii) The minimum circling heightderived from Table 10 below; or

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

(2) Minimum Descent Altitude (MDA). The MDA for circling shall be calculated by

adding the published aerodrome elevation to the MDH, as determined by (1) above.


01 June 2013 1-20 Issue 03, Rev. 00

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

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

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

(iii) The RVR/CMV derived from Tables 5 and 6 for the preceding

instrument approach procedure.

(4) Notwithstanding the requirements in sub paragraph (3) above, an Authority

may exempt an operator from the requirement to increase the visibility above

that derived from Table 10.

(5) Exemptions as described in para (4) must be limited to locations where there is

a clear public interest to maintain current operations. The exemptions must be

based on the operator‟s experience, training programme and flight crew

qualification. The exemptions must be reviewed at regular intervals.

Table 10 – Minimum Visibility and MDH for circling vs. aeroplane category

MDH (ft)

Aeroplane Category

A B C D

400 500 600 700

Minimum meteorological

visibility(m)

1500 1600 2400 3600

(6) Circling with prescribed tracks is an accepted procedure within the meaning of

this paragraph. (See IEM to Appendix 1 (Old/New) to YCAR-OPS 1.430 (f)) (See

ACJ to Appendix 1 to YCAR-OPS 1.430, paragraph (j)).

(k) Visual Approach.

An operator shall not use an RVR of less than 800 m for a visual

approach. (l) Conversion of Reported Meteorological Visibility to RVR/CMV.

(1) An operator must ensure that a meteorological visibility to RVR/CMV conversion

is not used for takeoff, for calculating any other required RVR minimum less than

800 m, or when reported RVR is available. Note: If the RVR is reported as

being above the maximum value assessed by the aerodrome operator, e.g. “RVR

more than 1 500 metres”, it is not considered to be a reported value for the

purpose of this paragraph.

(2) When converting meteorological visibility to RVR in all other circumstances than

those in sub-paragraph (l)(1) above, an operator must ensure that the following

Table is used:

Table 11 – Conversion of Met visibility to RVR/CMV

Lighting elements in operation

RVR/CMV= Reported Met. Visibility x

Day Night

HI approach and runway lighting 1·5 2·0

Any type of lighting installation other than above 1·0 1·5

No lighting 1·0 Not applicable


Issue 03, Rev. 00 1-E-21 01 June 2013

Appendix 1 to YCAR–OPS 1.440 Low Visibility Operations – General Operating Rules

(a) General. The following procedures apply to the introduction and approval of low

visibility operations.

(b) Operational Demonstration. The purpose of the operational demonstration is to

determine or validate the use and effectiveness of the applicable aircraft flight

guidance systems, including HUDLS if appropriate, training, flight crew procedures,

maintenance programme, and manuals applicable to the Category II/III programme

being approved.

(1) At least 30 approaches and landings must be accomplished in operations using

the Category II/III systems installed in each aircraft type if the requested DH is

50 ft or higher. If the DH is less than 50 ft, at least 100 approaches and

landings will need to be accomplished unless otherwise approved by the

Authority.

(2) If an operator has different variants of the same type of aircraft utilising the

same basic flight control and display systems, or different basic flight control

and display systems on the same type of aircraft, the operator must show that

the various variants have satisfactory performance, but the operator need not

conduct a full operational demonstration for each variant. The Authority may

also accept a reduction of the number of approach and landings based on credit

given for the experience gained by another operator with an AOC issued in

accordance with YCAR-OPS 1 using the same aeroplane type or variant and

procedures.

(3) If the number of unsuccessful approaches exceeds 5 % of the total (e.g.

unsatisfactory landings, system disconnects) the evaluation programme must

be extended in steps of at least 10 approaches and landings until the overall

failure rate does not exceed 5 %.

(c) Data Collection For Operational Demonstrations. Each applicant must develop a

data collection method (e.g. a form to be used by the flight crew) to record approach

and landing performance. The resulting data and a summary of the demonstration

data shall be made available to the Authority for evaluation.

(d) Data Analysis. Unsatisfactory approaches and/or automatic landings shall be

documented and analysed.

(e) Continuous Monitoring

(1) After obtaining the initial authorisation, the operations must be continuously

monitored by the operator to detect any undesirable trends before they become

hazardous. Flight crew reports may be used to achieve this.

(2) The following information must be retained for a period of 12 months:

(i) The total number of approaches, by aeroplane type, where the airborne

Category II or III equipment was utilised to make satisfactory, actual or

practice, approaches to the applicable Category II or III minima; and

(ii) Reports of unsatisfactory approaches and/or automatic landings, by

aerodrome and aeroplane registration, in the following categories:

(A) Airborne equipment faults;

(B) Ground facility difficulties;


01 June 2013 1-E-22 Issue 03, Rev. 00

(C) Missed approaches because of ATC instructions; or

(D) Other reasons.

(3) An operator must establish a procedure to monitor the performance of the

automatic landing system or HUDLS to touchdown performance, as

appropriate, of each aeroplane.

(f) Transitional periods

(1) Operators with no previous Category II or III experience

(i) An operator without previous Category II or III operational experience

may be approved for Category II or IIIA operations, having gained a

minimum experience of 6 months of Category I operations on the

aeroplane type.

(ii) On completing 6 months of Category II or IIIA operations on the

aeroplane type the operator may be approved for Category IIIB

operations. When granting such an approval, the Authority may impose

higher minima than the lowest applicable for an additional period. The

increase in minima will normally only refer to RVR and/or a restriction

against operations with no decision height and must be selected such that

they will not require any change of the operational procedures.

(3) Operators with previous Category II or III experience.

(i) An operator with previous Category II or III experience may obtain

authorisation for a reduced transition period by application to the

Authority.

(ii) An Operator authorised for Category II or III operations using auto-

coupled approach procedures, with or without auto-land, and

subsequently introducing manually flown Category II or III operations

using a HUDLS shall be considered to be a "New Category II/III

operator" for the purposes of the demonstration period provisions.

(g) Maintenance of Category II, Category III and LVTO equipment. Maintenance

instructions for the on-board guidance systems must be established by the operator,

in liaison with the manufacturer, and included in the operator‟s aeroplane

maintenance programme prescribed in YCAR–OPS 1.910 which must be approved

by the Authority Maintenance Programme.

(h) Eligible Aerodromes and Runways

(1) Each aeroplane type/on-board equipment/runway combination must be verified

by the successful completion of at least one approach and landing in Category

II or better conditions, prior to commencing Category III operations.

(2) For runways with irregular pre-threshold terrain or other foreseeable or known

deficiencies, each aeroplane type/on-board equipment/runway combination must

be verified by operations in Standard Category I or better conditions, prior to

commencing Lower than Standard Category I, Category II, Other than

Standard, Category II or III operations.

(3) If an operator has different variants of the same type of aircraft in accordance with

sub paragraph 4 below, utilising the same basic flight control and

display systems, or different basic flight control and display systems on the same

type of aircraft in accordance with sub-paragraph 4 below,, the operator must show


Issue 03, Rev. 00 1-E-23 01 June 2013

that the variants have satisfactory operational performance, but the operator need not

conduct a full operational demonstration for each variant/runway combination.

(4) For the purpose of paragraph (h), an aeroplane type or variant of an aeroplane

type is deemed to be the same type/variant of aeroplane if that type/variant has the

same or similar:

(i) Level of technology, including the:

(A) FGS and associated displays and controls;

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

Use of HUDLS.

(ii) Operational procedures, including: (A)

Alert height;

(B) Manual landing /automatic landing; (C)

No decision height operations;

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

(iii) Handling characteristics, including:

(A) Manual landing from automatic or HUDLS guided approach; (B)

Manual go-around from automatic approach;

(C) Automatic/manual roll out.

(5) Operators using the same aeroplane type/class or variant of a type in

accordance with paragraph 4 above may take credit from each other‟s‟

experience and records in complying with this paragraph.

(6) Operators conducting Other than Standard Category II operations shall comply

with Appendix 1 to YCAR–OPS 1.440 - Low Visibility Operations – General

Operating Rules applicable to Category II operations.


01 June 2013 1-E-24 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.450 Low Visibility Operations – Training & Qualifications

(a) General. An operator must ensure that flight crew member training programmes

for Low Visibility Operations include structured courses of ground, Flight

Simulator and/or flight training. The operator may abbreviate the course content

as prescribed by sub-paragraphs (2) and (3) below provided the content of the

abbreviated course is acceptable to the authority.

(1) Flight crew members with no Category II or Category III experience

must complete the full training programme prescribed in sub -paragraphs

(b), (c) and (d) below.

(2) Flight crew members with Category II or Category III experience

with a similar type of operation (auto-coupled/auto-land,

HUDLS/Hybrid HUDLS or EVS) or Category II with manual land if

appropriate with another acceptable operator may undertake:

(i) Abbreviated ground-training course if operating a different

type/class from that on which the previous Category II or Category

III experience was gained;

(ii) Abbreviated ground, Flight Simulator and/or flight training course if

operating the same type/class and variant of the same type or class on

which the previous Category II or Category III experience was gained.

The abbreviated course is to include at least the requirements of sub-

paragraphs (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i).

With the approval of the Authority, the operator may reduce the

number of approaches/landings required by sub-paragraph (d)(2)(i) if

the type/class or the variant of the type or class has the same or

similar:

(A) Level of technology - flight control/guidance system (FGS); and

(B) Operational Procedures;

(C) Handling characteristics (See paragraph 4 below); as the

previously operated type or class, otherwise the requirement of

(d)(2)(i) has to be met in full.

(D) Use of HUDLS/Hybrid

HUDLS; (E) Use of EVS.

(3) Flight crew members with Category II or Category III experience with the

operator may undertake an abbreviated ground, Flight Simulator and/or flight

training course.

The abbreviated course when changing:

(i) Aeroplane type/class is to include at least the requirements of

sub- paragraphs (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and

(d)(3)(i);

(ii) To a different variant of aeroplane within the same type or class

rating that has the same or similar:


(B) Operational procedures - integrity;

(C) Handling characteristics (See paragraph 4 below);

(D) Use of HUDLS/Hybrid HUDLS;


Issue 03, Rev. 00 1-E-25 01 June 2013

(E) Use of EVS as the previously operated type or class, then a

difference course or familiarisation appropriate to the change of

variant fulfils the abbreviated course requirements.

(iii) To a different variant of aeroplane within the same type or class

rating that has a significantly different:


(B) Operational procedures -integrity;

(C) Handling characteristics (See paragraph 4 below);

(D) Use of HUDLS/Hybrid HUDLS;

(E) Use of EVS

then the requirements of subparagraphs (d)(1), (d)(2)(i) or (d)(2)(ii) as

appropriate and (d)(3)(i) shall be fulfilled. With the approval of the Authority the

operator may reduce the number of approaches/landings required by sub -

paragraph (d)(2)(i).

(4) An operator must ensure when undertaking Category II or Category III

operations with different variant(s) of aeroplane within the same type or class

rating that the differences and/or similarities of the aeroplanes concerned justify

such operations, taking account at least the follo wing:

(i) the level of technology, including the:

(A) FGS and associated displays and controls;

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

FGS;

(C) Use of HUD/HUDLS with hybrid systems and/or EVS.

(ii) Operational procedures, including:

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

(B) Manual landing/automatic landing;

(C) No decision height operations;

(D) Use of HUD/HUDLS with hybrid systems.

(iii) Handling characteristics, including:

(A) Manual landing from automatic HUDLS and/or EVS guided

approach;

(B) Manual go-around from automatic approach;

(C) Automatic/manual roll out.

(b) Ground Training. An operator must ensure that the initial ground training course for

Low Visibility Operations covers at least:

(1) The characteristics and limitations of the ILS and/or MLS;

(2) The characteristics of the visual aids;

(3) The characteristics of fog;

(4) The operational capabilities and limitations of the particular airborne system; to include HUD symbology and EVS characteristics if appropriate;

(5) The effects of precipitation, ice accretion, low level wind shear and

turbulence;

(6) The effect of specific aeroplane malfunctions;

(7) The use and limitations of RVR assessment systems;


01 June 2013 1-E-26 Issue 03, Rev. 00

(8) The principles of obstacle clearance requirements;

(9) Recognition of and action to be taken in the event of failure of ground

equipment;

(10) The procedures and precautions to be followed with regard to surface

movement during operations when the RVR is 400 m or less and any additional

procedures required for take-off in conditions below 150 m (200 m for Category

D aeroplanes);

(11) The significance of decision heights based upon radio altimeters and the effect

of terrain profile in the approach area on radio altimeter readings and on the

automatic approach/landing systems;

(12) The importance and significance of Alert Height if applicable and the action in

the event of any failure above and below the Alert Height;

(13) The qualification requirements for pilots to obtain and retain approval to

conduct Low Visibility Take-offs and Category II or III operations; and

(14) The importance of correct seating and eye position.

(c) Flight Simulator training and/or flight training

(1) An operator must ensure that Flight Simulator and/or flight training for Low

Visibility Operations includes:

(i) Checks of satisfactory functioning of equipment, both on the ground and

in flight;

(ii) Effect on minima caused by changes in the status of ground installations;

(iii) Monitoring of

(A) Automatic flight control systems and autoland status

annunciators with emphasis on the action to be taken in the

event of failures of such systems;

(B) HUD/HUDLS/EVS guidance status and annunciators

as appropriate, to include Head Down Displays.

(iv) Actions to be taken in the event of failures such as engines, electrical

systems, hydraulics or flight control systems;

(v) The effect of known unserviceabilities and use of minimum equipment

lists;

(vi) Operating limitations resulting from airworthiness certification;

(vii) Guidance on the visual cues required at decision height together with

information on maximum deviation allowed from glidepath or localiser;

and

(viii) The importance and significance of Alert Height if applicable and the

action in the event of any failure above and below the Alert Height.

(2) An operator must ensure that each flight crew member is trained to carry out

his duties and instructed on the coordination required with other crew

members. Maximum use should be made of Flight Simulators.


Issue 03, Rev. 00 1-E-27 01 June 2013

(3) Training must be divided into phases covering normal operation with no

aeroplane or equipment failures but including all weather conditions which

may be encountered and detailed scenarios of aeroplane and equipment failure

which could affect Category II or III operations. If the aeroplane system

involves the use of hybrid or other special systems (such as HUD/HUDLS

head up displays or enhanced vision equipment) then flight crew members

must practise the use of these systems in normal and abnormal modes during

the Flight Simulator phase of training.

(4) Incapacitation procedures appropriate to Low Visibility Take-offs and

Category II and III operations shall be practised.

(5) For aeroplanes with no Flight Simulator available to represent that specific

aeroplane operators must ensure that the flight training phase specific to the

visual scenarios of Category II operations is conducted in a specifically

approved Flight Simulator. Such training must include a minimum of 4

approaches. The training and procedures that are type specific shall be

practised in the aeroplane.

(6) Initial Category II and III training shall include at least the following

exercises:

(i) Approach using the appropriate flight guidance, autopilots and control

systems installed in the aeroplane, to the appropriate decision height and

to include transition to visual flight and landing;

(ii) Approach with all engines operating using the appropriate flight

guidance systems, autopilots, HUDLS and/or EVS and control systems

installed in the aeroplane down to the appropriate decision height

followed by missed approach; all without external visual reference;

(iii) Where appropriate, approaches utilising automatic flight systems to

provide automatic flare, landing and roll-out; and

(iv) Normal operation of the applicable system both with and without

acquisition of visual cues at decision height.

(7) Subsequent phases of training must include at least:

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

(ii) Approaches with critical equipment failures (e.g. electrical systems,

autoflight systems, ground and/or airborne ILS/MLS systems and status

monitors);

(iii) Approaches where failures of autoflight equipment and/or

HUD/HUDLS/EVS at low level require either;

(A) Reversion to manual flight to control flare, landing and roll out or

missed approach; or

(B) Reversion to manual flight or a downgraded automatic mode to

control missed approaches from, at or below decision height

including those which may result in a touchdown on the runway;


01 June 2013 1-E-28 Issue 03, Rev. 00

(iv) Failures of the systems which will result in excessive localiser and/or

glideslope deviation, both above and below decision height, in the

minimum visual conditions authorised for the operation. In addition, a

continuation to a manual landing must be practised if a head-up display

forms a downgraded mode of the automatic system or the head-up display

forms the only flare mode; and

(v) Failures and procedures specific to aeroplane type or variant.

(8) The training programme must provide practice in handling faults which require

a reversion to higher minima.

(9) The training programme must include the handling of the aeroplane when,

during a fail passive Category III approach, the fault causes the autopilot to

disconnect at or below decision height when the last reported RVR is 300 m or

less.

(10) Where take-offs are conducted in RVRs of 400 m and below, training must be

established to cover systems failures and engine failure resulting in continued as

well as rejected take-offs.

(11) The training programme must include, where appropriate, approaches where

failures of the HUDLS and/or EVS equipment at low level require either:

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

(ii) Reversion to flight with no, or downgraded, HUDLS Guidance to control

missed approaches from decision height or below, including those which

may result in a touchdown on the runway.

(12) An operator shall ensure that when undertaking Low Visibility Take -off,

Lower than Standard Category I, Other than Standard Category II, and

Category II and III Operations utilising a HUD/HUDLS or Hybrid

HUD/HUDLS or an EVS, that the training and checking programme

includes, where appropriate, the use of the HUD/HUDLS in normal

operations during all phases of flight. (d) Conversion Training Requirements to conduct Low Visibility Take -off, Lower than

Standard Category I, Other than Standard Category II, Approach utilising EVS

and Category II and III Operations. An operator shall ensure that each flight crew

member completes the following Low Visibility Procedures training if converting to a

new type or variant of aeroplane in which Low Visibility Take-off Lower than

Standard Category I, Other than Standard Category II Approaches utilising EVS with

an RVR of 800m or less and Category II and III Operations will be conducted.

The flight crew member experience requirements to undertake an abbreviated course

are prescribed in sub-paragraphs (a)(2) and (a)(3), above:

(1) Ground Training. The appropriate requirements prescribed in sub -paragraph (b)

above, taking into account the flight crew member‟s Category II and Category III

training and experience.

(2) Flight Simulator Training and/or Flight training.

(i) A minimum of 6 (8 for HUDLS with or without EVS) approaches and/or landings

in a Flight Simulator. The requirement for 8 HUDLS approaches may be reduced

to 6 when conducting Hybrid HUDLS operations. See sub- paragraph (4)(i) below.


Issue 03, Rev. 00 1-E-29 01 June 2013

(ii) Where no Flight Simulator is available to represent that specific

aeroplane, a minimum of 3 (5 for HUDLS and/or EVS) approaches including at

least 1 go-around is required on the aeroplane. For Hybrid HUDLS operations

a minimum of 3 approaches are required, including at least 1 go-around.

(iii) Appropriate additional training if any special equipment is required such as

head-up displays or enhanced vision equipment. When approach operations

utilising EVS are conducted with an RVR of less than

800m, a minimum of 5 approaches, including at least one go -around are

required on the aeroplane.

(3) Flight Crew Qualification. The flight crew qualification requirements are specific to

the operator and the type of aeropl ane operated.

(i) The operator must ensure that each flight crew member completes a check

before conducting Category II or III operations.

(ii) The check prescribed in sub-paragraph (i) above may be replaced by

successful completion of the Flight Simulator and/or flight training prescribed in

sub-paragraph (d)(2) above.

(4) Line Flying under Supervision. An operator must ensure that each flight crew

member undergoes the following line flying under supervision (LIFUS):

(i) For Category II when a manual landing or a HUDLS approach to

touchdown is required, a minimum of is required, a minimum of:

(A) 3 landings from autopilot disconnect;

(B) 4 landings with HUDLS used to touchdown;

except that only 1 manual landing (2 using HUDLS to touchdown) is required

when the training required in sub -paragraph (d)(2) above has been carried

out in a Flight Simulator qualified for zero flight time conversion.

(ii) For Category III, a minimum of 2 autolands except that

(A) Only 1 autoland is required when the training required in sub -

paragraph (d)(2) above has been carried out in a Flight Simulator

usable for zero flight time conversion.

(B) No autoland is required during LIFUS when the training required in

sub-paragraph (d)(2) above has been carried out in a Flight Simulator

qualified for zero flight time (ZFT) conversion and the flight crew member

successfully completed the ZFT type rating conversion course;

(C) The flight crew member, trained and qualified in accordance with

paragraph (B) above, is qualified to operate during the conduct of LIFUS to

the lowest approved DA(H) and RVR as stipulated in the Operations

Manual.

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

4 approaches.

(e) Type and command experience.


01 June 2013 1-E-30 Issue 03, Rev. 00

(1) Before commencing Category II/III operations, the following additional

requirements are applicable to commanders, or pilots to whom conduct of the flight

may be delegated, who are new to the aeroplane type:

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

and

(ii) 100 m must be added to the applicable Category II when the operations

requires CATII manual landing or use of HUDLS to touchdown until:

(A) a total of 100 hours or 40 sectors, including LIFUS has been

achieved on the type; or

(B) a total of 50 hours or 20 sectors, including LIFUS has been achieved

on the type where the flight crew member has been previously

qualified for Category II manual landing operations with a JAA

operator.

(C) For HUDLS operations the sector requirements in paragraphs (e) (1)

and (e) (2) (i) shall always be applicable, the hours on type/class does not

fulfil the requirement.

(2) Before commencing Category III operations, the following additional

requirements are applicable to commanders, or pilots to wh om conduct of the

flight may be delegated, who are new to the aeroplane type:

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

and

(ii) 100 m must be added to the applicable Category II or Category III RVR

minima unless he has previously qualified for Category II or III operations

with a JAA operator, until a total of 100 hours or 40 sectors, including line

flying under supervision, has been achieved on the type.

(3) The Authority may authorise a reduction in the above command experience

requirements for flight crew members who have Category II or Category III

command experience.

(f) Low Visibility Take-Off with RVR less than 150/200 m

(1) An operator must ensure that prior to authorisation to conduct take-offs in

RVRs below 150 m (below 200 m for Category D aeroplanes) the following

training is carried out:

(i) Normal take-off in minimum authorised RVR conditions;

(ii) Take-off in minimum authorised RVR conditions with an engine failure

between V1 and V2, or as soon as safety considerations permit; and

(iii) Take-off in minimum authorised RVR conditions with an engine failure

before V1 resulting in a rejected take-off.

(2) An operator must ensure that the training required by sub-paragraph (1) above

is carried out in a Flight Simulator. This training must include the use of any


Issue 03, Rev. 00 1-E-31 01 June 2013

special procedures and equipment. Where no Flight Simulator is available to

represent that specific aeroplane, the Authority may approve such training in

an aeroplane without the requirement for minimum RVR conditions. (See

Appendix 1 to YCAR–OPS 1.965.)

(3) An operator must ensure that a flight crew member has completed a check

before conducting low visibility take-offs in RVRs of less than 150 m (less

than 200 m for Category D aeroplanes) if applicable. The check may only be

replaced by successful completion of the Flight Simulator and/or flight

training prescribed in sub-paragraph (f)(1) on conversion to an aeroplane type.

(g) Recurrent Training and Checking – Low Visibility Operations

(1) An operator must ensure that, in conjunction with the normal recurrent training

and operator proficiency checks, a pilot‟s knowledge and ability to perform the

tasks associated with the particular category of operation for which he is

authorised is checked. The required number of approaches to be undertaken in

the Flight Simulator within the validity period of the operator

proficiency check (as prescribed in YCAR-OPS 1.965(b)) is to be a minimum

of two, , (4 when HUDLS and/or EVS is utilised to touchdown) one of which

must be a landing at the lowest approved RVR in addition one (2 for

HUDLS and/or operations utilising EVS) of these approaches may be

substituted by an approach and landing in the aeroplane using approved

Category II or III procedures. One missed approach shall be flown during the

conduct of the operator proficiency check. If the operator is authorised to

conduct take-off with RVR less than 150/200 m, at least one LVTO to the

lowest applicable minima shall be flown during the conduct of the operator

proficiency check. (See IEM OPS 1.450(g)(i).)

(2) For Category III operations an operator must use a Flight Simulator.

(3) An operator must ensure that, for Category III operations on aeroplanes with a

fail passive flight control system, a missed approach is completed at least once

over the period of three consecutive operator proficiency checks as the result

of an autopilot failure at or below decision height when the last reported RVR

was 300 m or less.

(4) The Authority may authorise recurrent training and checking for Category II

and LVTO operations in an aeroplane type where no Flight Simulator to

represent that specific aeroplane or an acceptable alternate is available.

Note: Recency for LVTO and Category II/III based upon automatic approaches

and/or auto-lands is maintained by the recurrent training and checking as

prescribed in this paragraph.

(h) Additional Training Requirements for Operators conducting Lower than Standard

Category I, Approaches utilising EVS and Other than Standard Category II Operations.

(1) Operators conducting Lower than Standard Category I operations shall

comply with the requirements of Appendix 1 to YCAR–OPS 1.450 – Low

Visibility Operations – Training & Qualifications applicable to Category II

operations to include the requirements applicable to HUDLS (if appropriate).

The operator may combine these additional requirements where appropriate

provided that the operational procedures are compatible. During conversion

training the total number of approaches required shall not be additional to the

requirements of YCAR-OPS Subpart N provided the training is conducted

utilising the lowest applicable RVR. During recurrent training and checking the


01 June 2013 1-E-32 Issue 03, Rev. 00

operator may also combine the separate requirements provided the above

operational procedure requirement is met, provided that at least one approach

using Lower than Standard Category I minima is conducted at least once every

18 months.

(2) Operators conducting Other than Standard Category II operations shall

comply with the requirements of Appendix 1 to YCAR–OPS 1.450 – Low

Visibility Operations – Training & Qualifications applicable to Category II

operations to include the requirements applicable to HUDLS (if appropriate).



training the total number of approaches required shall not be less than that

required to complete Category II training utilising a HUD/HUDLS. During

recurrent training and checking the operator may also combine the separate

requirements provided the above operational procedure requirement is met,

provided that at least one approach using Other than Standard Category II

minima is conducted at least once every 18 months.

(3) Operators conducting Approach Operations utilising EVS with RVR of 800m

or less shall comply with the requirements of Appendix 1 to YCAR–OPS 1.450 –

Low Visibility Operations – Training & Qualifications applicable to Category II

operations to include the requirements applicable to HUD (if appropriate).



training the total number of approaches required shall not be less than that

required to complete Category II training utilising a HUD. During recurrent

training and checking the operator may also combine the separate requirements

provided the above operational procedure requirement is met, provided that at

least one approach utilising EVS is conducted at least once every 12 months.


Issue 03, Rev. 00 1-E-33 01 June 2013

Appendix 1 to YCAR–OPS 1.455 Low Visibility Operations – Operating procedures

(a) General. Low Visibility Operations include:

(1) Manual take-off (with or without electronic guidance systems or

HUDLS/Hybrid HUD/HUDLS);

(2) Auto-coupled approach to below DH, with manual flare, landing and roll -

out;

(3) Approach flow with the use of a HUDLS/Hybrid HUD/HUDLS and/or

EVS);

(4) Auto-coupled approach followed by auto-flare, autolanding and manual

roll- out; and

(5) Auto-coupled approach followed by auto-flare, autolanding and auto-roll-

out, when the applicable RVR is less than 400 m.

Note 1: A hybrid system may be used with any of these modes of operations.

Note 2: Other forms of guidance systems or displays may be certificated and approved.

(b) Procedures and Operating Instructions

(1) The precise nature and scope of procedures and instructions given depend

upon the airborne equipment used and the flight deck procedures followed. An

operator must clearly define flight crew member duties during take-off,

approach, flare, roll-out and missed approach in the Operations Manual.

Particular emphasis must be placed on flight crew responsibilities during

transition from non-visual conditions to visual conditions, and on the

procedures to be used in deteriorating visibility or when failures occur. Special

attention must be paid to the distribution of flight deck duties so as to ensure

that the workload of the pilot making the decision to land or execute a missed

approach enables him to devote himself to supervision and the decision

making process.

(2) An operator must specify the detailed operating procedures and instructions in

the Operations Manual. The instructions must be compatible with the

limitations and mandatory procedures contained in the Aeroplane Flight

Manual and cover the following items in particular:

(i) Checks for the satisfactory functioning of the aeroplane equipment, both

before departure and in flight;

(ii) Effect on minima caused by changes in the status of the ground

installations and airborne equipment;

(iii) Procedures for the take-off, approach, flare, landing, roll-out and missed

approach;

(iv) Procedures to be followed in the event of failures, warnings to include

HUD/HUDLS/EVS and other non-normal situations;

(v) The minimum visual reference required;

(vi) The importance of correct seating and eye position;

(vii) Action which may be necessary arising from a deterioration of the visual

reference;


01 June 2013 1-E-34 Issue 03, Rev. 00

(viii) Allocation of crew duties in the carrying out of the procedures according

to sub-paragraphs (i) to (iv) and (vi) above, to allow the Commander to

devote himself mainly to supervision and decision making;

(ix) The requirement for all height calls below 200 ft to be based on the radio

altimeter and for one pilot to continue to monitor the aeroplane

instruments until the landing is completed;

(x) The requirement for the Localiser Sensitive Area to be protected;

(xi) The use of information relating to wind velocity, windshear, turbulence,

runway contamination and use of multiple RVR assessments;

(xii) Procedures to be used for practice approaches and landing on runways at

which the full Category II or Category III aerodrome procedures are not in

force; (A) Lower than Standard Category I;

(B) Other than Standard Category II;

(C) Approaches utilising EVS; and

(xiii) Operating limitations resulting from airworthiness certification; and

(xiv) Information on the maximum deviation allowed from the ILS glide path

and/or localiser.


Issue 03, Rev. 00 1-E-35 01 June 2013

Appendix 1 to YCAR-OPS 1.465 Minimum Visibilities for VFR Operations

Airspace class A B C D

E (Note 1) F G

Above 900 m (3000 ft)

AMSL or above 300 m

(1000 ft) above terrain,

whichever is the higher

At and below 900 m

(3000 ft) AMSL or 300 m

(1000 ft) above terrain,

whichever is the higher

Distance from

cloud

1500 m horizontally

300 m (1000 ft) vertically

Clear of cloud and in sight

of the surface

Flight

visibility

8 km at and above 3 050 m (10000 ft) AMSL

(Note 1)

5 km below 3 050 m (10000 ft) AMSL

5 km (Note 3)

Note 1 VMC Minima for Class A airspace are included for guidance but do not

imply acceptance of VFR fligths in Class A airspace.

Note 2. When the height of the transition altitude is lower than 3 050 m (10000

ft) AMSL, FL 100 should be used in lieu of 10000ft.

Note 3 Cat A and B aeroplanes may be operated in flight visibilities down to

3000 m, provided the appropriate ATS authority permits use of a flight

visibility less than 5 km, and the circumstances are such, that the

probability of encounters with other traffic is low, and the IAS is 140 kt

or less.

SECTION 1 YCAR-OPS 1 Subpart F

Issue 03, Rev. 00 1-F-1 01 June 2013



(a). An operator shall ensure that multi-engine aeroplanes powered by turbopropeller

engines with a maximum approved passenger seating configuration of more than 9

or a maximum take-off mass exceeding 5700 kg, and all multi-engine turbojet

powered aeroplanes are operated in accordance with Subpart G (Performance Class

A).

(b). An operator shall ensure that propeller driven aeroplanes with a maximum

approved passenger seating configuration of 9 or less, and a maximum take-off

mass of 5700 kg or less are operated in accordance with Subpart H (Performance

Class B).

(c). An operator shall ensure that aeroplanes powered by reciprocating engines with a

maximum approved passenger seating configuration of more than 9 or a maximum

take-off mass exceeding 5700 kg are operated in accordance with Subpart I

(Performance Class C).

(d). Where full compliance with the requirements of the appropriate Subpart cannot be

shown due to specific design characteristics (eg supersonic aeroplanes or

seaplanes), the operator shall apply approved performance standards that ensure a

level of safety equivalent to that of the appropriate Subpart.


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

(1) At the start of the take-off;

or, in the event of in-flight replanning

(2) At the point from which the revised operational flight plan applies,

is not greater than the mass at which the requirements of the appropriate

Subpart can be complied with for the flight to be undertaken, allowing for

expected reductions in mass as the flight proceeds, and for such fuel

jettisoning as is provided for in the particular requirement.

(b) An operator shall ensure that the approved performance Data contained in the

Aeroplane Flight Manual is used to determine compliance with the requirements of

the appropriate Subpart, supplemented as necessary with other data acceptable to

the Authority as prescribed in the relevant Subpart. When applying the factors

prescribed in the appropriate Subpart, account may be taken of any operational

factors already incorporated in the Aeroplane Flight Manual performance data to

avoid double application of factors. (See AMC OPS 1.475(b) & IEM OPS

1.475(b)).

(c) When showing compliance with the requirements of the appropriate Subpart, due

account shall be taken of aeroplane configuration, environmental conditions and

the operation of systems which have an adverse effect on performance.

(d) For performance purposes, a damp runway, other than a grass runway, may be considered to be dry.

(e) An operator shall take account of charting accuracy when assessing compliance

with the takeoff requirements of the applicable subpart.

YCAR-OPS 1 Subpart F SECTION 1

01 June 2013 1-F-2 Issue 03, Rev. 00


(a) Terms used in Subparts F, G, H, I and J, and not defined in YCAR–1, have the

following meaning:

(1) Accelerate-stop distance available (ASDA). The length of the take-off run

available plus the length of stopway, if such stopway is declared available by

the appropriate Authority and is capable of bearing the mass of the aeroplane

under the prevailing operating conditions.

(2) Contaminated runway. A runway is considered to be contaminated when

more than 25% of the runway surface area (whether in isolated areas or not)

within the required length and width being used is covered by the following:

(i) Surface water more than 3 mm (0·125 in) deep, or by slush, or loose

snow, equivalent to more than 3 mm (0·125 in) of water;

(ii) Snow which has been compressed into a solid mass which resists further

compression and will hold together or break into lumps if picked up

(compacted snow); or

(iii) Ice, including wet ice.

(3) Damp runway. A runway is considered damp when the surface is not dry,

but when the moisture on it does not give it a shiny appearance.

(4) Dry runway. A dry runway is one which is neither wet nor contaminated, and

includes those paved runways which have been specially prepared with

grooves or porous pavement and maintained to retain „effectively dry‟ braking

action even when moisture is present.

(5) Landing distance available (LDA). The length of the runway which is declared

available by the appropriate Authority and suitable for the ground run of an

aeroplane landing.

(6) Maximum approved passenger seating configuration. The maximum passenger

seating capacity of an individual aeroplane, excluding pilot seats or flight deck

seats and cabin crew seats as applicable, used by the

operator, approved by the Authority and specified in the Operations Manual.

(7) Take-off distance available (TODA). The length of the take-off run available

plus the length of the clearway available.

(8) Take-off mass. The take-off mass of the aeroplane shall be taken to be its

mass, including everything and everyone carried at the commencement of the

take-off run.

(9) Take-off run available (TORA). The length of runway which is declared

available by the appropriate Authority and suitable for the ground run of an

aeroplane taking off.

(10) Wet runway. A runway is considered wet when the runway surface is covered

with water, or equivalent, less than specified in sub-paragraph (a)(2) above or

when there is sufficient moisture on the runway surface to cause it to appear

reflective, but without significant areas of standing water.


Issue 03, Rev. 00 1-F-3 01 June 2013

(b) The terms „accelerate-stop distance‟, „take-off distance‟, „take-off run‟, „net take-off

flight path‟, „one engine inoperative en-route net flight path‟ and „two engines

inoperative en-route net flight path‟ as relating to the aeroplane have their meanings

defined in the airworthiness requirements under which the aeroplane was

certificated, or as specified by the Authority if it finds that definition inadequate for

showing compliance with the performance operating limitations.

SECTION 1 YCAR-OPS 1 Subpart G

Issue 03, Rev. 00 1-G-1 01 June 2013



(a) An operator shall ensure that, for determining compliance with the requirements of

this Subpart, the approved performance data in the Aeroplane Flight Manual is

supplemented as necessary with other data acceptable to the Authority if the

approved performance Data in the Aeroplane Flight Manual is insufficient in respect

of items such as:

(1) Accounting for reasonably expected adverse operating conditions such as take-

off and landing on contaminated runways; and

(2) Consideration of engine failure in all flight phases.

(b) An operator shall ensure that, for the wet and contaminated runway case,

performance data determined in accordance with CS-25 or equivalent acceptable to

the Authority is used. (See IEM OPS 1.485(b).)

YCAR–OPS 1.490 Take-off

(a) An operator shall ensure that the take-off mass does not exceed the maximum take-

off mass specified in the Aeroplane Flight Manual for the pressure altitude and the

ambient temperature at the aerodrome at which the take-off is to be made.

(b) An operator must meet the following requirements when determining the maximum

permitted take-off mass:

(1) The accelerate-stop distance must not exceed the accelerate-stop distance

available;

(2) The take-off distance must not exceed the take-off distance available, with a

clearway distance not exceeding half of the take-off run available;

(3) The take-off run must not exceed the take-off run available;

(4) Compliance with this paragraph must be shown using a single value of V1 for

the rejected and continued take-off; and

(5) On a wet or contaminated runway, the take-off mass must not exceed that

permitted for a take-off on a dry runway under the same conditions.

(c) When showing compliance with sub-paragraph (b) above, an operator must take

account of the following:

(1) The pressure altitude at the aerodrome;

(2) The ambient temperature at the aerodrome; and

(3) The runway surface condition and the type of runway surface (See IEM OPS

1.490(c)(3));

(4) The runway slope in the direction of take-off;

(5) Not more than 50% of the reported head-wind component or not less than

150% of the reported tailwind component; and

YCAR-OPS 1 Subpart G SECTION 1

01 June 2013 1-G-2 Issue 03, Rev. 00

(6) The loss, if any, of runway length due to alignment of the aeroplane prior to

take-off. (See IEM OPS 1.490(c)(6).)

YCAR–OPS 1.495 Take-off obstacle clearance

(a) An operator shall ensure that the net take-off flight path clears all obstacles by a

vertical distance of at least 35 ft or by a horizontal distance of at least 90 m plus

0·125 x D, where D is the horizontal distance the aeroplane has travelled from the

end of the take-off distance available or the end of the take-off distance if a turn is

scheduled before the end of the take-off distance available. For aeroplanes with a

wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane

wingspan plus 60 m, plus 0·125 x D may be used. (See IEM OPS 1.495(a).)

(b) When showing compliance with sub-paragraph (a) above, an operator must take


(1) The mass of the aeroplane at the commencement of the take-off run;



(4) Not more than 50% of the reported head-wind component or not less than

150% of the reported tailwind component.

(c) When showing compliance with sub-paragraph (a) above:

(1) Track changes shall not be allowed up to the point at which the net take-off

flight path has achieved a height equal to one half the wingspan but not less

than 50 ft above the elevation of the end of the take-off run available.

Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked

by no more than 15°. Above 400 ft height bank angles greater than 15°, but not

more than 25° may be scheduled;

(2) Any part of the net take-off flight path in which the aeroplane is banked by

more than 15° must clear all obstacles within the horizontal distances specified

in sub-paragraphs (a), (d) and (e) of this paragraph by a vertical distance of at

least 50 ft; and

(3) An operator must use special procedures, subject to the approval of the

Authority, to apply increased bank angles of not more than 20º between 200 ft

and 400 ft, or not more than 30º above 400 ft (See Appendix 1 to YCAR-OPS

1.495(c)(3)).

(4) Adequate allowance must be made for the effect of bank angle on operating

speeds and flight path including the distance increments resulting from

increased operating speeds. (See AMC OPS 1.495(c)(4)).

(d) When showing compliance with sub-paragraph (a) above for those cases where the

intended flight path does not require track changes of more than 15°, an operator

need not consider those obstacles which have a lateral distance greater than:

(1) 300 m, if the pilot is able to maintain the required navigational accuracy

through the obstacle accountability area (See AMC OPS 1.495(d)(1) & (e)(1);

or

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


Issue 03, Rev. 00 1-G-3 01 June 2013

(e) When showing compliance with sub-paragraph (a) above for those cases where the

intended flight path does require track changes of more than 15°, an operator need

not consider those obstacles which have a lateral distance greater than:

(1) 600 m, if the pilot is able to maintain the required navigational accuracy

through the obstacle accountability area (See AMC OPS 1.495 (d)(1) &

(e)(1)); or

(2) 900 m for flights under all other conditions.

(f) An operator shall establish contingency procedures to satisfy the requirements of

YCAR–OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the

aeroplane to either comply with the en-route requirements of YCAR–OPS 1.500, or

land at either the aerodrome of departure or at a take-off alternate aerodrome (See

IEM OPS 1.495(f)).

YCAR–OPS 1.500 En-route – One Engine Inoperative

(See AMC OPS 1.500)

(a) An operator shall ensure that the one engine inoperative en-route net flight path data

shown in the Aeroplane Flight Manual, appropriate to the meteorological conditions

expected for the flight, complies with either sub-paragraph (b) or (c) at all points

along the route. The net flight path must have a positive gradient at 1500 ft above

the aerodrome where the landing is assumed to be made after engine failure. In

meteorological conditions requiring the operation of ice protection systems, the

effect of their use on the net flight path must be taken into account.

(b) The gradient of the net flight path must be positive at least 1000 ft above all terrain

and obstructions along the route within 9·3 km (5 nm) on either side of the intended

track.

(c) The net flight path must permit the aeroplane to continue flight from the cruising

altitude to an aerodrome where a landing can be made in accordance with YCAR–

OPS 1.515 or 1.520 as appropriate, the net flight path clearing vertically, by at least

2000 ft, all terrain and obstructions along the route within 9·3 km (5 nm) on either

side of the intended track in accordance with sub-paragraphs (1) to (4) below:

(1) The engine is assumed to fail at the most critical point along the route;

(2) Account is taken of the effects of winds on the flight path;

(3) Fuel jettisoning is permitted to an extent consistent with reaching the

aerodrome with the required fuel reserves, if a safe procedure is used; and

(4) The aerodrome where the aeroplane is assumed to land after engine failure

must meet the following criteria:

(i) The performance requirements at the expected landing mass are met; and

(ii) Weather reports or forecasts, or any combination thereof, and field

condition reports indicate that a safe landing can be accomplished at the

estimated time of landing.

(d) When showing compliance with YCAR–OPS 1.500, an operator must increase the

width margins of subparagraphs (b) and (c) above to 18·5 km (10 nm) if the

navigational accuracy does not meet the 95% containment level.


01 June 2013 1-G-4 Issue 03, Rev. 00

YCAR–OPS 1.505 En-route – Two Engines Inoperative

For Aeroplanes With Three Or More Engines

(a) An operator shall ensure that at no point along the intended track will an aeroplane

having three or more engines be more than 90 minutes, at the all-engines long range

cruising speed at standard temperature in still air, away from an aerodrome at which

the performance requirements applicable at the expected landing mass are met

unless it complies with sub-paragraphs (b) to (f) below.

(b) The two engines inoperative en-route net flight path data must permit the aeroplane

to continue the flight, in the expected meteorological conditions, from the point

where two engines are assumed to fail simultaneously, to an aerodrome at which it

is possible to land and come to a complete stop when using the prescribed procedure

for a landing with two engines inoperative. The net flight path must clear vertically,

by at least 2000 ft all terrain and obstructions along the route within 9·3 km (5 nm)

on either side of the intended track. At altitudes and in meteorological conditions

requiring ice protection systems to be operable, the effect of their use on the net

flight path data must be taken into account. If the navigational accuracy does not

meet the 95% containment level, an operator must increase the width margin given

above to 18·5 km (10 nm).

(c) The two engines are assumed to fail at the most critical point of that portion of the

route where the aeroplane is more than 90 minutes, at the all engines long range

cruising speed at standard temperature in still air, away from an aerodrome at which

the performance requirements applicable at the expected landing mass are met.

(d) The net flight path must have a positive gradient at 1500 ft above the aerodrome

where the landing is assumed to be made after the failure of two engines.

(e) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome

with the required fuel reserves, if a safe procedure is used.

(f) The expected mass of the aeroplane at the point where the two engines are assumed

to fail must not be less than that which would include sufficient fuel to proceed to an

aerodrome where the landing is assumed to be made, and to arrive there at least

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

YCAR–OPS 1.510 Landing – Destination And Alternate Aerodromes

(See AMC OPS 1.510 and 1.515)

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

accordance with YCAR–OPS 1.475(a) does not exceed the maximum landing mass

specified for the altitude and the ambient temperature expected for the estimated

time of landing at the destination and alternate aerodrome.

(b) For instrument approaches with a missed approach gradient greater than 2·5% an

operator shall verify that the expected landing mass of the aeroplane allows a missed

approach with a climb gradient equal to or greater than the applicable missed

approach gradient in the one-engine inoperative missed approach configuration and

speed (see Certification Specification CS-25). The use of an alternative method must

be approved by the Authority (see IEM OPS 1.510(b) & (c)).

(c) For instrument approaches with decision heights below 200 ft, an operator must

verify that the expected landing mass of the aeroplane allows a missed approach

gradient of climb, with the critical engine failed and with the speed and


Issue 03, Rev. 00 1-G-5 01 June 2013

configuration used for go-around of at least 2·5%, or the published gradient,

whichever is the greater (see Certification Specification CS-AWO). The use of an

alternative method must be approved by the Authority (IEM OPS 1.510(b) & (c)).

YCAR–OPS 1.515 Landing – Dry Runways


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

accordance with YCAR–OPS 1.475(a) for the estimated time of landing at the

destination aerodrome and at any alternate aerodrome allows a full stop landing

from 50 ft above the threshold:

(1) For turbo-jet powered aeroplanes, within 60% of the landing distance

available; or

(2) For turbo-propeller powered aeroplanes, within 70% of the landing distance

available;

(3) For Steep Approach procedures the Authority may approve the use of landing

distance Data factored in accordance with sub-paragraphs (a)(1) and (a)(2)

above as appropriate, based on a screen height of less than 50 ft, but not less

than 35 ft. (See Appendix 1 to YCAR–OPS 1.515(a)(3).)

(4) When showing compliance with sub-paragraphs (a)(1) and (a)(2) above, the

Authority may exceptionally approve, when satisfied that there is a need (see

Appendix 1), the use of Short Landing Operations in accordance with

Appendices 1 and 2 together with any other supplementary conditions that the

Authority considers necessary in order to ensure an acceptable level of safety

in the particular case.

(b) When showing compliance with sub-paragraph (a) above, an operator must take


(1) The altitude at the aerodrome;

(2) Not more than 50% of the head-wind component or not less than 150% of the

tailwind component; and

(3) The runway slope in the direction of landing if greater than +/-2%.

(c) When showing compliance with sub-paragraph (a) above, it must be assumed that:

(1) The aeroplane will land on the most favourable runway, in still air; and

(2) The aeroplane will land on the runway most likely to be assigned considering

the probable wind speed and direction and the ground handling characteristics

of the aeroplane, and considering other conditions such as landing aids and

terrain. (See IEM OPS 1.515(c).)

(d) If an operator is unable to comply with sub-paragraph (c)(1) above for a destination

aerodrome having a single runway where a landing depends upon a specified wind

component, an aeroplane may be despatched if 2 alternate aerodromes are

designated which permit full compliance with sub-paragraphs (a), (b) and (c).

Before commencing an approach to land at the destination aerodrome the

commander must satisfy himself that a landing can be made in full compliance with

YCAR–OPS 1.510 and sub-paragraphs (a) and (b) above.


01 June 2013 1-G-6 Issue 03, Rev. 00

(e) If an operator is unable to comply with sub-paragraph (c)(2) above for the

destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is

designated which permits full compliance with sub-paragraphs (a), (b) and (c).

YCAR–OPS 1.520 Landing – Wet and contaminated runways

(a) An operator shall ensure that when the appropriate weather reports or forecasts, or a

combination thereof, indicate that the runway at the estimated time of arrival may be

wet, the landing distance available is at least 115% of the required landing distance,

determined in accordance with YCAR–OPS 1.515.

(b) An operator shall ensure that when the appropriate weather reports or forecasts, or a


contaminated, the landing distance available must be at least the landing distance

determined in accordance with sub-paragraph (a) above, or at least 115% of the

landing distance determined in accordance with approved contaminated landing

distance data or equivalent, accepted by the Authority, whichever is greater.

(c) A landing distance on a wet runway shorter than that required by sub-paragraph (a)

above, but not less than that required by YCAR–OPS 1.515 (a), may be used if the

Aeroplane Flight Manual includes specific additional information about landing

distances on wet runways.

(d) A landing distance on a specially prepared contaminated runway shorter than that

required by sub-paragraph (b) above, but not less than that required by YCAR–OPS

1.515 (a), may be used if the Aeroplane Flight Manual includes specific additional

information about landing distances on contaminated runways.

(e) When showing compliance with sub-paragraphs (b), (c) and (d) above, the criteria of

YCAR–OPS 1.515 shall be applied accordingly except that YCAR–OPS 1.515

(a)(1) and (2) shall not be applied to sub-paragraph (b) above.


Issue 03, Rev. 00 1-G-7 01 June 2013

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

(a) For the use of increased bank angles requiring special approval, the following

criteria shall be met:

(1) The Aeroplane Flight Manual must contain approved data for the required

increase of operating speed and data to allow the construction of the flight

path considering the increased bank angles and speeds.

(2) Visual guidance must be available for navigation accuracy.

(3) Weather minima and wind limitations must be specified for each runway and


(4) Training in accordance with YCAR-OPS 1.975.


01 June 2013 1-G-8 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.515(a)(3) Steep Approach Procedures

(a) The Authority may approve the application of Steep Approach procedures using

glideslope angles of 4·5° or more and with screen heights of less than 50 ft but not

less than 35 ft, provided that the following criteria are met:

(1) The Aeroplane Flight Manual must state the maximum approved glideslope

angle, any other limitations, normal, abnormal or emergency procedures for

the steep approach as well as amendments to the field length data when using

steep approach criteria;

(2) A suitable glidepath reference system comprising at least a visual glidepath

indicating system must be available at each aerodrome at which steep

approach procedures are to be conducted; and

(3) Weather minima must be specified and approved for each runway to be used

with a steep approach. Consideration must be given to the following:

(i) The obstacle situation;

(ii) The type of glidepath reference and runway guidance such as visual aids,

MLS, 3D–NAV, ILS, LLZ, VOR, NDB;

(iii) The minimum visual reference to be required at DH and MDA;

(iv) Available airborne equipment;

(v) Pilot qualification and special aerodrome familiarisation;

(vi) Aeroplane Flight Manual limitations and procedures; and

(vii) Missed approach criteria.


Issue 03, Rev. 00 1-G-9 01 June 2013

Appendix 1 to YCAR-OPS 1.515(a)(4) Short Landing Operations

(a) For the purpose of YCAR-OPS 1.515(a)(4) the distance used for the calculation of

the permitted landing mass may consist of the usable length of the declared safe area

plus the declared landing distance available. The Authority may approve such

operations in accordance with the following criteria:

(1) Demonstration of the need for Short Landing Operations. There must be a

clear public interest and operational necessity for the operation, either due to

the remoteness of the airport or to physical limitations relating to extending

the runway.

(2) Aeroplane and Operational Criteria.

(i) Short landing operation will only be approved for aeroplanes where the

vertical distance between the path of the pilot‟s eye and the path of the

lowest part of the wheels, with the aeroplane established on the normal

glide path, does not exceed 3 metres;

(ii) When establishing aerodrome operating minima the visibility/RVR must

not be less than 1·5 km. In addition, wind limitations must be specified

in the Operation Manual; and

(iii) Minimum pilot experience, training requirements and special aerodrome

familiarisation must be specified for such operations in the Operations

Manual.

(3) It is assumed that the crossing height over the beginning of the usable length

of the declared safe area is 50 ft.

(4) Additional criteria. The Authority may impose such additional conditions as

are deemed necessary for a safe operation taking into account the aeroplane

type characteristics, orographic characteristics in the approach area, available

approach aids and missed approach/baulked landing considerations. Such

additional conditions may be, for instance, the requirement for VASI/PAPI –

type visual slope indicator system.


01 June 2013 1-G-10 Issue 03, Rev. 00

Appendix 2 to YCAR-OPS 1.515(a)(4) Airfield Criteria for Short Landing Operations

(a) The use of the safe area must be approved by the airport authority.

(b) The useable length of the declared safe area under the provisions of 1.515(a)(4), and

this Appendix, must not exceed 90 metres.

(c) The width of the declared safe area shall not be less than twice the runway width or

twice the wing span, whichever is the greater, centred on the extended runway

centre line.

(d) The declared safe area must be clear of obstructions or depressions which would

endanger an aeroplane undershooting the runway and no mobile object shall be

permitted on the declared safety area while the runway is being used for short

landing operations.

(e) The slope of the declared safe area must not exceed 5% upward nor 2% downward

in the direction of landing.

(f) For the purpose of this operation, the bearing strength requirement of YCAR-OPS

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

SECTION 1 YCAR-OPS 1 Subpart H

Issue 03, Rev. 00 1-H-1 01 June 2013



(a) Except where approved by the Authority, an operator shall not operate a single-engine

aeroplane:

(1) At night; or

(2) In Instrument Meteorological Conditions except under Special Visual Flight Rules.

(3) Shall ensure that the airworthiness certification of the aeroplane is appropriate and

that the overall level of safety intended by the provisions of Annexes 6 and 8 is

provided by:

(i). The reliability of the turbine engine;

(ii). The operator‟s maintenance procedures, operating practices, flight dispatch

procedures and crew training programmes; and

(iii). Equipment and other requirements provided in accordance with Appendix 3 to

Annex 6; and

(iv). Shall have an engine trend monitoring system: and

(i).(v). Aeroplanes for which the individual certificate of airworthiness is first issued

on or after 1 January 2005 shall have an automatic trend monitoring system.

Note: Limitations on the operation of single-engine aeroplanes are covered by YCAR–OPS

1.240(a)(6).

(b) An operator shall treat two-engine aeroplanes which do not meet the climb requirements

of Appendix 1 to YCAR–OPS 1.525(b) as single-engine aeroplanes.


(a) An operator shall ensure that the take-off mass does not exceed the maximum take-off

mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient

temperature at the aerodrome at which the take-off is to be made.

(b) An operator shall ensure that the unfactored take-off distance, as specified in the

Aeroplane Flight Manual does not exceed:

(1) When multiplied by a factor of 1·25, the take-off run available; or

(2) When stopway and/or clearway is available, the following:

(i) The take-off run available;

(ii) When multiplied by a factor of 1·15, the take-off distance available; and

(iii) When multiplied by a factor of 1·3, the accelerate-stop distance available.

(c) When showing compliance with sub-paragraph (b) above, an operator shall take account

of the following:



(3) The ambient temperature at the aerodrome;

YCAR-OPS 1 Subpart H SECTION 1

01 June 2013 1-H-2 Issue 03, Rev. 00

(4) The runway surface condition and the type of runway surface (See AMC OPS

1.530(c)(4) & IEM OPS 1.530(c)(4));

(5) The runway slope in the direction of take-off (See AMC OPS 1.530(c)(5)); and

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

the reported tail-wind component.

YCAR–OPS 1.535 Take-off Obstacle Clearance – Multi-Engined Aeroplanes

(See IEM OPS 1.535)

(a) An operator shall ensure that the take-off flight path of aeroplanes with two or more

engines, determined in accordance with this sub-paragraph, clears all obstacles by a

vertical margin of at least 50 ft, or by a horizontal distance of at least 90 m plus 0·125 x

D, where D is the horizontal distance travelled by the aeroplane from the end of the take-

off distance available or the end of the take-off distance if a turn is scheduled before the

end of the take-off distance available except as provided in sub-paragraphs (b) and (c)

below. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance

of half the aeroplane wingspan plus 60 m, plus 0.125 x D may be used. When showing

compliance with this sub-paragraph (see AMC OPS 1.535(a) & IEM OPS 1.535(a)) it

must be assumed that:

(1) The take-off flight path begins at a height of 50 ft above the surface at the end of the

take-off distance required by YCAR–OPS 1.530(b) and ends at a height of 1500 ft

above the surface;

(2) The aeroplane is not banked before the aeroplane has reached a height of 50 ft above

the surface, and that thereafter the angle of bank does not exceed 15°;

(3) Failure of the critical engine occurs at the point on the all engine take-off flight path

where visual reference for the purpose of avoiding obstacles is expected to be lost;

(4) The gradient of the take-off flight path from 50 ft to the assumed engine failure

height is equal to the average all-engine gradient during climb and transition to the

en-route configuration, multiplied by a factor of 0·77; and

(5) The gradient of the take-off flight path from the height reached in accordance with

sub-paragraph (4) above to the end of the take-off flight path is equal to the one

engine inoperative en-route climb gradient shown in the Aeroplane Flight Manual.

(b) When showing compliance with sub-paragraph (a) above for those cases where the

intended flight path does not require track changes of more than 15°, an operator need not

consider those obstacles which have a lateral distance greater than:

(1) 300 m, if the flight is conducted under conditions allowing visual course guidance

navigation, or if navigational aids are available enabling the pilot to maintain the

intended flight path with the same accuracy (See Appendix 1 to YCAR–OPS

1.535(b)(1) & (c)(1)); or


(c) When showing compliance with sub-paragraph (a) above for those cases where the

intended flight path requires track changes of more than 15°, an operator need not

consider those obstacles which have a lateral distance greater than:

(1) 600 m for flights under conditions allowing visual course guidance navigation (See

Appendix 1 to YCAR–OPS 1.535(b)(1) & (c)(1));


Issue 03, Rev. 00 1-H-3 01 June 2013


(d) When showing compliance with sub-paragraphs (a), (b) and (c) above, an operator must

take account of the following:







01 June 2013 1-H-4 Issue 03, Rev. 00

YCAR–OPS 1.540 En-Route – Multi-engined aeroplanes

(See IEM OPS 1.540)

(a) An operator shall ensure that the aeroplane, in the meteorological conditions expected for

the flight, and in the event of the failure of one engine, with the remaining engines

operating within the maximum continuous power conditions specified, is capable of

continuing flight at or above the relevant minimum altitudes for safe flight stated in the

Operations Manual to a point 1000 ft above an aerodrome at which the performance

requirements can be met.

(b) When showing compliance with sub-paragraph (a) above:

(1) The aeroplane must not be assumed to be flying at an altitude exceeding that at

which the rate of climb equals 300 ft per minute with all engines operating within

the maximum continuous power conditions specified; and

(2) The assumed en-route gradient with one engine inoperative shall be the gross

gradient of descent or climb, as appropriate, respectively increased by a gradient of

0·5%, or decreased by a gradient of 0·5%.

YCAR–OPS 1.542 En-Route – Single-engine aeroplanes

(See IEM OPS 1.542)

(a) An operator shall ensure that the aeroplane, in the meteorological conditions expected for

the flight, and in the event of engine failure, is capable of reaching a place at which a safe

forced landing can be made. For landplanes, a place on land is required, unless otherwise

approved by the Authority. (See AMC OPS 1.542(a).)

(b) When showing compliance with sub-paragraph (a) above:

(1) The aeroplane must not be assumed to be flying, with the engine operating within

the maximum continuous power conditions specified, at an altitude exceeding that at

which the rate of climb equals 300 ft per minute; and

(2) The assumed en-route gradient shall be the gross gradient of descent increased by a

gradient of 0·5%.

YCAR–OPS 1.545 Landing – Destination and Alternate Aerodromes

(See AMC OPS 1.545 & 1.550)

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

YCAR–OPS 1.475(a) does not exceed the maximum landing mass specified for the altitude and the

ambient temperature expected for the estimated time of landing at the destination and alternat e

aerodrome.

YCAR–OPS 1.550 Landing – Dry runway

(See AMC OPS 1.545 & 1.550)

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

with YCAR–OPS 1.475(a) for the estimated time of landing allows a full stop landing

from 50 ft above the threshold within 70% of the landing distance available at the

destination aerodrome and at any alternate aerodrome.


Issue 03, Rev. 00 1-H-5 01 June 2013

(1) The Authority may approve the use of landing distance data factored in accordance

with this paragraph based on a screen height of less than 50 ft, but not less than

35 ft. (See Appendix 1 to YCAR–OPS 1.550(a).)

(2) The Authority may approve Short Landing Operations in accordance with the

criteria in Appendix 2 to YCAR-OPS 1.550(a).

(b) When showing compliance with sub-paragraph (a) above, an operator shall take account

of the following:


(2) Not more than 50% of the head-wind component or not less than 150% of the tail-

wind component.

(3) The runway surface condition and the type of runway surface (See AMC OPS

1.550(b)(3)); and

(4) The runway slope in the direction of landing (See AMC OPS 1.550(b)(4));

(c) For despatching an aeroplane in accordance with sub-paragraph (a) above, it must be

assumed that:

(1) The aeroplane will land on the most favourable runway, in still air; and

(2) The aeroplane will land on the runway most likely to be assigned considering the

probable wind speed and direction and the ground handling characteristics of the

aeroplane, and considering other conditions such as landing aids and terrain. (See

IEM OPS 1.550(c).)

(d) If an operator is unable to comply with sub-paragraph (c)(2) above for the destination

aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated

which permits full compliance with sub-paragraphs (a), (b) and (c) above.

YCAR–OPS 1.555 Landing – Wet and Contaminated Runways


combination thereof, indicate that the runway at the estimated time of arrival may be wet,

the landing distance available is equal to or exceeds the required landing distance,

determined in accordance with YCAR–OPS 1.550, multiplied by a factor of 1·15. (See

IEM OPS 1.555(a).)



contaminated, the landing distance, determined by using data acceptable to the Authority

for these conditions, does not exceed the landing distance available.

(c) A landing distance on a wet runway shorter than that required by sub-paragraph (a) above,

but not less than that required by YCAR–OPS 1.550(a), may be used if the Aeroplane

Flight Manual includes specific additional information about landing distances on wet

runways.


01 June 2013 1-H-6 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.525(b) General

Take-off & Landing Climb

The requirements of this Appendix are based on CS-23.

(a) Take-off Climb

(1) All Engines Operating

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

(A) Take-off power on each engine;

(B) The landing gear extended except that if the landing gear can be retracted

in not more than 7 seconds, it may be assumed to be retracted;

(C) The wing flaps in the take-off position(s); and

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

(2) One Engine Inoperative

(i) The steady gradient of climb at an altitude of 400 ft above the take-off surface

must be measurably positive with:

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

position;

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

(C) The landing gear retracted;

(D) The wing flaps in the take-off position(s); and

(E) A climb speed equal to that achieved at 50 ft.

(ii) The steady gradient of climb must be not less than 0·75% at an altitude of

1500 ft above the take-off surface with:


position;

(B) The remaining engine at not more than maximum continuous power;


(D) The wing flaps retracted; and

(E) A climb speed not less than 1·2 VS1.

(b) Landing Climb

(1) All Engines Operating

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

(A) Not more than the power or thrust that is available 8 seconds after

initiation of movement of the power controls from the minimum flight

idle position;

(B) The landing gear extended;


Issue 03, Rev. 00 1-H-7 01 June 2013

(C) The wing flaps in the landing position; and

(D) A climb speed equal to VREF.

(2) One engine Inoperative

(i) The steady gradient of climb must be not less than 0·75% at an altitude of

1500 ft above the landing surface with:


position;

(B) The remaining engine at not more than maximum continuous power;


(D) The wing flaps retracted; and

(E) A climb speed not less than 1·2 VS1.


01 June 2013 1-H-8 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.535(b)(1) & (c)(1) Take-off Flight Path

Visual Course Guidance Navigation

In order to allow visual course guidance navigation, an operator must ensure that the weather

conditions prevailing at the time of operation including ceiling and visibility, are such that the

obstacle and/or ground reference points can be seen and identified. The Operations Manual must

specify, for the aerodrome(s) concerned, the minimum weather conditions which enable the flight

crew to continuously determine and maintain the correct flight path with respect to ground reference

points, so as to provide a safe clearance with respect to obstructions and terrain as follows:

(a) The procedure must be well defined with respect to ground reference points so that the

track to be flown can be analysed for obstacle clearance requirements;

(b) The procedure must be within the capabilities of the aeroplane with respect to forward

speed, bank angle and wind effects;

(c) A written and/or pictorial description of the procedure must be provided for crew use; and

(d) The limiting environmental conditions must be specified (e.g. wind, cloud, visibility,

day/night, ambient lighting, obstruction lighting).


Issue 03, Rev. 00 1-H-9 01 June 2013

Appendix 1 to YCAR–OPS 1.550(a) Steep Approach Procedures

(a) The Authority may approve the application of Steep Approach procedures using

glideslope angles of 4.5° or more, and with screen heights of less than 50 ft but not less

than 35 ft, provided that the following criteria are met:

(1) The Aeroplane Flight Manual must state the maximum approved glideslope angle,

any other limitations, normal, abnormal or emergency procedures for the steep

approach as well as amendments to the field length data when using steep approach

criteria;

(2) A suitable glide path reference system, comprising at least a visual glidepath

indicating system, must be available at each aerodrome at which steep approach

procedures are to be conducted; and

(3) Weather minima must be specified and approved for each runway to be used with a

steep approach. Consideration must be given to the following:

(i) The obstacle situation;

(ii) The type of glidepath reference and runway guidance such as visual aids,

MLS, 3D–NAV, ILS, LLZ, VOR, NDB;

(iii) The minimum visual reference to be required at DH and MDA;

(iv) Available airborne equipment;

(v) Pilot qualification and special aerodrome familiarisation;

(vi) Aeroplane Flight Manual limitations and procedures; and

(vii) Missed approach criteria.


01 June 2013 1-H-10 Issue 03, Rev. 00

Appendix 2 to YCAR-OPS 1.550(a) Short Landing Operations

(a) For the purpose of YCAR-OPS 1.550(a)(2), the distance used for the calculation of the

permitted landing mass may consist of the usable length of the declared safe area plus the

declared landing distance available. The Authority may approve such operations in

accordance with the following criteria:

(1) The use of the declared safe area must be approved by the aerodrome authority;

(2) The declared safe area must be clear of obstructions or depressions which would

endanger an aeroplane undershooting the runway, and no mobile object shall be

permitted on the declared safe area while the runway is being used for short landing

operations;

(3) The slope of the declared safe area must not exceed 5% upward slope nor 2%

downward slope in the direction of landing;

(4) The useable length of the declared safe area under the provisions of this Appendix

shall not exceed 90 metres;

(5) The width of the declared safe area shall not be less than twice the runway width,

centred on the extended runway centreline;

(6) It is assumed that the crossing height over the beginning of the usable length of the

declared safe area shall not be less than 50ft.

(7) For the purpose of this operation, the bearing strength requirement of YCAR-OPS

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

(8) Weather minima must be specified and approved for each runway to be used and

shall not be less than the greater of VFR or non-precision approach minima;

(9) Pilot requirements must be specified (YCAR-OPS 1.975(a) refers);

(10) The Authority may impose such additional conditions as are necessary for safe

operation taking into account the aeroplane type characteristics, approach aids and

missed approach/baulked landing considerations.

SECTION 1 YCAR-OPS 1 Subpart I

Issue 03, Rev. 00 1-I-1 01 June 2013



An operator shall ensure that, for determining compliance with the requirements of this Subpart, the

approved performance Data in the Aeroplane Flight Manual is supplemented, as necessary, with other

Data acceptable to the Authority if the approved performance Data in the Aeroplane Flight Manual is

insufficient.


(a) An operator shall ensure that the take-off mass does not exceed the maximum take-off

mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient

temperature at the aerodrome at which the take-off is to be made.

(b) An operator shall ensure that, for aeroplanes which have take-off field length data

contained in their Aeroplane Flight Manuals that do not include engine failure

accountability, the distance from the start of the take-off roll required by the aeroplane to

reach a height of 50 ft above the surface with all engines operating within the maximum

take-off power conditions specified, when multiplied by a factor of either:

(1) 1·33 for aeroplanes having two engines; or

(2) 1·25 for aeroplanes having three engines; or

(3) 1·18 for aeroplanes having four engines,

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

(c) An operator shall ensure that, for aeroplanes which have take-off field length data

contained in their Aeroplane Flight Manuals which accounts for engine failure, the

following requirements are met in accordance with the specifications in the Aeroplane

Flight Manual:

(1) The accelerate-stop distance must not exceed the accelerate-stop distance available;

(2) The take-off distance must not exceed the take-off distance available, with a

clearway distance not exceeding half of the take-off run available;

(3) The take-off run must not exceed the take-off run available;

(4) Compliance with this paragraph must be shown using a single value of V1 for the

rejected and continued take-off; and

(5) On a wet or contaminated runway the take-off mass must not exceed that permitted

for a take-off on a dry runway under the same conditions.

(d) When showing compliance with sub-paragraphs (b) and (c) above, an operator must take



(2) The ambient temperature at the aerodrome;

(3) The runway surface condition and the type of runway surface (see IEM OPS

1.565(d)(3));

(4) The runway slope in the direction of take-off (see AMC OPS 1.565(d)(4));

YCAR-OPS 1 Subpart I SECTION 1

01 June 2013 1-I-2 Issue 03, Rev. 00

(5) Not more that 50% of the reported head-wind component or not less than 150% of

the reported tail-wind component; and

(6) The loss, if any, of runway length due to alignment of the aeroplane prior to take-

off. (See IEM OPS 1.565(d)(6).)

YCAR–OPS 1.570 Take-off Obstacle Clearance

(a) An operator shall ensure that the take-off flight path with one engine inoperative clears all

obstacles by a vertical distance of at least 50 ft plus 0·01 x D, or by a horizontal distance

of at least 90 m plus 0·125 x D, where D is the horizontal distance the aeroplane has

travelled from the end of the take-off distance available. For aeroplanes with a wingspan

of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60

m, plus 0.125 x D may be used.

(b) The take-off flight path must begin at a height of 50 ft above the surface at the end of the

take-off distance required by YCAR–OPS 1.565(b) or (c) as applicable, and end at a

height of 1500 ft above the surface.

(c) When showing compliance with sub-paragraph (a) above, an operator must take account

of the following:






(d) When showing compliance with sub-paragraph (a) above, track changes shall not be

allowed up to that point of the take-off flight path where a height of 50 ft above the

surface has been achieved. Thereafter, up to a height of 400 ft it is assumed that the

aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than

15°, but not more than 25° may be scheduled. Adequate allowance must be made for the

effect of bank angle on operating speeds and flight path including the distance increments

resulting from increased operating speeds. (See AMC OPS 1.570(d).)

(e) When showing compliance with sub-paragraph (a) above for those cases which do not

require track changes of more than 15°, an operator need not consider those obstacles

which have a lateral distance greater than:

(1) 300 m, if the pilot is able to maintain the required navigational accuracy through the

obstacle accountability area (See AMC OPS 1.570(e)(1) & (f)(1)); or


(f) When showing compliance with sub-paragraph (a) above for those cases which do require

track changes of more than 15°, an operator need not consider those obstacles which have

a lateral distance greater than:

(1) 600 m, if the pilot is able to maintain the required navigational accuracy through the

obstacle accountability area (See AMC OPS 1.570(e)(1) & (f)(1)); or


(g) An operator shall establish contingency procedures to satisfy the requirements of YCAR–

OPS 1.570 and to provide a safe route, avoiding obstacles, to enable the aeroplane to


Issue 03, Rev. 00 1-I-3 01 June 2013

either comply with the en-route requirements of YCAR–OPS 1.580, or land at either the

aerodrome of departure or at a take-off alternate aerodrome.

YCAR–OPS 1.575 En-Route – All Engines Operating

(a) An operator shall ensure that the aeroplane will, in the meteorological conditions expected

for the flight, at any point on its route or on any planned diversion there from, be capable

of a rate of climb of at least 300 ft per minute with all engines operating within the

maximum continuous power conditions specified at:

(1) The minimum altitudes for safe flight on each stage of the route to be flown or of

any planned diversion there from specified in, or calculated from the information

contained in, the Operations Manual relating to the aeroplane; and

(2) The minimum altitudes necessary for compliance with the conditions prescribed in

YCAR–OPS 1.580, and 1.585, as appropriate.

YCAR–OPS 1.580 En-Route – One Engine Inoperative

(See AMC OPS 1.580)

(a) An operator shall ensure that the aeroplane will, in the meteorological conditions expected

for the flight, in the event of any one engine becoming inoperative at any point on its

route or on any planned diversion there from and with the other engine or engines

operating within the maximum continuous power conditions specified, be capable of

continuing the flight from the cruising altitude to an aerodrome where a landing can be

made in accordance with YCAR–OPS 1.595 or YCAR–OPS 1.600 as appropriate, clearing

obstacles within 9·3 km (5 nm) either side of the intended track by a vertical interval of at

least:

(1) 1000 ft when the rate of climb is zero or greater; or

(2) 2000 ft when the rate of climb is less than zero.

(b) The flight path shall have a positive slope at an altitude of 450 m (1500 ft) above the

aerodrome where the landing is assumed to be made after the failure of one engine.

(c) For the purpose of this sub-paragraph the available rate of climb of the aeroplane shall be

taken to be 150 ft per minute less than the gross rate of climb specified.

(d) When showing compliance with this paragraph, an operator must increase the width

margins of sub-paragraph (a) above to 18·5 km (10 nm) if the navigational accuracy does

not meet the 95% containment level.

(e) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the

required fuel reserves, if a safe procedure is used.

YCAR–OPS 1.585 En-Route –Two Engines Inoperative

En-Route – Aeroplanes With Three Or More Engines, Two Engines Inoperative

(a) An operator shall ensure that, at no point along the intended track, will an aeroplane

having three or more engines be more than 90 minutes at the all-engine long range

cruising speed at standard temperature in still air, away from an aerodrome at which the

performance requirements applicable at the expected landing mass are met unless it

complies with sub-paragraphs (b) to (e) below.


01 June 2013 1-I-4 Issue 03, Rev. 00

(b) The two-engines inoperative flight path shown must permit the aeroplane to continue the

flight, in the expected meteorological conditions, clearing all obstacles within 9·3 km (5

nm) either side of the intended track by a vertical interval of at least 2000 ft, to an

aerodrome at which the performance requirements applicable at the expected landing mass

are met.

(c) The two engines are assumed to fail at the most critical point of that portion of the route

where the aeroplane is more than 90 minutes, at the all engines long range cruising speed

at standard temperature in still air, away from an aerodrome at which the performance

requirements applicable at the expected landing mass are met.

(d) The expected mass of the aeroplane at the point where the two engines are assumed to fail

must not be less than that which would include sufficient fuel to proceed to an aerodrome

where the landing is assumed to be made, and to arrive there at an altitude of a least 450

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

(e) For the purpose of this sub-paragraph the available rate of climb of the aeroplane shall be

taken to be 150 ft per minute less than that specified.

(f) When showing compliance with this paragraph, an operator must increase the width

margins of sub-paragraph (a) above to 18·5 km (10 nm) if the navigational accuracy does

not meet the 95% containment level.

(g) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the

required fuel reserves, if a safe procedure is used.

YCAR–OPS 1.590 Landing – Destination and Alternate Aerodromes


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

YCAR–OPS 1.475 (a) does not exceed the maximum landing mass specified in the Aeroplane Flight

Manual for the altitude and, if accounted for in the Aeroplane Flight Manual, the ambient temperature

expected for the estimated time of landing at the destination and alternate aerodrome.

YCAR–OPS 1.595 Landing – Dry Runways


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

with YCAR–OPS 1.475 (a) for the estimated time of landing allows a full stop landing

from 50 ft above the threshold within 70% of the landing distance available at the

destination and any alternate aerodrome.

(b) When showing compliance with sub-paragraph (a) above, an operator must take account

of the following:


(2) Not more than 50% of the head-wind component or not less than 150% of the tail-

wind component;

(3) The type of runway surface (see AMC OPS 1.595(b)(3)); and

(4) The slope of the runway in the direction of landing (See AMC OPS 1.595(b)(4)).

(c) For despatching an aeroplane in accordance with sub-paragraph (a) above it must be

assumed that:


Issue 03, Rev. 00 1-I-5 01 June 2013

(1) The aeroplane will land on the most favourable runway in still air; and

(2) The aeroplane will land on the runway most likely to be assigned considering the

probable wind speed and direction and the ground handling characteristics of the

aeroplane, and considering other conditions such as landing aids and terrain. (See

IEM OPS 1.595(c).)

(d) If an operator is unable to comply with sub-paragraph (c)(2) above for the destination

aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated

which permits full compliance with sub-paragraphs (a), (b) and (c).

YCAR–OPS 1.600 Landing – Wet and Contaminated Runways


combination thereof, indicate that the runway at the estimated time of arrival may be wet,

the landing distance available is equal to or exceeds the required landing distance,

determined in accordance with YCAR–OPS 1.595, multiplied by a factor of 1·15.



contaminated, the landing distance determined by using data acceptable to the Authority

for these conditions, does not exceed the landing distance available.

SECTION 1 YCAR-OPS 1 Subpart J

Issue 03, Rev. 00 1-J-1 01 June 2013




(a) An operator shall ensure that during any phase of operation, the loading, mass and centre

of gravity of the aeroplane complies with the limitations specified in the approved

Aeroplane Flight Manual, or the Operations Manual if more restrictive.

(b) An operator must establish the mass and the centre of gravity of any aeroplane by actual

weighing prior to initial entry into service and thereafter at intervals of 4 years if

individual aeroplane masses are used and 9 years if fleet masses are used. The

accumulated effects of modifications and repairs on the mass and balance must be

accounted for and properly documented. Furthermore, aeroplanes must be reweighed if

the effect of modifications on the mass and balance is not accurately known.

(c) An operator must determine the mass of all operating items and crew members included in

the aeroplane dry operating mass by weighing or by using standard masses. The influence

of their position on the aeroplane centre of gravity must be determined.

(d) An operator must establish the mass of the traffic load, including any ballast, by actual

weighing or determine the mass of the traffic load in accordance with standard passenger

and baggage masses as specified in YCAR–OPS 1.620.

(e) An operator must determine the mass of the fuel load by using the actual density or, if not

known, the density calculated in accordance with a method specified in the Operations

Manual. (See IEM OPS 1.605(e).)


(a) Dry Operating Mass. The total mass of the aeroplane ready for a specific type of

operation excluding all usable fuel and traffic load. This mass includes items such as:

(1) Crew and crew baggage;

(2) Catering and removable passenger service equipment; and

(3) Potable water and lavatory chemicals.

(b) Maximum Zero Fuel Mass. The maximum permissible mass of an aeroplane with no

usable fuel. The mass of the fuel contained in particular tanks must be included in the zero

fuel mass when it is explicitly mentioned in the Aeroplane Flight Manual limitations.

(c) Maximum Structural Landing Mass. The maximum permissible total aeroplane mass

upon landing under normal circumstances.

(d) Maximum Structural Take Off Mass. The maximum permissible total aeroplane mass at

the start of the take-off run.

(e) Passenger classification.

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

(2) Children are defined as persons of an age of two years and above but who are less

than 12 years of age.

(3) Infants are defined as persons who are less than 2 years of age.

YCAR-OPS 1 Subpart J SECTION 1

01 June 2013 1-J-2 Issue 03, Rev. 00

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

load.

YCAR–OPS 1.610 Loading, mass and balance

An operator shall specify, in the Operations Manual, the principles and methods involved in the

loading and in the mass and balance system that meet the requirements of YCAR–OPS 1.605. This

system must cover all types of intended operations.

YCAR–OPS 1.615 Mass values for crew

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

(1) Actual masses including any crew baggage; or

(2) Standard masses, including hand baggage, of 85 kg for flight crew members and

75 kg for cabin crew members; or

(3) Other standard masses acceptable to the Authority.

(b) An operator must correct the dry operating mass to account for any additional baggage.

The position of this additional baggage must be accounted for when establishing the

centre of gravity of the aeroplane.

YCAR–OPS 1.620 Mass values for passengers and baggage

(a) An operator shall compute the mass of passengers and checked baggage using either the

actual weighed mass of each person and the actual weighed mass of baggage or the

standard mass values specified in Tables 1 to 3 below except where the number of

passenger seats available is less than 10. In such cases passenger mass may be established

by use of a verbal statement by or on behalf of each passenger and adding to it a pre-

determined constant to account for hand baggage and clothing (See AMC OPS 1.620(a)).

The procedure specifying when to select actual or standard masses and the procedure to be

followed when using verbal statements must be included in the Operations Manual.

(b) If determining the actual mass by weighing, an operator must ensure that passengers‟

personal belongings and hand baggage are included. Such weighing must be conducted

immediately prior to boarding and at an adjacent location.

(c) If determining the mass of passengers using standard mass values, the standard mass

values in Tables 1 and 2 below must be used. The standard masses include hand baggage

and the mass of any infant below 2 years of age carried by an adult on one passenger seat.

Infants occupying separate passenger seats must be considered as children for the purpose

of this sub-paragraph.

(d) Mass values for passengers – 20 passenger seats or more

(1) Where the total number of passenger seats available on an aeroplane is 20 or more,

the standard masses of male and female in Table 1 are applicable. As an alternative,

in cases where the total number of passenger seats available is 30 or more, the „All

Adult‟ mass values in Table 1 are applicable.

(2) For the purpose of Table 1, holiday charter means a charter flight solely intended as

an element of a holiday travel package. The holiday charter mass values apply

provided that not more than 5% of passenger seats installed in the aeroplane are used

for the non-revenue carriage of certain categories of passengers (See IEM OPS

1.620(d)(2)).


Issue 03, Rev. 00 1-J-3 01 June 2013

Table 1

Passenger seats: 20 and more 30 and more

Male Female All adult

All flights except holiday charters

88 kg 70 kg 84 kg

Holiday charters 83 kg 69 kg 76 kg

Children 35 kg

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

(1) Where the total number of passenger seats available on an aeroplane is 19 or less,

the standard masses in Table 2 are applicable.

(2) On flights where no hand baggage is carried in the cabin or where hand baggage is

accounted for separately, 6 kg may be deducted from the above male and female

masses. Articles such as an overcoat, an umbrella, a small handbag or purse, reading

material or a small camera are not considered as hand baggage for the purpose of

this sub-paragraph.

Table 2

Passenger seats 1 – 5 6 – 9 10 – 19

Male 104 kg 96 kg 92 kg

Female 86 kg 78 kg 74 kg

Children 35 kg 35 kg 35 kg

(f) Mass values for baggage

(1) Where the total number of passenger seats available on the aeroplane is 20 or more

the standard mass values given in Table 3 are applicable for each piece of checked

baggage. For aeroplanes with 19 passenger seats or less, the actual mass of checked

baggage, determined by weighing, must be used.

(2) For the purpose of Table 3:

(i) Domestic flight means a flight with origin and destination within the borders

of Yemen;

(ii) Flights within the region means flights, other than Domestic flights, whose

origin and destination are within the area specified in Appendix 1 to YCAR–

OPS 1.620(f); and

(iii) Intercontinental flight, other than flights within the region, means a flight with

origin and destination in different continents.

Table 3 – 20 or more passenger seats


01 June 2013 1-J-4 Issue 03, Rev. 00

Type of flight Baggage standard mass

Domestic 11 kg

Within the region 13 kg

Intercontinental 15 kg

All other 13 kg

(g) If an operator wishes to use standard mass values other than those contained in Tables 1 to

3 above, he must advise the Authority of his reasons and gain its approval in advance. He

must also submit for approval a detailed weighing survey plan and apply the statistical

analysis method given in Appendix 1 to YCAR–OPS 1.620(g). After verification and

approval by the Authority of the results of the weighing survey, the revised standard mass

values are only applicable to that operator. The revised standard mass values can only be

used in circumstances consistent with those under which the survey was conducted.

Where revised standard masses exceed those in Tables 1–3, then such higher values must

be used. (See IEM OPS 1.620(g).)

(h) On any flight identified as carrying a significant number of passengers whose masses,

including hand baggage, are expected to exceed the standard passenger mass, an operator

must determine the actual mass of such passengers by weighing or by adding an adequate

mass increment. (See IEM OPS 1.620(h) & (i).)

(i) If standard mass values for checked baggage are used and a significant number of

passengers check in baggage that is expected to exceed the standard baggage mass, an

operator must determine the actual mass of such baggage by weighing or by adding an

adequate mass increment. (See IEM OPS 1.620 (h) & (i).)

(j) An operator shall ensure that a commander is advised when a non-standard method has

been used for determining the mass of the load and that this method is stated in the mass

and balance documentation.

YCAR–OPS 1.625 Mass and balance documentation


(a) An operator shall establish mass and balance documentation prior to each flight specifying

the load and its distribution. The mass and balance documentation must enable the

commander to determine that the load and its distribution is such that the mass and

balance limits of the aeroplane are not exceeded. The person preparing the mass and

balance documentation must be named on the document. The person supervising the

loading of the aeroplane must confirm by signature that the load and its distribution are in

accordance with the mass and balance documentation. This document must be acceptable

to the commander, his acceptance being indicated by countersignature or equivalent. (See

also YCAR–OPS 1.1055(a)(12).)

(b) An operator must specify procedures for Last Minute Changes to the load.

(c) Subject to the approval of the Authority, an operator may use an alternative to the

procedures required by paragraphs (a) and (b) above.


Issue 03, Rev. 00 1-J-5 01 June 2013

Appendix 1 to YCAR–OPS 1.605 Mass and Balance – General

See YCAR–OPS 1.605

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

(1) Weighing of an aeroplane

(i) New aeroplanes are normally weighed at the factory and are eligible to be

placed into operation without reweighing if the mass and balance records have

been adjusted for alterations or modifications to the aeroplane. Aeroplanes

transferred from a Yemen, JAA or EASA operator with an approved mass

control programme to a Yemen operator with an approved programme need not

be weighed prior to use by the receiving operator unless more than 4 years

have elapsed since the last weighing.

(ii) The individual mass and centre of gravity (CG) position of each aeroplane

shall be re-established periodically. The maximum interval between two

weighings must be defined by the operator and must meet the requirements of

YCAR–OPS 1.605(b). In addition, the mass and the CG of each aeroplane

shall be re-established either by:

(A) Weighing; or

(B) Calculation, if the operator is able to provide the necessary justification

to prove the validity of the method of calculation chosen,

whenever the cumulative changes to the dry operating mass exceed ± 0·5% of the

maximum landing mass or the cumulative change in CG position exceeds 0·5% of

the mean aerodynamic chord.

(2) Fleet mass and CG position

(i) For a fleet or group of aeroplanes of the same model and configuration, an

average dry operating mass and CG position may be used as the fleet mass and

CG position, provided that the dry operating masses and CG positions of the

individual aeroplanes meet the tolerances specified in sub-paragraph (ii)

below. Furthermore, the criteria specified in sub-paragraphs (iii), (iv) and

(a)(3) below are applicable.

(ii) Tolerances

(A) If the dry operating mass of any aeroplane weighed, or the calculated dry

operating mass of any aeroplane of a fleet, varies by more than ±0·5% of

the maximum structural landing mass from the established dry operating

fleet mass or the CG position varies by more than ±0·5 % of the mean

aero-dynamic chord from the fleet CG, that aeroplane shall be omitted

from that fleet. Separate fleets may be established, each with differing

fleet mean masses.

(B) In cases where the aeroplane mass is within the dry operating fleet mass

tolerance but its CG position falls outside the permitted fleet tolerance,

the aeroplane may still be operated under the applicable dry operating

fleet mass but with an individual CG position.

(C) If an individual aeroplane has, when compared with other aeroplanes of

the fleet, a physical, accurately accountable difference (e.g. galley or seat

con-figuration), that causes exceedance of the fleet tolerances, this


01 June 2013 1-J-6 Issue 03, Rev. 00

aeroplane may be maintained in the fleet provided that appropriate

corrections are applied to the mass and/or CG position for that aeroplane.

(D) Aeroplanes for which no mean aerodynamic chord has been published

must be operated with their individual mass and CG position values or

must be subjected to a special study and approval.

(iii) Use of fleet values

(A) After the weighing of an aeroplane, or if any change occurs in the

aeroplane equipment or configuration, the operator must verify that this

aeroplane falls within the tolerances specified in sub-paragraph (2)(ii)

above.

(B) Aeroplanes which have not been weighed since the last fleet mass

evaluation can still be kept in a fleet operated with fleet values, provided

that the individual values are revised by computation and stay within the

tolerances defined in sub-paragraph (2)(ii) above. If these individual

values no longer fall within the permitted tolerances, the operator must

either determine new fleet values fulfilling the conditions of sub-

paragraphs (2)(i) and (2)(ii) above, or operate the aeroplanes not falling

within the limits with their individual values.

(C) To add an aeroplane to a fleet operated with fleet values, the operator

must verify by weighing or computation that its actual values fall within

the tolerances specified in sub-paragraph (2)(ii) above.

(iv) To comply with sub-paragraph (2)(i) above, the fleet values must be updated at

least at the end of each fleet mass evaluation.

(3) Number of aeroplanes to be weighed to obtain fleet values

(i) If „n‟ is the number of aeroplanes in the fleet using fleet values, the operator

must at least weigh, in the period between two fleet mass evaluations, a certain

number of aeroplanes defined in the Table below:

Number of aeroplanes in the fleet Minimum number of weighings

2 or 3 n

4 to 9 n + 3

2

10 or more n + 51

10

(ii) In choosing the aeroplanes to be weighed, aeroplanes in the fleet which have

not been weighed for the longest time shall be selected.

(iii) The interval between 2 fleet mass evaluations must not exceed 48 months.

(4) Weighing procedure

(i) The weighing must be accomplished either by the manufacturer or by an

approved maintenance organisation.

(ii) Normal precautions must be taken consistent with good practices such as:

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

(B) Determining that fluids are properly accounted for;


Issue 03, Rev. 00 1-J-7 01 June 2013

(C) Ensuring that the aeroplane is clean; and

(D) Ensuring that weighing is accomplished in an enclosed building.

(iii) Any equipment used for weighing must be properly calibrated, zeroed, and

used in accordance with the manufacturer‟s instructions. Each scale must be

calibrated either by the manufacturer, by a civil department of weights and

measures or by an appropriately authorised organisation within 2 years or

within a time period defined by the manufacturer of the weighing equipment,

whichever is less. The equipment must enable the mass of the aeroplane to be

established accurately. (See AMC to Appendix 1 to YCAR OPS 1.605

para(a)(4)(iii).)

(b) Special standard masses for the traffic load. In addition to standard masses for passengers

and checked baggage, an operator can submit for approval to the Authority standard

masses for other load items.

(c) Aeroplane loading

(1) An operator must ensure that the loading of its aeroplanes is performed under the

supervision of qualified personnel.

(2) An operator must ensure that the loading of the freight is consistent with the data

used for the calculation of the aeroplane mass and balance.

(3) An operator must comply with additional structural limits such as the floor strength

limitations, the maximum load per running metre, the maximum mass per cargo

compartment, and/or the maximum seating limits.

(d) Centre of gravity limits

(1) Operational CG envelope. Unless seat allocation is applied and the effects of the

number of passengers per seat row, of cargo in individual cargo compartments and

of fuel in individual tanks is accounted for accurately in the balance calculation,

operational margins must be applied to the certificated centre of gravity envelope. In

determining the CG margins, possible deviations from the assumed load distribution

must be considered. If free seating is applied, the operator must introduce

procedures to ensure corrective action by flight or cabin crew if extreme longitudinal

seat selection occurs. The CG margins and associated operational procedures,

including assumptions with regard to passenger seating, must be acceptable to the

Authority. (See IEM to Appendix 1 to YCAR OPS 1.605 para(d))

(2) In-flight centre of gravity. Further to sub-paragraph (d)(1) above, the operator must

show that the procedures fully account for the extreme variation in CG travel during

flight caused by passenger/crew movement and fuel consumption/transfer.


01 June 2013 1-J-8 Issue 03, Rev. 00

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

For the purposes of YCAR–OPS 1.620(f), flights within the region, other than domestic flights, are

flights conducted within the area as agreed to by the Authority.


Issue 03, Rev. 00 1-J-9 01 June 2013

Appendix 1 to YCAR–OPS 1.620(g) Procedure for establishing revised standard mass values for

passengers and baggage

(See IEM to Appendix 1 to YCAR–OPS 1.620 (g))

(a) Passengers

(1) Weight sampling method. The average mass of passengers and their hand baggage

must be determined by weighing, taking random samples. The selection of random

samples must by nature and extent be representative of the passenger volume,

considering the type of operation, the frequency of flights on various routes,

in/outbound flights, applicable season and seat capacity of the aeroplane.

(2) Sample size. The survey plan must cover the weighing of at least the greatest of:

(i) A number of passengers calculated from a pilot sample, using normal

statistical procedures and based on a relative confidence range (accuracy) of

1% for all adult and 2% for separate male and female average masses (the

statistical procedure, complemented with a worked example for determining

the minimum required sample size and the average mass, is included in IEM

OPS 1.620(g)); and

(ii) For aeroplanes:

(A) With a passenger seating capacity of 40 or more, a total of 2000

passengers; or

(B) With a passenger seating capacity of less than 40, a total number of 50 x

(the passenger seating capacity).

(3) Passenger masses. Passenger masses must include the mass of the passengers‟

belongings which are carried when entering the aeroplane. When taking random

samples of passenger masses, infants shall be weighed together with the

accompanying adult. (See also YCAR-OPS 1.620(c)(d) and (e).)

(4) Weighing location. The location for the weighing of passengers shall be selected as

close as possible to the aeroplane, at a point where a change in the passenger mass

by disposing of or by acquiring more personal belongings is unlikely to occur before

the passengers board the aeroplane.

(5) Weighing machine. The weighing machine to be used for passenger weighing shall

have a capacity of at least 150 kg. The mass shall be displayed at minimum

graduations of 500 g. The weighing machine must be accurate to within 0·5% or 200

g whichever is the greater.

(6) Recording of mass values. For each flight included in the survey, the mass of the

passengers, the corresponding passenger category (i.e. male/female/children) and the

flight number must be recorded.

(b) Checked baggage. The statistical procedure for determining revised standard baggage

mass values based on average baggage masses of the minimum required sample size is

basically the same as for passengers and as specified in sub-paragraph (a)(1) (See also

IEM OPS 1.620(g)); For baggage, the relative confidence range (accuracy) amounts to

1%. A minimum of 2000 pieces of checked baggage must be weighed.

(c) Determination of revised standard mass values for passengers and checked baggage


01 June 2013 1-J-10 Issue 03, Rev. 00

(1) To ensure that, in preference to the use of actual masses determined by weighing,

the use of revised standard mass values for passengers and checked baggage does

not adversely affect operational safety, a statistical analysis (IEM OPS 1.620(g));

must be carried out. Such an analysis will generate average mass values for

passengers and baggage as well as other data.

(2) On aeroplanes with 20 or more passenger seats, these averages apply as revised

standard male and female mass values.

(3) On smaller aeroplanes, the following increments must be added to the average

passenger mass to obtain the revised standard mass values:

Number of passenger seats Required mass increment

1 – 5 incl. 16 kg

6 – 9 incl. 8 kg

10 – 19 incl. 4 kg

Alternatively, all adult revised standard (average) mass val ues may be

applied on aeroplanes with 30 or more passenger seats. Revised standard

(average) checked baggage mass values are applicable to aeroplanes with 20

or more passenger seats.

(4) Operators have the option to submit a detailed survey plan to the Authority for

approval and subsequently a deviation from the revised standard mass value

provided this deviating value is determined by use of the procedure explained in this

Appendix. Such deviations must be reviewed at intervals not exceeding 5 years. (See

AMC to Appendix 1 to YCAR–OPS 1.620(g), sub-paragraph (c)(4).)

(5) All adult revised standard mass values must be based on a male/female ratio of

80/20 in respect of all flights except holiday charters which are 50/50. If an operator

wishes to obtain approval for use of a different ratio on specific routes or flights

then data must be submitted to the Authority showing that the alternative

male/female ratio is conservative and covers at least 84% of the actual male/female

ratios on a sample of at least 100 representative flights.

(6) The average mass values found are rounded to the nearest whole number in kg.

Checked baggage mass values are rounded to the nearest 0.5 kg figure, as

appropriate.


Issue 03, Rev. 00 1-J-11 01 June 2013

Appendix 1 to YCAR–OPS 1.625 Mass and Balance Documentation

See IEM to Appendix 1 to YCAR–OPS 1.625

(a) Mass and balance documentation

(1) Contents

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

(A) The aeroplane registration and type;

(B) The flight identification number and date;

(C) The identity of the Commander;

(D) The identity of the person who prepared the document;

(E) The dry operating mass and the corresponding CG of the aeroplane;

(F) The mass of the fuel at take-off and the mass of trip fuel;

(G) The mass of consumables other than fuel;

(H) The components of the load including passengers, baggage, freight and

ballast;

(I) The Take-off Mass, Landing Mass and Zero Fuel Mass;

(J) The load distribution;

(K) The applicable aeroplane CG positions; and

(L) The limiting mass and CG values.

(ii) Subject to the approval of the Authority, an operator may omit some of this

Data from the mass and balance documentation.

(2) Last Minute Change. If any last minute change occurs after the completion of the mass

and balance documentation, this must be brought to the attention of the commander and

the last minute change must be entered on the mass and balance documentation. The

maximum allowed change in the number of passengers or hold load acceptable as a last

minute change must be specified in the Operations Manual. If this number is exceeded,

new mass and balance documentation must be prepared.

(b) Computerised systems. Where mass and balance documentation is generated by a

computerised mass and balance system, the operator must verify the integrity of the output

data. He must establish a system to check that amendments of his input data are incorporated

properly in the system and that the system is operating correctly on a continuous basis by

verifying the output data at intervals not exceeding 6 months.

(c) Onboard mass and balance systems. An operator must obtain the approval of the Authority if

he wishes to use an onboard mass and balance computer system as a primary source for

despatch.

(d) Datalink. When mass and balance documentation is sent to aeroplanes via datalink, a copy of

the final mass and balance documentation as accepted by the commander must be available on

the ground.

SECTION 1 YCAR-OPS 1 Subpart K

Issue 03, Rev. 00 1-K-1 01 June 2013


YCAR–OPS 1.630 General introduction

(See IEM OPS 1.630)

(a) An operator shall ensure that a flight does not commence unless the instruments and

equipment required under this Subpart are:

(1) Install as such that the failure of any single unit required for either communications

or navigation purposes or both will not result in the failure of another unit required

for communications or navigation purposes.

(2) Approved, except as specified in sub-paragraph (c), and installed in accordance

with the requirements applicable to them, including the minimum performance

standard and the operational and airworthiness requirements; and

(3) In operable condition for the kind of operation being conducted except as provided

in the MEL (YCAR–OPS 1.030 refers).

(b) Instruments and equipment minimum performance standards are those prescribed in the

applicable Technical Standard Orders (TSO) unless different performance standards are

prescribed in the operational or airworthiness codes. Instruments and equipment

complying with design and performance specifications other than TSO on the date of

YCAR–OPS implementation may remain in service, or be installed, unless additional

requirements are prescribed in this Subpart. Instruments and equipment that have already

been approved do not need to comply with a revised TSO or a revised specification, other

than TSO, unless a retroactive requirement is prescribed.

(c) The following items shall not be required to have an equipment approval:

(1) Fuses referred to in YCAR–OPS 1.635;

(2) Electric torches referred to in YCAR–OPS 1.640(a)(4);

(3) An accurate time piece referred to in YCAR–OPS 1.650(b) & 1.652(b);

(4) Chart holder referred to in YCAR–OPS 1.652 (n).

(5) First-aid kits referred to in YCAR–OPS 1.745;

(6) Emergency medical kit referred to in YCAR–OPS 1.755;

(7) Megaphones referred to in YCAR–OPS 1.810;

(8) Survival and pyrotechnic signalling equipment referred to in YCAR–OPS 1.835(a)

and (c); and

(9) Sea anchors and equipment for mooring, anchoring or manoeuvring seaplanes and

amphibians on water referred to in YCAR–OPS 1.840.

[(10) Child restraint devices referred to in YCAR-OPS 1.730(a)(3).]

(d) If equipment is to be used by one flight crew member at his station during flight, it must

be readily operable from his station. When a single item of equipment is required to be

operated by more than one flight crew member it must be installed so that the equipment

is readily operable from any station at which the equipment is required to be operated.

YCAR-OPS 1 Subpart K SECTION 1

01 June 2013 1-K-2 Issue 03, Rev. 00

(e) Those instruments that are used by any one flight crew member shall be so arranged as to

permit the flight crew member to see the indications readily from his station, with the

minimum practicable deviation from the position and line of vision which he normally

assumes when looking forward along the flight path. Whenever a single instrument is

required in an aeroplane operated by more than 1 flight crew member it must be installed

so that the instrument is visible from each applicable flight crew station.

(f) An operator shall not employ electronic navigation data products that have been

processed for application in the air and on the ground unless;

(1) Approved, ensuring that the procedures including process applied and the products

delivered have met acceptable standards of integrity; and

(2) That the products are compatible with the intended function of the equipment that

will use them.

(3) Ensure continues monitoring for both process and products.

(g) An operator shall implement procedures that ensure the timely distribution and insertion

of current and unaltered electronic navigation data to all aircraft that require it.

YCAR–OPS 1.635 Circuit protection devices

An operator shall not operate an aeroplane in which fuses are used unless there are spare fuses

available for use in flight equal to at least 10% of the number of fuses of each rating or three of each

rating whichever is the greater.

YCAR–OPS 1.640 Aeroplane operating lights

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

(a) For flight by day:

(1) Anti-collision light system;

(2) Lighting supplied from the aeroplane‟s electrical system to provide adequate

illumination for all instruments and equipment essential to the safe operation of the

aeroplane;

(3) Lighting supplied from the aeroplane‟s electrical system to provide illumination in

all passenger compartments; and

(4) An electric torch for each required crew member readily accessible to crew members

when seated at their designated station.

(b) For flight by night, in addition to equipment specified in paragraph (a) above:

(1) Navigation/position lights; and

(2) Two landing lights or a single light having two separately energised filaments; and

(3) Lights to conform with the International regulations for preventing collisions at sea

if the aeroplane is a Seaplane or an Amphibian.

YCAR–OPS 1.645 Windshield wipers

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

5700 kg unless it is equipped at each pilot station with a windshield wiper or equivalent means to

maintain a clear portion of the windshield during precipitation.

YCAR–OPS 1.650 Day VFR operations

Flight and navigational instruments and associated equipment


Issue 03, Rev. 00 1-K-3 01 June 2013

(See AMC OPS 1.650/1.652)(See IEM OPS 1.650/1.652)

An operator shall not operate an aeroplane by day in accordance with Visual Flight Rules (VFR)

unless it is equipped with the flight and navigational instruments and associated equipment and,

where applicable, under the conditions stated in the following sub-paragraphs:

(a) A magnetic compass;

(b) An accurate timepiece showing the time in hours, minutes, and seconds;

(c) A sensitive pressure altimeter calibrated in feet with a sub-scale setting, calibrated in

hectopascals/millibars, adjustable for any barometric pressure likely to be set during

flight;

(d) An airspeed indicator calibrated in knots;

(e) A vertical speed indicator;

(f) A turn and slip indicator, or a turn co-ordinator incorporating a slip indicator;

(g) An attitude indicator;

(h) A stabilised direction indicator; and

(i) A means of indicating in the flight crew compartment the outside air temperature

calibrated in degrees Celsius (See AMC OPS 1.650(i) & 1.652(i)).

(j) For flights which do not exceed 60 minutes duration, which take off and land at the same

aerodrome, and which remain within 50 nm of that aerodrome, the instruments prescribed

in sub-paragraphs (f), (g) and (h) above, and sub-paragraphs (k)(4), (k)(5) and (k)(6)

below, may all be replaced by either a turn and slip indicator, or a turn co-ordinator

incorporating a slip indicator, or both an attitude indicator and a slip indicator.

(k) Whenever two pilots are required the second pilot‟s station shall have separate

instruments as follows:

(1) A sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated in


flight;

(2) An airspeed indicator calibrated in knots;

(3) A vertical speed indicator;

(4) A turn and slip indicator, or a turn co-ordinator incorporating a slip indicator;

(5) An attitude indicator; and

(6) A stabilised direction indicator.

(l) Each airspeed indicating system must be equipped with a heated pitot tube or equivalent

means for preventing malfunction due to either condensation or icing for: Aeroplanes with

a maximum certificated take-off mass in excess of 5700 kg or having a maximum

approved passenger seating configuration of more than 9;

(m) Whenever duplicate instruments are required, the requirement embraces separate displays

for each pilot and separate selectors or other associated equipment where appropriate.

(n) All aeroplanes must be equipped with means for indicating when power is not adequately

supplied to the required flight instruments; and


01 June 2013 1-K-4 Issue 03, Rev. 00

(o) All aeroplanes with compressibility limitations not otherwise indicated by the required

airspeed indicators shall be equipped with a Mach number indicator at each pilot‟s station.

(p) An operator shall not conduct Day VFR operations unless the aeroplane is equipped with a

headset with boom microphone or equivalent for each flight crew member on flight deck

duty (See IEM OPS 1.650(p)/1.652(s)).

YCAR–OPS 1.652 IFR or night operations –

Flight and navigational instruments and associated equipment

(See AMC OPS 1.650/1.652)(See IEM OPS 1.650/1.652)

An operator shall not operate an aeroplane in accordance with Instrument Flight Rules (IFR) or by

night in accordance with Visual Flight Rules (VFR) unless it is equipped with the flight and

navigational instruments and associated equipment and, where applicable, under the conditions stated

in the following sub-paragraphs:

(a) A magnetic compass;

(b) An accurate time-piece showing the time in hours, minutes and seconds;

(c) Two sensitive pressure altimeters calibrated in feet with sub-scale settings, calibrated in


flight. These altimeters must have counter drum-pointer or equivalent presentation.

(d) An airspeed indicating system with heated pitot tube or equivalent means for preventing

malfunctioning due to either condensation or icing including a warning indication of pitot

heater failure. The pitot heater failure warning indication requirement does not apply to

those aeroplanes with a maximum approved passenger seating configuration of 9 or less or

a maximum certificated take-off mass of 5700 kg or less and issued with an individual

Certificate of Airworthiness prior to 1 April 1998 (See AMC OPS 1.652(d) & (k)(2));

(e) A vertical speed indicator;

(f) A turn and slip indicator;

(g) An attitude indicator;

(h) A stabilised direction indicator;

(i) A means of indicating in the flight crew compartment the outside air temperature

calibrated in degrees Celsius (See AMC OPS 1.650 (i) & 1.652(i)); and

(j) Two independent static pressure systems, except that for propeller driven aeroplanes with

maximum certificated take-off mass of 5700 kg or less, one static pressure system and one

alternate source of static pressure is allowed.

(k) Whenever two pilots are required the second pilot‟s station shall have separate

instruments as follows:

(1) A sensitive pressure altimeter calibrated in feet with a sub-scale setting, calibrated in


flight and which may be one of the 2 altimeters required by sub-paragraph (c) above.

Not later than 1 April 2002 these altimeters must have counter drum-pointer or

equivalent presentation.

(2) An airspeed indicating system with heated pitot tube or equivalent means for

preventing malfunctioning due to either condensation or icing including a warning

indication of pitot heater failure. The pitot heater failure warning indication


Issue 03, Rev. 00 1-K-5 01 June 2013

requirement does not apply to those aeroplanes with a maximum approved passenger

seating configuration of 9 or less or a maximum certificated take-off mass of 5700

kg or less and issued with an individual Certificate of Airworthiness prior to 1 April

1998 (See AMC OPS 1.652(d) & (k)(2));

(3) A vertical speed indicator;

(4) A turn and slip indicator;

(5) An attitude indicator; and

(6) A stabilised direction indicator.

(l) Those aeroplanes with a maximum certificated take-off mass in excess of 5700 kg or

having a maximum approved passenger seating configuration of more than 9 seats must be

equipped with an additional, standby, attitude indicator (artificial horizon), capable of

being used from either pilot‟s station, that:

(1) Is powered continuously during normal operation and, after a total failure of the

normal electrical generating system is powered from a source independent of the

normal electrical generating system;

(2) Provides reliable operation for a minimum of 30 minutes after total failure of the

normal electrical generating system, taking into account other loads on the

emergency power supply and operational procedures;

(3) Operates independently of any other attitude indicating system;

(4) Is operative automatically after total failure of the normal electrical generating

system; and

(5) Is appropriately illuminated during all phases of operation, except for aeroplanes

with a maximum certificated take-off mass of 5700 kg or less, equipped with a

standby attitude indicator in the left-hand instrument panel.

(m) In complying with sub-paragraph (l) above, it must be clearly evident to the flight crew

when the standby attitude indicator, required by that sub-paragraph, is being operated by

emergency power. Where the standby attitude indicator has its own dedicated power

supply there shall be an associated indication, either on the instrument or on the

instrument panel, when this supply is in use.

(n) A chart holder in an easily readable position which can be illuminated for night

operations.

(o) If the standby attitude instrument system is certificated according to CS 25 or equivalent,

the turn and slip indicators may be replaced by slip indicators.

(p) Whenever duplicate instruments are required, the requirement embraces separate displays

for each pilot and separate selectors or other associated equipment where appropriate;

(q) All aeroplanes must be equipped with means for indicating when power is not adequately

supplied to the required flight instruments; and

(r) All aeroplanes with compressibility limitations not otherwise indicated by the required

airspeed indicators shall be equipped with a Mach number indicator at each pilot‟s station.

(s) An operator shall not conduct IFR or night operations unless the aeroplane is equipped

with a headset with boom microphone or equivalent for each flight crew member on flight


01 June 2013 1-K-6 Issue 03, Rev. 00

deck duty and a transmit button on the control wheel for each required pilot. (See IEM

OPS 1.650(p)/1.652(s).)

YCAR–OPS 1.655 Additional equipment for single pilot operation under IFR

An operator shall not conduct single pilot IFR operations unless the aeroplane is equipped with an

autopilot with at least altitude hold and heading mode.

YCAR–OPS 1.660 Altitude alerting system

(a) An operator shall not operate a turbine propeller powered aeroplane with a maximum

certificated take-off mass in excess of 5700 kg or having a maximum approved passenger

seating configuration of more than 9 seats or a turbojet powered aeroplane unless it is

equipped with an altitude alerting system capable of:

(1) Alerting the flight crew upon approaching a preselected altitude; and

(2) Alerting the flight crew by at least an aural signal, when deviating from a

preselected altitude,

except for aeroplanes with a maximum certificated take-off mass of 5700 kg or less

having a maximum approved passenger seating configuration of more than 9 and first

issued with an individual certificate of airworthiness before 1 April 1972.

YCAR–OPS 1.665 Ground proximity warning system and terrain awareness warning system

(a) An operator shall not operate a turbine powered aeroplane having a maximum certificated

take-off mass in excess of 5700 kg or a maximum approved passenger seating

configuration of more than 9 unless it is equipped with a ground proximity warning

system.

(b) The ground proximity warning system must automatically provide, by means of aural

signals, which may be supplemented by visual signals, timely and distinctive warning to

the flight crew of sink rate, ground proximity, altitude loss after take-off or go-around,

incorrect landing configuration and downward glideslope deviation.

(c) An operator shall not operate a turbine powered aeroplane having a maximum certificated

take-off mass in excess of 15000 kg or having a maximum approved passenger seating

configuration of more than 30

unless it is equipped with a ground proximity warning system that includes a predictive

terrain hazard warning function (Terrain Awareness and Warning System – TAWS)

(d) An operator shall not operate a turbine powered aeroplane having a maximum certificated

take-off mass in excess of 5700 kg but not more than 15000 kg or a maximum approved

passenger seating configuration of more than 9 but not more than 30 unless it is equipped

with a ground proximity warning system that includes a predictive terrain hazard warning

function (Terrain Awareness and Warning System – TAWS).

(e) The terrain awareness and warning system must automatically provide the flight crew, by

means of visual and aural signals and a Terrain Awareness Display, with sufficient

alerting time to prevent controlled flight into terrain events, and provided a forward

looking capability and terrain clearance floor.

YCAR-OPS 1.668 Airborne Collision Avoidance System

(See IEM OPS 1.668) and CAAP 29


Issue 03, Rev. 00 1-K-7 01 June 2013

An operator shall not operate a turbine powered aeroplane:

(a) Having a MCTOM (maximum certificated take-off mass) in excess of 5700 kg or

a MAPSC (maximum approved passenger seating configuration) of more than 19

unless it is equipped with an airborne collision avoidance system (ACAS) II

Change 7.0 . From 31 January 2015 such aeroplanes shall be equipped with ACAS

II, Change 7.1.

(b) Manufactured after 31 December 2012 and having a MCTOM in excess of 5700 kg

or a MAPSC of more than 19 unless it is equipped with ACAS II, Change 7.1.

YCAR–OPS 1.670 Airborne weather radar equipment and Winshear warning system

(a) An operator shall not operate:

(1) A pressurised aeroplane; or

(2) An unpressurised aeroplane which has a maximum certificated take-off mass of

more than 5700 kg; or

(3) An unpressurised aeroplane having a maximum approved passenger seating

configuration of more than 9 seats after 1 April 1999, unless it is equipped with

airborne weather radar equipment whenever such an aeroplane is being operated at

night or in instrument meteorological conditions in areas where thunderstorms or

other potentially hazardous weather conditions (wind shear), regarded as detectable

with airborne weather radar, may be expected to exist along the route.

(b) For propeller driven pressurised aeroplanes having a maximum certificated take-off mass

not exceeding 5700 kg with a maximum approved passenger seating configuration not

exceeding 9 seats the airborne weather radar equipment may be replaced by other

equipment capable of detecting thunderstorms and other potentially hazardous weather

conditions (wind shear), regarded as detectable with airborne weather radar equipment,

subject to approval by the Authority.

(c) All turbo-jet aeroplanes of a maximum certificated take-off mass in excess of 5700 kg or

authorized to carry more than nine passengers should be equipped with a forward-looking

wind shear warning system capable of;

(1) Providing the pilot with a timely aural and visual warning of wind shear ahead of

the aircraft, and the information required to permit the pilot to safely commence and

continue a missed approach or go-around or to execute an escape manoeuvre if

necessary.

(2) Providing an indication to the pilot when the limits specified for the certification of

automatic landing equipment are being approached, when such equipment is in use.

YCAR–OPS 1.675 Equipment for operations in icing conditions

(a) An operator shall not operate an aeroplane in expected or actual icing conditions unless it

is certificated and equipped to operate in icing conditions.

(b) An operator shall not operate an aeroplane in expected or actual icing conditions at night

unless it is equipped with a means to illuminate or detect the formation of ice. Any

illumination that is used must be of a type that will not cause glare or reflection that

would handicap crew members in the performance of their duties.

YCAR–OPS 1.680 Cosmic radiation detection equipment

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


01 June 2013 1-K-8 Issue 03, Rev. 00

(1) It is equipped with an instrument to measure and indicate continuously the dose rate

of total cosmic radiation being received (i.e. the total of ionizing and neutron

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

(2) A system of on-board quarterly radiation sampling acceptable to the authority is

established (See AMC OPS 1.680(a)(2)).

YCAR–OPS 1.685 Flight crew interphone system

An operator shall not operate an aeroplane on which a flight crew of more than one is required unless

it is equipped with a flight crew interphone system, including headsets and microphones, not of a

handheld type, for use by all members of the flight crew.

YCAR–OPS 1.690 Crew member interphone system

(a) An operator shall not operate an aeroplane with a maximum certificated take-off mass

exceeding 15000 kg or having a maximum approved passenger seating configuration of

more than 19 unless it is equipped with a crew member interphone system.

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

(1) Operate independently of the public address system except for handsets, headsets,

microphones, selector switches and signalling devices;

(2) Provide a means of two-way communication between the flight crew compartment

and:

(i) Each passenger compartment;

(ii) Each galley located other than on a passenger deck level; and

(iii) Each remote crew compartment that is not on the passenger deck and is not

easily accessible from a passenger compartment;

(3) Be readily accessible for use from each of the required flight crew stations in the

flight crew compartment;

(4) Be readily accessible for use at required cabin crew member stations close to each

separate or pair of floor level emergency exits;

(5) Have an alerting system incorporating aural or visual signals for use by flight crew

members to alert the cabin crew and for use by cabin crew members to alert the

flight crew;

(6) Have a means for the recipient of a call to determine whether it is a normal call or an

emergency call (See AMC OPS 1.690(b)(6)); and

(7) Provide on the ground a means of two-way communication between ground

personnel and at least two flight crew members. (See IEM OPS 1.690(b)(7)).

YCAR–OPS 1.695 Public address system

(a) An operator shall not operate an aeroplane with a maximum approved passenger seating

configuration of more than 19 unless a public address system is installed.

(b) The public address system required by this paragraph must:


Issue 03, Rev. 00 1-K-9 01 June 2013

(1) Operate independently of the interphone systems except for handsets, headsets,

microphones, selector switches and signalling devices;

(2) Be readily accessible for immediate use from each required flight crew member

station;

(3) For each required floor level passenger emergency exit which has an adjacent cabin

crew seat, have a microphone which is readily accessible to the seated cabin crew

member, except that one microphone may serve more than one exit, provided the

proximity of the exits allows unassisted verbal communication between seated cabin

crew members;

(4) Be capable of operation within 10 seconds by a cabin crew member at each of those

stations in the compartment from which its use is accessible; and

(5) Be audible and intelligible at all passenger seats, toilets and cabin crew seats and

work stations.

YCAR–OPS 1.700 Cockpit voice recorders–1

(See AC OPS 1.700)

(a) An operator shall not operate an aeroplane which:

(1) Is multi-engine turbine powered and has a maximum approved passenger seating

configuration of more than 9; or

(2) Has a maximum certificated take-off mass over 5700 kg,

unless it is equipped with a cockpit voice recorder which, with reference to a time scale,

records:

(i) Voice communications transmitted from or received on the flight deck by

radio;

(ii) The aural environment of the flight deck, including without interruption, the

audio signals received from each boom and mask microphone in use;

(iii) Voice communications of flight crew members on the flight deck using the

aeroplane‟s interphone system;

(iv) Voice or audio signals identifying navigation or approach aids introduced into

a headset or speaker; and

(v) Voice communications of flight crew members on the flight deck using the

public address system, if installed.

(b) The cockpit voice recorder shall be capable of retaining information recorded during at

least the last 2 hours of its operation except that, for those aeroplanes with a maximum

certificated take-off mass of 5700 kg or less, this period may be reduced to 30 minutes.

(c) The cockpit voice recorder must start automatically to record prior to the aeroplane

moving under its own power and continue to record until the termination of the flight

when the aeroplane is no longer capable of moving under its own power. In addition,

depending on the availability of electrical power, the cockpit voice recorder must start to

record as early as possible during the cockpit checks prior to engine start at the beginning

of the flight until the cockpit checks immediately following engine shutdown at the end of

the flight.


01 June 2013 1-K-10 Issue 03, Rev. 00

(d) The cockpit voice recorder must have a device to assist in locating that recorder in water.


(See AC OPS 1.705/1.710)

(a) An operator shall not operate any multi-engined turbine aeroplane which has a maximum

certificated take-off mass of 5700 kg or less and a maximum approved passenger seating

configuration of more than 9, unless it is equipped with a cockpit voice recorder which

records:

(1) Voice communications transmitted from or received on the flight deck by radio;

(2) The aural environment of the flight deck, including where practicable, without

interruption, the audio signals received from each boom and mask microphone in

use;

(3) Voice communications of flight crew members on the flight deck using the


(4) Voice or audio signals identifying navigation or approach aids introduced into a

headset or speaker; and

(5) Voice communications of flight crew members on the flight deck using the public

address system, if installed.


least the last 30 minutes of its operation.

(c) The cockpit voice recorder must start to record prior to the aeroplane moving under its

own power and continue to record until the termination of the flight when the aeroplane is

no longer capable of moving under its own power. In addition, depending on the

availability of electrical power, the cockpit voice recorder must start to record as early as

possible during the cockpit checks, prior to the flight until the cockpit checks immediately

following engine shutdown at the end of the flight.



(See AC OPS 1.705/1.710)

(a) An operator shall not operate any aeroplane with a maximum certificated take-off mass

over 5700 kg unless it is equipped with a cockpit voice recorder which records:

(1) Voice communications transmitted from or received on the flight deck by radio;

(2) The aural environment of the flight deck;

(3) Voice communications of flight crew members on the flight deck using the


(4) Voice or audio signals identifying navigation or approach aids introduced into a

headset or speaker; and

(5) Voice communications of flight crew members on the flight deck using the public

address system, if installed.


least the last 30 minutes of its operation.


Issue 03, Rev. 00 1-K-11 01 June 2013

(c) The cockpit voice recorder must start to record prior to the aeroplane moving under its

own power and continue to record until the termination of the flight when the aeroplane is

no longer capable of moving under its own power.


YCAR–OPS 1.715 Flight data recorders–1


(See AC OPS 1.715)

(a) An operator shall not operate any aeroplane which:

(1) Is multi-engine turbine powered and has a maximum approved passenger seating

configuration of more than 9; or

(2) Has a maximum certificated take-off mass over 5700 kg,

unless it is equipped with a flight data recorder that uses a digital method of recording and

storing data and a method of readily retrieving that data from the storage medium is

available.

(b) The flight data recorder shall be capable of retaining the data recorded during at least the

last 25 hours of its operation except that, for those aeroplanes with a maximum

certificated take-off mass of 5700 kg or less, this period may be reduced to 10 hours.

(c) The flight data recorder must, with reference to a timescale, record:

(1) The parameters listed in Tables A1 or A2 of Appendix 1 to YCAR-OPS 1.715 as

applicable;

(2) For those aeroplanes with a maximum certificated take-off mass over 27000 kg, the

additional parameters listed in Table B of Appendix 1 to YCAR-OPS 1.715;

(3) For aeroplanes specified in (a) above, the flight data recorder must record any

dedicated parameters relating to novel or unique design or operational characteristics

of the aeroplane as determined by the Authority during type or supplemental type

certification; and

(4) For aeroplanes equipped with electronic display system the parameters listed in

Table C of Appendix 1 to YCAR-OPS 1.715., except that, for aeroplanes first issued

with an individual Certificate of Airworthiness before 20 August 2002 those

parameters for which:

(i) The sensor is not available; or

(ii) The aeroplane system or equipment generating the data needs to be modified; or

(iii) The signals are incompatible with the recording system;

do not need to be recorded if acceptable to the Authority.

(d) Data must be obtained from aeroplane sources which enable accurate correlation with

information displayed to the flight crew.

(e) The flight data recorder must start automatically to record the data prior to the aeroplane

being capable of moving under its own power and must stop automatically after the

aeroplane is incapable of moving under its own power.


01 June 2013 1-K-12 Issue 03, Rev. 00

(f) The flight data recorder must have a device to assist in locating that recorder in water.

(g) Aeroplanes first issued with an individual Certificate of Airworthiness on or after 1 April

1998, but not later than 1 April 2001 may not be required to comply with YCAR-OPS

1.715(c) if approved by the Authority, provided that:

(1) Compliance with YCAR-OPS 1.715(c) cannot be achieved without extensive

modification (See YCAR-OPS 1.715(g)) to the aeroplane systems and equipment

other than the flight data recorder system; and

(2) The aeroplane complies with YCAR-OPS 1.720(c) except that parameter 15b in

Table A of Appendix 1 to YCAR-OPS 1.720 need not to be recorded.



(See AC OPS 1.720/1.725)

(a) An operator shall not operate any aeroplane first issued with an individual certificate of

airworthiness on or after 1 June 1990 up to and including 31 March 1998 which has a

maximum certificated take-off mass over 5700 kg unless it is equipped with a flight data

recorder that uses a digital method of recording and storing data and a method of readily

retrieving that data from the storage medium is available.


last 25 hours of its operation.


(1) The parameters listed in Table A of Appendix 1 to YCAR-OPS 1.720; and

(2) For those aeroplanes with a maximum certificated take-off mass over 27000 kg the

additional parameters listed in Table B of Appendix 1 to YCAR-OPS 1.720.

(d) For those aeroplanes having a maximum certificated take-off mass of 27000 kg or below,

if acceptable to the Authority, parameters 14 and 15b of Table A of Appendix 1 to YCAR-

OPS 1.720 need not be recorded, when any of the following conditions are met:

(1) The sensor is not readily available,

(2) Sufficient capacity is not available in the flight recorder system,

(3) A change is required in the equipment that generates the data.

(e) For those aeroplanes having a maximum certificated take-off mass over 27000 kg, if

acceptable to the Authority, the following parameters need not be recorded: 15b of Table

A of Appendix 1 to YCAR-OPS 1.720, and 23, 24, 25, 26, 27, 28, 29, 30 and 31 of Table

B of Appendix 1, if any of the following conditions are met:

(1) The sensor is not readily available,

(2) Sufficient capacity is not available in the flight data recorder system,

(3) A change is required in the equipment that generates the data,

(4) For navigational data (NAV frequency selection, DME distance, latitude, longitude,

ground speed and drift) the signals are not available in digital form.


Issue 03, Rev. 00 1-K-13 01 June 2013

(f) Individual parameters that can be derived by calculation from the other recorded

parameters, need not to be recorded if acceptable to the Authority.

(g) Data must be obtained from aeroplane sources which enable accurate correlation with


(h) The flight data recorder must start to record the data prior to the aeroplane being capable

of moving under its own power and must stop after the aeroplane is incapable of moving

under its own power.

(i) The flight data recorder must have a device to assist in locating that recorder in water.



(See AC OPS 1.720/1.725)

(a) An operator shall not operate any turbine-engined aeroplane first issued with an individual

Certificate of Airworthiness, before 1 June 1990 which has a maximum certificated take-

off mass over 5700 kg unless it is equipped with a flight data recorder that uses a digital

method of recording and storing data and a method of readily retrieving that data from the

storage medium is available .


last 25 hours of its operation.


(1) The parameters listed in Table A of Appendix 1 to YCAR-OPS 1.725.

(2) For those aeroplanes with a maximum certificated take-off mass over 27000 kg that

are of a type first type certificated after 30 September 1969, the additional

parameters from 6 to 15b of Table B of Appendix 1 to YCAR-OPS 1.725 of this

paragraph. The following parameters need not be recorded, if acceptable to the

Authority: 13, 14 and 15b in Table B of Appendix 1 to YCAR-OPS 1.725 when any

of the following conditions are met:

(i) The sensor is not readily available,

(ii) Sufficient capacity is not available in the flight recorder system,

(iii) A change is required in the equipment that generates the data;

and

(3) When sufficient capacity is available on a flight recorder system, the sensor is

readily available and a change is not required in the equipment that generates the

data:

(i) For aeroplanes first issued with an individual Certificate of Airworthiness on

or after 1 January 1989, with a maximum certificated take off mass of over

5700 kg but not more than 27000 kg, parameters 6 to 15b of Table B of

Appendix 1 to YCAR-OPS 1.725; and

(ii) For aeroplanes first issued with an individual Certificate of Airworthiness on

or after 1 January 1987, with a maximum certificated take off mass of over

27000 kg the remaining parameters of Table B of Appendix 1 to YCAR-OPS

1.725 .


01 June 2013 1-K-14 Issue 03, Rev. 00

(d) Individual parameters that can be derived by calculation from the other recorded

parameters, need not to be recorded if acceptable to the Authority.

(e) Data must be obtained from aircraft sources which enable accurate correlation with


(f) The flight data recorder must start to record the data prior to the aeroplane being capable

of moving under its own power and must stop after the aeroplane is incapable of moving

under its own power.

(g) The flight data recorder must have a device to assist in locating that recorder in water.

YCAR-OPS 1.727 Combination Recorder

(See AC-OPS 1.727)

(a) Compliance with Cockpit Voice recorder and flight data recorder requirements may be

achieved by:

(1) One combination recorder if the aeroplane has to be equipped with a cockpit voice

recorder or with a flight data recorder only; or

(2) One combination recorder if the aeroplane with a maximum certificated take-off

mass of 5700 kg or less has to be equipped with a cockpit voice recorder and a flight

data recorder; or

(3) Two combination recorders if the aeroplane with a maximum take-off mass over

5700 kg has to be equipped with a cockpit voice recorder and a flight data recorder.

(b) A combination recorder is a flight recorder that records:

(1) all voice communications and aural environment required by the relevant cockpit

voice recorder paragraph; and

(2) all parameters required by the relevant flight data recorder paragraph, with the same

specifications required by those paragraphs.

YCAR–OPS 1.730 Seats, seat safety belts, harnesses and child restraint devices

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

(1) A seat or berth for each person who is aged two years or more;

(2) A safety belt, with or without a diagonal shoulder strap, or a safety harness for use

in each passenger seat for each passenger aged 2 years or more;

(3) A child restraint device, acceptable to the Authority, for each infant (See AC OPS

1.730 (a) (3);

(4) Except as provided in sub-paragraph (b) below, a safety belt with shoulder harness

for each flight crew seat and for any seat alongside a pilot‟s seat incorporating a

device which will automatically restrain the occupant‟s torso in the event of rapid

deceleration;

(5) Except as provided in sub-paragraph (b) below, a safety belt with shoulder harness

for each cabin crew seat and observer‟s seats. However, this requirement does not

preclude use of passenger seats by cabin crew members carried in excess of the

required cabin crew complement; and


Issue 03, Rev. 00 1-K-15 01 June 2013

(6) Seats for cabin crew members located near required floor level emergency exits

except that, if the emergency evacuation of passengers would be enhanced by

seating cabin crew members elsewhere, other locations are acceptable. The seats

shall be forward or rearward facing within 15° of the longitudinal axis of the

aeroplane.

(b) All safety belts with shoulder harness must have a single point release.

(c) A safety belt with a diagonal shoulder strap for aeroplanes with a maximum certificated

take-off mass not exceeding 5700 kg or a safety belt for aeroplanes with a maximum

certificated take-off mass not exceeding 2 730 kg may be permitted in place of a safety

belt with shoulder harness if it is not reasonably practicable to fit the latter.

YCAR–OPS 1.731 Fasten Seat belt and No Smoking signs

An operator shall not operate an aeroplane in which all passenger seats are not visible from the flight

deck, unless it is equipped with a means of indicating to all passengers and cabin crew when seat

belts shall be fastened and when smoking is not allowed.

YCAR–OPS 1.735 Internal doors and curtains

An operator shall not operate an aeroplane unless the following equipment is installed:

(a) In an aeroplane with a maximum approved passenger seating configuration of more than

19 passengers, a door between the passenger compartment and the flight deck

compartment with a placard „crew only‟ and a locking means to prevent passengers from

opening it without the permission of a member of the flight crew;

(b) A means for opening each door that separates a passenger compartment from another

compartment that has emergency exit provisions. The means for opening must be readily

accessible;

(c) If it is necessary to pass through a doorway or curtain separating the passenger cabin from

other areas to reach any required emergency exit from any passenger seat, the door or

curtain must have a means to secure it in the open position;

(d) A placard on each internal door or adjacent to a curtain that is the means of access to a

passenger emergency exit, to indicate that it must be secured open during take off and

landing; and

(e) A means for any member of the crew to unlock any door that is normally accessible to

passengers and that can be locked by passengers.

YCAR–OPS 1.740 Placards

(See IEM OPS 1.740)

An operator shall not operate an aeroplane unless the following placards are installed;

(a) Every exit from the aircraft shall be marked with the words "Exit" and "Emergency Exit'

in both English and Arabic script.

(b) Every exit from and to the aircraft shall be marked with instructions in English and Arabic

to indicate the correct method of opening the exit.

The markings shall be placed on or near the inside surface of the door or other closure of

the exit and, if it is operable, from the outside of the aircraft on or near the exterior


01 June 2013 1-K-16 Issue 03, Rev. 00

surface.

(c) Every safety related placards intended to be used by passengers and external emergency

evacuation crew shall be in both Arabic and English scripts. Bilingual placards shall meet

the applicable airworthiness requirements.

YCAR–OPS 1.745 First-Aid Kits

(See AMC OPS 1.745)

(a) An operator shall not operate an aeroplane unless it is equipped with first -aid kits, readily

accessible for use, to the following scale:


Issue 03, Rev. 00 1-K-17 01 June 2013

Number of

passenger

seats installed

Number of

First-Aid

Kits required

0 to 99 1

100 to 199 2

200 to 299 3

300 and more 4

(b) An operator shall ensure that first-aid kits are:

(1) Inspected periodically to confirm, to the extent possible, that contents are maintained

in the condition necessary for their intended use; and

(2) Replenished at regular intervals, in accordance with instructions contained on their

labels, or as circumstances warrant.


YCAR–OPS 1.755 Emergency Medical Kit

(See AMC OPS 1.755)


configuration of more than 30 seats unless it is equipped with an emergency medical kit if

any point on the planned route is more than 60 minutes flying time (at normal cruising

speed) from an aerodrome at which qualified medical assistance could be expected to be

available.

(b) The commander shall ensure that drugs or Physchoactive substances are not administered

except by qualified doctors, nurses or similarly qualified personnel.

(c) Conditions for carriage

(1) The emergency medical kit must be dust and moisture proof and shall be carried

under security conditions, where practicable, on the flight deck; and

(2) An operator shall ensure that emergency medical kits are:

(i) Inspected periodically to confirm, to the extent possible, that the contents are

maintained in the condition necessary for their intended use; and

(ii) Replenished at regular intervals, in accordance with instructions contained on

their labels, or as circumstances warrant.

YCAR–OPS 1.760 First-aid oxygen

(See IEM OPS 1.760)

(a) An operator shall not operate a pressurised aeroplane, above 25000 ft, when a cabin crew

member is required to be carried, unless it is equipped with a supply of undiluted oxygen

for passengers who, for physiological reasons, might require oxygen following a cabin

depressurisation. The amount of oxygen shall be calculated using an average flow rate of

at least 3 litres Standard Temperature Pressure Dry (STPD)/minute/person and shall be


01 June 2013 1-K-18 Issue 03, Rev. 00

sufficient for the remainder of the flight after cabin depressurisation when the cabin

altitude exceeds 8000 ft but does not exceed 15000 ft, for at least 2% of the passengers

carried, but in no case for less than one person. There shall be a sufficient number of

dispensing units, but in no case less than two, with a means for cabin crew to use the

supply. The dispensing units may be of a portable type.

(b) The amount of first-aid oxygen required for a particular operation shall be determined on

the basis of cabin pressure altitudes and flight duration, consistent with the operating

procedures established for each operation and route.

(c) The oxygen equipment provided shall be capable of generating a mass flow to each user

of at least four litres per minute, STPD. Means may be provided to decrease the flow to

not less than two litres per minute, STPD, at any altitude.


YCAR–OPS 1.770 Supplemental oxygen – pressurised aeroplanes


(See AMC OPS 1.770)

(a) General

(1) An operator shall not operate a pressurised aeroplane at pressure altitudes above

10000 ft unless supplemental oxygen equipment, capable of storing and dispensing

the oxygen supplies required by this paragraph, is provided.

(2) The amount of supplemental oxygen required shall be determined on the basis of

cabin pressure altitude, flight duration and the assumption that a cabin pressurisation

failure will occur at the pressure altitude or point of flight that is most critical from

the standpoint of oxygen need, and that, after the failure, the aeroplane will descend

in accordance with emergency procedures specified in the Aeroplane Flight Manual

to a safe altitude for the route to be flown that will allow continued safe flight and

landing.

(3) Following a cabin pressurisation failure, the cabin pressure altitude shall be

considered the same as the aeroplane pressure altitude, unless it is demonstrated to

the Authority that no probable failure of the cabin or pressurisation system will

result in a cabin pressure altitude equal to the aeroplane pressure altitude. Under

these circumstances, the demonstrated maximum cabin pressure altitude may be

used as a basis for determination of oxygen supply.

(b) Oxygen equipment and supply requirements

(1) Flight crew members

(i) Each member of the flight crew on flight deck duty shall be supplied with

supplemental oxygen in accordance with Appendix 1. If all occupants of flight

deck seats are supplied from the flight crew source of oxygen supply then they

shall be considered as flight crew members on flight deck duty for the purpose

of oxygen supply. Flight deck seat occupants, not supplied by the flight crew

source, are to be considered as passengers for the purpose of oxygen supply.

(ii) Flight crew members, not covered by sub-paragraph (b)(1)(i) above, are to be

considered as passengers for the purpose of oxygen supply.

(iii) Oxygen masks shall be located so as to be within the immediate reach of flight

crew members whilst at their assigned duty station.


Issue 03, Rev. 00 1-K-19 01 June 2013

(iv) Oxygen masks for use by flight crew members in pressurised aeroplanes

operating at pressure altitudes above 25000 ft, shall be a quick donning type of

mask.

(2) Cabin crew members, additional crew members and passengers

(i) Cabin crew members and passengers shall be supplied with supplemental

oxygen in accordance with Appendix 1, except when sub-paragraph (v) below

applies. Cabin crew members carried in addition to the minimum number of

cabin crew members required, and additional crew members, shall be

considered as passengers for the purpose of oxygen supply.

(ii) Aeroplanes intended to be operated at pressure altitudes above 25000 ft shall

be provided sufficient spare outlets and masks and/or sufficient portable

oxygen units with masks for use by all required cabin crew members. The

spare outlets and/or portable oxygen units are to be distributed evenly

throughout the cabin to ensure immediate availability of oxygen to each

required cabin crew member regardless of his location at the time of cabin

pressurisation failure.

(iii) Aeroplanes intended to be operated at pressure altitudes above 25000 ft shall

be provided an oxygen dispensing unit connected to oxygen supply terminals

immediately available to each occupant, wherever seated. The total number of

dispensing units and outlets shall exceed the number of seats by at least 10%.

The extra units are to be evenly distributed throughout the cabin.

(iv) Aeroplanes intended to be operated at pressure altitudes above 25000 ft or

which, if operated at or below 25000 ft, cannot descend safely within 4

minutes to 13000 ft, and for which the individual certificate of airworthiness

was first issued on or after 9 November 1998, shall be provided with

automatically deployable oxygen equipment immediately available to each

occupant, wherever seated. The total number of dispensing units and outlets

shall exceed the number of seats by at least 10%. The extra units are to be

evenly distributed throughout the cabin.

(v) The oxygen supply requirements, as specified in Appendix 1, for aeroplanes

not certificated to fly above 25000 ft, may be reduced to the entire flight time

between 10000 ft and 13000 ft cabin pressure altitudes for all required cabin

crew members and for at least 10% of the passengers if, at all points along the

route to be flown, the aeroplane is able to descend safely within 4 minutes to a

cabin pressure altitude of 13000 ft.

YCAR–OPS 1.775 Supplemental oxygen – Non-pressurised aeroplanes


(a) General

(1) An operator shall not operate a non-pressurised aeroplane at altitudes above 10000 ft

unless supplemental oxygen equipment, capable of storing and dispensing the

oxygen supplies required, is provided.

(2) The amount of supplemental oxygen for sustenance required for a particular

operation shall be determined on the basis of flight altitudes and flight duration,

consistent with the operating procedures established for each operation in the

Operations Manual and with the routes to be flown, and with the emergency

procedures specified in the Operations Manual.


01 June 2013 1-K-20 Issue 03, Rev. 00

(3) An aeroplane intended to be operated at pressure altitudes above 10000 ft shall be

provided with equipment capable of storing and dispensing the oxygen supplies

required.

(b) Oxygen supply requirements

(1) Flight crew members. Each member of the flight crew on flight deck duty shall be

supplied with supplemental oxygen in accordance with Appendix 1. If all occupants

of flight deck seats are supplied from the flight crew source of oxygen supply then

they shall be considered as flight crew members on flight deck duty for the purpose

of oxygen supply.

(2) Cabin crew members, additional crew members and passengers. Cabin crew

members and passengers shall be supplied with oxygen in accordance with

Appendix 1. Cabin crew members carried in addition to the minimum number of

cabin crew members required, and additional crew members, shall be considered as

passengers for the purpose of oxygen supply.

YCAR–OPS 1.780 Crew Protective Breathing Equipment

(a) An operator shall not operate a pressurised aeroplane or, after 1 April 2000, an

unpressurised aeroplane with a maximum certificated take-off mass exceeding 5700 kg or

having a maximum approved seating configuration of more than 19 seats unless:

(1) It has equipment to protect the eyes, nose and mouth of each flight crew member

while on flight deck duty and to provide oxygen for a period of not less than 15

minutes. The supply for Protective Breathing Equipment (PBE) may be provided by

the supplemental oxygen required by YCAR–OPS 1.770(b)(1) or YCAR–OPS

1.775(b)(1). In addition, when the flight crew is more than one and a cabin crew

member is not carried, portable PBE must be carried to protect the eyes, nose and

mouth of one member of the flight crew and to provide breathing gas for a period of

not less than 15 minutes; and

(2) It has sufficient portable PBE to protect the eyes, nose and mouth of all required

cabin crew members and to provide breathing gas for a period of not less than 15

minutes.

(b) PBE intended for flight crew use must be conveniently located on the flight deck and be

easily accessible for immediate use by each required flight crew member at their assigned

duty station.

(c) PBE intended for cabin crew use must be installed adjacent to each required cabin crew

member duty station.

(d) An additional, easily accessible portable PBE must be provided and located at or adjacent

to the hand fire extinguishers required by YCAR–OPS 1.790(c) and (d) except that, where

the fire extinguisher is located inside a cargo compartment, the PBE must be stowed

outside but adjacent to the entrance to that compartment.

(e) PBE while in use must not prevent communication where required by CAROPS 1.313,

YCAR–OPS 1.685, YCAR–OPS 1.690, YCAR–OPS 1.810 and YCAR–OPS 1.850.


YCAR–OPS 1.790 Hand fire extinguishers

(See AMC OPS 1.790)


Issue 03, Rev. 00 1-K-21 01 June 2013

An operator shall not operate an aeroplane unless hand fire extinguishers are provided for use in

crew, passenger and, as applicable, cargo compartments and galleys in accordance with the

following:

(a) The type and quantity of extinguishing agent must be suitable for the kinds of fires likely

to occur in the compartment where the extinguisher is intended to be used and, for

personnel compartments, must minimise the hazard of toxic gas concentration;

(b) At least one hand fire extinguisher, containing Halon 1211 (bromochlorodifluoro-

methane, CBrCIF2), or equivalent as the extinguishing agent, must be conveniently

located on the flight deck for use by the flight crew;

(c) At least one hand fire extinguisher must be located in, or readily accessible for use in,

each galley not located on the main passenger deck;

(d) At least one readily accessible hand fire extinguisher must be available for use in each

Class A or Class B cargo or baggage compartment and in each Class E cargo compartment

that is accessible to crew members in flight; and

(e) At least the following number of hand fire extinguishers must be conveniently located in

the passenger compartment(s):

Maximum approved passenger

seating configuration

Number of

Extinguishers

7 to 30 1

31 to 60 2

61 to 200 3

201 to 300 4

301 to 400 5

401 to 500 6

501 to 600 7

601 or more 8

When two or more extinguishers are required, they must be evenly distributed in the passenger

compartment.

(f) At least one of the required fire extinguishers located in the passenger compartment of an

aeroplane with a maximum approved passenger seating configuration of at least 31, and

not more than 60, and at least two of the fire extinguishers located in the passenger

compartment of an aeroplane with a maximum approved passenger seating configuration

of 61 or more must contain Halon 1211 (bromochlorodi-fluoromethane, CBrCIF2), or

equivalent as the extinguishing agent.

YCAR–OPS 1.795 Crash axes and crowbars

(a) An operator shall not operate an aeroplane with a maximum certificated take-off mass

exceeding 5700 kg or having a maximum approved passenger seating configuration of

more than 9 seats unless it is equipped with at least one crash axe or crowbar located on

the flight deck.


01 June 2013 1-K-22 Issue 03, Rev. 00

(b) Crash axes and crowbars located in the passenger compartment must not be visible to

passengers.

YCAR–OPS 1.800 Marking of break-in points

An operator shall ensure that, if areas of the fuselage suitable for break-in by rescue crews in

emergency are marked on an aeroplane, such areas shall be marked as shown below. The colour of

the markings shall be red or yellow, and if necessary they shall be outlined in white to contrast with

the background. If the corner markings are more than 2 metres apart, intermediate lines 9 cm x 3 cm

shall be inserted so that there is no more than 2 metres between adjacent marks.

9cm 9cm

9cm

3cm 3cm

Not over

2m

3cm

YCAR–OPS 1.805 Means for emergency evacuation

(a) An operator shall not operate an aeroplane with passenger emergency exit sill heights:

(1) Which are more than 1·83 metres (6 feet) above the ground with the aeroplane on

the ground and the landing gear extended; or

(2) Which would be more than 1·83 metres (6 feet) above the ground after the collapse

of, or failure to extend of, one or more legs of the landing gear and for which a Type

Certificate was first applied for on or after 1 April 2000, unless it has equipment or

devices available at each exit, where sub-paragraphs (1) or (2) apply, to enable

passengers and crew to reach the ground safely in an emergency.

(b) Such equipment or devices need not be provided at overwing exits if the designated place

on the aeroplane structure at which the escape route terminates is less than 1·83 metres (6

feet) from the ground with the aeroplane on the ground, the landing gear extended, and the

flaps in the take off or landing position, whichever flap position is higher from the ground.

(c) In aeroplanes required to have a separate emergency exit for the flight crew and:

(1) For which the lowest point of the emergency exit is more than 1·83 metres (6 feet)

above the ground with the landing gear extended; or,

(2) For which a Type Certificate was first applied for on or after 1 April 2000, would be

more than 1·83 metres (6 ft) above the ground after the collapse of, or failure to

extend of, one or more legs of the landing gear, there must be a device to assist all

members of the flight crew in descending to reach the ground safely in an

emergency.


Issue 03, Rev. 00 1-K-23 01 June 2013

YCAR–OPS 1.810 Megaphones

(See AMC OPS 1.810)


configuration of more than 60 and carrying one or more passengers unless it is equipped

with portable battery-powered megaphones readily accessible for use by crew members

during an emergency evacuation, to the following scales:

(1) For each passenger deck:

Passenger seating configuration Number of Megaphones Required

1 to 99 1

100 or more 2

(2) For aeroplanes with more than one passenger deck, in all cases when the total

passenger seating configuration is more than 60, at least 1 megaphone is required.

YCAR–OPS 1.815 Emergency lighting

(a) An operator shall not operate a passenger carrying aeroplane which has a maximum

approved passenger seating configuration of more than 9 unless it is provided with an

emergency lighting system having an independent power supply to facilitate the

evacuation of the aeroplane. The emergency lighting system must include:

(1) For aeroplanes which have a maximum approved passenger seating configuration of

more than 19:

(i) Sources of general cabin illumination;

(ii) Internal lighting in floor level emergency exit areas; and

(iii) Illuminated emergency exit marking and locating signs.

(iv) For aeroplanes for which the application for the type certificate or equivalent

was filed before 1 May 1972, and when flying by night, exterior emergency

lighting at all overwing exits, and at exits where descent assist means are

required.

(v) For aeroplanes for which the application for the type certificate or equivalent

was filed on or after 1 May 1972, and when flying by night, exterior

emergency lighting at all passenger emergency exits.

(vi) For aeroplanes for which the type certificate was first issued on or after

1 January 1958, floor proximity emergency escape path marking system in the

passenger compartment(s).


19 or less and are certificated to CS-23 or CS–25:

(i) Sources of general cabin illumination;

(ii) Internal lighting in emergency exit areas; and

(iii) Illuminated emergency exit marking and locating signs.


01 June 2013 1-K-24 Issue 03, Rev. 00


19 or less and are not certificated to CS–23 or CS–25, sources of general cabin

illumination.

(b) After 1 April 1998 an operator shall not, by night, operate a passenger carrying aeroplane

which has a maximum approved passenger seating configuration of 9 or less unless it is

provided with a source of general cabin illumination to facilitate the evacuation of the

aeroplane. The system may use dome lights or other sources of illumination already fitt ed

on the aeroplane and which are capable of remaining operative after the aeroplane‟s

battery has been switched off.

YCAR–OPS 1.820 Emergency Locator Transmitter

(See AC OPS 1.820)

(a) An operator shall not operate an aeroplane unless it is equipped with an automatic

Emergency Locator Transmitter (ELT) capable of transmitting on 121.5 MHz and 406

MHz.

(b) An operator shall not operate aeroplane unless it is equipped with any type of ELT

capable of transmitting on 121.5 MHz and 406 MHz.

(c) An operator shall ensure that all ELTs that are capable of transmitting on 406 MHz shall

be coded in accordance with ICAO Annex 10 and registered with the national agency

responsible for initiating Search and Rescue or another nominated agency for Coding

registration refer to TRA (Telecommunication Regulation Authority).

YCAR–OPS 1.825 Life Jackets

(See IEM OPS 1.825)

(a) Land aeroplanes. An operator shall not operate a land aeroplane:

(1) When flying over water and at a distance of more than 50 nautical miles from the

shore; or

(2) When taking off or landing at an aerodrome where the take-off or approach path is

so disposed over water that in the event of a mishap there would be a likelihood of a

ditching, unless it is equipped with life jackets equipped with a survivor locator

light, for each person on board. Each life jacket must be stowed in a position easily

accessible from the seat or berth of the person for whose use it is provided. Life

jackets for infants may be substituted by other approved flotation devices equipped

with a survivor locator light.

(b) Seaplanes and amphibians. An operator shall not operate a seaplane or an amphibian on

water unless it is equipped with life jackets equipped with a survivor locator light, for

each person on board. Each life jacket must be stowed in a position easily accessible from

the seat or berth of the person for whose use it is provided. Life jackets for infants may be

substituted by other approved flotation devices equipped with a survivor locator light.

YCAR–OPS 1.830 Life-rafts and survival ELTs for extended overwater flights

(a) On overwater flights, an operator shall not operate an aeroplane at a distance away from

land, which is suitable for making an emergency landing, greater than that corresponding

to:


Issue 03, Rev. 00 1-K-25 01 June 2013

(1) 120 minutes at cruising speed or 400 nautical miles, whichever is the lesser, for

aeroplanes capable of continuing the flight to an aerodrome with the critical power

unit(s) becoming inoperative at any point along the route or planned diversions; or

(2) 30 minutes at cruising speed or 100 nautical miles, whichever is the lesser, for all

other aeroplanes, unless the equipment specified in sub-paragraphs (b) and (c) below

is carried.

(b) Sufficient life-rafts to carry all persons on board. Unless excess rafts of enough capacity

are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts

must accommodate all occupants of the aeroplane in the event of a loss of one raft of the

largest rated capacity. The life-rafts shall be equipped with:

(1) A survivor locator light; and

(2) Life saving equipment including means of sustaining life as appropriate to the flight

to be undertaken (see AMC OPS 1.830(b)(2)); and

(c) At least two survival Emergency Locator Transmitters (ELT(S)) capable of transmitting

on the distress frequencies prescribed in ICAO Annex 10, Volume V, Chapter 2. (See AC

OPS 1.820)

YCAR–OPS 1.835 Survival equipment

(See IEM OPS 1.835)

An operator shall not operate an aeroplane across areas in which search and rescue would be

especially difficult unless it is equipped with the following:

(a) Signalling equipment to make the pyrotechnical distress signals described in ICAO Annex

2;

(b) At least one ELT(S) capable of transmitting on the distress frequencies prescribed in

ICAO Annex 10, Volume V, Chapter 2 (See AC OPS 1.820); and

(c) Additional survival equipment for the route to be flown taking account of the number of

persons on board (See AMC OPS 1.835 (c)), except that the equipment specified in sub-

paragraph (c) need not be carried when the aeroplane either:

(1) Remains within a distance from an area where search and rescue is not especially

difficult corresponding to:

(i) 120 minutes at the one engine inoperative cruising speed for aeroplanes

capable of continuing the flight to an aerodrome with the critical power unit(s)

becoming inoperative at any point along the route or planned diversions; or

(ii) 30 minutes at cruising speed for all other aeroplanes,

or,

(2) For aeroplanes certificated to CS–25 or equivalent, no greater distance than that

corresponding to 90 minutes at cruising speed from an area suitable for making an

emergency landing.

YCAR–OPS 1.840 Seaplanes and amphibians – Miscellaneous equipment

(a) An operator shall not operate a seaplane or an amphibian on water unless it is equipped

with:


01 June 2013 1-K-26 Issue 03, Rev. 00

(1) A sea anchor and other equipment necessary to facilitate mooring, anchoring or

manoeuvring the aircraft on water, appropriate to its size, weight and handling

characteristics; and

(2) Equipment for making the sound signals prescribed in the International Regulations

for preventing collisions at sea, where applicable.


Issue 03, Rev. 00 1-K-27 01 June 2013

Appendix 1 to YCAR-OPS 1.715 Flight data recorders - 1 - List of parameters to be recorded

Table A1 - Aeroplanes with a maximum certificated take-off mass of over 5700 kg

Note: The number in the left hand column reflect the Serial Numbers depicted in EUROCAE

document ED55

No

.

Parameter

1 Time or relative time count

2 Pressure altitude

3 Indicated airspeed

4 Heading

5 Normal acceleration

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying

9 Propulsive thrust/ power on each engine and cockpit thrust/power lever position if

applicable

10 Trailing edge flap or cockpit control selection

11 Leading edge flap or cockpit control selection

12 Thrust reverse status

13 Ground spoiler position and/or speed brake selection

14 Total or outside air temperature

15 Autopilot, autothrottle and AFCS mode and engagement status

16 Longitudinal acceleration (Body axis)

17 Lateral acceleration


01 June 2013 1-K-28 Issue 03, Rev. 00

Table A2 - Aeroplanes with a maximum certificated take-off mass of 5700 kg or below


document ED55

No

.

Parameter


2 Pressure altitude

3 Indicated airspeed

4 Heading

5 Normal acceleration

6 Pitch attitude

7 Roll attitude


9 Propulsive thrust/ power on each engine and cockpit thrust/power lever position if

applicable



12 Thrust reverse status


14 Total or outside air temperature.

15 Autopilot/autothrottle engagement status

16 Angle of attack (if a suitable sensor is available)

17 Longitudinal acceleration (Body axis)

Table B - Additional parameters for aeroplanes with a maximum certificated take-off mass of

over 27000 kg


document ED55

No

.

Parameter

18 Primary flight controls - Control surface position and/or pilot input (pitch, roll, yaw)

19 Pitch trim position

20 Radio altitude


Issue 03, Rev. 00 1-K-29 01 June 2013

21 Vertical beam deviation (ILS Glide path or MLS Elevation)

22 Horizontal beam deviation ( ILS Localiser or MLS Azimuth)

23 Marker Beacon Passage

24 Warnings

25 Reserved ( Navigation receiver frequency selection is recommended)

26 Reserved (DME distance is recommended)

27 Landing gear squat switch status or air/ground status

28 Ground Proximity Warning System

29 Angle of attack

30 Low pressure warning (hydraulic and pneumatic power)

31 Groundspeed

32 Landing gear or gear selector position

Table C - Aeroplanes equipped with electronic display systems

Note: The number in the centre column reflect the Serial Numbers depicted in EUROCAE document

ED55 table A1.5

No. No. Parameter

33 6 Selected barometric setting (Each pilot station )

34 7 Selected altitude

35 8 Selected speed

36 9 Selected mach

37 10 Selected vertical speed

38 11 Selected heading

39 12 Selected flight path

40 13 Selected decision height

41 14 EFIS display format

42 15 Multi function /Engine / Alerts display format


01 June 2013 1-K-30 Issue 03, Rev. 00


Table A - Aeroplanes with a maximum certificated take-off mass of over 5700 Kg

No Parameter


2 Pressure altitude

3 Indicated Airspeed

4 Heading

5 Normal Acceleration

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying unless an alternate means to synchronise FDR and

CVR recordings is provided

9 Power on each engine



12 Thrust reverse position (for turbojet aeroplanes only)


14 Outside air temperature or Total Air Temperature

15a

15b

Autopilot engagement status

Autopilot operating modes, autothrottle and AFCS systems engagement status and

operating modes.

Table B - Additional parameters for aeroplanes with a maximum certificated take-off mass over

27000 kg

No Parameter

16 Longitudinal acceleration


18 Primary flight controls - Control surface position and/or pilot input (pitch, roll and

yaw)


20 Radio altitude

21 Glide path deviation


Issue 03, Rev. 00 1-K-31 01 June 2013

22 Localiser deviation

23 Marker beacon passage

24 Master warning

25 NAV 1 and NAV 2 frequency selection

26 DME 1 and DME 2 distance

27 Landing gear squat switch status

28 Ground proximity warning system

29 Angle of attack

30 Hydraulics, each system (low pressure)

31 Navigation data



01 June 2013 1-K-32 Issue 03, Rev. 00


Table A - Aeroplanes with a maximum certificated take-off mass of over 5700 Kg

No Parameter


2 Pressure altitude

3 Indicated Airspeed

4 Heading

5 Normal Acceleration

Table B – Additional parameters for aeroplanes with a maximum certificated take-off mass of

over 27000 kg

No Parameter

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying unless an alternate means to synchronise the FDR

and CVR recordings is provided

9 Power on each engine



12 Thrust reverse position (for turbojet aeroplanes only)


14 Outside air temperature or Total air temperature

15

a

15

b

Autopilot engagement status

Autopilot operating modes, autothrottle and AFCS, systems engagement status and

operating modes.



18 Primary flight controls – Control surface position and/or pilot input (pitch, roll and

yaw)


20 Radio altitude

21 Glide path deviation


Issue 03, Rev. 00 1-K-33 01 June 2013

22 Localiser deviation


24 Master warning

25 NAV 1 and NAV 2 frequency selection

26 DME 1 and DME 2 distance


28 Ground proximity warning system

29 Angle of attack

30 Hydraulics, each system (low pressure)

31 Navigation data ( latitude, longitude, ground speed and drift angle)



01 June 2013 1-K-34 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.770 Supplemental Oxygen Minimum Requirements

Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes

(Note 1)

(a) (b)

SUPPLY FOR: DURATION AND CABIN PRESSURE ALTITUDE

1. All occupants of flight deck

seats on flight deck duty

Entire flight time when the cabin pressure altitude exceeds

13000 ft and entire flight time when the cabin pressure

altitude exceeds 10000 ft but does not exceed 13000 ft after

the first 30 minutes at those altitudes, but in no case less

than:

(i) 30 minutes for aeroplanes certificated to fly at

altitudes not exceeding 25000 ft (Note 2)

(ii) 2 hours for aeroplanes certificated to fly at altitudes

more than 25000 ft (Note 3).

2. All required cabin crew

members

Entire flight time when cabin pressure altitude exceeds

13000 ft but not less than 30 minutes (Note 2), and entire

flight time when cabin pressure altitude is greater than

10000 ft but does not exceed 13000 ft after the first 30

minutes at these altitudes.

3. 100% of passengers (Note 5) Entire flight time when the cabin pressure altitude exceeds

15000 ft but in no case less than 10 minutes.(Note 4)


14000 ft but does not exceed 15000 ft.


10000 ft but does not exceed 14000 ft after the first 30

minutes at these altitudes.

Note 1: The supply provided must take account of the cabin pressure altitude and descent profile

for the routes concerned.

Note 2: The required minimum supply is that quantity of oxygen necessary for a constant rate of

descent from the aeroplane‟s maximum certificated operating altitude to 10000 ft in 10

minutes and followed by 20 minutes at 10000 ft.



minutes and followed by 110 minutes at 10000 ft. The oxygen required in YCAR–OPS

1.780(a)(1) may be included in determining the supply required.



minutes.

Note 5: For the purpose of this table „passengers‟ means passengers actually carried and

includes infants.


Issue 03, Rev. 00 1-K-35 01 June 2013

Appendix 1 to YCAR–OPS 1.775 Supplemental Oxygen for non-pressurised Aeroplanes

Table 1

(a) (b)

SUPPLY FOR: DURATION AND PRESSURE ALTITUDE

1. All occupants of flight deck

seats on flight deck duty

Entire flight time at pressure altitudes above 10000 ft

2. All required cabin crew

members

Entire flight time at pressure altitudes above 13000 ft and for

any period exceeding 30 minutes at pressure altitudes above

10000 ft but not exceeding 13000 ft

3. 100% of passengers

(See Note)

Entire flight time at pressure altitudes above 13000 ft.

4. 10% of passengers

(See Note)

Entire flight time after 30 minutes at pressure altitudes

greater than 10000 ft but not exceeding 13000 ft.

Note: For the purpose of this table „passengers‟ means passengers actually carried and includes

infants under the age of 2.

SECTION 1 YCAR-OPS 1 Subpart L

Issue 03, Rev. 00 1-L-1 01 June 2013


YCAR–OPS 1.845 General introduction

(See IEM OPS 1.845)

(a) An operator shall ensure that a flight does not commence unless the communication and

navigation equipment required under this Subpart is:

(1) Approved and installed in accordance with the requirements applicable to them,

including the minimum performance standard and the operational and airworthiness

requirements;

(2) Installed such that the failure of any single unit required for either communication or

navigation purposes, or both, will not result in the failure of another unit required for

communications or navigation purposes.

(3) In operable condition for the kind of operation being conducted except as provided

in the MEL (YCAR–OPS 1.030 refers); and

(4) So arranged that if equipment is to be used by one flight crew member at his station

during flight it must be readily operable from his station. When a single item of

equipment is required to be operated by more than one flight crew member it must

be installed so that the equipment is readily operable from any station at which the

equipment is required to be operated.

(b) Communication and navigation equipment minimum performance standards are those

prescribed in the applicable Technical Standard Orders (TSO) unless different

performance standards are prescribed in the operational or airworthiness codes.

Communication and navigation equipment complying with design and performance

specifications other than TSO on the date of YCAR–OPS implementation may remain in

service, or be installed, unless additional requirements are prescribed in this Subpart.

Communication and navigation equipment which has already been approved does not

need to comply with a revised TSO or a revised specification, other than TSO, unless a

retroactive requirement is prescribed.

YCAR–OPS 1.850 Radio Equipment

(a) An operator shall not operate an aeroplane unless it is equipped with radio required for the

kind of operation being conducted.

(b) Where two independent (separate and complete) radio systems are required under this

Subpart, each system must have an independent antenna installation except that, where

rigidly supported non-wire antennae or other antenna installations of equivalent reliability

are used, only one antenna is required.

(c) The radio communication equipment required to comply with paragraph (a) above must

also provide for communications on the aeronautical emergency frequency 121·5 MHz.

YCAR–OPS 1.855 Audio Selector Panel

An operator shall not operate an aeroplane under IFR unless it is equipped with an audio selector

panel accessible to each required flight crew member.

YCAR-OPS 1 Subpart L SECTION 1

01 June 2013 1-L-2 Issue 03, Rev. 00

YCAR–OPS 1.860 Radio equipment for operations under VFR over routes navigated by

reference to visual landmarks

An operator shall not operate an aeroplane under VFR over routes that can be navigated by reference

to visual landmarks, unless it is equipped with the radio communication equipment necessary under

normal operating conditions to fulfil the following:

(a) Communicate with appropriate ground stations;

(b) Communicate with appropriate air traffic control facilities from any point in controlled

airspace within which flights are intended; and

(c) Receive meteorological information;

YCAR–OPS 1.865 Communication and Navigation equipment for operations under IFR, or

under VFR over routes not navigated by reference to visual landmarks

(See AMC OPS 1.865)

(a) An operator shall not operate an aeroplane under IFR, or under VFR over routes that

cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped

with radio communication and SSR transponder and navigation equipment in accordance

with the requirements of air traffic services in the area(s) of operation.

(b) Radio equipment. An operator shall ensure that radio equipment comprises not less than;

(1) two independent radio communication systems necessary under normal operating

conditions to communicate with an appropriate ground station from any point on the

route including diversions; and

(2) SSR transponder equipment as required for the route being flown.

(c) Navigation equipment. An operator shall ensure that navigation equipment

(1) Comprises not less than:

(i) One VOR receiving system, one ADF system, one DME except that an ADF

system need not be installed provided that the use of ADF is not required in

any phase of the planned flight (See AC OPS 1.865(c)(1)(i));

(ii) One ILS or MLS where ILS or MLS is required for approach navigation

purposes;

(iii) One Marker Beacon receiving system where a Marker Beacon is required for

approach navigation purposes;

(iv) An Area Navigation System when area navigation is required for the route

being flown;

(v) An additional DME system on any route, or part thereof, where navigation is

based only on DME signals;

(vi) An additional VOR receiving system on any route, or part thereof, where

navigation is based only on VOR signals; and

(vii) An additional ADF system on any route, or part thereof, where navigation is

based only on NDB signals, or


Issue 03, Rev. 00 1-L-3 01 June 2013

(2) Complies with the Required Navigation Performance (RNP) Type for operation in

the airspace concerned. (See also AC OPS 1.243.)

(d) An operator may operate an aeroplane that is not equipped with an ADF or with the

navigation equipment specified in sub-paragraph(s) (c)(1)(vi) and/or (c)(1)(vii) above,

provided that it is equipped with alternative equipment authorised, for the route being

flown, by the Authority. The reliability and the accuracy of alternative equipment must

allow safe navigation for the intended route.

(e) When operating in regional airspace requiring FM immunity performance standards, an

operator shall ensure that VHF communication equipment, ILS Localiser and VOR

receivers installed on aeroplanes to be operated in IFR are of a type that has been

approved as complying with the FM immunity performance standards (See AC OPS

1.865(e)).

YCAR-OPS 1.866 Transponder equipment

(a) An operator shall not operate an aeroplane unless it is equipped with;

(1) A pressure altitude reporting SSR transponder; and

(2) any other SSR transponder capability required for the route being flown.

YCAR–OPS 1.870 Additional navigation equipment for operations in MNPS airspace

(See IEM OPS 1.870 and CAAP 6 MNPS )

(a) An operator shall not operate an aeroplane in MNPS airspace unless it is equipped with

navigation equipment that complies with minimum navigation performance specifications

prescribed in ICAO Doc 7030 in the form of Regional Supplementary Procedures.

(b) The navigation equipment required by this paragraph must be visible and usable by either

pilot seated at his duty station.

(c) For unrestricted operation in MNPS airspace an aeroplane must be equipped with two

independent Long Range Navigation Systems (LRNS).

(d) For operation in MNPS airspace along notified special routes an aeroplane must be

equipped with one Long Range Navigation System (LRNS), unless otherwise specified.

YCAR-OPS 1.872 Equipment for operation in defined airspace with RVSM

(See CAAP 5)

(a) An operator shall ensure that aeroplanes operated in RVSM airspace are equipped with:

(1) Two independent altitude measurement systems;

(2) An altitude alerting system;

(3) An automatic altitude control system; and

(4) A secondary surveillance radar (SSR) transponder with altitude reporting system

that can be connected to the altitude measurement system in use for altitude keeping.

SECTION 1 YCAR-OPS 1 Subpart M

Issue 03, Rev. 00 1-M-1 01 June 2013



(See IEM OPS 1.875)

(a) An operator shall not operate an aeroplane unless it is maintained and released to service

by an organisation appropriately approved/accepted in accordance with YCAR 145 except

that pre-flight inspections need not necessarily be carried out by the YCAR 145

organisation.

(b) This Subpart prescribes aeroplane maintenance requirements needed to comply with the

operator certification requirements in YCAR–OPS 1.180.


The following definitions shall apply to this Subpart:

(a) Preflight inspection – means the inspection carried out before flight to ensure that the

aeroplane is fit for the intended flight. It does not include defect rectification.

(b) Approved standard – means a manufacturing/design/maintenance/quality standard


(c) Approved by the Authority – means approved by the Authority directly or in accordance

with a procedure approved by the Authority.

YCAR–OPS 1.885 Application for and approval of the operator’s maintenance system

(a) For the approval of the maintenance system, an applicant for the initial issue, variation

and renewal of an AOC/Authorization shall submit the documents specified in YCAR–

OPS 1.185(b). (See IEM OPS 1.885(a).)

(b) An applicant for the initial issue, variation and renewal of an AOC/Authorization who

meets the requirements of this Subpart, in conjunction with an appropriate YCAR Part V

approved/accepted maintenance organisation‟s exposition, is entitled to approval of the

maintenance system by the Authority. (See IEM OPS 1.885(b).)

(c) As of 1st June 2009, an operator‟s maintenance system will not be rendered valid nor

an application of approving a maintenance system will be accepted unless the operator

submits to the Authority a plan of safety management system establishment and

implementation as specified in YCAR Part X.

The safety management system required by this paragraph may be part of the

operator‟s overall safety management system specified in YCAR-OPS 1.037.

(d) The safety management system referred to in paragraph (c) shall clearly define lines of

safety accountability throughout the maintenance organization, including a direct

accountability for safety on the part of senior management.

For compliance requirements refer to YCAR Part X Safety Management Systems (SMS)

Regulations.

Note: Detailed requirements are given in YCAR–OPS 1.180(a)(3) and 1.180(b), and

YCAR–OPS 1.185.

YCAR-OPS 1 Subpart M SECTION 1

01 June 2013 1-M-2 Issue 03, Rev. 00

YCAR–OPS 1.890 Maintenance responsibility

(a) An operator shall ensure the airworthiness of the aeroplane and the serviceability of both

operational and emergency equipment by (See AMC OPS 1.890(a)):

(1) The accomplishment of preflight inspections (See AMC OPS 1.890(a)(1));

(2) The rectification to an approved standard of any defect and damage affecting safe

operation, taking into account the minimum equipment list and configuration

deviation list if available for the aeroplane type (See AMC OPS 1.890(a)(2));

(3) The accomplishment of all maintenance in accordance with the approved operator‟s

aeroplane maintenance programme specified in YCAR–OPS 1.910 (See AMC OPS

1.890(a)(3));

(4) The analysis of the effectiveness of the operator‟s approved aeroplane maintenance

programme (See AMC OPS 1.890(a)(4));

(5) The accomplishment of any operational directive, airworthiness directive and any

other continued airworthiness requirement made mandatory by the Authority or the

state of design , Until formal adoption of JAR–39, the operator must comply with

the current regulations (See IEM OPS 1.890(A)(5)); and

(6) The accomplishment of modifications in accordance with an approved standard and,

for non-mandatory modifications, the establishment of an embodiment policy. (See

AMC OPS 1.890(a)(6).)

(b) An operator shall ensure that the Certificate of Airworthiness for each aeroplane operated

remains valid in respect of:

(1) The requirements in sub-paragraph (a) above;

(2) Any calendar expiry date specified in the Certificate; and

(3) Any other maintenance condition specified in the Certificate.

(c) The requirements specified in sub-paragraph (a) above must be performed in accordance

with procedures acceptable to the Authority.

YCAR–OPS 1.895 Maintenance Management

(a) An operator must be appropriately approved in accordance with YCAR 145 to carry out

the requirements specified in YCAR–OPS 1.890(a)(2), (3), (5) and (6) except when the

Authority is satisfied that the maintenance can be contracted to an appropriate YCAR Part

V approved/accepted organisation. (See AMC OPS 1.895(a).)

(b) An operator must employ a person or group of persons acceptable to the Authority to

ensure that all maintenance is carried out on time to an approved standard such that the

maintenance responsibility requirements prescribed in YCAR-OPS 1.890 are satisfied.

The person, or senior person as appropriate, is the nominated postholder referred to in

YCAR-OPS 1.175(i)(2). The Nominated Postholder for Maintenance is also responsible

for any corrective action resulting from the quality monitoring of YCAR-OPS

1.900(a).(See AMC OPS 1.895(b).)

(c) The Nominated Postholder for Maintenance should not be employed by a YCAR 145

approved/accepted Organisation under contract to the Operator, unless specifically agreed

by the Authority. (See AMC-OPS 1.895(c)).


Issue 03, Rev. 00 1-M-3 01 June 2013

(d) When an operator is not appropriately approved in accordance with CAR145,

arrangements must be made with such an organisation to carry out the requirements

specified in YCAR-OPS 1.890(a)(2), (3), (5) and (6). Except as otherwise specified in

paragraphs (e), (f) and (g) below, the arrangement must be in the form of a written

maintenance contract between the operator and the JAR-145 approved/accepted

maintenance organisation detailing the functions specified in JAR-OPS 1.890(a)(2), (3),

(5) and (6) and defining the support of the quality functions of YCAR-OPS 1.900.

Aeroplane base and scheduled line maintenance and engine maintenance contracts,

together with all amendments, must be acceptable to the Authority. The Authority does

not require the commercial elements of a maintenance contract. (See AMC OPS 1.895(d).)

(e) Notwithstanding paragraph (d) above, the operator may have a contract with an

organisation that is not YCAR 145 approved/accepted, provided that:

(1) for aeroplane or engine maintenance contracts, the contracted organisation is a

YCAR-OPS Operator of the same type of aeroplane,

(2) all maintenance is ultimately performed by YCAR 145 approved/accepted

organisations,

(3) such a contract details the functions specified in YCAR-OPS 1.890(a)(2), (3), (5)

and (6) and defines the support of the quality functions of YCAR-OPS 1.900,

(4) the contract, together with all amendments, is acceptable to the Authority. The

Authority does not require the commercial elements of a maintenance contract. (See

AMC OPS 1.895(e).)

(f) Notwithstanding paragraph (d) above, in the case of an aeroplane needing occasional line

maintenance, the contract may be in the form of individual work orders to the

Maintenance Organisation.(See IEM-OPS 1.895(f & g))

(g) Notwithstanding paragraph (d) above, in the case of aeroplane component maintenance,

including engine maintenance, the contract may be in the form of individual work orders

to the Maintenance Organisation.(See IEM-OPS 1.895(f & g))

(h) An operator must provide suitable office accommodation at appropriate locations for the

personnel specified in sub-paragraph (b) above. (See AMC OPS 1.895(h).)

YCAR–OPS 1.900 Quality System

(See AMC OPS 1.900 / IEM OPS 1.900)

(a) For maintenance purposes, the operator‟s quality system, as required by YCAR–OPS

1.035, must additionally include at least the following functions:

(1) Monitoring that the activities of YCAR–OPS 1.890 are being performed in

accordance with the accepted procedures;

(2) Monitoring that all contracted maintenance is carried out in accordance with the

contract; and

(3) Monitoring the continued compliance with the requirements of this Subpart.

(b) Where the operator is approved in accordance with YCAR 145, the quality system may be

combined with that required by YCAR 145.


01 June 2013 1-M-4 Issue 03, Rev. 00

YCAR–OPS 1.905 Operator’s Maintenance Management Exposition

(a) An operator must provide an operator‟s Maintenance Management exposition containing

details of the organisation structure (See AMC OPS 1.905(a)) including:

(1) The nominated postholder responsible for the maintenance system required by

YCAR–OPS 1.175(i)(2) and the person, or group of persons, referred to in YCAR–

OPS 1.895(b);

(2) The procedures that must be followed to satisfy the maintenance responsibility of

YCAR–OPS 1.890 and the quality functions of YCAR–OPS 1.900, except that

where the operator is appropriately approved as a maintenance organisation in

accordance with YCAR 145, such details may be included in the YCAR 145

exposition.

(3) Compliance with YCAR - OPS 1.885 (c)

(b) An operator‟s maintenance management exposition and any subsequent amendment must

be approved by the Authority.

YCAR–OPS 1.910 Operator’s Aeroplane Maintenance Programme

(a) An operator must ensure that the aeroplane is maintained in accordance with the

operator‟s aeroplane maintenance programme. The programme must contain details,

including frequency, of all maintenance required to be carried out. The programme will be

required to include a reliability programme when the Authority determines that such a

reliability programme is necessary. When design and application of operator maintenance

programme human factor principal should be observed (See AMC OPS 1.910(a).)

(b) The Operator‟s approved aeroplane Maintenance Programme must be subject to periodic

reviews and amended when necessary. The reviews will ensure that the programme

continues to be valid in light of operating experience whilst taking into account new

and/or modified maintenance instructions promulgated by the Type Certificate holder.

(See AMC OPS 1.910(b))

(c) The Operator‟s approved aeroplane Maintenance Programme must reflect applicable

mandatory regulatory requirements addressed in documents issued by the Type Certificate

holder to comply with JAR-21.61. (See AMC OPS 1.910(c))

(d) An operator‟s aeroplane maintenance programme and any subsequent amendment must be

approved by the Authority. An operator must ensure that copies of all amendments to the

maintenance programme shall be furnished promptly to all organizations or persons to

whom the maintenance programme has been issued. (See AMC OPS 1.910 (d).)

YCAR–OPS 1.915 Operator’s Aeroplane Technical Log

(See AMC OPS 1.915)

(a) An operator must use an aeroplane technical log system containing the following

information for each aeroplane:

(1) Information about each flight necessary to ensure continued flight safety;

(2) The current aeroplane certificate of release to service;


Issue 03, Rev. 00 1-M-5 01 June 2013

(3) The current maintenance statement giving the aeroplane maintenance status of what

scheduled and out of phase maintenance is next due except that the Authority may

agree to the maintenance statement being kept elsewhere;

(4) All outstanding deferred defects that affect the operation of the aeroplane; and

(5) Any necessary guidance instructions on maintenance support arrangements.

(b) The aeroplane technical log system and any subsequent amendment must be approved by

the Authority.

Note : All Entries in the tech log should be made in indelible ink.

YCAR–OPS 1.920 Maintenance Records

(See AMC OPS 1.920)

(a) An operator shall ensure that the aeroplane technical log is retained for 24 months after

the date of the last entry.

(b) An operator shall ensure that a system has been established to keep, in a form acceptable

to the Authority, the following records for the periods specified:

(1) All detailed maintenance records in respect of the aeroplane and any aeroplane

component fitted thereto – 24 months after the aeroplane or aeroplane component

was released to service;

(2) The total time and flight cycles as appropriate, of the aeroplane and all life-limited

aeroplane components – 12 months after the aeroplane has been permanently

withdrawn from service;

(3) The time and flight cycles as appropriate, since last overhaul of the aeroplane or

aeroplane component subjected to an overhaul life – Until the aeroplane or

aeroplane component overhaul has been superseded by another overhaul of

equivalent work scope and detail;

(4) The current aeroplane inspection status such that compliance with the approved

operator‟s aeroplane maintenance programme can be established – Until the

aeroplane or aeroplane component inspection has been superseded by another

inspection, of equivalent work scope and detail;

(5) The current status of airworthiness directives applicable to the aeroplane and

aeroplane components – 12 months after the aeroplane has been permanently

withdrawn from service; and

(6) Details of current modifications and repairs to the aeroplane, engine(s), propeller(s)

and any other aeroplane component vital to flight safety – 12 months after the

aeroplane has been permanently withdrawn from service. (See IEM OPS

1.920(b)(6))

(c) An operator shall ensure that when an aeroplane is permanently transferred from one

operator to another operator the records specified in paragraphs (a) and (b) are also

transferred and the time periods prescribed will continue to apply to the new operator.

(See AMC OPS 1.920(c))


01 June 2013 1-M-6 Issue 03, Rev. 00


YCAR–OPS 1.930 Continued Validity of the Air Operator Certificate in Respect of the

Maintenance System

(See IEM OPS 1.930)

An operator must comply with YCAR–OPS 1.175 and 1.180 to ensure continued validity of the air

operator‟s certificate in respect of the maintenance system.

YCAR–OPS 1.935 Equivalent Safety Case

(See IEM OPS 1.935)

An operator shall not introduce alternative procedures to those prescribed in this Subpart unless

needed and an equivalent safety case has first been approved by the Authority.

SECTION 1 YCAR-OPS 1 Subpart N

Issue 03, Rev. 00 1-N-1 01 June 2013


YCAR–OPS 1.940 Composition of Flight Crew

(See Appendix 1 & 2 to YCAR_OPS 1.940)


(1) The composition of the flight crew and the number of flight crew members at

designated crew stations are both in compliance with, and no less than the minimum

specified in, the Aeroplane Flight Manual (AFM);

(2) The flight crew includes additional flight crew members when required by the type

of operation, and is not reduced below the number specified in the Operations

Manual;

(3) All flight crew members hold an applicable and valid licence acceptable to the

Authority and are suitably qualified and competent to conduct the duties assigned to

them;

(4) Procedures are established, acceptable to the Authority, to prevent the crewing

together of inexperienced flight crew members (See AMC OPS 1.940(a)(4));

(5) One pilot amongst the flight crew, qualified as a pilot-in-command in accordance

with the requirements governing Flight Crew Licences, is designated as the

commander who may delegate the conduct of the flight to another suitably qualified

pilot; and

(6) When a dedicated System Panel Operator is required by the AFM, the flight crew

includes one crew member who holds a Flight Engineer‟s licence or is a suitably

qualified flight crew member and acceptable to the Authority.

(7) When engaging the services of flight crew members from other organisation or

other individuals, there shall be an agreement in place to ensure the legal aspects

are covered and that who are self-employed and/or working on a freelance or part-

time basis, the requirements of Subpart N are complied with. In this respect,

particular attention must be paid to the total number of aircraft types or variants that

a flight crew member may fly for the purposes of commercial air transportation,

which must not exceed the requirements prescribed in YCAR-OPS 1.980 and

YCAR-OPS 1.981, including when his services are engaged by another operator. For

crew members serving the operator as a commander, initial operator‟s Crew

Resource Management (CRM) training shall be completed before commencing

unsupervised line flying. However, for crew members serving the operator as a

commander, initial CRM training shall be completed before commencing

unsupervised line flying unless the crew member has previously completed an initial

operator‟s CRM course.

(8) The flight crew include at least one member who holds a flight navigator licence in

all operations where, as determined by the Authority, navigation necessary for the

safe conduct of the flight cannot be adequately accomplished by the pilots from the

pilot station.

(9) Crew composition for VFR day flight may be performed by single Pilot.

YCAR-OPS 1 Subpart N SECTION 1

01 June 2013 1-N-2 Issue 03, Rev. 00

(b) Minimum flight crew for operations under IFR or at night. For operations under IFR

or at night, an operator shall ensure that:

(1) For all turbo-propeller aeroplanes with a maximum approved passenger seating

configuration of more than 9 and for all turbojet aeroplanes, the minimum flight

crew is 2 pilots; or

(2) Aeroplanes other than those covered by sub-paragraph (b)(1) above are operated by

a single pilot provided that the requirements of Appendix 2 to YCAR–OPS 1.940 are

satisfied. If the requirements of Appendix 2 are not satisfied, the minimum flight

crew is 2 pilots.

YCAR-OPS 1.941 Initial training

An operator shall ensure that each flight crew member successfully complete initial training.

An Operator shall establish and maintain an initial ground and flight training programme,

approved by the authority which ensures that all flight crew members are adequately trained to

perform their assigned duties.

(a) The training programme shall:

(a) include indoctrination training comprises of operator‟s and regulatory requirements

(b) include ground and flight training facilities and properly qualified instructors

(c) consist of ground and flight training in the type(s) of aeroplane on which the flight crew

members serves

(d) include proper flight crew coordination and training in all types of emergency and

abnormal situations or procedures caused by power plant, airframe or systems

malfunctions, fire or other abnormalities

(e) include training in knowledge and skills related to visual and instrument flight

procedures for the intended area of operation, human performance including threat and

error management and in the transport of dangerous goods

(f) ensure that all flight crew members know the functions for which they are responsible and

the relation of these functions to the functions of other crew members, particularly in

regard to abnormal or emergency procedures

(g) training be given on a recurrent basis and shall include an assessment of competence

(b) The requirement for recurrent flight training in a particular type of aeroplane shall be

considered fulfilled by;

(1) the use, to the extent deemed feasible by the authority, of flight simulation training

devices approved by the authority for that purpose or

(2) the completion within the appropriate period of the proficiency check required by YCAR-

OPS 1.943, 1.945, 1.950, 1.965

(c) Minimum flight crew for operations under VFR.

For VFR Operations single engine aeroplane of 9 seat or less or 5700kg or below, single pilot

commercial operations may be performed with minimum pilot as describes in AFM, this is

applicable for A to A operations or A to B operations within Yemen or within the region

subject to acceptability by applicable state.


Issue 03, Rev. 00 1-N-3 01 June 2013

YCAR-OPS 1.943 Initial Operator’s Crew Resource Management (CRM) training

(See AC OPS (IEM) 1.943/ 1.945(a)(9)/1.955(b)(6)/ 1.965(e))

(See AC OPS (AMC) 1.943/ 1.945(a)(9)/1.955(b)(6)/ 1.965(e))

(a) When a flight crew member has not previously completed initial Operator‟s Crew

Resource Management (CRM) training (either new employees or existing staff), then the

operator shall ensure that the flight crew member completes an initial CRM training

course. New employees shall complete initial Operator‟s CRM Training within their first

year of joining an operator. Flight crew who are already operating as flight crew members

in commercial air transportation and who have not completed CRM training before shall

complete an initial operator‟s CRM training course.

(b) If the flight crew member has not previously been trained in Human Factors then a

theoretical course, based on the human performance and limitations programme for the

ATPL (see the requirements applicable to the issue of Flight Crew Licences) shall be

completed before the initial Operator‟s CRM training or combined with the initial

Operator‟s CRM training.

(c) Initial CRM training shall be conducted by at least one CRM trainer acceptable to the

Authority who may be assisted by experts in order to address specific areas. (See AC OPS

(AMC) 1.943/ 1.945(a)(9)/1.955(b)(6)/ 1.965(e)).

(d) Initial CRM training is conducted in accordance with a detailed course syllabus included

in the Operations Manual.

YCAR–OPS 1.945 Conversion training and checking

(See Appendix 1 to YCAR–OPS 1.945 / AMC OPS 1.945 / IEM OPS 1.945)

(See AC OPS (AMC) 1.943/ 1.945(a)(9)/1.955(b)(6)/ 1.965(e))

(See AC OPS (IEM) 1.943/ 1.945(a)(9)/1.955(b)(6)/ 1.965(e))


(1) A flight crew member completes a Type Rating course which satisfies the

requirements applicable to the issue of Flight Crew Licences when changing from

one type of aeroplane to another type or class for which a new type or class rating is

required;

(2) A flight crew member completes an operator‟s conversion course before

commencing unsupervised line flying:

(i) When changing to an aeroplane for which a new type or class rating is

required; or

(ii) When changing operator;

(3) Conversion training is conducted by suitably qualified personnel in accordance with

a detailed course syllabus included in the Operations Manual. The operator shall

ensure that the personnel integrating elements of CRM into conversion training are

suitably qualified;

(4) The amount of training required by the operator‟s conversion course is determined

after due note has been taken of the flight crew member‟s previous training as

recorded in his training records prescribed in YCAR–OPS 1.985;

(5) The minimum standards of qualification and experience required of flight crew

members before undertaking conversion training are specified in the Operations

Manual;


01 June 2013 1-N-4 Issue 03, Rev. 00

(6) Each flight crew member undergoes the checks required by YCAR–OPS 1.965(b)

and the training and checks required by YCAR–OPS 1.965(d) before commencing

line flying under supervision;

(7) Upon completion of line flying under supervision, the check required by YCAR–

OPS 1.965(c) is undertaken;

(8) Once an operator‟s conversion course has been commenced, a flight crew member

does not undertake flying duties on another type or class until the course is

completed or terminated; and

(9) Elements of CRM training are integrated into the conversion course.

(See AMC OPS 1.945, IEM OPS 1.945, AC OPS (AMC) 1.943/

1.945(a)(9)/1.955(b)(6)/ 1.965(e)), AC OPS (IEM) 1.943/ 1.945(a)(9)/1.955(b)(6)/

1.965(e))

(b) In the case of changing aeroplane type or class, the check required by 1.965(b) may be

combined with the type or class rating skill test under the requirements applicable to the

issue of Flight Crew Licences.

(c) The operator‟s conversion course and the Type or Class Rating course required for the

issue of Flight Crew Licences may be combined.

(d) A pilot, undertaking a ZFTT course, shall:

(1) Commence Line Flying Under Supervision as soon as possible within 21 days after

completion of the skill test. If Line Flying Under Supervision has not been

commenced within the 21 days, the operator shall provide appropriate training

acceptable to the Authority.

(2) Complete the six take-offs and landings required in Appendix 1 YCAR-FCL

1.261(c)(2) in a flight simulator, qualified in accordance with YCAR–STD and user

approved by the Authority, not later than 21 days after the completion of the skill

test. This simulator session shall be conducted by a TRI(A) occupying a pilot's seat.

When approved by the Authority, the number of take-offs and landings may be

reduced. If these take-offs and landings have not been performed within the 21 days,

the operator shall provide refresher training acceptable to the Authority.

(3) Conduct the first four take-offs and landings of the Line Flying Under Supervision in

the aeroplane under the supervision of a TRI(A) occupying a pilot‟s seat. When

approved by the Authority, the number of take-offs and landings may be reduced.

YCAR–OPS 1.950 Differences training and Familiarisation training

(a) An operator shall ensure that a flight crew member completes:

(1) Differences training which requires additional knowledge and training on an

appropriate training device or the aeroplane;

(i) When operating another variant of an aeroplane of the same type or another

type of the same class currently operated; or

(ii) When changing equipment and/or procedures on types or variants currently

operated;

(2) Familiarisation training which requires the acquisition of additional knowledge:


Issue 03, Rev. 00 1-N-5 01 June 2013

(i) When operating another aeroplane of the same type; or

(ii) When changing equipment and/or procedures on types or variants currently

operated.

(b) The operator shall specify in the Operations Manual when such differences training or

familiarisation training is required.

YCAR–OPS 1.955 Nomination as commander

(a) An operator shall ensure that for upgrade to commander from co-pilot and for those

joining as commanders:

(1) A minimum level of experience, acceptable to the Authority, is specified in the

Operations Manual; and

(2) For multi-crew operations, the pilot completes an appropriate command course.

(b) The command course required by sub-paragraph (a)(2) above must be specified in the

Operations Manual and include at least the following:

(1) Training in an STD (including Line Orientated Flying Training) and/or flying

training;

(2) An operator proficiency check operating as commander;

(3) Commander‟s responsibilities;

(4) Line training in command under supervision. A minimum of 10 sectors is required

for pilots already qualified on the aeroplane type;

(5) Completion of a commander‟s line check as prescribed in YCAR–OPS 1.965(c) and

route and aerodrome competence qualification as prescribed in YCAR–OPS 1.975;

and

(6) Elements of Crew Resource Management.

(See AC OPS (AMC) 1.943/ 1.945(a)(9)/1.955(b)(6)/ 1.965(e)), AC OPS (IEM) 1.943/

1.945(a)(9)/1.955(b)(6)/ 1.965(e))

YCAR–OPS 1.960 Commanders holding a Commercial Pilot Licence


(1) A Commercial Pilot Licence (CPL) holder does not operate as a commander of an

aeroplane certificated in the Aeroplane Flight Manual for single pilot operations

unless:

(i) When conducting passenger carrying operations under Visual Flight Rules

(VFR) outside a radius of 50 nm from an aerodrome of departure, the pilot has

a minimum of 500 hours total flight time on aeroplanes or holds a valid

Instrument Rating; or

(ii) When operating on a multi-engine type under Instrument Flight Rules (IFR),

the pilot has a minimum of 700 hours total flight time on aeroplanes which

includes 400 hours as pilot-in-command in accordance with the requirements

governing Flight Crew Licenses, of which 100 hours have been under IFR

including 40 hours multi-engine operation. The 400 hours as pilot-in-command


01 June 2013 1-N-6 Issue 03, Rev. 00

may be substituted by hours operating as co-pilot on the basis of two hours co-

pilot is equivalent to one hour as pilot-in-command provided those hours were

gained within an established multi-pilot crew system prescribed in the

Operations Manual;

(2) In addition to sub-paragraph (a)(1)(ii) above, when operating under IFR as a single

pilot, the requirements prescribed in Appendix 2 to YCAR–OPS 1.940 are satisfied;

and

(3) In multi-pilot crew operations, in addition to sub-paragraph (a)(1) above, and prior

to the pilot operating as commander, the command course prescribed in YCAR–OPS

1.955(a)(2) is completed.

YCAR–OPS 1.965 Recurrent training and checking

(See Appendices 1 & 2 to YCAR–OPS 1.965)

(See AMC OPS 1.965)

(See AC OPS (AMC) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e))

(See AC OPS (IEM) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e))

(See IEM OPS 1.965)

(a) General. An operator shall ensure that:

(1) Each flight crew member undergoes recurrent training and checking and that all such

training and checking is relevant to the type or variant of aeroplane on which the

flight crew member operates;

(2) A recurrent training and checking programme is established in the Operations

Manual and approved by the Authority;

(3) Recurrent training is conducted by the following personnel:

(i) Ground and refresher training – by suitably qualified personnel;

(ii) Aeroplane/STD training - by a Type Rating Instructor (TRI), Class Rating

Instructor (CRI) or in the case of the STD content, a Synthetic Flight Instructor

(SFI), providing that the TRI, CRI or SFI satisfies the operator's experience

and knowledge requirements sufficient to instruct on the items specified in

paragraphs (a)(1)(i)(A) and (B) of Appendix 1 to YCAR-OPS 1.965;

(iii) Emergency and safety equipment training – by suitably qualified personnel;

and

(iv) Crew Resource Management (CRM):

(A) Integration of CRM elements into all their phases of the recurrent

training - by all the personnel conducting recurrent training. The operator

shall ensure that all personnel conducting recurrent training are suitably

qualified to integrate elements of CRM into this training;

(B) Modular CRM training – by at least one CRM trainer acceptable to the

Authority (see AMC OPS 1.943/1.945(a)(9)/1.955(b)(6)/ 1.965(e)) who

may be assisted by experts in order to address specific areas.

(4) Recurrent checking is conducted by the following personnel:

(i) Operator proficiency check – by a Type Rating Examiner (TRE), Class Rating

Examiner (CRE) or, if the check is conducted in a STD a TRE, CRE or a


Issue 03, Rev. 00 1-N-7 01 June 2013

Synthetic Flight Examiner (SFE), trained in CRM concepts and the assessment

of CFM skills;

(ii) Line checks – by suitably qualified commanders nominated by the operator and

acceptable to the Authority;

(iii) Emergency and safety equipment checking – by suitably qualified personnel.

(b) Operator Proficiency Check

(1) An operator shall ensure that:

(i) Each flight crew member undergoes operator proficiency checks to

demonstrate his competence in carrying out normal, abnormal and emergency

procedures; and

(ii) The check is conducted without external visual reference when the flight crew

member will be required to operate under IFR.

(iii) Each flight crew member undergoes operator proficiency checks as part of a

normal flight crew complement.

(2) Except where stated in (3) below, the period of validity of an operator proficiency

check shall be 6 calendar months in addition to the remainder of the month of issue.

If issued within the final 2 calendar months of validity of a previous operator

proficiency check, the period of validity shall extend from the date of issue until 6

calendar months from the expiry date of that previous operator proficiency check.

(3) The period of validity of an operator proficiency check for private aeroplanes below

a maximum certificated take-off mass of 5700 kg, and not turbo jet, shall be 12

calendar months in addition to the remainder of the month of issue. If issued within

the final 2 calendar months of validity of a previous operator proficiency check, the

period of validity shall extend from the date of issue until 12 calendar months from

the expiry date of that previous operator proficiency check.

(c) Line Check. An operator shall ensure that each flight crew member undergoes a line check

on the aeroplane to demonstrate his competence in carrying out normal line operations

described in the Operations Manual. The period of validity of a line check shall be 12

calendar months, in addition to the remainder of the month of issue. If issued within the

final 2 calendar months of validity of a previous line check the period of validity shall

extend from the date of issue until 12 calendar months from the expiry date of that

previous line check. (See AMC OPS 1.965(c)).

(d) Emergency and Safety Equipment training and checking. An operator shall ensure that

each flight crew member undergoes training and checking on the location and use of all

emergency and safety equipment carried. The period of validity of an emergency and

safety equipment check shall be 12 calendar months in addition to the remainder of the

month of issue. If issued within the final 2 calendar months of validity of a previous

emergency and safety check, the period of validity shall extend from the date of issue

until 12 calendar months from the expiry date of that previous emergency and safety

equipment check. (See AMC OPS 1.965(d)).

(e) CRM. An operator shall ensure that:

(1) Elements of CRM are integrated into all appropriate phases of the recurrent training,

and;


01 June 2013 1-N-8 Issue 03, Rev. 00

(2) Each flight crew member undergoes specific modular CRM training. All major

topics of CRM training shall be covered over a period not exceeding 3 years;

(f) Ground and Refresher training. An operator shall ensure that each flight crew member

undergoes ground and refresher training at least every 12 calendar months. If the training

is conducted within 3 calendar months prior to the expiry of the 12 calendar months

period, the next ground and refresher training must be completed within 12 calendar

months of the original expiry date of the previous ground and refresher training.

(g) Aeroplane/STD training. An operator shall ensure that each flight crew member undergoes

aeroplane/STD training at least every 12 calendar months. If the training is conducted

within 2 calendar months prior to the expiry of the 12 calendar months period, the next

aeroplane/STD training must be completed within 12 calendar months of the original

expiry date of the previous aeroplane/STD training.

YCAR–OPS 1.968 Pilot qualification to operate in either pilot’s seat



(1) A pilot who may be assigned to operate in either pilot‟s seat completes appropriate

training and checking; and

(2) The training and checking programme is specified in the Operations Manual and is


YCAR–OPS 1.970 Recent experience


(1) A pilot is not assigned to operate an aeroplane as part of the minimum certificated

crew, either as pilot flying or pilot non-flying, unless he has carried out three take-

offs and three landings in the previous 90 days as pilot flying in an aeroplane, or in a

flight simulator, of the same type/class.

(2) A pilot who does not hold a valid instrument rating is not assigned to operate an

aeroplane at night as commander unless he has carried out at least one landing at

night in the preceding 90 days as pilot flying in an aeroplane, or in a flight simulator,

of the same type/class.

(b) The 90 day period prescribed in sub-paragraphs (a)(1) and (2) above may be extended up

to a maximum of 120 days by line flying under the supervision of a Type Rating

Instructor or Examiner. For periods beyond 120 days, the recency requirement is satisfied

by a training flight or use of a Flight Simulator or the aeroplane type to be used.

YCAR–OPS 1.975 Route and Aerodrome Competence qualification

(See AMC OPS 1.975)

(a) An operator shall ensure that, prior to being assigned as commander or as pilot to whom

the conduct of the flight may be delegated by the commander, the pilot has obtained

adequate knowledge of the route to be flown and of the aerodromes (including alternates),

facilities and procedures to be used.

(b) The period of validity of the route and aerodrome competence qualification shall be

12 calendar months in addition to the remainder of:

(1) The month of qualification; or

(2) The month of the latest operation on the route or to the aerodrome.


Issue 03, Rev. 00 1-N-9 01 June 2013

(c) Route and aerodrome competence qualification shall be revalidated by operating on the

route or to the aerodrome within the period of validity prescribed in sub-paragraph (b)

above.

(d) If revalidated within the final 2 calendar months of validity of previous route and

aerodrome competence qualification, the period of validity shall extend from the date of

revalidation until 12 calendar months from the expiry date of that previous route and

aerodrome competence qualification.

(e) An operator shall ensure that, prior to being assigned as flight crew members on an ETOPS

flight, the flight crew has obtained adequate knowledge of the ETOPS procedures and

philosophy including the ETOPS route to be flown and of the aerodromes (including

alternates).

YCAR–OPS 1.978 Alternative Training and Qualification Programme


(See AC OPS 1.978)

(a) An operator, following a minimum of two years continuous operations, may substitute the

training and checking requirements for flight crew specified in Appendix 1 to YCAR-OPS

1.978(a) by an Alternative Training and Qualification Programme (ATQP) approved by

the Authority. The two years continuous operations may be reduced at the discretion of

the Authority.

(b) The ATQP must contain training and checking which establishes and maintains a level of

proficiency demonstrated to be at least not less than the level of proficiency achieved by

following the provisions of YCAR-OPS 1.945, 1.965 and 1.970. The standard of flight

crew training and qualification shall be established prior to the introduction of ATQP; the

required ATQP training and qualification standards shall also be specified.

(c) An operator applying for approval to implement an ATQP shall provide the Authority

with an implementation plan in accordance with paragraph (c) of Appendix 1 to YCAR-

OPS 1.978.

(d) In addition to the checks required by YCAR-OPS 1.965 and 1.970 an operator shall ensure

that each flight crew member undergoes a Line Orientated Evaluation (LOE).

(1) The Line Orientated Evaluation (LOE) shall be conducted in a simulator. The LOE

may be undertaken with other approved ATQP training.

(2) The period of validity of a LOE shall be 12 calendar months, in addition to the

remainder of the month of issue. If issued within the final 3 calendar months of

validity of a previous LOE the period of validity shall extend from the date of issue

until 12 calendar months from the expiry date of that previous LOE.

(e) After 2 years of operating within an approved ATQP an operator may, with the approval

of the Authority, extend the periods of validity of YCAR-OPS 1.965 and 1.970 as follows:


01 June 2013 1-N-10 Issue 03, Rev. 00

(1) Operator proficiency check – 12 calendar months in addition to the remainder of the

month of issue. If issued within the final 3 calendar months of validity of a previous

operator proficiency check, the period of validity shall extend from the date of issue

until 12 calendar months from the expiry date of that previous operator proficiency

check.

(2) Line Check - 24 calendar months in addition to the remainder of the month of issue.

If issued within the final 6 calendar months of validity of a previous line check, the

period of validity shall extend from the date of issue until 24 calendar months from

the expiry date of that previous line check. The line check may be combined with a

Line Oriented Quality Evaluation (LOQE) with the approval of the authority.

(3) Emergency and Safety equipment checking – 24 calendar months in addition to the

remainder of the month of issue. If issued within the final 6 calendar months of

validity of a previous check, the period of validity shall extend from the date of issue

until 24 calendar months from the expiry date of that previous check.

(f) The ATQP shall be the responsibility of a nominated post holder.]

YCAR–OPS 1.980 Operation on more than one type or variant


(See AMC OPS 1.980)

(a) An operator shall ensure that a flight crew member does not operate on more than one

type or variant, unless: the flight crew member is competent to do so.

(b) When considering operations of more than one type or variant, an operator shall ensure

that the differences and/or similarities of the aeroplanes concerned justify such operations,

taking account of the following:

(1) The level of technology;

(2) Operational procedures;

(3) Handling characteristics. (See AMC OPS 1.980(b) and IEM OPS 1.980(b))

(c) An Operator shall ensure that a flight crew member operating more than one type or

variant complies with all of the requirements prescribed in Subpart N for each type or

variant unless the Authority has approved the use of credit(s) related to the training,

checking and recent experience requirements.

(d) An operator shall specify appropriate procedures and/or operational restrictions, approved

by the Authority, in the Operations Manual, for any operation on more than one type or

variant covering:

(1) The flight level crew members' minimum experience level;

(2) The minimum experience level on one type or variant before beginning training for

and operation of another type or variant;

(3) The process whereby flight crew qualified on one type or variant will be trained and

qualified on another type or variant; and

(4) All applicable recent experience requirements for each type or variant.


Issue 03, Rev. 00 1-N-11 01 June 2013

YCAR-OPS 1.981 Operation of helicopters and aeroplanes

(a) When a flight crew member operates both helicopters and aeroplanes:

(1) An operator shall ensure that operations of helicopter and aeroplane are limited to

one type of each.

(2) The operator shall specify appropriate procedures and/or operational restrictions,

approved by the Authority, in the Operations Manual.

YCAR–OPS 1.985 Training records

(See IEM OPS 1.985)


(1) Maintain records of all training, checking and qualification prescribed in YCAR–

OPS 1.945, 1.955, 1.965, 1.968 and 1.975 undertaken by a flight crew member; and

(2) Make the records of all conversion courses and recurrent training and checking

available, on request, to the flight crew member concerned.


01 June 2013 1-N-12 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.940 In-flight relief of flight crew members

(a) A flight crew member may be relieved in flight of his duties at the controls by another

suitably qualified flight crew member.

(b) Relief of the Commander

(1) The commander may delegate conduct of the flight to:

(i) Another qualified commander; or

(ii) For operations only above FL200, a pilot qualified as detailed in sub-paragraph

(c) below.

(c) Minimum requirements for a pilot relieving the commander

(1) Valid Airline Transport Pilot Licence;

(2) Conversion training and checking (including Type Rating training) as prescribed in

YCAR–OPS 1.945;

(3) All recurrent training and checking as prescribed in YCAR–OPS 1.965 and YCAR-

OPS 1.968; and

(4) Route competence qualification as prescribed in YCAR–OPS 1.975.

(d) Relief of the co-pilot

(1) The co-pilot may be relieved by:

(i) Another suitably qualified pilot; or

(ii) A cruise relief co-pilot qualified as detailed in sub-paragraph (e) below.

(e) Minimum requirements for Cruise Relief Co-Pilot

(1) Valid Commercial Pilot Licence with Instrument Rating;

(2) Conversion training and checking, including Type Rating training, as prescribed in

YCAR–OPS 1.945 except the requirement for take-off and landing training;

(3) All recurrent training and checking as prescribed in YCAR–OPS 1.965 except the

requirement for take-off and landing training; and

(4) To operate in the role of co-pilot in the cruise only and not below FL 200.

(5) Recent experience as prescribed in YCAR–OPS 1.970 is not required. The pilot

shall, however, carry out Flight Simulator recency and refresher flying skill training

at intervals not exceeding 90 days. This refresher training may be combined with the

training prescribed in YCAR–OPS 1.965.

(f) Relief of the system panel operator. A system panel operator may be relieved in flight by a

crew member who holds a Flight Engineer‟s licence or by a flight crew member with a

qualification acceptable to the Authority.


Issue 03, Rev. 00 1-N-13 01 June 2013

Appendix 2 to YCAR–OPS 1.940 Single pilot operations under IFR or at night

(a) Aeroplanes referred to in YCAR–OPS 1.940(b)(2) may be operated by a single pilot under

IFR or at night when the following requirements are satisfied:

(1) The operator shall include in the Operations Manual a pilot‟s conversion and

recurrent training programme which includes the additional requirements for a

single pilot operation;

(2) In particular, the cockpit procedures must include:

(i) Engine management and emergency handling;

(ii) Use of normal, abnormal and emergency checklists;

(iii) ATC communication;

(iv) Departure and approach procedures;

(v) Autopilot management; and

(vi) Use of simplified in-flight documentation;

(3) The recurrent checks required by YCAR–OPS 1.965 shall be performed in the

single-pilot role on the type or class of aeroplane in an environment representative

of the operation;

(4) The pilot shall have a minimum of 50 hours flight time on the specific type or class

of aeroplane under IFR of which 10 hours is as commander; and

(5) The minimum required recent experience for a pilot engaged in a single-pilot

operation under IFR or at night shall be 5 IFR flights, including 3 instrument

approaches, carried out during the preceding 90 days on the type or class of

aeroplane in the single-pilot role. This requirement may be replaced by an IFR

instrument approach check on the type or class of aeroplane.


01 June 2013 1-N-14 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.945 Operator’s Conversion Course

(See AMC OPS 1.945)

(See AC OPS (AMC) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e))

(See AC OPS (IEM) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e))

(See IEM OPS 1.945)

(a) An operator‟s conversion course shall include:

(1) Ground training and checking including aeroplane systems, normal, abnormal and

emergency procedures;

(2) Emergency and safety equipment training and checking which must be completed

before aeroplane training commences;

(3) Aeroplane/STD training and checking; and

(4) Line flying under supervision and line check.

(b) The conversion course shall be conducted in the order set out in sub-paragraph (a) above.

(c) [Elements of Crew Resource Management shall be integrated into the conversion course,

and conducted by suitably qualified personnel.]

(d) Elements of Crew Resource Management shall be integrated into the conversion course,

and conducted by suitably qualified personnel.

(e) When a flight crew member has not previously completed an operator‟s conversion

course, the operator shall ensure that in addition to sub-paragraph (a) above, the flight

crew member undergoes general first aid training and, if applicable, ditching procedures

training using the equipment in water.


Issue 03, Rev. 00 1-N-15 01 June 2013

Appendix 1 to YCAR–OPS 1.965 Recurrent training and checking – Pilots

(See AMC OPS 1.965)

(See AC OPS (AMC) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e))

(See AC OPS (IEM) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e))

(See IEM OPS 1.965)

(a) Recurrent Training – Recurrent training shall comprise:

(1) Ground and refresher training

(i) The ground and refresher training programme shall include:

(A) Aeroplane systems;

(B) Operational procedures and requirements including ground de-/anti-icing

(See AMC OPS 1.345(a)) and pilot incapacitation (see AMC to

Appendix 1 to YCAR-OPS 1.965); and

(C) Accident/Incident and occurrence review.

(ii) Knowledge of the ground and refresher training shall be verified by a

questionnaire or other suitable methods.

(2) Aeroplane/STD training

(i) The aeroplane/STD training programme shall be established such that all major

failures of aeroplane systems and associated procedures will have been

covered in the preceding 3 year period.

(ii) When engine-out manoeuvres are carried out in an aeroplane, the engine

failure shall be simulated.

(iii) Aeroplane/STD training may be combined with the operator proficiency check.

(3) Emergency and Safety Equipment Training

(i) Emergency and safety equipment training may be combined with emergency

and safety equipment checking and shall be conducted in an aeroplane or a

suitable alternative training device.

(ii) Every year the emergency and safety equipment training programme must

include the following:

(A) Actual donning of a lifejacket where fitted;

(B) Actual donning of protective breathing equipment where fitted;

(C) Actual handling of fire extinguishers;

(D) Instruction on the location and use of all emergency and safety

equipment carried on the aeroplane;

(E) Instruction on the location and use of all types of exits; and

(F) Security procedures.

(iii) Every 3 years the programme of training must include the following:

(A) Actual operation of all types of exits;


01 June 2013 1-N-16 Issue 03, Rev. 00

(B) Demonstration of the method used to operate a slide where fitted;

(C) Actual fire-fighting using equipment representative of that carried in the

aeroplane on an actual or simulated fire except that, with Halon

extinguishers, an alternative method acceptable to the Authority may be

used;

(D) The effects of smoke in an enclosed area and actual use of all relevant

equipment in a simulated smoke-filled environment;

(E) Actual handling of pyrotechnics, real or simulated, where fitted; and

(F) Demonstration in the use of the life-raft(s) where fitted.

(4) Crew Resource Management (CRM)

(i) Elements of CRM shall be integrated into all appropriate phases of recurrent

training; and

(ii) A specific modular CRM training programme shall be established such that all

major topics of CRM training are covered over a period not exceeding 3 years,

as follows:

(A) Human error and reliability, error chain, error prevention and detection;

(B) Company safety culture, SOPs, organisational factors;

(C) Stress, stress management, fatigue and vigilance;

(D) Information acquisition and processing, situation awareness, workload

management;

(E) Decision making;

(F) Communication and co-ordination inside and outside the cockpit;

(G) Leadership and team behaviour, synergy;

(H) Automation and philosophy of the use of Automation (if relevant to the

type);

(I) Specific type-related differences;

(J) Case based studies;

(K) Additional areas which warrant extra attention, as identified by the

safety management system (see YCAR-OPS 1.037)

(iii) Operators shall establish procedures to update their CRM recurrent training

programme. Revision of the Programme shall be conducted over a period not

exceeding 3 years. The revision of the programme shall take into account the

de-identified results of the CRM assessments of crews, and information

identified by the safety management system).

(b) Recurrent checking. Recurrent checking shall comprise:

(1) Operator proficiency checks

(i) Where applicable, operator proficiency checks shall include the following

manoeuvres:


Issue 03, Rev. 00 1-N-17 01 June 2013

(A) Rejected take-off when a Flight Simulator is available to represent that

specific aeroplane, otherwise touch drills only;

(B) Take-off with engine failure between V1 and V2 or as soon as safety

considerations permit;

(C) Precision instrument approach to minima with, in the case of multi-

engined aeroplanes, one engine inoperative;

(D) Non-precision approach to minima;

(E) Missed approach on instruments from minima with, in the case of multi-

engined aeroplanes, one engine inoperative; and

(F) Landing with one engine inoperative. For single-engined aeroplanes a

practice forced landing is required.

(ii) When engine out manoeuvres are carried out in an aeroplane, the engine

failure must be simulated.

(iii) In addition to the checks prescribed in sub-paragraphs (i)(A) to (F) above, the

requirements applicable to the revalidation or renewal of the aircraft Type or

Class Rating must be completed every 12 months and may be combined with

the operator proficiency check.

(iv) For a pilot operating VFR only, the checks prescribed in sub-paragraphs (i)(C)

to (E) above may be omitted except for an approach and go-around in a multi-

engined aeroplane with one engine inoperative.

(v) Operator proficiency checks must be conducted by a Type Rating Examiner.

(2) Emergency and safety equipment checks. The items to be checked shall be those for

which training has been carried out in accordance with sub-paragraph (a)(3) above.

(3) Line checks;

(i) Line checks must establish the ability to perform satisfactorily a complete line

operation including pre-flight and post-flight procedures and use of the

equipment provided, as specified in the Operations Manual.

(ii) The flight crew must be assessed on their CRM skills in accordance with a

methodology acceptable to the Authority and published in the Operations

Manual. The purpose of such assessment is to:

(A) Provide feedback to the crew collectively and individually and serve to

identify retraining; and

(B) Be used to improve the CRM training system.

(iii) CRM assessment alone shall not be used as a reason for a failure of the line

check.

(iv) When pilots are assigned duties as pilot flying and pilot non-flying they must

be checked in both functions.

(v) Line checks must be completed in an aeroplane.

(vi) Line checks must be conducted by commanders nominated by the operator and

acceptable to the Authority. The person conducting the line check, who is


01 June 2013 1-N-18 Issue 03, Rev. 00

described in YCAR-OPS 1.965(a)(4)(ii), shall be trained in CRM concepts and

the assessment of CRM skills and shall occupy an observer‟s seat where

installed. In the case of longhaul operations where additional operating

flightcrew are carried, the person may fulfil the function of a cruise relief pilot

and shall not occupy either pilot‟s seat during take-off, departure, initial cruise,

descent, approach and landing. His CRM assessments shall solely be based on

observations made during the initial briefing, cabin briefing, cockpit briefing

and those phases where he occupies the observer‟s seat.


Issue 03, Rev. 00 1-N-19 01 June 2013

Appendix 2 to YCAR–OPS 1.965 Recurrent training and checking – System Panel Operators

(a) The recurrent training and checking for System Panel Operators shall meet the

requirements for pilots and any additional specific duties, omitting those items that do not

apply to System Panel Operators.

(b) Recurrent training and checking for System Panel Operators shall, whenever possible,

take place concurrently with a pilot undergoing recurrent training and checking.

(c) A line check shall be conducted by a commander nominated by the operator and

acceptable to the Authority or by a System Panel Operator Type Rating Instructor or

Examiner.


01 June 2013 1-N-20 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.968 Pilot qualification to operate in either pilot’s seat

(a) Commanders whose duties also require them to operate in the right-hand seat and carry

out the duties of co-pilot, or commanders required to conduct training or examining duties

from the right-hand seat, shall complete additional training and checking as specified in

the Operations Manual, concurrent with the operator proficiency checks prescribed in

YCAR–OPS 1.965(b). This additional training must include at least the following:

(1) An engine failure during take-off;

(2) A one engine inoperative approach and go-around; and

(3) A one engine inoperative landing.

(b) When engine-out manoeuvres are carried out in an aeroplane, the engine failure must be

simulated.

(c) When operating in the right-hand seat, the checks required by YCAR–OPS for operating

in the left-hand seat must, in addition, be valid and current.

(d) A pilot relieving the commander shall have demonstrated, concurrent with the operator

proficiency checks prescribed in YCAR-OPS 1.965(b), practice of drills and procedures

which would not, normally, be the relieving pilot‟s responsibility. Where the differences

between left and right seats are not significant (for example because of use of autopilot)

then practice may be conducted in either seat.

(e) A pilot other than the commander occupying the left-hand seat shall demonstrate practice

of drills and procedures, concurrent with the operator proficiency checks prescribed in

YCAR–OPS 1.965(b), which would otherwise have been the commander‟s responsibility

acting as pilot non-flying. Where the differences between left and right seats are not

significant (for example because of use of autopilot) then practice may be conducted in

either seat.


Issue 03, Rev. 00 1-N-21 01 June 2013

Appendix 1 to YCAR-OPS 1.978 Alternative Training and Qualification Programme

(See AC to Appendix 1 to YCAR-OPS 1.978(b)(1) to (b)(9))

(See AC to Appendix 1 to YCAR-OPS 1.978(c)(1)(i ))

(a) An operator‟s ATQP may apply to the following requirements that relate to train ing and

qualifications:

(1) YCAR-OPS 1.450 and Appendix 1 to YCAR-OPS 1.450 - Low Visibility Operations

– Training and Qualifications;

(2) YCAR-OPS 1.945 Conversion training and checking and Appendix 1 to YCAR-OPS

1.945;

(3) YCAR-OPS 1.950 Differences training and familiarisation training;

(4) YCAR-OPS 1.955 paragraph (b) -Nomination as commander;

(5) YCAR-OPS 1.965 Recurrent training and checking and Appendices 1 and 2 to

YCAR-OPS 1.965;

(6) YCAR-OPS 1.980 Operation on more than one type or variant and Appendix 1 to

YCAR-OPS 1.980.

(b) Components of the ATQP - An Alternative Training and Qualification Programme shall

comprise the following:

(1) Documentation that details the scope and requirements of the programme;

(2) A task analysis to determine the tasks to be analysed in terms of:

(i) knowledge;

(ii) the required skills;

(iii) the associated skill based training; and, where appropriate

(iv) the validated behavioural markers.

(3) Curricula – the curriculum structure and content shall be determined by task

analysis, and shall include proficiency objectives including when and how those

objectives shall be met. The process for curriculum development shall be acceptable

to the Authority;

(4) A specific training programme for:

(i) each aeroplane type/class within the ATQP;

(ii) the instructors (CRI/SFI/TRI), and other personnel undertaking flight crew

instruction;

(iii) the examiners (CRE/SFE/TRE); to include a method for the standardisation of

the instructors and examiners;


01 June 2013 1-N-22 Issue 03, Rev. 00

(5) A feedback loop for the purpose of curriculum validation and refinement, and to

ascertain that the programme meets its proficiency objectives;

(6) A method for the assessment of flight crew both during conversion and recurrent

training and checking. The assessment process shall include event-based assessment

as part of the LOE. The method of assessment shall comply with the provisions of

YCAR-OPS 1.965;

(7) An integrated system of quality control, that ensures compliance with all the

requirements processes and procedures of the programme;

(8) A process that describes the method to be used if the monitoring and evaluation

programmes do not ensure compliance with the established proficiency and

qualification standards for flight crew;

(9) A Data Monitoring/Analysis programme.

(c) Implementation - The operator shall develop an evaluation and implementation strategy

acceptable to the Authority; the following requirements shall be fulfilled:

(1) The implementation process shall include the following stages:

(i) A safety case that substantiates the validity of:

(A) The revised training and qualification standards when compared with the

standards achieved under YCAR-OPS 1 prior to the introduction of

ATQP.

(B) Any new training methods implemented as part of ATQP. If approved by

the Authority the operator may establish an equivalent method other than

a formal safety case.

(ii) Undertake a task analysis as required by paragraph (b)(2) above in order to

establish the operator‟s programme of targeted training and the associated

training objectives.

(iii) A period of operation whilst data is collected and analysed to ensure the

efficacy of the safety case or equivalent and validate the task analysis. During

this period the operator shall continue to operate to the pre-ATQP YCAR-OPS

1 requirements. The length of this period shall be agreed with the authority;

(2) The operator may then be approved to conduct training and qualification as specified

under the ATQP.]


Issue 03, Rev. 00 1-N-23 01 June 2013

Appendix 1 to YCAR-OPS 1.980 Operation on more than one type or variant

(See AMC OPS 1.980)

(a) When a flight crew member operates more than one aeroplane class, type or variant, listed

in YCAR-FCL and associated procedures for class-single pilot and/or YCAR-FCL and

associated procedures for type-single pilot but not within a single licence endorsement, an

operator must comply with the following:

(1) A flight crew member shall not operate more than:

(i) Three piston engined aeroplane types or variants; or

(ii) Three turbo-propellor aeroplane types or variants; or

(iii) One turbo-propellor aeroplane type or variant and one piston engined

aeroplane type or variant; or.

(vi) One turbo-propellor aeroplane type or variant and any aeroplane within a

particular class.

(2) YCAR-OPS 1.965 for each type or variant operated unless the operator has

demonstrated specific procedures and/or operational restrictions which are


(b) When a flight crew member operates more than one aeroplane type or variant within one

or more licence endorsement, [as defined by YCAR-FCL and associated procedures for

type-multi pilot] an operator shall ensure that:

(1) The minimum flight crew complement specified in the Operations Manual is the

same for each type or variant to be operated;

(2) A flight crew member does not operate more than two aeroplane types or variants

for which a separate licence endorsement is required; and

(3) Only aeroplanes within one licence endorsement are flown in any one flight duty

period unless the operator has established procedures to ensure adequate time for

preparation.

Note: In cases where more than one licence endorsement is involved, see sub-paragraphs

(c) and (d) below.

(c) When a flight crew member operates more than one aeroplane type or variant, listed in

YCAR-FCL and associated procedures for type-single pilot and type-multi pilot but not

within a single licence endorsement, an operator must comply with:

(1) Subparagraphs (b)(1), (b)(2) and (b)(3) above; and

(2) Subparagraph (d) below.

(d) When a flight crew member operates more than one aeroplane type or variant listed [in

YCAR-FCL and associated procedures for type-multi pilot] but not within a single licence

endorsement, an operator must comply with the following:

(1) Subparagraphs (b)(1), (b)(2) and (b)(3) above;

(2) Before exercising the privileges of 2 licence endorsements:


01 June 2013 1-N-24 Issue 03, Rev. 00

(i) Flight crew members must have completed two consecutive operator

proficiency checks and must have 500 hours in the relevant crew position in

commercial air transport operations with the same operator.

(ii) In the case of a pilot having experience with an operator and exercising the

privileges of 2 licence endorsements, and then being promoted to command

with the same operator on one of those types, the required minimum

experience as commander is 6 months and 300 hours, and the pilot must have

completed 2 consecutive operator proficiency checks before again being

eligible to exercise 2 licence endorsements.

(3) Before commencing training for and operation of another type or variant, f light crew

members must have completed 3 months and 150 hours flying on the base aeroplane

which must include at least one proficiency check.

(4) After completion of the initial line check on the new type, 50 hours flying or 20

sectors must be achieved solely on aeroplanes of the new type rating.

(5) YCAR-OPS 1.970 for each type operated unless credits have been allowed by the

Authority in accordance with sub-paragraph (7) below.

(6) The period within which line flying experience is required on each type must be

specified in the Operations Manual.

(7) Where credits are sought to reduce the training and checking and recent experience

requirements between aeroplane types, the operator must demonstrate to the

Authority which items need not be repeated on each type or variant because of

similarities (See AMC OPS 1.980(c) and IEM OPS 1.980(c)).

(i) YCAR-OPS 1.965(b) requires two operator proficiency checks every year.

When credit is given in accordance with sub-paragraph (7) above for operator

proficiency checks to alternate between the two types, each operator

proficiency check revalidates the operator proficiency check for the other type.

Provided that the period between proficiency checks for revalidation or

renewal of type rating does not exceed that prescribed in YCAR-FCL 1 for

each type, the YCAR-FCL requirements will be satisfied. In addition relevant

and approved recurrent training must be specified in the Operations Manual.

(ii) YCAR-OPS 1.965(c) requires one line check every year. When credit is given

in accordance with sub-paragraph (7) above for line checks to alternate

between types or variants, each line check revalidates the line check for the

other type or variant.

(iii) Annual emergency and safety equipment training and checking must cover all

requirements for each type.

(8) YCAR-OPS 1.965 for each type or variant operated unless credits have been allowed

by the Authority in accordance with sub-paragraph (7) above.

(e) When a flight crew member operates combinations of aeroplane types or variants [as

defined in YCAR-FCL and associated procedures for class-single pilot and YCAR-FCL

and associated procedures for type-multi pilot] an operator must demonstrate that specific

procedures and/or operational restrictions are approved in accordance with YCAR-OPS

1.980(d).

SECTION 1 YCAR-OPS 1 Subpart O

Issue 03, Rev. 00 1-O-1 01 June 2013



(See IEM OPS 1.988)

(a) A cabin crew member is a person who is assigned by the operator to undertake tasks in the

cabin and shall be identifiable by virtue of an operator‟s cabin crew uniform to passengers

as a cabin crew member. Such persons shall comply with the requirements of this Subpart

and any other applicable requirements of YCAR-OPS 1.

(b) Other personnel, such as medical staff, security staff, child minders, escorts, technical

staff, entertainers, interpreters, who undertake tasks in the cabin, shall not wear a uniform

which might identify them to passengers as a cabin crew member unless they comply with

the requirements of this Subpart and any other applicable requirements of YCAR-OPS 1.

YCAR-OPS 1.989 Terminology

Cabin Crew Member; A crew member, other than a Flight Crew Member, who performs in the

interests of safety of passengers, duties assigned by the operator or the commander of the aeroplane.

YCAR–OPS 1.990 Number and composition of cabin crew

(See IEM OPS 1.990)


configuration of more than 19, when carrying one or more passengers, unless at least one

cabin crew member is included in the crew for the purpose of performing duties, specified

in the Operations Manual, in the interests of the safety of passengers.

(b) When complying with sub-paragraph (a) above, an operator shall ensure that the minimum

number of cabin crew is the greater of:

(1) One cabin crew member for every 50, or fraction of 50, passenger seats installed on

the same deck of the aeroplane; or

(2) The number of cabin crew who actively participated in the aeroplane cabin during

the relevant emergency evacuation demonstration, or who were assumed to have

taken part in the relevant analysis, except that, if the maximum approved passenger

seating configuration is less than the number evacuated during the demonstration by

at least 50 seats, the number of cabin crew may be reduced by 1 for every whole

multiple of 50 seats by which the maximum approved passenger seating

configuration falls below the certificated maximum capacity.

(c) The Authority may under exceptional circumstances require an operator to include in the

crew additional cabin crew members.

(d) In unforeseen circumstances the required minimum number of cabin crew may be reduced

provided that:

(1) The number of passengers has been reduced in accordance with procedures specified

in the Operations Manual; and

(2) A report is submitted to the Authority after completion of the flight.

(e) An operator shall ensure that when engaging the services of cabin crew members who are

self-employed and/or working on a freelance or part-time basis, the requirements of

Subpart O are complied with. In this respect, particular attention must be paid to the total

YCAR-OPS 1 Subpart O SECTION 1

01 June 2013 1-O-2 Issue 03, Rev. 00

number of aircraft types or variants that a cabin crew member may fly for the purposes of

commercial air transportation, which must not exceed the requirements prescribed in

YCAR-OPS 1.1030, including when his services are engaged by another operator.

YCAR–OPS 1.995 Minimum requirements

(a) An operator shall ensure that each cabin crew member:

(1) Is at least 18 years of age;

(2) Holds the required medical certificate and is medically fit to discharge the duties

specified in the Operations Manual (See AMC OPS 1.995(a)(2)); and

(3) Remains medically fit to discharge the duties specified in the Operations Manual.

(b) An operator shall ensure that each cabin crew member is competent to perform his duties

in accordance with procedures specified in the Operations Manual.

YCAR-OPS 1.996 Single cabin crew operations

(a) An operator shall ensure that each cabin crew member who does not have previous

comparable experience, must complete the following before operating as a single cabin

crew member:

(1) Training in addition to that required by YCAR-OPS 1.1005 and YCAR-OPS 1.1010

shall include particular emphasis on the following to reflect single cabin crew

operations:

(i) Responsibility to the commander for the conduct of cabin safety and

emergency procedure(s) specified in the Operations Manual,

(ii) Importance of co-ordination and communication with the flight crew,

management of unruly or disruptive passengers,

(iii) Review of operator‟s requirements and legal requirements,

(iv) Documentation,

(v) Accident and incident reporting,

(vi) Flight and duty time limitations.

(2) Familiarisation flying of at least 20 hours and 15 sectors. Familiarisation flights

shall be conducted under the supervision of a suitably experienced cabin crew

member on the aeroplane type to be operated. See AMC OPS 1.1012 (3).

(b) An operator shall ensure, before a cabin crew member is assigned to operate as a single

cabin crew member, that this cabin crew member is competent to perform his duties in

accordance with the procedures specified in the Operations Manual. Suitability for single

cabin crew operations shall be addressed in the criteria for cabin crew selection,

recruitment, training and assessment of competence.

YCAR–OPS 1.1000 Senior cabin crew members

(a) An operator shall nominate a senior cabin crew member whenever more than one cabin

crew member is assigned. For operations when more than one cabin crew member is


Issue 03, Rev. 00 1-O-3 01 June 2013

assigned, but only one cabin crew member is required, the operator shall nominate one

cabin crew member to be responsible to the commander.

(b) The senior cabin crew member shall have responsibility to the commander for the conduct

and co-ordination of normal and emergency procedure(s) specified in the Operations

Manual. During turbulence, in the absence of any instructions from the flight crew, the

senior cabin crew member shall be entitled to discontinue non-safety related duties and

advise the flight crew of the level of turbulence being experienced and the need for the

fasten seat belt signs to be switched on. This should be followed by the cabin crew

securing the passenger cabin and other applicable areas.

(c) Where required by YCAR–OPS 1.990 to carry more than one cabin crew member, an

operator shall not appoint a person to the post of senior cabin crew member unless that

person has at least one year‟s experience as an operating cabin crew member and has

completed an appropriate course. (See IEM OPS 1.1000 (c).)

(d) An operator shall establish procedures to select the next most suitably qualified cabin

crew member to operate as senior cabin crew member in the event of the nominated senior

cabin crew member becoming unable to operate. Such procedures must be acceptable to

the Authority and take account of a cabin crew member‟s operational experience.

(e) CRM Training: An operator shall ensure that all relevant elements in Appendix 2 to

YCAR-OPS 1.1005/1.1010/1.1015 Table 1, Column (a) are integrated into the training

and covered to the level required by Column (f), Senior Cabin Crew Course.

YCAR–OPS 1.1005 Initial training


(See Appendix 2 to YCAR–OPS 1.1005/1.1010/1.1015)

(See AC OPS 1.1005/1.1010/1.1015)

(See AC OPS 1.1005/1.1010/1.1015/1.1020)

An operator shall ensure that each cabin crew member successfully completes initial training.

The training programme must be approved by the Authority, in accordance with Appendix 1 to

YCAR–OPS 1.1005, and the checking prescribed in YCAR–OPS 1.1025 before undertaking

conversion training.

An operator shall ensure that Initial Training or Conversion Training is conducted in a

structured and realistic manner, in accordance with Appendix 1 to YCAR–OPS 1.1005 & 1.1045

Part D;

YCAR–OPS 1.1010 Conversion and Differences training


(See Appendix 2 to YCAR–OPS 1.1005/1.1010/1.1015/1.1020)

(See AC OPS 1.1005/1.1010/1.1015/1.1020)

(See AC OPS 1.1005/1.1010/1.1015/1.1020)

(a) An operator shall ensure that each cabin crew member has completed appropriate training,

as specified in the Operations Manual, before undertaking assigned duties as follows:

(1) Conversion training; A conversion course must be completed before being:


01 June 2013 1-O-4 Issue 03, Rev. 00

(i) First assigned by the operator to operate as a cabin crew member; or

(ii) Assigned to operate another aeroplane type; and

(2) Differences training. Differences training must be completed before operating:

(i) On a variant of an aeroplane type currently operated; or

(ii) With different safety equipment, safety equipment location, or normal and

emergency procedures on currently operated aeroplane types or variants.

(b) An operator shall determine the content of the conversion or differences training taking

account of the cabin crew member‟s previous training as recorded in the cabin crew

member‟s training records required by YCAR–OPS 1.1035.

(c) An operator shall ensure that:

(1) Conversion training is conducted in a structured and realistic manner, in accordance

with Appendix 1 to YCAR–OPS 1.1010;

(2) Differences training is conducted in a structured manner; and

(3) Conversion training, and if necessary differences training, includes the use of all

safety equipment and all normal and emergency procedures applicable to the type or

variant of aeroplane and involves training and practice on either a representative

training device or on the actual aeroplane.

(d) Conversion and Differences training programmes, in accordance with Appendix 1 to

YCAR-OPS 1.1010, must be approved by the Authority.

(e) An operator shall ensure that each cabin crew member before being first assigned to

duties, completes the Operator‟s CRM Training and Aeroplane Type Specific CRM, in

accordance with Appendix 1 to YCAR-OPS 1.1010(k). Cabin crew who are already

operating as cabin crew members with an operator, and who have not previously

completed the Operator‟s CRM Training, shall complete this training by the time of the

next required recurrent training and checking in accordance with Appendix 1 to YCAR-

OPS 1.1010 (k), including Aeroplane Type Specific CRM, as relevant.

YCAR–OPS 1.1012 Familiarisation

(See AMC OPS 1.1012)

An operator shall ensure that, following completion of conversion training, each cabin crew member

undertakes familiarisation prior to operating as one of the minimum number of cabin crew required

by YCAR–OPS 1.990.

YCAR–OPS 1.1015 Recurrent training


(See Appendix 2 to YCAR–OPS 1.1005/1.1010/1.1015)

(See AC OPS 1.1005/1.1010/1.1015)

(See AC OPS 1.1005/1.1010/1.1015/1.1020)

(a) An operator shall ensure that each cabin crew member undergoes recurrent training,

covering the actions assigned to each crew member in normal and emergency procedures

and drills relevant to the type(s) and/or variant(s) of aeroplane on which they operate in

accordance with Appendix 1 to YCAR–OPS 1.1015.


Issue 03, Rev. 00 1-O-5 01 June 2013

(b) An operator shall ensure that the recurrent training and checking programme, approved by

the Authority, includes theoretical and practical instruction, together with individual

practice, as prescribed in Appendix 1 to YCAR–OPS 1.1015.

(c) (c) An operator shall ensure Recurrent Training or Conversion Training is conducted

in a structured and realistic manner, in accordance with Appendix 1 to YCAR –OPS

1.1015 and Appendix 1 to YCAR–OPS 1.1045 Part D

(d) The period of validity of recurrent training and the associated checking required by YCAR – OPS 1.1025 shall be 12 calendar months in addition to the remainder of the month of issue. If issued within the final 2 calendar months of validity of a previous check, the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous check.

(e) Fire and Smoke Training.

An operator shall ensure that (-whenever it is required) the fire and smoke training shall

include:

1) Emphasis on the responsibility of cabin crew to deal promptly with emergencies

involving fire and smoke and, in particular, emphasis on the importance of

identifying the actual source of the fire;

2) The importance of informing the flight crew immediately, as well as the specific

actions necessary for co-ordination and assistance, when fire or smoke is discovered;

3) The necessity for frequent checking of potential fire -risk areas including toilets,

and the associated smoke detectors;

4) The classification of fires and the appropriate type of extinguishing agents and

procedures for particular fire situations, the techniques o f application of

extinguishing agents, the consequences of misapplication, and of use in a confined

space; and

5) The general procedures of ground-based emergency services at

aerodromes.

YCAR–OPS 1.1020 Refresher training



(See AC OPS 1.1005/1.1010/1.1015/1.1020)

An operator shall ensure that

a) each cabin crew member who has been absent from all flying duties for more than 6

months and still remains within the period of validity of the previous check requ ired by

YCAR-OPS

1.1025(b)(3) completes refresher training specified in the Operations Manual as prescribed

in Appendix 1 to YCAR–OPS 1.1020 (See IEM OPS 1.1020(a)).the refresher

training programme, approved by the Authority, includes theoretical and practi cal

instruction, together with individual practice, as prescribed in Appendix 1 to YCAR –OPS

1.1020.

b) all elements of refresher training are conducted by suitably qualified persons.

c) refresher training is conducted in a structured and realistic manner, in acc ordance

with Appendix 1 to YCAR–OPS 1.1015 and Appendix 1 to YCAR-OPS 1.1020

d) when a cabin crew member has not been absent from all flying duties, but has not, during

the preceding 6 months, undertaken duties on a type of aeroplane as a cabin crew member required by YCAR–OPS 1.990 (b), before undertaking such duties on that type, the


01 June 2013 1-O-6 Issue 03, Rev. 00

cabin crew member either:

(1) Completes refresher training on the type; or

(2) Operates two re-familiarisation sectors as defined in AMC OPS 1.1012 paragraph 3.

YCAR–OPS 1.1025 Checking


(a) An operator shall ensure that during or following completion of the training required by

YCAR–OPS 1.1005, 1.1010 and 1.1015, each cabin crew member undergoes a check

covering the training received in order to verify his proficiency in carrying out normal and

emergency safety duties. These checks must be performed by personnel acceptable to the

Authority.

(b) An operator shall ensure that each cabin crew member undergoes checks as follows:

(1) Initial training. The items listed in Appendix 1 to YCAR–OPS 1.1005;

(2) Conversion and Differences training. The items listed in Appendix 1 to YCAR–OPS

1.1010; and

(3) Recurrent training. The items listed in Appendix 1 to YCAR–OPS 1.1015 as

appropriate.

YCAR–OPS 1.1030 Operation on more than one three type or variant

(See AC OPS 1.1030)

(a) An operator shall ensure that each cabin crew member does not operate on more than

three aeroplane types except that, with the approval of the Authority, the cabin crew

member may operate on four aeroplane types, provided that for at least two of the types:

(1) Non-type specific normal and emergency procedures are identical; and

(2) Safety equipment and type specific normal and emergency procedures are similar.

(b) For the purposes of sub-paragraph (a) above, variants of an aeroplane type are considered

to be different types if they are not similar in each of the following aspects:

(1) Emergency exit operation;

(2) Location and type of portable safety equipment; and

(3) Type specific emergency procedures.

YCAR–OPS 1.1035 Training records

(See IEM OPS 1.1035)


(1) Maintain records of all training and checking required by YCAR–OPS 1.1005,

1.1010, 1.1015, 1.1020 and 1.1025; and

(2) Make the records of all initial, conversion and recurrent training and checking

available, on request, to the cabin crew member concerned.


Issue 03, Rev. 00 1-O-7 01 June 2013

Appendix 1 to YCAR–OPS 1.1005 Initial training

See IEM to Appendix 1 to YCAR–OPS 1.1005/1.1010/1.1015/1.1020

An operator shall ensure that all elements of initial training are conducted by suitably qualified

persons.

(a) Safety and Emergency Training. An operator shall ensure that the following training

includes:

(1) Pilot incapacitation. An operator shall ensure that, unless the minimum flight crew is

more than two, each cabin crew member is trained in the procedure for flight crew

member incapacitation and shall operate the seat and harness mechanisms. Training

in the use of flight crew members‟ oxygen system and use of the flight crew

members‟ check lists, where required by the operator‟s SOP‟s, shall be conducted by

a practical demonstration.

(2) Touch-drills by each cabin crew member for opening normal and emergency exits

for passenger evacuation,

(3) The location and handling of emergency equipment, including oxygen systems, and

the donning by each cabin crew member of lifejackets, portable oxygen and

protective breathing equipment (PBE);

(4) Incident and accident review;

(5) Operation and opening of exits

(6) Demonstration of the operation of all other exits;

(7) Demonstration in the use of life rafts and slide rafts.

(8) Pyrotechnic

(9) Emergency Exit Training, covering:

i. Normal and emergency exit door operations ( Including failure of power

assist systems where fitted) and action and forces required to operate and

deploy evacuation slides in an aeroplane or representative training device

and flight deck windows (where fitted) or other escape hatch;

ii. Evacuation slide training: descends an evacuation slide in an aeroplane or

a representative training device from a height representative of the aeroplane

main deck sill height;

iii. Use of pyrotechnics (Actual or representative devices); and

iv. Demonstration of the use of the life-raft, or slide-raft, where fitted.

(b) Fire and Smoke Training. An operator shall ensure that fire and smoke training includes:

(1) Emphasis on the responsibility of cabin crew to deal promptly with emergencies

involving fire and smoke and, in particular, emphasis on the importance of

identifying the actual source of the fire;

(2) The importance of informing the flight crew immediately, as well as the specific

actions necessary for co-ordination and assistance, when fire or smoke is discovered;

(3) The necessity for frequent checking of potential fire-risk areas including toilets, and

the associated smoke detectors;

(4) The classification of fires and the appropriate type of extinguishing agents and

procedures for particular fire situations, the techniques of application of

extinguishing agents, the consequences of misapplication, and of use in a confined

space; and

(5) The general procedures of ground-based emergency services at aerodromes.


01 June 2013 1-O-8 Issue 03, Rev. 00

(6) Realistic and practical training in the use of all fire -fighting equipment,

representative of that carried in the aeroplane including : protective clothing,

extinguishing a fire characteristic of an aeroplane interior fire except that, in the

case of Halon extinguishers, an alternative extinguishing agent may be used; and

the donning and use of protective breathing equipment by each cabin crew member in

an enclosed, simulated smoke-filled environment.

(c) Water Survival Training. An operator shall ensure that water survival training includes the

actual donning and use of personal flotation equipment in water by each cabin crew

member. Before first operating on an aeroplane fitted with life-rafts or other similar

equipment, training must be given on the use of this equipment, as well as actual practice

in water.

(d) Survival Training. An operator shall ensure that survival training is appropriate to the

areas of operation, (e.g. polar, desert, jungle or sea).

(e) Medical aspects and First Aid. An operator shall ensure that medical and first aid training

includes:

(1) Instruction on first aid and the use of first-aid kits;

(2) First aid associated with survival training and appropriate hygiene; and

(3) The physiological effects of flying and with particular emphasis on hypoxia.

(f) Passenger handling. An operator shall ensure that training for passenger handling

includes the following:

(1) Advice on the recognition and management of passengers who are, or become,

intoxicated with alcohol or are under the influence of drugs or Physchoactive

substances or are aggressive;

(2) Methods used to motivate passengers and the crowd control necessary to expedite an

aeroplane evacuation;

(3) Regulations covering the safe stowage of cabin baggage (including cabin service

items) and the risk of it becoming a hazard to occupants of the cabin or otherwise

obstructing or damaging safety equipment or aeroplane exits;

(4) The importance of correct seat allocation with reference to aeroplane mass and

balance. Particular emphasis shall also be given on the seating of disabled

passengers, and the necessity of seating able-bodied passengers adjacent to

unsupervised exits;

(5) Duties to be undertaken in the event of encountering turbulence including securing

the cabin;

(6) Precautions to be taken when live animals are carried in the cabin;

(7) Dangerous Goods training as prescribed in Subpart R; and

(8) Security procedures, including the provisions of Subpart S.

(g) Communication. An operator shall ensure that, during training, emphasis is placed on the

importance of effective communication between cabin crew and flight crew including

technique, common language and terminology.

(h) Discipline and responsibilities. An operator shall ensure that each cabin crew member

receives training on:


Issue 03, Rev. 00 1-O-9 01 June 2013

(1) The importance of cabin crew performing their duties in accordance with the

Operations Manual;

(2) Continuing competence and fitness to operate as a cabin crew member with special

regard to flight and duty time limitations and rest requirements;

(3) An awareness of the aviation regulations relating to cabin crew and the role of the

Authority;

(4) General knowledge of relevant aviation terminology, theory of flight, passenger

distribution, meteorology and areas of operation;

(5) Pre-flight briefing of the cabin crew and the provision of necessary safety

information with regard to their specific duties;

(6) The importance of ensuring that relevant documents and manuals are kept up-to-date

with amendments provided by the operator;

(7) The importance of identifying when cabin crew members have the authority and

responsibility to initiate an evacuation and other emergency procedures; and

(8) The importance of safety duties and responsibilities and the need to respond

promptly and effectively to emergency situations.

(i) Crew Resource Management. An operator shall ensure that CRM training satisfies the

following:

(1) Introductory CRM Course:

(i) An operator shall ensure that a cabin crew member has completed an

Introductory CRM Course before being first assigned to operate as a cabin

crew member. Cabin crew who are already operating as cabin crew members in

commercial air transportation and who have not previously completed an

introductory course, shall complete an Introductory CRM Course by the time

of the next required recurrent training and/or checking.

(ii) The training elements in Appendix 2 to YCAR-OPS 1.1005/1.1010/1/1.1015

Table 1, Column (a) shall be covered to the level required in Column (b),

Introductory CRM Course.

(iii) The Introductory CRM Course shall be conducted by at least one cabin crew

CRM instructor.


01 June 2013 1-O-10 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.1010 Conversion and Differences training


(a) General. An operator shall ensure that:

(1) Conversion and differences training is conducted by suitably qualified persons; and

(2) During conversion and differences training, training is given on the location,

removal and use of all safety and survival equipment carried on the aeroplane, as

well as all normal and emergency procedures related to the aeroplane type, variant

and configuration to be operated.

(b) Fire and smoke training. An operator shall ensure that:

(1) Each cabin crew member is given realistic and practical training in the use of all fire

fighting equipment including protective clothing representative of that carried in the

aeroplane. This training must include:

(i) Each cabin crew member extinguishing a fire characteristic of an aeroplane

interior fire except that, in the case of Halon extinguishers, an alternative

extinguishing agent may be used; and

(ii) The donning and use of protective breathing equipment by each cabin crew

member in an enclosed, simulated smoke-filled environment –

(c) Operation of doors and exits. An operator shall ensure that:

(1) Each cabin crew member operates and actually opens each type or variant of all

normal and emergency exits for passenger evacuation in the normal and emergency

modes, including failure of power assist systems where fitted. This is to include the

action and forces required to operate and deploy evacuation slides. This training

shall be conducted in an aeroplane or representative training device; and

(2) The operation of all other exits, such as flight deck windows is demonstrated.

(d) Evacuation slide training. An operator shall ensure that:

(1) Each cabin crew member descends an evacuation slide from a height representative

of the aeroplane main deck sill height;

(2) The slide is fitted to an aeroplane or a representative training device.

(e) Evacuation procedures and other emergency situations. An operator shall ensure that:

(1) Emergency evacuation training includes the recognition of planned or unplanned

evacuations on land or water. This training must include recognition of when exits

are unusable or when evacuation equipment is unserviceable; and

(2) Each cabin crew member is trained to deal with the following:

(i) An in-flight fire, with particular emphasis on identifying the actual source of

the fire;

(ii) Severe air turbulence;

(iii) Sudden decompression, including the donning of portable oxygen equipment

by each cabin crew member; and

(iv) Other in-flight emergencies.


Issue 03, Rev. 00 1-O-11 01 June 2013

(f) Crowd control. An operator shall ensure that training is provided on the practical aspects

of crowd control in various emergency situations, as applicable to the aeroplane type.

(g) Pilot incapacitation. An operator shall ensure that, unless the minimum flight crew is


member incapacitation and shall operate the seat and harness mechanisms. Training in the

use of flight crew members‟ oxygen system and use of the flight crew members‟ check

lists, where required by the operator‟s SOP‟s, shall be conducted by a practical

demonstration.

(h) Safety equipment. An operator shall ensure that each cabin crew member is given realistic

training on, and demonstration of, the location and use of safety equipment including the

following:

(1) Slides, and where non self-supporting slides are carried, the use of any associated

ropes;

(2) Life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the

raft;

(3) Lifejackets, infant lifejackets and flotation cots;

(4) Dropout oxygen system;

(5) First-aid oxygen;

(6) Fire extinguishers;

(7) Fire axe or crow-bar;

(8) Emergency lights including torches;

(9) Communications equipment, including megaphones;

(10) Survival packs, including their contents;

(11) Pyrotechnics (Actual or representative devices);

(12) First-aid kits, their contents and emergency medical equipment; and

(13) Other cabin safety equipment or systems where applicable.

(i) Passenger Briefing/Safety Demonstrations. An operator shall ensure that training is given

in the preparation of passengers for normal and emergency situations in accordance with

YCAR–OPS 1.285.

(j) An operator shall ensure that all appropriate YCAR–OPS requirements are included in the

training of cabin crew members.

(k) Crew Resource Management. An operator shall ensure that:

(1) Each cabin crew member completes the Operator‟s CRM Training covering the

training elements in Appendix 2 to YCAR-OPS 1.1005/1.1010/1.1015 Table 1,

Column (a) to the level required in Column (c) before undertaking subsequent

Aeroplane Type Specific CRM and/or recurrent CRM Training.

(2) When a cabin crew member undertakes a conversion course on another aeroplane

type, the training elements in Appendix 2 to YCAR-OPS 1.1005/1.1010/1.1015


01 June 2013 1-O-12 Issue 03, Rev. 00

Table 1, Column (a) shall be covered to the level required in Column (d), Aeroplane

Type Specific CRM.

(3) The Operator‟s CRM Training and Aeroplane Type Specific CRM shall be

conducted by a least one cabin crew CRM instructor.


Issue 03, Rev. 00 1-O-13 01 June 2013

Appendix 1 to YCAR–OPS 1.1015 Recurrent training

See IEM to Appendix 1 to YCAR–OPS 1.1010/1.1015

See IEM to Appendix 1 to YCAR–OPS 1.1005/1.1015/1.1020


(a) An operator shall ensure that recurrent training is conducted by suitably qualified persons.

(b) An operator shall ensure that every 12 calendar months the programme of practical training

includes the following:

(1) For more than two crew, each cabin crew member is trained in the procedure for

flight crew member incapacitation and shall operate the flight crew members‟ seat

and harness mechanisms. Training in the use of the flight crew members‟ oxygen

system and use of flight crew member‟s check lists, where required by the operator‟s

SOP‟s, shall be conducted by a practical demonstration

(2) Evacuation procedures including crowd control techniques;

(3) Touch-drills by each cabin crew member for opening normal and emergency exits

for passenger evacuation;


the donning by each cabin crew member of lifejackets, portable oxygen and

protective breathing equipment (PBE);

(5) First aid and the contents of the first-aid kit(s);

(6) Stowage of articles in the cabin; (including cabin service items) and the risk

of them becoming a hazard to occupants of the cabin or otherwise

obstructing or damaging safety equipment or aeroplane exits;

(7) Duties to be undertaken in the event of encountering turbulence

including securing the cabin; (8) Security procedures, including the provisions of Subpart S.;

(9) Incident and accident review; and

(10) Crew Resource Management. An operator shall ensure that CRM training satisfies

the following:

(i) The training elements in Appendix 2 to YCAR-OPS 1.1005/1.1010/1/1.1015

Table 1, Column (a) shall be covered within a three year cycle to the level

required by Column (e), Annual Recurrent CRM Training.

(ii) The definition and implementation of this syllabus shall be managed by a cabin

crew CRM instructor.

(iii) When CRM training is provided by stand-alone modules, it shall be conducted

by at least one cabin crew CRM instructor.

(c) An operator shall ensure that, at intervals not exceeding 3 years, recurrent training also

includes:

(1) Each cabin crew member operating and actually opening each type or variant of

normal and emergency exit in the normal and emergency modes, including failure of

power assist systems where fitted. This is to include the action and forces required to

operate and deploy evacuation slides. This training shall be conducted in an

aeroplane or representative training device;

(2) Demonstration of the operation of all other exits including flight deck windows;


01 June 2013 1-O-14 Issue 03, Rev. 00

(3) Each cabin crew member being given realistic and practical training in the use of all

fire-fighting equipment, including protective clothing, representative of that carried

in the aeroplane. This training must include:

(i) Each cabin crew member extinguishing a fire characteristic of an aeroplane

interior fire except that, in the case of Halon extinguishers, an alternative

extinguishing agent may be used; and

(ii) The donning and use of protective breathing equipment by each cabin crew

member in an enclosed, simulated smoke-filled environment.

(4) Use of pyrotechnics (Actual or representative devices); and

(5) Demonstration of the use of the life-raft, or slide-raft, where fitted.

(d) Evacuation slide training: An operator shall ensure that:

(1) Each cabin crew member descends an evacuation slide from a height

representative of the aeroplane main deck sill height;

(2) The slide is fitted to an aeroplane or a representative training device.

(e) Water Survival Training. An operator shall ensure that water survival training includes the

actual donning and use of personal flotation equipment in water by each cabin crew

member.Training must be given on the use of this equipment, as well as actual practice in

water.

(f) An operator shall ensure that all appropriat e YCAR–OPS requirements are included in

the training of cabin crew members.

(g) Survival Training. An operator shall ensure that theoretical survival training is covered for

the recurrent training that is appropriate to the areas of operation, (e.g. polar, dese rt, jungle or

sea).


Issue 03, Rev. 00 1-O-15 01 June 2013

Appendix 2 to YCAR-OPS 1.1005/1.1010/1.1015 Training

(See AC OPS 1.1005/1.1010/1,1015)

(1) The CRM training syllabi, together with CRM methodology and terminology, shall be

included in the Operations Manual.

(2) Table 1 indicates which elements of CRM shall be included in each type of training.

Training Elements

(a)

Introductory

CRM

Course(b)

Operator’s

CRM

Training

(c)

Aeroplane

Type

Specific

CRM

(d)

Annual

Recurrent

CRM

Training

(e)

Senior Cabin Crew Course

(f)

General Principles Human factors in aviation

General instructions on CRM principles and objectives

In depth

Not

required

Not required

Not

required

Overview

Human performance and

limitations From the perspective of the individual cabin crew member

Personality awareness, human

error and reliability, attitudes and

behaviours, self-assessment

In depth

Not

required

Not required Stress and stress management Not required Overview

(3 year

cycle) Fatigue and vigilance Assertiveness Situation awareness, information

acquisition and processing From the perspective of the whole aeroplane crew

Error prevention and detection

Not required

In depth

Relevant to

the type(s)

Overview

(3 year

cycle)

Reinforcement

(relevant to

the Senior

cabin crew

duties)

Shared situation awareness, information acquisition &

processing Workload management Effective communication and

coordination between all crew

members including the flight crew

as well as inexperienced cabin crew members,

cultural differences Leadership, co-operation, synergy, decision-making, delegation Individual and team

responsibilities,

decision making, and actions Identification and management of

the

passenger human factors :

crowd control, passenger stress,

conflict

management, medical factors Specifics related to aeroplane types

(narrow / wide bodies, single /

multi deck) flight crew and cabin

crew composition and number of

passengers

Not

required In depth

From the perspective of the operator and the organisation Company safety culture, SOPs,

organisational factors, factors

linked to

the type of operations

Not required

In depth

Relevant to

the type(s)

Overview

(3 year

cycle)

Reinforcement

(relevant to

the Senior

cabin crew

duties)

Effective communication and coordination

with other operational personnel

and ground services Participation in cabin safety


01 June 2013 1-O-16 Issue 03, Rev. 00

incident and accident reporting

Case based studies (see note) Required Required

Table 1 CRM Training:

Note: In Column (d), if relevant aeroplane type specific case based studies are not available, then

case based studies relevant to the scale and scope of the operation shall be considered


Issue 03, Rev. 00 1-O-17 01 June 2013

Appendix 3 to CAROPS 1.1005/1.1010/1.1015 Medical Aspects and First Aid Training

(See Appendix 1 to CAROPS1.1005 )(See Appendix 1 to CAROPS1.1010) (See Appendix 1 to

CAROPS1.1015) )

(a) )Medical laspects and first aid training shall include the following subjects:

(1) Physiology of flight including oxygen requirements and hypoxia;

(2) Medical emergencies in aviation including:

(i) Asthma;

(ii) Choking;

(iii) Heart attacks;

(iv) Stress reactions and allergic reactions;

(v) Shock;

(vi) Stroke;

(vii) Epilepsy;

(viii) Diabetes;

(ix) Air rsickness;

(x) Hyperventilation;

(xi) Gastrointestinal disturbances; and

(xii) Emergency childbirth;

(3) Practical cardiopulmonary resuscitation by each cabin crew member having regard to the

aeroplane environment and using a specifically designed dummy;

(4) Basic first aid and survival training including care of :

(i) The unconscious;

(ii) Burns ;

(iii) Wounds; and

(iv) Fractures and soft tissue injuries;

(5) Travel health and hygiene including:

(i) The risk of contact with infectious diseases especially when operating into tropical and

subtropical areas. Reporting of infectious diseases protection from infection and

avoidance of waterborne and foodborne illness .Training shall include the means to reduce

such risks;

(ii) Hygiene on board;

(iii) Death on board;

(iv) Handling of clinical waste;

(v) Aircraft disinsection; and

(vi) Alertness management, physiological effects of fatigue, sleep physiology, circadian

rhythm and time zone changes;

(6) The use of appropriate aeroplane equipment including first aid kits, emergency medical kits,

first aid oxygen and emergency medical equipment.


01 June 2013 1-O-18 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.1020 Refresher training

See IEM to Appendix 1 to YCAR–OPS 1.1005/1.1010/1.1015/1.1020 – Training Methods

(a) An operator shall ensure that refresher training is conducted by suitable qualified persons

and, for each cabin crew member, includes at least the following:

(1) Pilot incapacitation. An operator shall ensure that, unless the minimum flight crew is


member incapacitation and shall operate the seat and harness mechanisms. Training

in the use of flight crew members‟ oxygen system and use of the flight crew

members‟ check lists, where required by the operator‟s SOP‟s, shall be conducted by

a practical demonstration.

(2) Evacuation procedures including crowd control techniques;

(3) The operation and actual opening of each type or variant of normal and emergency

exit in the normal and emergency modes, including failure of power assist systems

where fitted. This is to include the action and forces required to operate and deploy

evacuation slides. This training shall be conducted The operation and actual opening

of all normal and emergency exits for passenger evacuation in an aeroplane or

representative training device;

(4) Demonstration of the operation of all other exits including flight deck windows; and


the donning of lifejackets, portable oxygen and protective breathing equipment.

SECTION 1 YCAR-OPS 1 Subpart P

Issue 03, Rev. 00 1-P-1 01 June 2013


YCAR–OPS 1.1040 General Rules for Operations Manuals

(a) An operator shall ensure that the Operations Manual contains all instructions and

information necessary for operations personnel to perform their duties.

(b) An operator shall ensure that the contents of the Operations Manual, including all

amendments or revisions, do not contravene the conditions contained in the Air Operator

Certificate (AOC) or any applicable regulations and are acceptable to, or, where

applicable, approved by, the Authority. (See IEM OPS 1.1040(b).)

(c) Unless otherwise approved by the Authority, an operator must prepare the Operations

Manual in the English language. In addition, an operator may translate and use that

manual, or parts thereof, into another language. (See IEM OPS 1.1040(c).)

(d) Should it become necessary for an operator to produce new Operations Manuals or major

parts/volumes thereof, he must comply with sub-paragraph (c) above.

(e) An operator may issue an Operations Manual in separate volumes.

(f) An operator shall ensure that all operations personnel have easy access to a copy of each

part of the Operations Manual which is relevant to their duties. In addition, the operator

shall supply crew members with a personal copy of, or sections from, Parts A and B of the

Operations Manual as are relevant for personal study.

(g) An operator shall ensure that the Operations Manual is amended or revised so that the

instructions and information contained therein are kept up to date. The operator shall

ensure that all operations personnel are made aware of such changes that are relevant to

their duties. Approval, acceptance or notification to CAMA is required as appropriate,

prior to making any changes to the manual,

(h) Each holder of an Operations Manual, or appropriate parts of it, shall keep it up to date

with the amendments or revisions supplied by the operator.

(i) An operator shall supply the Authority with intended amendments and revisions in

advance of the effective date. When the amendment concerns any part of the Operations

Manual which must be approved in accordance with YCAR–OPS, this approval shall be

obtained before the amendment becomes effective. When immediate amendments or

revisions are required in the interest of safety, they may be published and applied

immediately, provided that any approval required has been applied for.

(j) An operator shall incorporate all amendments and revisions required by the Authority.

(k) An operator must ensure that information taken from approved documents, and any

amendment of such approved documentation, is correctly reflected in the Operations

Manual and that the Operations Manual contains no information contrary to any approved

documentation. However, this requirement does not prevent an operator from using more

conservative data and procedures.

(l) An operator must ensure that the contents of the Operations Manual are presented in a

form in which they can be used without difficulty. The design of the Operations Manual

shall observe Human Factors principles.

(m) An operator may be permitted by the Authority to present the Operations Manual or parts

thereof in a form other than on printed paper. In such cases, an acceptable level of

accessibility, usability and reliability must be assured.

YCAR-OPS 1 Subpart P SECTION 1

01 June 2013 1-P-2 Issue 03, Rev. 00

(n) The use of an abridged form of the Operations Manual does not exempt the operator from

the requirements of YCAR–OPS 1.130.

YCAR–OPS 1.1045 Operations Manual – structure and contents



(a) From 1 January 2006, an operator shall ensure that the main structure of the Operations

Manual is as follows:

Part A. General/Basic

This part shall comprise all non type-related operational policies, instructions and procedures needed

for a safe operation.

Part B. Aeroplane Operating Matters

This part shall comprise all type-related instructions and Standard Operating Procedures (SOPs)

needed for a safe operation. It shall take account of any differences between types, variants or

individual aeroplanes used by the operator. (See IEM OPS 1.1045 (a).)

Part C. Route and Aerodrome Instructions and Information

This part shall comprise all instructions and information needed for the area of operation.

Part D. Training

This part shall comprise all training instructions for personnel required for a safe operation.

(b) An operator shall ensure that the contents of the Operations Manual are in accordance

with Appendix 1 to YCAR–OPS 1.1045 and relevant to the area and type of operation.

(c) An operator shall ensure that the detailed structure of the Operations Manual is acceptable

to the Authority. (See IEM OPS 1.1045(c).)

YCAR–OPS 1.1050 Aeroplane Flight Manual

An operator shall keep a current approved Aeroplane Flight Manual or equivalent document for each

aeroplane that it operates.

YCAR–OPS 1.1055 Journey log

(a) An operator shall retain the following information for each flight in the form of a Journey

Log:

(1) Aeroplane registration;

(2) Date;

(3) Name(s) of crew member(s);

(4) Duty assignment of crew member(s);

(5) Place of departure;

(6) Place of arrival;

(7) Time of departure (off-block time);

(8) Time of arrival (on-block time);


Issue 03, Rev. 00 1-P-3 01 June 2013

(9) Hours of flight;

(10) Nature of flight;

(11) Incidents, observations (if any); and

(12) Commander‟s signature (or equivalent). (See IEM OPS 1.1055 (a)(12).)

(b) An operator may be permitted not to keep an aeroplane journey log, or parts thereof, by

the Authority if the relevant information is available in other documentation. (See IEM

OPS 1.1055(b).)

(c) An operator shall ensure that all entries are made concurrently and that they are permanent

in nature.

YCAR–OPS 1.1060 Operational flight plan

(a) An operator must ensure that the operational flight plan used and the entries made during

flight contain the following items:

(1) Aeroplane registration;

(2) Aeroplane type and variant;

(3) Date of flight;

(4) Flight identification;

(5) Names of flight crew members;

(6) Duty assignment of flight crew members;

(7) Place of departure;

(8) Time of departure (actual off-block time, take-off time);

(9) Place of arrival (planned and actual);

(10) Time of arrival (actual landing and on-block time);

(11) Type of operation (ETOPS, VFR, Ferry flight, etc.);

(12) Route and route segments with checkpoints/waypoints, distances, time and tracks;

(13) Planned cruising speed and flying times between check-points/waypoints. Estimated

and actual times overhead;

(14) Safe altitudes and minimum levels;

(15) Planned altitudes and flight levels;

(16) Fuel calculations (records of in-flight fuel checks);

(17) Fuel on board when starting engines;

(18) Alternate(s) for destination and, where applicable, take-off and en-route, including

information required in sub-paragraphs (12), (13), (14), and (15) above;

(19) Initial ATS Flight Plan clearance and subsequent re-clearance;

(20) In-flight re-planning calculations; and


01 June 2013 1-P-4 Issue 03, Rev. 00

(21) Relevant meteorological information.

(b) Items which are readily available in other documentation or from another acceptable

source or are irrelevant to the type of operation may be omitted from the operational fl ight

plan.

(c) An operator must ensure that the operational flight plan and its use are described in the

Operations Manual.

(d) An operator shall ensure that all entries on the operational flight plan are made

concurrently and that they are permanent in nature.

YCAR–OPS 1.1065 Document storage periods

An operator shall ensure that all records and all relevant operational and technical information for

each individual flight, are stored for the periods prescribed in Appendix 1 to YCAR–OPS 1.1065.

YCAR–OPS 1.1070 Operator’s maintenance management exposition

An operator shall keep a current approved maintenance management exposition as prescribed in

YCAR M. Continuing airworthiness management exposition.

YCAR–OPS 1.1071 Aeroplane Technical Log

An operator shall keep an aeroplane technical log as prescribed in YCAR M Operator‟s technical log

system.


Issue 03, Rev. 00 1-P-5 01 June 2013

Appendix 1 to YCAR–OPS 1.1045 Operations Manual Contents

(See IEM to Appendix 1 to YCAR–OPS 1.1045)

An operator shall ensure that the Operations Manual contains the following:

A. GENERAL/BASIC

0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

0.1 Introduction

(a) A statement that the manual complies with all applicable regulations and with the terms

and conditions of the applicable Air Operator Certificate/Authorization.

(b) A statement that the manual contains operational instructions that are to be complied with

by the relevant personnel.

(c) A list and brief description of the various parts, their contents, applicability and use.

(d) Explanations and definitions of terms and words needed for the use of the manual.

0.2 System of amendment and revision

(a) Details of the person(s) responsible for the issuance and insertion of amendments and

revisions.

(b) A record of amendments and revisions with insertion dates and effective dates.

(c) A statement that handwritten amendments and revisions are not permitted except in

situations requiring immediate amendment or revision in the interest of safety.

(d) A description of the system for the annotation of pages and their effective dates.

(e) A list of effective pages.

(f) Annotation of changes (on text pages and, as far as practicable, on charts and diagrams).

(g) Temporary revisions.

(h) A description of the distribution system for the manuals, amendments and revisions.

1 ORGANISATION AND RESPONSIBILITIES

1.1 Organisational structure. A description of the organisational structure including the general

company organigram and operations department organigram. The organigram must depict the

relationship between the Operations Department and the other Departments of the company. In

particular, the subordination and reporting lines of all Divisions, Departments etc, which pertain to

the safety of flight operations, must be shown.

1.2 Nominated postholders. The name of each nominated postholder responsible for flight

operations, the maintenance system, crew training and ground operations, as prescribed in YCAR–

OPS 1.175(i). A description of their function and responsibilities must be included.

1.3 Responsibilities and duties of operations management personnel. A description of the duties,

responsibilities and authority of operations management personnel pertaining to the safety of flight

operations and the compliance with the applicable regulations.

1.4 Authority, duties and responsibilities of the commander. A statement defining the authority,

duties and responsibilities of the commander.


01 June 2013 1-P-6 Issue 03, Rev. 00

1.5. Duties and responsibilities of crew members other than the commander.

2 OPERATIONAL CONTROL AND SUPERVISION

2.1 Supervision of the operation by the operator. A description of the system for supervision of the

operation by the operator (See YCAR–OPS 1.175(g)). This must show how the safety of flight

operations and the qualifications of personnel are supervised. In particular, the procedures related to

the following items must be described:

(a) Licence and qualification validity;

(b) Competence of operations personnel; and

(c) Control, analysis and storage of records, flight documents, additional information and

data.

2.2 System of promulgation of additional operational instructions and information. A description of

any system for promulgating information which may be of an operational nature but is supplementary

to that in the Operations Manual. The applicability of this information and the responsibilities for its

promulgation must be included.

2.3 Safety Management System. A description of the main aspects of the flight safety programme.

2.4 Operational control. A description of the procedures and responsibilities necessary to

exercise operational control with respect to flight safety.

2.5 Powers of the Authority. A description of the powers of the Authority and guidance to staff on

how to facilitate inspections by Authority personnel.

3 QUALITY SYSTEM

A description of the quality system adopted including at least:

(a) Quality policy;

(b) A description of the organisation of the Quality System; and

(c) Allocation of duties and responsibilities.

4 CREW COMPOSITION

4.1 Crew Composition. An explanation of the method for determining crew compositions taking


(a) The type of aeroplane being used;

(b) The area and type of operation being undertaken;

(c) The phase of the flight;

(d) The minimum crew requirement and flight duty period planned;

(e) Experience (total and on type), recency and qualification of the crew members; and

(f) The designation of the commander and, if necessitated by the duration of the flight, the

procedures for the relief of the commander or other members of the flight crew. (See

Appendix 1 to YCAR–OPS 1.940.)

(g) The designation of the senior cabin crew member and, if necessitated by the duration of

the flight, the procedures for the relief of the senior cabin crew member and any other

member of the cabin crew.


Issue 03, Rev. 00 1-P-7 01 June 2013

4.2 Designation of the commander. The rules applicable to the designation of the commander.

4.3 Flight crew incapacitation. Instructions on the succession of command in the event of flight

crew incapacitation.

4.4 Operation on more than one type. A statement indicating which aeroplanes are considered as

one type for the purpose of:

(a) Flight crew scheduling; and

(b) Cabin crew scheduling.

5 QUALIFICATION REQUIREMENTS

5.1 A description of the required licence, rating(s), qualification/competency (e.g. for routes and

aerodromes), experience, training, checking and recency for operations personnel to conduct their

duties. Consideration must be given to the aeroplane type, kind of operation and composition of the

crew.

5.2 Flight crew

(a) Commander.

(b) Pilot relieving the commander.

(c) Co-pilot.

(d) Pilot under supervision.

(e) System panel operator.

(f) Operation on more than one type or variant.

5.3 Cabin crew.

(a) Senior cabin crew member.

(b) Cabin crew member.

(1) Required cabin crew member.

(2) Additional cabin crew member and cabin crew member during familiarisation

flights.

(c) Operation on more than one type or variant.

5.4 Training, checking and supervision personnel.

(a) For flight crew.

(b) For cabin crew.

5.5 Other operations personnel

6 CREW HEALTH PRECAUTIONS

6.1 Crew health precautions. The relevant regulations and guidance to crew members concerning

health including:

(a) Physchoactive substances;

(b) Sleeping tablets;


01 June 2013 1-P-8 Issue 03, Rev. 00

(c) Pharmaceutical preparations;

(d) Immunisation;

(e) Deep diving;

(f) Blood donation;

(g) Meal precautions prior to and during flight;

(h) Sleep and rest; and

(i) Surgical operations.

7 FLIGHT TIME LIMITATIONS

7.1 Flight and Duty Time Limitations and Rest Requirements. The scheme developed by the

operator in accordance with Subpart Q.

7.2 Exceedances of flight and duty time limitations and/or reductions of rest periods. Conditions

under which flight and duty time may be exceeded or rest periods may be reduced and the procedures

used to report these modifications.

8 OPERATING PROCEDURES

8.1 Flight Preparation Instructions. As applicable to the operation:

8.1.1 Minimum Flight Altitudes. A description of the method of determination and application

of minimum altitudes including:

(a) A procedure to establish the minimum altitudes/flight levels for VFR flights; and

(b) A procedure to establish the minimum altitudes/flight levels for IFR flights.

8.1.2 Criteria and responsibilities for the authorisation of the use of aerodromes taking into

account the applicable requirements of Subparts D, E, F, G, H, I and J.

8.1.3 Methods for establishing aerodrome operating minima. The method for establishing

aerodrome operating minima for IFR flights in accordance with YCAR–OPS 1 Subpart E.

Reference must be made to procedures for the determination of the visibility and/or

runway visual range and for the applicability of the actual visibility observed by the

pilots, the reported visibility and the reported runway visual range.

8.1.4 En-route Operating Minima for VFR Flights or VFR portions of a flight and, where single

engined aeroplanes are used, instructions for route selection with respect to the

availability of surfaces which permit a safe forced landing.

8.1.5 Presentation and Application of Aerodrome and En-route Operating Minima

8.1.6 Interpretation of meteorological information. Explanatory material on the decoding of

MET forecasts and MET reports relevant to the area of operations, including the

interpretation of conditional expressions.

8.1.7 Determination of the quantities of fuel, oil and water methanol carried. The methods by

which the quantities of fuel, oil and water methanol to be carried are determined and

monitored in flight. This section must also include instructions on the measurement and

distribution of the fluid carried on board. Such instructions must take account of all

circumstances likely to be encountered on the flight, including the possibility of in-flight

replanning and of failure of one or more of the aeroplane‟s power plants. The system for

maintaining fuel and oil records must also be described.


Issue 03, Rev. 00 1-P-9 01 June 2013

8.1.8 Mass and Centre of Gravity. The general principles of mass and centre of gravity

including:

(a) Definitions;

(b) Methods, procedures and responsibilities for preparation and acceptance of mass and

centre of gravity calculations;

(c) The policy for using standard and/or actual masses;

(d) The method for determining the applicable passenger, baggage and cargo mass;

(e) The applicable passenger and baggage masses for various types of operations and

aeroplane type;

(f) General instruction and information necessary for verification of the various types of mass

and balance documentation in use;

(g) Last Minute Changes procedures;

(h) Specific gravity of fuel, oil and water methanol; and

(i) Seating policy/procedures.

8.1.9 ATS Flight Plan. Procedures and responsibilities for the preparation and submission of the

air traffic services flight plan. Factors to be considered include the means of submission

for both individual and repetitive flight plans.

8.1.10 Operational Flight Plan. Procedures and responsibilities for the preparation and

acceptance of the operational flight plan. The use of the operational flight plan must be

described including samples of the operational flight plan formats in use.

8.1.11 Operator‘s Aeroplane Technical Log. The responsibilities and the use of the operator‟s

Aeroplane Technical Log must be described, including samples of the format used.

8.1.12 List of documents, forms and additional information to be carried.

8.2 Ground Handling Instructions

8.2.1 Fuelling procedures. A description of fuelling procedures, including:

(a) Safety precautions during refuelling and defuelling including when an APU is in operation

or when a turbine engine is running and the prop-brakes are on;

(b) Refuelling and defuelling when passengers are embarking, on board or disembarking; and

(c) Precautions to be taken to avoid mixing fuels.

8.2.2 Aeroplane, passengers and cargo handling procedures related to safety. A description of

the handling procedures to be used when allocating seats and embarking and disembarking

passengers and when loading and unloading the aeroplane. Further procedures, aimed at

achieving safety whilst the aeroplane is on the ramp, must also be given. Handling

procedures must include:

(a) Children/infants, sick passengers and Persons with Reduced Mobility;

(b) Transportation of inadmissible passengers, deportees or persons in custody;

(c) Permissible size and weight of hand baggage;

(d) Loading and securing of items in the aeroplane;


01 June 2013 1-P-10 Issue 03, Rev. 00

(e) Special loads and classification of load compartments;

(f) Positioning of ground equipment;

(g) Operation of aeroplane doors;

(h) Safety on the ramp, including fire prevention, blast and suction areas;

(i) Start-up, ramp departure and arrival procedures including push-back and towing

operations;

(j) Servicing of aeroplanes;

(k) Documents and forms for aeroplane handling; and

(l) Multiple occupancy of aeroplane seats.

8.2.3 Procedures for the refusal of embarkation. Procedures to ensure that persons who appear

to be intoxicated or who demonstrate by manner or physical indications that they are

under the influence of Physchoactive substances, are refused embarkation. This does not

apply to medical patients under proper care.

8.2.4 De-icing and Anti-icing on the ground. A description of the de-icing and anti-icing policy

and procedures for aeroplanes on the ground. These shall include descriptions of the types

and effects of icing and other contaminants on aeroplanes whilst stationary, during ground

movements and during take-off. In addition, a description of the fluid types used must be

given including:

(a) Proprietary or commercial names;

(b) Characteristics;

(c) Effects on aeroplane performance;

(d) Hold-over times; and

(e) Precautions during usage.

8.3 Flight Procedures

8.3.1 VFR/IFR Policy. A description of the policy for allowing flights to be made under VFR,

or of requiring flights to be made under IFR, or of changing from one to the other.

8.3.2 Navigation Procedures. A description of all navigation procedures relevant to the

type(s) and area(s) of operation. Consideration must be given to:

(a) Standard navigational procedures including policy for carrying out independent cross-

checks of keyboard entries where these affect the flight path to be followed by the

aeroplane;

(b) MNPS and POLAR navigation and navigation in other designated areas;

(c) RNAV;

(d) In-flight replanning;

(e) Procedures in the event of system degradation; and

(f) RVSM.

8.3.3 Altimeter setting procedures including use, where appropriate, of


Issue 03, Rev. 00 1-P-11 01 June 2013

- metric altimetry and conversion tables, and - QFE operating procedures.

8.3.4 Altitude alerting system procedures

8.3.5 Ground Proximity Warning System/ Terrain Avoidance Warning System. Procedures and

instructions required for the avoidance of controlled flight into terrain, including

limitations on high rate of descent near the surface (the related training requirements are

covered in D.2.1).

8.3.6 Policy and procedures for the use of TCAS/ACAS

8.3.7 Policy and procedures for in-flight fuel management

8.3.8 Adverse and potentially hazardous atmospheric conditions. Procedures for operating in,

and/or avoiding, adverse and potentially hazardous atmospheric conditions including:

(a) Thunderstorms;

(b) Icing conditions;

(c) Turbulence;

(d) Windshear;

(e) Jetstream;

(f) Volcanic ash clouds;

(g) Heavy precipitation;

(h) Sand storms;

(i) Mountain waves; and

(j) Significant Temperature inversions.

8.3.9 Wake Turbulence. Wake turbulence separation criteria, taking into account aeroplane

types, wind conditions and runway location.

8.3.10 Crew members at their stations. The requirements for crew members to occupy their

assigned stations or seats during the different phases of flight or whenever deemed

necessary in the interest of safety and also include procedures for controlled rest on the

flight deck.

8.3.11 Use of safety belts for crew and passengers. The requirements for crew members and

passengers to use safety belts and/or harnesses during the different phases of flight or

whenever deemed necessary in the interest of safety.

8.3.12 Admission to Flight Deck. The conditions for the admission to the flight deck of persons

other than the flight crew. The policy regarding the admission of Inspectors from the

Authority must also be included.

8.3.13 Use of vacant crew seats. The conditions and procedures for the use of vacant crew s

eats.

8.3.14 Incapacitation of crew members. Procedures to be followed in the event of incapacitation

of crew members in flight. Examples of the types of incapacitation and the means for

recognising them must be included.


01 June 2013 1-P-12 Issue 03, Rev. 00

8.3.15 Cabin Safety Requirements. Procedures covering:

(a) Cabin preparation for flight, in-flight requirements and preparation for landing including

procedures for securing the cabin and galleys;

(b) Procedures to ensure that passengers are seated where, in the event that an emergency

evacuation is required, they may best assist and not hinder evacuation from the aeroplane;

(c) Procedures to be followed during passenger embarkation and disembarkation; and

(d) Procedures when refuelling/defuelling with passengers embarking, on board or

disembarking.

(e) Smoking on board.

8.3.16 Passenger briefing procedures. The contents, means and timing of passenger briefing in

accordance with YCAR–OPS 1.285.

8.3.17 Procedures for aeroplanes operated whenever required cosmic or solar radiation

detection equipment is carried. Procedures for the use of cosmic or solar radiation

detection equipment and for recording its readings including actions to be taken in the

event that limit values specified in the Operations Manual are exceeded. In addition, the

procedures, including ATS procedures, to be followed in the event that a decision to

descend or re-route is taken.

8.3.18 Policy on the use of Autopilot and Autothrottle.

8.4 AWO. A description of the operational procedures associated with All Weather Operations.

(See also YCAR-OPS Subparts D & E).

8.5 ETOPS. A description of the ETOPS operational procedures. (See AMC 20-xxx).

8.6 Use of the Minimum Equipment and Configuration Deviation List(s)

8.7 Non revenue flights. Procedures and limitations for:

(a) Training flights;

(b) Test flights;

(c) Delivery flights;

(d) Ferry flights;

(e) Demonstration flights; and

(f) Positioning flights, including the kind of persons who may be carried on such flights.

8.8 Oxygen Requirements

8.8.1 An explanation of the conditions under which oxygen must be provided and used.

8.8.2 The oxygen requirements specified for:

(a) Flight crew;

(b) Cabin crew; and

(c) Passengers.

9 DANGEROUS GOODS AND WEAPONS


Issue 03, Rev. 00 1-P-13 01 June 2013

9.1 Information, instructions and general guidance on the transport of dangerous goods including:

(a) Operator‟s policy on the transport of dangerous goods;

(b) Guidance on the requirements for acceptance, labelling, handling, stowage and

segregation of dangerous goods;

(c) Special notification requirements in the event of an accident or occurrence when

dangerous goods are being carried];

(d) Procedures for responding to emergency situations involving dangerous goods;

(e) Duties of all personnel involved as per YCAR–OPS 1.1215; and

(f) Instructions on the carriage of the operator‟s employees.

9.2 The conditions under which weapons, munitions of war and sporting weapons may be carried.

10 SECURITY

10.1 Security instructions and guidance of a non-confidential nature which must include the

authority and responsibilities of operations personnel. Policies and procedures for handling and

reporting crime on board such as unlawful interference, sabotage, bomb threats, and hijacking

must also be included.

10.2 A description of preventative security measures and training.

Note: Parts of the security instructions and guidance may be kept confidential.

11 HANDLING, NOTIFYING AND REPORTING OCCURRENCES

Procedures for the handling, notifying and reporting occurrences. This section must include:

(a) Definition of occurrences and of the relevant responsibilities of all persons involved;

(b) Illustrations of forms used for reporting all types of occurrences (or copies of the forms

themselves), instructions on how they are to be completed, the addresses to which they

should be sent and the time allowed for this to be done;

(c) In the event of an accident, descriptions of which company departments, Authorities and

other organisations that have to be notified, how this will be done and in what sequence;

(d) Procedures for verbal notification to air traffic service units of incidents involving ACAS

RAs, bird hazards, and hazardous conditions;

(e) Procedures for submitting written reports on air traffic incidents, ACAS RAs, bird strikes,

dangerous goods incidents or accidents, and unlawful interference;

(f) Reporting procedures to ensure compliance with YCAR-OPS 1.085(b) and 1.420. These

procedures must include internal safety related reporting procedures to be followed by

crew members, designed to ensure that the commander is informed immediately of any

incident that has endangered, or may have endangered, safety during flight and that he is

provided with all relevant information.

12 RULES OF THE AIR

Rules of the Air including:

(a) Visual and instrument flight rules;

(b) Territorial application of the Rules of the Air;


01 June 2013 1-P-14 Issue 03, Rev. 00

(c) Communication procedures including COM-failure procedures;

(d) Information and instructions relating to the interception of civil aeroplanes;

(e) The circumstances in which a radio listening watch is to be maintained;

(f) Signals;

(g) Time system used in operation;

(h) ATC clearances, adherence to flight plan and position reports;

(i) Visual signals used to warn an unauthorised aeroplane flying in or about to enter a

restricted, prohibited or danger area;

(j) Procedures for pilots observing an accident or receiving a distress transmission;

(k) The ground/air visual codes for use by survivors, description and use of signal aids; and

(l) Distress and urgency signals.

13 LEASING

A description of the operational arrangements for leasing, associated procedures and management

responsibilities.

B AEROPLANE OPERATING MATTERS – TYPE RELATED AND STANDARD

OPERATING PROCEDURES (SOP)

(See IEM OPS 1.1045 (a)

All Part B manuals including SOP, if in separate volumes, are to be listed in Part A under

GENERAL/BASIC, 0 Adminsitration and Control of Operations Manual. Part B manual shall take in

to account of the differences between types, and variants of types, under the following headings:

0 GENERAL INFORMATION AND UNITS OF MEASUREMENT

0.1 General Information (e.g. aeroplane dimensions), including a description of the units of

measurement used for the operation of the aeroplane type concerned and conversion tables.

1 LIMITATIONS

1.1 A description of the certified limitations and the applicable operational limitations including:

(a) Certification status (eg. CS–23, CS–25, ICAO Annex 16 (CS–36 and CS–34) etc);

(b) Passenger seating configuration for each aeroplane type including a pictorial presentation;

(c) Types of operation that are approved (e.g. VFR/IFR, CAT II/III, RNP Type, flights in

known icing conditions etc.);

(d) Crew composition;

(e) Mass and centre of gravity;

(f) Speed limitations;

(g) Flight envelope(s);

(h) Wind limits including operations on contaminated runways;

(i) Performance limitations for applicable configurations;


Issue 03, Rev. 00 1-P-15 01 June 2013

(j) Runway slope;

(k) Limitations on wet or contaminated runways;

(l) Airframe contamination; and

(m) System limitations.

2 NORMAL PROCEDURES

(See IEM OPS 1.1045 (a))

2.1 The normal procedures and duties assigned to the crew, the appropriate check-lists, the system

for use of the check-lists, crew briefing, applicable standard callouts and a statement covering

the necessary coordination procedures between flight and cabin crew. The following normal

procedures and duties must be included:

(a) Pre-flight;

(b) Pre-departure;

(c) Altimeter setting and checking;

(d) Taxi, Take-Off and Climb;

(e) Noise abatement;

(f) Cruise and descent;

(g) Approach, Landing preparation and briefing;

(h) VFR Approach;

(i) Instrument approach;

(j) Visual Approach and circling;

(k) Missed Approach;

(l) Normal Landing;

(m) Post Landing; and

(n) Operation on wet and contaminated runways.

3 ABNORMAL AND EMERGENCY PROCEDURES

3.1 The abnormal and emergency procedures and duties assigned to the crew, the appropriate

check-lists, the system for use of the check-lists and a statement covering the necessary co-

ordination procedures between flight and cabin crew. The following abnormal and emergency

procedures and duties must be included:

(a) Crew Incapacitation;

(b) Fire and Smoke Drills;

(c) Unpressurised and partially pressurised flight;

(d) Exceeding structural limits such as overweight landing;

(e) Exceeding cosmic radiation limits;


01 June 2013 1-P-16 Issue 03, Rev. 00

(f) Lightning Strikes;

(g) Distress Communications and alerting ATC to Emergencies;

(h) Engine failure;

(i) System failures;

(j) Guidance for Diversion in case of Serious Technical Failure;

(k) Ground Proximity Warning;

(l) TCAS Warning;

(m) Windshear;

(n) Emergency Landing/Ditching; and

(o) Departure Contingency Procedures

4 PERFORMANCE

4.0 Performance data must be provided in a form in which it can be used without difficulty.

4.1 Performance data. Performance material which provides the necessary data for compliance with

the performance requirements prescribed in YCAR–OPS 1 Subparts F, G, H and I must be

included to allow the determination of:

(a) Take-off climb limits – Mass, Altitude, Temperature;

(b) Take-off field length (dry, wet, contaminated);

(c) Net flight path data for obstacle clearance calculation or, where applicable, take-off flight

path;

(d) The gradient losses for banked climbouts;

(e) En-route climb limits;

(f) Approach climb limits;

(g) Landing climb limits;

(h) Landing field length (dry, wet, contaminated) including the effects of an in-flight failure

of a system or device, if it affects the landing distance;

(i) Brake energy limits; and

(j) Speeds applicable for the various flight stages (also considering wet or contaminated

runways).

4.1.1. Supplementary data covering flights in icing conditions. Any certificated performance

related to an allowable configuration, or configuration deviation, such as anti -skid

inoperative, must be included.

4.1.2. If performance Data, as required for the appropriate performance class, is not available in

the approved AFM, then other data acceptable to the Authority must be included.

Alternatively, the Operations Manual may contain cross-reference to the approved Data

contained in the AFM where such Data is not likely to be used often or in an emergency.

4.2 Additional Performance Data. Additional performance data where applicable including:


Issue 03, Rev. 00 1-P-17 01 June 2013

(a) All engine climb gradients;

(b) Drift-down data;

(c) Effect of de-icing/anti-icing fluids;

(d) Flight with landing gear down;

(e) For aeroplanes with 3 or more engines, one engine inoperative ferry flights; and

(f) Flights conducted under the provisions of the CDL.

5 FLIGHT PLANNING

5.1 Data and instructions necessary for pre-flight and in-flight planning including factors such as

speed schedules and power settings. Where applicable, procedures for engine(s)-out operations,

ETOPS (particularly the one-engine-inoperative cruise speed and maximum distance to an

adequate aerodrome determined in accordance with YCAR-OPS 1.245) and flights to isolated

aerodromes must be included.

5.2 The method for calculating fuel needed for the various stages of flight, in accordance with

YCAR–OPS 1.255.

6 MASS AND BALANCE

Instructions and data for the calculation of the mass and balance including:

(a) Calculation system (e.g. Index system);

(b) Information and instructions for completion of mass and balance documentation,

including manual and computer generated types;

(c) Limiting masses and centre of gravity for the types, variants or individual aeroplanes used

by the operator; and

(d) Dry Operating mass and corresponding centre of gravity or index.

7 LOADING

Procedures and provisions for loading and securing the load in the aeroplane.

8 CONFIGURATION DEVIATION LIST

The Configuration Deviation List(s) (CDL), if provided by the manufacturer, taking account of the

aeroplane types and variants operated including procedures to be followed when an aeroplane is

being despatched under the terms of its CDL.

9 MINIMUM EQUIPMENT LIST

The Minimum Equipment List (MEL) taking account of the aeroplane types and variants operated

and the type(s)/area(s) of operation. The MEL must include the navigational equipment and take into

account the required navigation performance for the route and area of operation.

10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

10.1 A list of the survival equipment to be carried for the routes to be flown and the procedures for

checking the serviceability of this equipment prior to take-off. Instructions regarding the

location, accessibility and use of survival and emergency equipment and its associated check

list(s) must also be included.


01 June 2013 1-P-18 Issue 03, Rev. 00

10.2 The procedure for determining the amount of oxygen required and the quantity that is available.

The flight profile, number of occupants and possible cabin decompression must be considered. The

information provided must be in a form in which it can be used without difficulty.

11 EMERGENCY EVACUATION PROCEDURES

11.1 Instructions for preparation for emergency evacuation including crew co-ordination and

emergency station assignment.

11.2 Emergency evacuation procedures. A description of the duties of all members of the crew for

the rapid evacuation of an aeroplane and the handling of the passengers in the event of a forced

landing, ditching or other emergency.

12 AEROPLANE SYSTEMS

A description of the aeroplane systems, related controls and indications and operating instructions.

(See IEM to Appendix 1 to YCAR–OPS 1.1045.)

C ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION

1 Instructions and information relating to communications, navigation and aerodromes including

minimum flight levels and altitudes for each route to be flown and operating minima for each

aerodrome planned to be used, including:

(a) Minimum flight level/altitude;

(b) Operating minima for departure, destination and alternate aerodromes;

(c) Communication facilities and navigation aids;

(d) Runway data and aerodrome facilities;

(e) Approach, missed approach and departure procedures including noise abatement

procedures;

(f) COM-failure procedures;

(g) Search and rescue facilities in the area over which the aeroplane is to be flown;

(h) Information related to RFFS (Rescue and Fire Fighting Services) protection shall

be described in the operators Operations Manual for aerodrome information against

aircraft Fire Fighting required.

(i) A description of the aeronautical charts that must be carried on board in relation to the

type of flight and the route to be flown, including the method to check their validity;

(j) Availability of aeronautical information and MET services;

(k) En-route COM/NAV procedures;

(l) Aerodrome categorisation for flight crew competence qualification (See AMC OPS

1.975); and

(m) Special aerodrome limitations (performance limitations and operating procedures etc.).

D TRAINING

1 Training syllabi and checking programmes for all operations personnel assigned to operational

duties in connection with the preparation and/or conduct of a flight .


Issue 03, Rev. 00 1-P-19 01 June 2013

2 Training syllabi and checking programmes must include:

2.1 For flight crew. All relevant items prescribed in Subparts E and N;

2.2 For cabin crew. All relevant items prescribed in Subpart O;

2.3 For operations personnel concerned, including crew members:

(a) All relevant items prescribed in Subpart R (Transport of Dangerous Goods by Air); and

(b) All relevant items prescribed in Subpart S (Security).

2.4 For operations personnel other than crew members (e.g. despatcher, handling personnel etc.).

All other relevant items prescribed in YCAR–OPS pertaining to their duties.

3 Procedures

3.1 Procedures for training and checking.

3.2 Procedures to be applied in the event that personnel do not achieve or maintain the required

standards.

3.3 Procedures to ensure that abnormal or emergency situations requiring the application of part or

all of abnormal or emergency procedures and simulation of IMC by artificial means, are not

simulated during commercial air transportation flights.

4 Description of documentation to be stored and storage periods. (See Appendix 1 to YCAR–OPS

1.1065.)


01 June 2013 1-P-20 Issue 03, Rev. 00

Appendix 1 to YCAR–OPS 1.1065 Document storage periods

An operator shall ensure that the following information/documentation is stored in an acceptable

form, accessible to the Authority, for the periods shown in the Tables below.

Note: Additional information relating to maintenance records is prescribed in YCAR M.A.306(c) -

.Operator‟s technical log system.

Table 1 – Information used for the preparation and execution of a flight

Information used for the preparation & execution of flight as in YCAR–OPS 1.135

Operational flight plan 3 months

Aeroplane Technical log 24 months after the date of last

entry

Route specific NOTAM/AIS briefing documentation if

edited by the operator 3 months

Mass and balance documentation 6 months

Notification of special loads including written

information to the commander about dangerous goods 3 months

Completed Flight Preparations Forms 3 months

Table 2 – Reports

Reports

Journey log 3 months

Flight report(s) for recording details of any occurrence,

as prescribed in YCAR–OPS 1.420, or any event which

the commander deems necessary to report/record

3 months

Reports on exceedances of duty and/or reducing rest

periods

3 months

Fuel and oil records 3 months

Table 3 – Flight crew records

Flight Crew Records

Flight, Duty and Rest time 15 months

Licence

As long as the flight crew

member is exercising the

privileges of licence for operator

Conversion training and checking 3 years

Command course (including checking) 3 years

Recurrent training and checking 3 years

Training and checking to operate in either pilot‟s seat 3 years

Recent experience (YCAR–OPS 1.970 refers) 15 months

Route and aerodrome competence (YCAR–OPS

1.975) 3 years

Training and qualification for specific operations

when required by YCAR–OPS (e.g. ETOPS

CATII/III operations)

3 years


Issue 03, Rev. 00 1-P-21 01 June 2013

Dangerous Goods training as appropriate 3 years

Table 4 – Cabin crew records

Cabin Crew Records

Flight, Duty and Rest Time

Initial training, conversion and

differences training (including checking)

15 months

As long as the cabin crew member is

employed by the operator

Recurrent training and refresher

(including checking)

Until 12 months after the cabin crew

member has left the employ of the

operator

Dangerous Goods training as appropriate 3 years

Table 5 – Records for other operations personnel

Records for other operations personnel

Training/qualification records of other

personnel for whom an approved training

programme is required by YCAR–OPS

Last 2 training records

Table 6 – Other records

Other Records

Records on cosmic and solar radiation

dosage

Until 12 months after the crew member

has left the employ of the operator

Quality System records 5 years

Safety Management System records 5 y ears

Dangerous Goods Transport Document 3 months after completion of the flight

Dangerous Goods Acceptance Checklist 3 months after completion of the flight

SECTION 1 YCAR-OPS 1 Subpart Q

Issue 03, Rev. 00 1-Q-1 01 June 2013


YCAR-OPS 1.1100 Applicability

The Authority has established the following regulations specifying the limitations applicable to the

flight time and flight duty periods for crew members. These regulations also make provision for

adequate rest periods to ensure that fatigue occurring either in a flight or successive flights , or

accumulated over a period of time due to these and other tasks, does not endanger the safety of a

flight.

This subpart is applicable to Yemen registered aeroplanes, as well as foreign registered aeroplanes

operated under a Yemen Air Operators Certificate. In particular;

(a) Commercial Air Transport operations, or operations operated by an air transport

undertaking.

(b) Private use operations of turbo-jet and turbo-propeller aeroplanes.

This Subpart is not applicable to flying schools and recreational aircraft operations.

YCAR–OPS 1.1105 General principles

The prime objective of a flight and duty time limitation scheme shall ensure that crew members are

adequately rested at the beginning of each flying duty period (FDP), and whilst flying is sufficientl y

free from fatigue so that they can operate to a satisfactory level of efficiency and safety in all normal

and abnormal situations. Aircraft operators are expected to appreciate the relationship between the

frequency and pattern of scheduled FDPs and rest periods and time off, and give due consideration to

the cumulative effects of long working hours interspersed with minimum rest. Factors to be

considered when planning duty periods shall include;

(a) The allocation of work patterns, which avoid such undesirable practices as;

(1) alternating day/night duties,

(2) the positioning of crews so that a serious disruption of established sleep/work

patterns occur,

(3) the scheduling of rest periods between 18 and 30 hours especially after long flights

crossing multiple time zones.

(b) planning days off and notifying crews well in advance,

(c) Consultation between operators and crews to agree basic roster concepts, which ensure

adequate rest prior to flight but, within that constraint.

YCAR-OPS 1.1110 Terminologies

The FDTL scheme submitted for approval shall adopt the terminologies and terms used in this

subpart have the following meanings:

YCAR-OPS 1 Subpart Q SECTION 1

01 June 2013 1-Q-2 Issue 03, Rev. 00

Acclimatised: When a crew member has spent 3 consecutive local

nights on the ground within a local time zone band,

which is two hours wide, and is able to take

uninterrupted nights sleep The crew member will

remain acclimatised thereafter until a duty period

finishes at a place where local time differs by more

than 2 hours from that at

the point of departure.

Augmented flight

crew:

A flight crew that comprises more than the minimum number

required to operate the aeroplane and in which each flight

crew member can leave his or her assigned post and be

replaced by another appropriately qualified flight crew memb er

for the purpose of in-flight rest.

Cabin Crew: A crew member, other than a flight crew member, assigned to duty in a passenger carrying aircraft during flight time.

Commander: The pilot in command: The pilot designated by the operator being

in command and charged with the safe conduct of a flight.

Contactable: A short period of time during the day, other than a day off, during which the operator requires a crew member to be at an agreed

location for the purpose of giving notification of a duty period,

which will commence not less than 10 hours ahead. The

contactable period shall be nominated by the operator and

acceptable to the Authority Crew member: A person assigned by an operator to duty on an aircraft during a flight duty period.

Days Off : Periods available for leisure and relaxation free from all duties. A single day off shall include two local nights. Consecutive days off

shall include a further local night for each additional consecutive

day off. A rest period may be included as part of a day off. Dispatch crew: A fully qualified and current flight/cabin crew member authorized to carry out pre-flight duties as defined by an operator.

Duty: Any task that flight crew or cabin crew members are required by the Operator to perform, including, for example, flight duty,

administrative work, training, positioning and standby when it is

likely to induce fatigue. Extended Long Range

Operations: Any augmented (two set of flight crew) operation that involves a

sector with planned flight time between 14:01 hours and 16:00

hours, and conducted under a specific variation approved by

CAMA on the basis of a risk assessment provided by the

operator, that provide a level of safety equivalent to, or better

than, that achieved through the prescriptive fatigue

management regulations.

Fatigue: A physiological state of reduced mental or physical performance

capability resulting from sleep loss or extended wakefulness,

circadian phase, or workload (mental and/or physical activity)

that can impair a crew member‟s alertness and ability to safely

operate an aircraft or perform safety-related duties.

FRMS A data-driven means of continuously monitoring and

managing fatigue-related safety risks, based upon scientific

principles and knowledge as well as operational experience

that aims to ensure relevant personnel are performing at

adequate levels of alertness.


Issue 03, Rev. 00 1-Q-3 01 June 2013

FRMS Policy A required component of an FRMS. THE FRMS Policy

must:

identify the elements of the FRMS and its scope; reflect

the shared responsibility of all stakeholders in the FRMS; state

the safety objectives of the FRMS; be signed by the

accountable executive of the organisation; be communicated

throughout the organisation; declares management

commitment to effective

safety reporting, to providing adequate resourcing for

the FRMS, and to continuous improvement of the FRMS;

identify clear lines of accountability for the functioning of the

FRMS;

and require periodic reviews of the FRMS. Duty Period A period which starts when flight crew or cabin crew members are required by an Operator to report for or to commence a

duty and ends when that person is free from all duties.

Flight Crew member: A licensed crew member charged with duties essential to

the operation of an aircraft during a flight duty period

such as Pilots and Flight Engineers.

Flight Duty Period

(FDP):

A period which commences when a crew member is required to report for duty that includes a flight or a series of flights

and which finishes when the aeroplane finally comes to rest at the

end of the last flight on which he/she is a crew member. Late finish A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours local time

Early start: Any duty that is commenced in the period 0500-0659 hours local

time.

Local Night: A period of 8 hours falling between 2200 hours and 0800 hours local time.

Long Range

Operation:

Any operation that involves a sector with planned flight time between 7 and 14 hours, and conducted under the prescriptive limits of the applicable regulation Operating crew

member:

a crew member carrying out his/her duties in an aircraft during

a flight

Positioning: The practice of transferring crews from place to place as passengers in surface or air transport at the behest of the

Operator.

Reporting Time: The time at which a crew member is required by an operator to report for any duty.

Rest Period: A continuous and defined subsequent to and/or prior to duty,

during which flight or cabin crew members are free of all duties .

Rostered/Planned

duty:

A duty period, or series of duty periods, with stipulated start and finish times, notified by the operator to crews in advance.

Rostering Period: A number of consecutive weeks, usually 4, but defined by the operator.

Scheduled Duty: The allocation of a specific flight or flights or other duties to a crew member within the pre-notified rostered/planned series of

duty periods.

Sector: The time between an aircraft first moving under its own power until it next comes to rest after landing, on the designated

parking position.


01 June 2013 1-Q-4 Issue 03, Rev. 00

Split Duty: A flying duty period, which consists of two or more sectors, separated by less than a minimum rest period.

Standby Duty:

A period during which an Operator places restraints on a crew

member who would otherwise be off duty. However, it shall not

include any time during which an Operator requires a crew

member to be contactable for the purpose of giving notification

of a duty, which is due to start 10 hours or more ahead.

Suitable

Accommodation:

A well furnished bedroom, which is subject to minimum noise, is well ventilated, and has the facility to control the levels of

light and temperature.

Travelling: All time spent by a crew member transiting between the place of rest, and the place of reporting for duty.

Ultra Long Range

Operation (ULR)

Augmented long range operations involving any sector between a specific city pair in which the planned flight time exceeds 16 hours, taking into account mean wind conditions and seasonal changes.

Unforeseen

operational

circumstance:

An unplanned event, such as unforecast weather, equipment malfunction, or air traffic delay that is beyond the control of the operator.

Week: A period of seven consecutive days starting at any set time and on set day as specified and stated by the Operator.

YCAR–OPS 1.1115 Responsibilities of operator and crew members

A crew member shall not fly, and an operator shall not require that crew member to fly, if either has

reason to believe that he/she is suffering, or is likely to suffer while flying, from such fatigue as may

endanger the safety of the aircraft or of its occupants. In addition:

(a) Operator

It is the responsibility of the operator to prepare duty rosters sufficiently in advance to

provide the opportunity for crews to plan adequate pre-duty rest. Operators shall establish

minimum periods of notification of duty for operating crews, or where this not practicable

due to the nature of the operation, shall establish in advance minimum periods of

notification of days off, during which a crew member will not be required for any duties.

Training of rostering staff shall include guidance on the effects of disturbing circadian

rhythms and sleep deprivation. Away from base the operator shall provide for crew

members both the opportunity and facilities for adequate pre-flight rest, in suitable

accommodation. When an operator employs a crew member on an irregular basis, then

that employer shall ensure that the crew member satisfies the provision of the approved

scheme. Furthermore, operators shall satisfy themselves that crew members, who

undertake other employment, if allowed by the operator, still have the opportunity to

enjoy adequate pre-flight rest.

(b) Crew Member

Responsibility for preventing the onset of fatigue cannot rest on the operator alone. Crew

members shall ensure that they are not in breach of the operator‟s scheme. They shall

make optimum use of the opportunities and facilities for rest provided, and plan and use

their rest periods properly. Crew members are reminded that they are not entitled to act as

a member of the crew of an aircraft if they know or suspect that their physical or mental

condition renders them temporarily unfit so to act.


Issue 03, Rev. 00 1-Q-5 01 June 2013

YCAR–OPS 1.1120 Standard provisions applicable to a scheme

(a) Subject to the maxima and minima specified in this subpart, it is incumbent on the

operator to establish maximum FDPs and minimum rest periods appropriate to the nature

of flight operations undertaken.

(b) An operator of an aircraft shall have a scheme for the regulation of flight and duty times

of crews. The scheme shall be approved by the Authority and be included in the

Operations Manual. Comprehensive guidance and instructions shall be included in the

Operations manual for the benefit of all crew members and the staff concerned with the

preparation and day to day management of rostering and scheduling.

(c) Although operators must plan their schemes in accordance with the requirements, it is

recognised that the standard provisions will not necessarily satisfy every type of

operation. In these circumstances operators may apply for a change to the standard

provisions. Consideration will only be given where an operator can show that any

proposal will ensure a better or equivalent level of protection against fatigue than the

basic requirements.

Note: Unless otherwise specified, the UK Civil Aviation Authority document Civil

Aviation Publication, CAP 371 and its applicable parts, with associated amending notices,

shall be the basis of assessment of operator schemes.

YCAR-OPS 1.1125 Absolute Limits on Flying Hours

(a) No person shall act as a member of the flight crew of a Republic of Yemen registered

aircraft if at the beginning of the flight the aggregate of all his previous flight times;

(1) during the period of 28 (twenty eight) consecutive days expiring at the end of the

day on which the flight begins exceeds 100 (one hundred) hours: or during the

period of 12 (twelve months) expiring at the end of the previous month exceeds

900 (nine hundred) hours:

(b) The maximum cumulative duty hours for aircrew of an aeroplane shall not exceed;

(1) 55 hours in one week, but may be increased to 60 hours, when rostered duty

covering a series of duty periods, once commenced, is subject to unforeseen

delays.

(2) 95 hours in any 2 consecutive weeks, and;

(3) 190 hours in any 4 consecutive weeks.

YCAR-OPS 1.1126 Duty cycle and days off

Crew member shall;

(a) not be on duty more than 7 consecutive days between days off, but may be positioned

to the usual operating base on the eighth day, provided they are then allocated at least 2

consecutive days off, and


01 June 2013 1-Q-6 Issue 03, Rev. 00

(b) have 2 consecutive days off in any consecutive 14 days following the previous 2

consecutive days off, and

(c) have a minimum of 7 days off in any consecutive 4 weeks, and

(d) have an average of at least 8 days off in each consecutive 4 week period, averaged over

three such periods.

YCAR–OPS 1.1127 Additional limits

(a) Late finishes/Early starts

(1) When a crew member is acclimatized, not more than 3 consecutive duties that occur

in any part of the period 0100 to 0659 hours local time can be undertaken, nor may

there be more than 4 such duties in any seven (7) consecutive days.

(2) Regardless of acclimatization, aeroplane crew members, who are employed on a

regular early morning duty for a maximum of 5 consecutive duties, shall work to the

following;

(i) The minimum rest period before the start of such a series of duties is 24 hours.

(ii) The duty will not exceed 9 hours, irrespective of the sectors flown.

(iii) At the finish of such a series of duties, crew members will have a minimum of

63 hours free from all duties.

(3) Should a crew member be scheduled for duty that occurs during any part of the

period 0200 to 0459 hours local time, for a minimum of 2 and a maximum of 3

consecutive nights, then crew members shall be planned to be free from all duties by

2100 hours local time before covering the block of consecutive night duties, such

that the crew members can take a rest period during a local night.

(4) Crew members, who are employed on a regular night duty for a maximum of 5

consecutive nights, shall work to the following;

(i) The minimum rest period before the start of such a series of duties is 24 hours.

(ii) The duty will not exceed 8 hours, irrespective of the sectors flown.

(iii) At the finish of such a series of duties, crew members will have a minimum of

54 hours free of all duties.

(b) In- flight relief

(1) When an additional crew member is carried to provide in-flight relief with the

intent of extending a FDP that individual shall hold qualifications, which are

equal or superior to those held by the crew member who is to be rested.

(2) If rest is taken in a bunk: A period equal to one half of the total rest taken,

provided that the maximum FDP permissible shall be 18 hours or 19 hours in the

case of cabin crew.

(3) If rest is taken in a seat: A period equal to one third of the total rest taken,

provided that the maximum FDP permissible shall be 15 hours or 16 hours in the

case of cabin crew.

(c). Split duty


Issue 03, Rev. 00 1-Q-7 01 June 2013

When an FDP consists of two or more sectors/duties, of which one can be a positioning

journey counted as a sector, but separated by less than a minimum rest period, then the

FDP may be extended beyond that permitted by the amounts indicated below:

Consecutive Hours Rest Maximum Extension of FDP

Less than 3 hours Nil

3 to 10 hours A period equal to half of the consecutive

hours taken.

For Extension of Flying Duty Period by Split Duty when the rest period is 6 hours or

less, it will suffice if a quiet and comfortable place, not open to the public, is available. Rest

may be taken in the aeroplane on the ground, only if provided with a comfortable

reclining seat, or bunk, free from distur bance, and when the crew has adequate control of

the temperature, lighting and ventilation within the aeroplane, and the passengers are not

on board.

If the rest period is more than 6 consecutive hours, then suitable accommodation shall be

provided

(d) Rest period

(1) The minimum rest period, which shall be provided before undertaking a flying

duty period shall be:

(i) At least as long as the preceeding duty period, or

(ii) 12 hours,

Whichever is the greater.

(e) Commander‟s discretion to extend a FDP

(1) An extension of 3 hours is the absolute maximum permitted, except in the cases of

emergency.

(2) Commander‟s discretion to extend a FDP may only be exercised once the FDP has

commenced. An operator shall not plan a FDP on the basis of the use of

commander‟s discretion.

(3) A commander is not permitted to extend a FDP after a split duty or an in- flight

relief, except in cases of emergency.

(f) Reporting of commander‟s discretion.

Whenever a Commander extends a FDP, it shall be reported to his employer on a

Discretion Report form acceptable to the Authority. If the extension is greater than 2

hours, then the operator shall submit the Commander‟s written report, together with the

operator‟s comments to the Authority within 14 days of the aircraft‟s return to base.

YCAR–OPS 1.1130 Ultra long range operations

(a) ULR operations shall not be conducted unless in accordance with the prescribed terms as

approved by the Authority. All ultra long range operations shall be approved on the basis

of city pairing.

(b) An Air Carrier shall have an established Fatigue Risk Management System in place for

ULR.


01 June 2013 1-Q-8 Issue 03, Rev. 00

(c) An Air Transport Operator, or applicable Private Operator, shall establish a Steering

Committee, or Fatigue Risk Management System, for ULR.

(d) When in-flight relief is utilised, there shall be for the flight or cabin crew member who is

resting, a comfortable bunk, separated and screened from the flight deck and passengers

equipped with ability to control humidity, temperature and lighting.

Note: Unless otherwise specified, the Civil Aviation and Met. Authority document Civil

Aviation Advisory Publication, CAAP 14 and its applicable parts with associated

amending notices, shall be the guidelines and basis of assessment of operator ULR

operations.

YCAR–OPS 1.1135 Cabin crew requirements

The limitations, which shall be applied to cabin crew, are those applicable to flight crew members,

but with the following differences:

(a) A FDP can be 1 hour longer than that permitted for flight crew. The FDP and limits set on

early starts for cabin crew shall be based on the time at which the flight crew report for

their FDP.

(b) Minimum rest periods can be 1 hour shorter than those required by the flight crew.

(c) The combined sum of standby time and subsequent FDP can be 1 hour longer than that

permitted to flight crew.

(d) The maximum duty hours for cabin crew shall not exceed;

(1) 60 hours in one week, but may be increased to 65 hours, when a rostered duty

covering a series of duty periods, once commenced, is subject to unforeseen delays,

(2) 105 hours in any 2 consecutive weeks, and

(3) 210 hours in any 4 consecutive weeks.

(e) The annual and 28 day limits on flying hours appertaining to flight crew need not be

applied.

(f) The limits relating to two pilot flight crew long range operations do not apply.

YCAR–OPS 1.1140 Records to be maintained


(a) Records for the flight, duty and rest periods of all staff shall be kept for a period of at least

15 months from the date of the last relevant entry. These records shall include;

(1) For each crew member:

(i) The beginning, end and duration of each duty or FDP, and function performed

during the period. In addition;

(A) Duration of each rest period prior to a FDP or standby duty period, and

(B) Dates of days off, and

(C) Weekly totals of duty.

(2) For each flight crew member:


Issue 03, Rev. 00 1-Q-9 01 June 2013

(i) Daily, weekly flying hours, in addition to (a) above.

(b) Additionally, operators shall retain all aircraft commander‟s discretion reports of extended

FDPs, extended flying hours, and reduced rest periods for a period of at least 3 months

after the event.

SECTION 1 YCAR-OPS 1 Subpart R

Issue 03, Rev. 00 1-R-1 01 June 2013



An operator must comply with the applicable provisions contained in the Technical Instructions,

irrespective of whether:

(a) the flight is wholly or partly within or wholly outside the territory of a state; or

(b) an approval to carry dangerous goods in accordance with YCAR-OPS 1.1155 is held.]


(a) Terms used in this Subpart have the following meanings:

(1) Acceptance Check List. A document used to assist in carrying out a check on the

external appearance of packages of dangerous goods and their associated documents

to determine that all appropriate requirements have been met.

(2) Approval. For the purposes only of compliance with YCAR-OPS 1.1165(b)(2), an

authorisation referred to in the Technical Instructions and issued by an authority, for

the transport of dangerous goods which are normally forbidden for transport or for

other reasons, as specified in the Technical Instructions;]

(3) Cargo Aircraft. Any aircraft which is carrying goods or property but not passengers.

In this context the following are not considered to be passengers:

(i) A crew member;

(ii) An operator‟s employee permitted by, and carried in accordance with, the

instructions contained in the Operations Manual;

(iii) An authorised representative of an Authority; or

(iv) A person with duties in respect of a particular shipment on board.

(4) Dangerous Goods. Articles or substances which are capable of posing a risk to

health, safety, property or the environment and which are shown in the list of

dangerous goods in the Technical Instructions or which are classified according to

those Instructions.]

(5) Dangerous Goods Accident. An occurrence associated with and related to the

transport of dangerous goods which results in fatal or serious injury to a person or

major property damage. (See AC OPS (IEM) 1.1150(a)(5) & (a)(6).)

(6) Dangerous Goods Incident. An occurrence, other than a dangerous goods accident,

associated with and related to the transport of dangerous goods, not necessarily

occurring on board an aircraft, which results in injury to a person, property damage,

fire, breakage, spillage, leakage of fluid or radiation or other evidence that the

integrity of the packaging has not been maintained. Any occurrence relating to the

transport of dangerous goods which seriously jeopardises the aircraft or its

occupants is also deemed to constitute a dangerous goods incident. (See AC OPS

(IEM) 1.1150(a)(5) & (a)(6).)

(7) Dangerous Goods Transport Document. A document which is specified by the

Technical Instructions. It is completed by the person who offers dangerous goods for

air transport and contains information about those dangerous goods.

YCAR-OPS 1 Subpart R SECTION 1

01 June 2013 1-R-2 Issue 03, Rev. 00

(8) Exemption. For the purposes only of compliance with this Subpart, an authorisation

referred to in the Technical Instructions and issued by all the authorities concerned,

providing relief from the requirements of the Technical Instructions.]

(9) Freight Container. A freight container is an article of transport equipment for

radioactive materials, designed to facilitate the transport of such materials, either

packaged or unpackaged, by one or more modes of transport. (Note: see Unit Load

Device where the dangerous goods are not radioactive materials.)

(10) Handling Agent. An agency which performs on behalf of the operator some or all of

the latter‟s functions including receiving, loading, unloading, transferring or other

processing of passengers or cargo.

(11) Overpack. An enclosure used by a single shipper to contain one or more packages

and to form one handling unit for convenience of handling and stowage. (Note: a

unit load device is not included in this definition.)

(12) Package. The complete product of the packing operation consisting of the packaging

and its contents prepared for transport.

(13) Packaging. Receptacles and any other components or materials necessary for the

receptacle to perform its containment function.

(14) Serious Injury. An injury which is sustained by a person in an accident and which:

(i) Requires hospitalisation for more than 48 hours, commencing within seven

days from the date the injury was received; or

(ii) Results in a fracture of any bone (except simple fractures of fingers, toes or

nose); or

(iii) Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon

damage; or

(iv) Involves injury to any internal organ; or

(v) Involves second or third degree burns, or any burns affecting more than 5% of

the body surface; or

(vi) Involves verified exposure to infectious substances or injurious radiation.

(15) Technical Instructions. The latest effective edition of the Technical Instructions for

the Safe Transport of Dangerous Goods by Air, including the Supplement and any

Addendum, approved and published by decision of the Council of the International

Civil Aviation Organization. (Doc 9284–AN/905)

(16) Unit Load Device. Any type of aircraft container, aircraft pallet with a net, or

aircraft pallet with a net over an igloo. (Note: an overpack is not included in this

definition; for a container containing radioactive materials see the definition for

freight container.)

YCAR–OPS 1.1155 Approval to Transport Dangerous Goods

(a) An operator shall not transport dangerous goods unless approved to do so by the

Authority.


Issue 03, Rev. 00 1-R-3 01 June 2013

(b) Before the issue of an approval for the transport of dangerous goods, the operator shall

satisfy the Authority that adequate training has been given, that all relevant documents

(e.g. for ground handling, aeroplane handling, training) contain information and

instructions on dangerous goods, and that there are procedures in place to ensure the safe

handling of dangerous goods at all stages of air transport.

Note: The exempt ion or approval indicated in YCAR-OPS 1.1165(b) (1) or (2) is in addition to

the above and the conditions in (b) may not necessarily apply. ]

YCAR–OPS 1.1160 Scope

Articles and substances which would otherwise be classed as dangerous goods but which are not

subject to the Technical Instructions in accordance with Part 1 and 8 of those Instructions are

excluded from the provisions of this subpart providing that:

(a) when placed on board with the approval of the operator to provide, during flight, medical

aid to a patient (See AC OPS 1.1160(a)), they are:

(1) carried for use in flight; or are part of the permanent equipment of the aeroplane

when it has been adapted for specialized use for medical evacuation; or carried on a

flight made by the same aeroplane to collect a patient or after that patient has been

delivered when it is impracticable to load or unload the goods at the time of the

flight on which the patient is carried but with the intention that they be off-loaded as

soon as practicable; and

(2) when placed on board with the approval of the operator to provide, during flight,

medical aid to a patient the dangerous goods shall be restricted to the following and

which must be kept in the position in which they are used or stowed securely when

not in use and they are secured properly during take off and landing and at all other

times when deemed necessary by the commander in the interests of safety:

(i) Gas cylinders which must have been manufactured specifically for the purpose

of containing and transporting that particular gas;

(ii) Psychoactive substances and other medical matter which must be under the

control of trained personnel during the time when they are in use in the

aeroplane;

(iii) Equipment containing wet cell batteries which must be kept and, when

necessary secured, in an upright position to prevent spillage of the electrolyte

(b) They are required to be aboard the aeroplane and are in accordance with the relevant

CARs or for operating reasons (See AC OPS 1.1160(b)), although articles and substances

intended as replacements or which have been removed for replacement must be

transported on an aeroplane as specified in the Technical Instructions.

(c) They are in baggage:

(1) Carried by passengers or crew members in accordance with the Technical

Instructions. (See AC OPS 1.1160(c)(1)); or


01 June 2013 1-R-4 Issue 03, Rev. 00

(2) Which has been separated from its owner during transit (e.g: lost baggage or

improperly routed baggage) but which is carried by the operator. (See AC OPS

1.1160(c)(1)).]

YCAR–OPS 1.1165 Limitations on the Transport of Dangerous Goods

(a) An operator shall ensure that articles and substances [or other goods declared as

dangerous goods]that are specifically identified by name or [generally described in the

Technical Instructions as being forbidden for transport under any circumstances are not

carried on any aeroplane.

(b) (see AC OPS (IEM) 1.1165(b)) An operator shall not carry articles and substances or

other goods declared as dangerous goods that are identified in the Technical Instructions

as being forbidden for transport in normal circumstances unless the following

requirements of those Instructions have been met:

(1) The necessary exemptions have been granted by all the States concerned under the

requirements of the Technical Instructions;

or

(2) An approval [has been granted by all the State(s) concerned on those occasions when

the Technical Instructions indicate that only such approval is required.]


YCAR–OPS 1.1195 Acceptance of Dangerous Goods

(a) An operator shall not accept dangerous goods unless:

(1) The package, overpack or freight container has been inspected in accordance with

the acceptance procedures in the Technical Instructions.

(2) Except when otherwise specified in the Technical Instructions, they are accompanied

by two copies of a dangerous goods transport document.

(3) The English language is used for:

(i) Package marking and labelling; and

(ii) The dangerous goods transport document in addition to any other language

requirements.

(b) An operator shall use an acceptance check list which shall allow for all relevant details to

be checked and shall be in such form as will allow for the recording of the results of the

acceptance check by manual, mechanical or computerised means.]

YCAR–OPS 1.1200 Inspection for Damage, Leakage or Contamination


(1) Packages, overpacks and freight containers are inspected for evidence of leakage or

damage immediately prior to loading on an aeroplane or into a unit load device, as

specified in the Technical Instructions;


Issue 03, Rev. 00 1-R-5 01 June 2013

(2) A unit load device is not loaded on an aeroplane unless it has been inspected as required

by the Technical Instructions and found free from any evidence of leakage from, or

damage to, the dangerous goods contained therein;

(3) Leaking or damaged packages, overpacks or freight containers are not loaded on an

aeroplane;

(4) Any package of dangerous goods found on an aeroplane and which appears to be

damaged or leaking is removed or arrangements made for its removal by an

appropriate authority or organisation. In this case the remainder of the consignment

shall be inspected to ensure it is in a proper condition for transport and that no

damage or contamination has occurred to the aeroplane or its load; and

(5) Packages, overpacks and freight containers are inspected for signs of damage or

leakage upon unloading from an aeroplane or from a unit load device and, if there is

evidence of damage or leakage, the area where the dangerous goods were stowed is

inspected for damage or contamination.

YCAR–OPS 1.1205 Removal of Contamination


(1) Any contamination resulting from the leakage from, or damage to articles or

packages containing dangerous goods is removed without delay and steps are taken

to nullify any hazard as specified in the Technical Instructions

(2) An aeroplane which has been contaminated by radioactive materials is immediately

taken out of service and not returned until the radiation level at any accessible

surface and the non-fixed contamination are not more than the values specified in

the Technical Instructions.

(b) In the event of a non-compliance with any limit in the Technical Instructions applicable to

radiation level or contamination,

(1) The operator must:

(i) Ensure the shipper is informed if the non-compliance is identified during

transport;

(ii) Take immediate steps to mitigate the consequences of the non-compliance;

(iii) Communicate the non-compliance to the shipper and relevant competent

authority(ies), respectively, as soon as practicable and immediately whenever

an emergency situation has developed or is developing;

(2) The operator must also, within the scope of his responsibilities:

(i) investigate the non-compliance and its causes, circumstances and

consequences;

(ii) Take appropriate action, to remedy the causes and circumstances that led to the

non-compliance and to prevent a recurrence of similar circumstances that led

to the non-compliance;

(ii) Communicate to the relevant competent authority(ies) on the causes of the

non-compliance and on corrective or preventative actions taken or to be

taken.


01 June 2013 1-R-6 Issue 03, Rev. 00

YCAR–OPS 1.1210 Loading Restrictions

(a) Passenger Cabin and Flight Deck. An operator shall ensure that dangerous goods are not

carried in an aeroplane cabin occupied by passengers or on the flight deck, except as specified in the

Technical Instructions.

(b) Cargo Compartments. An operator shall ensure that dangerous goods are loaded,

segregated, stowed and secured on an aeroplane as specified in the Technical Instructions.

(c) Dangerous Goods Designated for Carriage Only on Cargo Aircraft. An operator shall

ensure that packages of dangerous goods bearing the „Cargo Aircraft Only‟ label are

carried on a cargo aircraft and loaded as specified in the Technical Instructions.

YCAR–OPS 1.1215 Provision of Information

(a) Information to personnel. An operator must provide such information in the operations

manual and/or other appropriate manuals as will enable personnel to carry out their

responsibilities with regard to the transport of dangerous goods as specified in the

Technical Instructions, including the actions to be taken in the event of emergencies

involving dangerous goods. Where applicable, such information must also be provided to

his handling agent.

(b) Information to Passengers and Other Persons

(1) An operator shall ensure that information is promulgated as required by the

Technical Instructions so that passengers are warned as to the types of goods which

they are forbidden from transporting aboard an aeroplane; and

(2) An operator shall ensure that notices are provided at acceptance points for cargo

giving information about the transport of dangerous goods.

(c) Information to the Commander. An operator shall ensure that:

(1) written information is provided to the commander about the dangerous goods to be

carried on an aeroplane, as specified in the Technical Instructions;

(2) information for use in responding to inflight emergencies is provided, as specified in

the Technical Instructions;

(3) a legible copy of the written information to the commander is retained on the ground

at a readily accessible location until after the flight to which the written information

refers. This copy, or the information contained in it, must be readily accessible to the

aerodromes of last departure and next scheduled arrival point, until after the flight to

which the information refers;

(4) where dangerous goods are carried on a flight which takes place wholly or partially

outside the territory of a State, the English language is used for the written

information to the commander in addition to any other language requirements. (See

Table 1 of Appendix 1 to YCAR-OPS 1.1065 for the document storage period).


Issue 03, Rev. 00 1-R-7 01 June 2013

(d) Information in the Event of an Aeroplane Incident or Accident.

(1) The operator of an aeroplane which is involved in an aeroplane incident shall, on

request, provide any information as required by the Technical Instructions.

(2) The operator of an aeroplane which is involved in an aeroplane accident or serious

incident shall without delay, provide any information as required by the Technical

Instructions.

(3) The operator of an aeroplane shall include procedures in appropriate manuals and

accident contingency plans to enable this information to be provided.

(e) Information in the Event of an In-flight Emergency (See AC OPS 1.1215(e)).

(1) If an in-flight emergency occurs the commander shall, as soon as the situation

permits, inform the appropriate air traffic services unit of any dangerous goods

carried as cargo on board the aeroplane as specified in the Technical Instructions.]

YCAR–OPS 1.1220 Training programmes

(See AC OPS (AMC) 1.1220)

(a) An operator shall establish and maintain staff training programmes, as required by the

Technical Instructions, which shall be approved by the Authority.

(b) An operator must ensure that staff receive training in the requirements commensurate with

their responsibilities.

(c) An operator must ensure that training is provided or verified upon the employment of a

person in a position involving the transport of dangerous goods by air.

(d) An operator shall ensure that all staff who receive training undertake a test to verify

understanding of their responsibilities.

(e) An operator shall ensure that all staff who require dangerous goods training receive

recurrent training at intervals of not longer than 2 years.

(f) An operator shall ensure that records of dangerous goods training are maintained for all

staff as required by the Technical Instructions.

(g) An operator shall ensure that his handling agent‟s staff are trained as required by the

Technical Instructions.

YCAR–OPS 1.1225 Dangerous Goods Incident and Accident Reports

(See AC OPS (AMC) 1.1225)

(a) An operator shall report dangerous goods incidents and accidents to the Authority and the

appropriate Authority in the State where the accident or incident occurred, as provided for

in Appendix 1 to YCAR-OPS 1.1225. The first report shall be despatched within 72 hours

of the event unless exceptional circumstances prevent this and include the details that are

known at that time. If necessary, a subsequent report must be made as soon as possible

giving whatever additional information has been established.


01 June 2013 1-R-8 Issue 03, Rev. 00

(b) An operator shall also report to the Authority and the appropriate Authority in the State

where the event occurred, the finding of undeclared or misdeclared dangerous goods

discovered in cargo or passengers‟ baggage as provided for in Appendix 1 to YCAR-OPS

1.1225. The first report must be despatched within 72 hours of the discovery unless

exceptional circumstances prevent this and include the details that are known at that time.

If necessary, a subsequent report must be made as soon as possible giving whatever

additional information has been established.]


Appendix 1 to YCAR-OPS 1.1225 Dangerous goods incident and accident reports

1. An operator shall ensure that any type of dangerous goods incident or accident is reported,

irrespective of whether the dangerous goods are contained in cargo, mail, passengers‟ baggage

or crew baggage. The finding of undeclared or misdeclared dangerous goods in cargo, mail or

baggage shall also be reported.

2. The first report shall be despatched within 72 hours of the event unless exceptional

circumstances prevent this. It may be sent by any means, including e-mail, telephone or fax.

This report shall include the details that are known at that time, under the headings identified in

paragraph 3. If necessary, a subsequent report shall be made as soon as possible giving all the

details that were not known at the time the first report was sent. If a report has been made

verbally, written confirmation shall be sent as soon as possible.

3. The first and any subsequent report shall be as precise as possible and contain such of the

following data that are relevant:

a. Date of the incident or accident or the finding of undeclared or misdeclared dangerous

goods;

b. Location, the flight number and flight date;

c. Description of the goods and the reference number of the air waybill, pouch, baggage tag,

ticket, etc;

d. Proper shipping name (including the technical name, if appropriate) and UN/ID number,

when known;

e. Class or division and any subsidiary risk;

f. Type of packaging, and the packaging specification marking on it;

g. Quantity;

h. Name and address of the shipper, passenger, etc;

i. Any other relevant details;

j. Suspected cause of the incident or accident;

k. Action taken;

l. Any other reporting action taken; and

m. Name, title, address and telephone number of the person making the report.

4 Copies of relevant documents and any photographs taken should be attached to a report.]

SECTION 1 YCAR-OPS 1 Subpart S

Issue 03, Rev. 00 1-S-1 01 June 2013


YCAR-OPS 1.1235 Security requirements

An operator shall ensure that all appropriate personnel are familiar, and comply, with the relevant

requirements of the national security programmes of the State of the operator.

YCAR-OPS 1.1240 Training programmes

(See AC OPS 1.1240)

An operator shall establish, maintain and conduct approved training programmes which enable the

operator‟s crew members to take appropriate action to prevent acts of unlawful interfe rence, such as

sabotage or unlawful seizure of aeroplanes and to minimise the consequences of such events, should

they occur. The training programme shall be compatible with the National Aviation Security

Programme. Individual crew member shall have knowledge and competence of all relevant elements

of the training programme.

YCAR-OPS 1.1245 Reporting acts of unlawful interference

Following an act of unlawful interference on board an aeroplane the commander or, in his absence the

operator, shall submit, without delay, a report of such an act to the designated local authority and the

Authority in the State of the operator.

YCAR-OPS 1.1250 Aeroplane search procedure checklist

An operator shall ensure that there is on board a checklist of the procedures to be followed in search

of a bomb or Improvised Explosive Device (IED) in case of suspected sabotage and for inspecting

aeroplanes for concealed weapons, explosives or other dangerous devices where a well founded

suspicion exists that the aeroplane may be the object of an act of unlawful interference. The checklist

shall be supported by guidance on the appropriate course of action to be taken should a bomb or

suspicious object be found and information on the least-risk bomb location specific to the aeroplane

where provided by the Type Certificate holder.

YCAR-OPS 1.1255 Flight crew compartment security

(a) In all aeroplanes which are equipped with a flight crew compartment door, this door shall

be capable of being locked, and means or procedures acceptable to the Authority shall be

provided or established by which the cabin crew can discreetly notify the flight crew in

the event of suspicious activity or security breaches in the cabin.

(b) All passenger-carrying aeroplanes of a maximum certificated take-off mass in excess of

45500 kg or with a Maximum Approved Passenger Seating Configuration greater than 60,

on international commercial operations, shall be equipped with an approved flight crew

compartment door that is capable of being locked and unlocked from each pilot‟s station

and designed to resist penetration by small arms fire and grenade shrapnel, and to resist

forcible intrusion by unauthorized persons and meet the requirements of EASA

Certification Specification CS-25. The design of this door shall not hinder emergency

operations, as required in EASA Certification Specification CS-25.

(c) In all aeroplanes which are equipped with a flight crew compartment door in accordance

with sub-paragraph (b):

(1) This door shall be closed prior to engine start for take-off and will be locked when

required by security procedure or the Commander, until engine shut down after

YCAR-OPS 1 Subpart S SECTION 1

01 June 2013 1-S-2 Issue 03, Rev. 00

landing, except when deemed necessary for authorised persons to access or egress in

compliance with National Aviation Security Programme;

(2) means shall be provided for monitoring from either pilot‟s station the area outside

the flight crew compartment to the extent necessary to identify persons requesting

entry to the flight crew compartment and to detect suspicious behaviour or potential

threat.

SECTION 2 YCAR-OPS 1

2-A-1 01 June 2013

SUBPART A - SECTION 2 ACCEPTABLE MEANS OF COMPLIANCE AND

INTERPRETATIVE/ EXPLANATORY MATERIAL (AMC & IEM)

1 GENERAL

1.1 This Section contains Acceptable Means of Compliance and Interpretative/Explanatory

Material that has been agreed for inclusion in YCAR–OPS 1.

1.2 Where a particular YCAR paragraph does not have an Acceptable Means of Compliance or

any Interpretative/Explanatory Material, it is considered that no supplementary material is

required.

2 PRESENTATION

2.1 The Acceptable Means of Compliance and In terpretative/Explanatory Material are presented

in full page width on loose pages, each page being identif ied by the date of issue.

2.2 A numbering system has been used in which the Acceptable Means of Compliance or

Interpretative/Explanatory Material uses the same number as the YCAR paragraph to which

it refers. The number is introduced by the letters AMC or IEM to distinguish the material

from the YCAR itself.

2.3 The acronyms AMC and IEM also indicate the nature of the material and for this purpose

the two types of material are defined as follows:

Acceptable Means of Compliance (AMC) i l lustrate a means, or several alternative means,

but not necessarily the only possible means by which a requirement can be met. It should

however be noted that where a new AMC is developed, any such AMC (which may be

additional to an existing AMC) will be amended into the document following consultation

under the NPRM procedure.

Interpretative/Explanatory Material (IEM) helps to il lustrate the meaning of a requirement.

2.4 New AMC or IEM material may, in the first place, be made available rapidly by being

published as a Temporary Guidance Leaflet (TGL) or Civil Aviation Advisory Publication

(CAAP).

Note: Any person who considers that there may be alternative AMCs or I EMs to those published should submit details to the Authority, for alternatives to be properly considered. Possible alternative AMCs or IEMs may not be used until published as AMCs, IEMs or TGLs.

2.5 New, amended and corrected text will be enclosed within heavy brackets until a subsequent

“amendment” is issued.


Issue 03, Rev. 00 2-B-1 01 June 2013


AC to Appendix 1 to YCAR-OPS 1.005 (a) Operations of performance class B aeroplanes See Appendix 1 to YCAR-OPS 1.005(a)

1 YCAR-OPS 1.037; Safety Management System; Reserved

For operations of performance class B aeroplanes, a simplified programme is sufficient which may

consist of the following.

Collecting case based material (such as accident reports relating to the type of operation) and

submit/distribute that information material to the crew members concerned; or

Collection and use of information from flight safety seminars (such as AOPA flight safety seminars

etc.)

2 Appendix 2 to YCAR-OPS 1.175; The management and organisation of an AOC holder

Supervision - The supervision of personnel may be undertaken by the appropriate nominated

postholder(s) subject to time available.

3 YCAR-OPS 1.915; Technical Log

Two examples of acceptable ways to fulfil the requirement for a Technical Log are given in

attachments 1 and 2 to this AC, where a so called Flight Log is presented. (See attachments)

4 YCAR-OPS 1.1070; MME – Maintenance Management Exposition:

The MME can be simplified as relevant to the operation to be conducted.

5 Subpart R; Transport of Dangerous goods by air

YCAR-OPS 1.1145, 1.1155, 1.1160, 1.1165, 1.1215, 1.1220 and 1.1225 are applicable to all

operators. The remainder of this Subpart applies only when the operator seeks or holds an approval to

carry dangerous goods.

6 Subpart S; Security

YCAR-OPS 1.1235 - Security requirements are applicable when operating in states where the national

security programme applies to the operations covered in this Subpart.

YCAR-OPS 1.1240 - Training programmes shall be adapted to the kind of operations performed. A

self-study training programme may be acceptable for VFR operations.

7 Appendix 1 to YCAR-OPS 1.005(a), subparagraph (a)(3)

Civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below the horizon and

begins in the morning when the centre of the sun's disc is 6 degrees below the horizon.

8 YCAR-OPS 1.290(b)(2)

Where a Configuration Deviation List (CDL) is provided for aeroplanes of this size, it is included in the

Aeroplane Flight Manual (AFM) or an equivalent document.

YCAR-OPS 1 Subpart B SECTION 2

01 June 2013 2-B-2 Issue 03, Rev. 00

Attachment 1 to AC to Appendix 1 to YCAR-OPS 1.005(a)

Name of the Operator

1

Flight Log 2

Name of Commander: Registration: Sheet No.

3:

Address of the operator Commanders signature4: Name and duty of other Crew Member(s): Aeroplane Type: Date:

FLIGHT5 CHECK BLOCK TIME AIRBORNE TIME LOAD FUEL ON BOARD

Nature of Flight:

6

From: To: No. of Ldg:

7

Flight Preparation:8

Off: On: Time:

Take-off: Ldg: Time: No of Pax/ Cargo (kg/lbs)

Take-off mass: (kg/lbs)

Uplift Take-off:9

(ltrs/kg/lbs

Ldg:

FLIGHT DATA BLOCK TIME REPORT INCIDENTS / OCCURRENCES / OBSERVATIONS REPORT/DEFECTS NOTED

10

Block Time: Landings: Mark type of report: Operation/ Technical/ Other11

. Also note any de-/anti-icing as instructed12

Total per Day:

Total Previous Report:

Total to Report:

FLIGHT DATA FLIGHT TIME REPORT CERTIFICATE OF RELEASE TO SERVICE

ACTIONS TAKEN 13

Flight Time: Next Maintenance due:

Name of certifying staff & YCAR 145 approval reference (if applicable)

Total this sheet: Hours Certifies that the work specified except as otherwise specified was carried out in accordance with YCAR 145 and in respect to that work the aeroplane/aeroplane component is considered ready for release to service.

Total from previous sheet:

Landings Signature

Total to Report: Date

1 Operator‟s name and address pre-printed or filled in by hand

2 Must be filled for

each day ; and

each flight crew 3 Sheet number (e.g. yy-nn) must be pre-printed or printed by hand. All sheets must be identifiable and numbered according to a

continuous system that offers the same security when hand printed as when pre-printed. 4 The commander‟s signature states that everything on this sheet is correct

5 For flights from A to A, a summary entry may be made. All other flights such as A to B etc., for each flight an entry must be made.

6 Such as Private, Commercial, Technical, Training, Sailplane towing etc.

7 Number of landings if summary entry

8 Flight Preparation according the Operations Manual (commanders initials) state that:

1. Weight and Balance is within Limit 2. Pre-flight check is done 3. Technical status is checked and aeroplane accepted by the commander 4. Passengers manifest/documentation performed

9 Total Fuel on board (state the units unless pre-printed)

10 Incidents/Occurrences/Observations Report (Operation, Technical, Others):

if no report needs to be made state ”- NIL -” If a report must be made state (mark) the type of report

11 Number each observation sequentially for each log sheet.

12 If de- or anti-icing has been applied, state time and amount and kind of fluid applied or other action taken, e.g. mechanical removal of

snow or ice, If oil has been filled, state the time and amount 13

Use the same number as the corresponding observation to link report and response.


Issue 03, Rev. 00 2-B-3 01 June 2013


Issue 03, Rev. 00 2-B-1 01 June 2013

Address of operator :

Date: CREW LOAD OIL GROUND DE-ICING Sheet number00000001

Aeroplane Type: Name of commander: __________________________ Name and duty of crew member _______________________

Nb of Pax : __________________ Mass (kg/lb) Cargo : ____________________ Take off :____________________

Engine 1 / Engine 2

Refilled : ______________/____________ Total : ______________/___________

Type of fluid : _______________ Mixture : ___________________

Time of de-icing Commenced : ______________ Finished : __________________

Last release : ____________________ Total aeroplane hours : ____________ Total aeroplane landing : ___________ Next maintenance due : In hours : _______________________ In landing :

Registration:

FLIGHT PRE-FLIGHT BLOCK TIME AIRBORNE TIME FUEL ON BOARD (ltrs/kg/lbs)

Flight Nb : From: To : Nb. of Ldg : Name / Signature Off : On : Time : Take-off: Ldg: Time : Uplift : Take-off: Ldg :

Defects Signature Actions Taken YCAR 145-50 Release to Service

00000001-1

Agreement number: Date: Place: Time: Name: Signature:

PN : sn off: sn on :

00000001-2

Agreement number: Date: Place: Time: Name: Signature: PN :

sn off: sn on :

00000001-3

: Agreement number: Date: Place/Time: Name: Signature:

PN : sn off: sn on

MEL DEFERRED DEFECT Item MEL Open Date Category Limit Date

__________________________________________________________________________________________________________________________

Captain’s Acceptance

Daily check / Maintenance done : Agreement number: Date: Place: Time: Name: Signature:


Issue 03, Rev. 00 2-B-1 01 June 2013

AMC OPS 1.035 Quality System

See YCAR-OPS 1.035

1 Introduction

1.1 In order to show compliance with YCAR-OPS 1.035, an operator should establish his Quality System

in accordance with the instructions and information contained in the following paragraphs:

2 General

An operator should establish a plan acceptable to the Authority to show when and how often

the audit activities will be monitored. In addition, reports should be produced at the completion

of each monitoring investigation and include details of discrepancies of non compliance with

procedures or requirements.

The feedback part of the system should address who is required to rectify discrepancies and

non compliance in each particular case and the procedure to be followed if

rectification is not completed within appropriate timescales. The procedure should lead to

the Accountable Manager specified in YCAR-OPS 3.175(h).

2.1 Terminology

a. The terms used in the context of the requirement for an operator‟s Quality System have the following

meanings:

i. Accountable Manager. The person acceptable to the Authority who has corporate authority for

ensuring that all operations and maintenance activities can be financed and carried out to the standard

required by the Authority, and any additional requirements defined by the operator.

ii. Quality Assurance. All those planned and systematic actions necessary to provide adequate

confidence that operational and maintenance practices satisfy given requirements.

iii. Quality Manager. The manager, acceptable to the Authority, responsible for the management of the

Quality System, monitoring function and requesting corrective actions.

2.2 Quality Policy

2.2.1 An operator should establish a formal written Quality Policy Statement that is a commitment by the

Accountable Manager as to what the Quality System is intended to achieve. The Quality Policy should

reflect the achievement and continued compliance with YCAR-OPS 1 together with any additional

standards specified by the operator.

2.2.2 The Accountable Manager is an essential part of the AOC holder‟s management organisation. With

regard to the text in YCAR OPS 1.175 (h) and the above terminology, the term „Accountable Manager‟

is intended to mean the Chief Executive / President / Managing Director / Director General / General

Manager etc. of the operator‟s organisation, who by virtue of his position has overall responsibility

(including financial) for managing the organisation .

2.2.3 The Accountable Manager will have overall responsibility for the Quality System including the

frequency, format and structure of the internal management evaluation activities as prescribed in

paragraph 4.9 below.

2.3 Purpose of the Quality System

2.3.1 The Quality System should enable the operator to monitor compliance with YCAR-OPS 1, the

Operations Manual, the Operator's Maintenance Management Exposition, and any other standards

specified by that operator, or the Authority, to ensure safe operations and airworthy air craft.

2.4 Quality Manager

2.4.1 The function of the Quality Manager to monitor compliance with, and the adequacy of, procedures

required to ensure safe operational practices and airworthy aeroplanes, as required by YCAR-OPS

1.035(a), may be carried out by more than one person by means of different, but complementary,

Quality Assurance Programmes.

2.4.2 The primary role of the Quality Manager is to verify, by monitoring activity in the fields of flight

operations, maintenance, crew training and ground operations, that the standards required by the


01 June 2013 2-B-2 Issue 03, Rev. 00

Authority, and any additional requirements defined by the operator, are being carried out under the

supervision of the relevant Nominated Postholder.

2.4.3 The Quality Manager should be responsible for ensuring that the Quality Assurance Programme is

properly established, implemented and maintained.

2.4.4 The Quality Manager should:

a. Have direct access to the Accountable Manager;

b. Not be one of the nominated post holders; and

c. Have access to all parts of the operator‟s and, as necessary, any sub -contractor‟s organisation.

2.4.5 In the case of small/very small operators (see paragraph 7.3 below), the posts of the Accountable

Manager and the Quality Manager may be combined. However, in this event, quality audits should be

conducted by independent personnel. In accordance with paragraph 2.4.4.b above, it will not be

possible for the Accountable Manager to be one of the nominated postholders.

3 Quality System

3.1 Introduction

3.1.1 The operator‟s Quality System should ensure compliance with and adequacy of operational and

maintenance activities requirements, standards and operational procedures.

3.1.2 The operator should specify the basic structure of the Quality System applicable to the operation.

3.1.3 The Quality System should be structured according to the size and complexity of the operation to be

monitored („small operators‟ see also paragraph 7 below).

3.2 Scope

3.2.1 As a minimum, the Quality System should address the following:

a. The provisions of YCAR-OPS;

b. The operator‟s additional standards and operating procedures;

c. The operator‟s Quality Policy;

d. The operator‟s organisational structure;

e. Responsibility for the development, establishment and management of the Quali ty System;

f. Documentation, including manuals, reports and records;

g. Quality Procedures;

h. Quality Assurance Programme;

i. The required financial, material, and human resources;

j. Training requirements.

3.2.2 The quality system should include a feedback system to the Accountable Manager to ensure that

corrective actions are both identified and promptly addressed. The feedback system should also

specify who is required to rectify discrepancies and non-compliance in each particular case, and the

procedure to be followed if corrective action is not completed within an appropriate timescale.

3.3 Relevant Documentation

3.3.1 Relevant documentation includes the relevant part of the Operations Manual and the Operator‟s

Maintenance Management Exposition, which may be included in a separate Quality Manual.

3.3.2 In addition, relevant documentation should also include the following:

a. Quality Policy;

b. Terminology;

c. Specified operational standards;

d. A description of the organisation;

e. The allocation of duties and responsibilities;

f. Operational procedures to ensure regulatory compliance;

g. Safety Management System;


Issue 03, Rev. 00 2-B-3 01 June 2013

h. The Quality Assurance Programme, reflecting;

i. Schedule of the monitoring process;

ii. Audit procedures;

iii. Reporting procedures;

iv. Follow-up and corrective action procedures;

v. Recording system;

i. The training syllabus; and

j. Document control.

4 Quality Assurance Programme (See YCAR-OPS 1.035(b).)

4.1 Introduction

4.1.1 The Quality Assurance Programme should include all planned and systematic actions necessary to

provide confidence that all operations and maintenance are conducted in accordance with all

applicable requirements, standards and operational procedures.

4.1.2 When establishing a Quality Assurance Programme, consideration should, at least, be given to the

paragraphs 4.2 to 4.9 below:

4.2 Quality Inspection

4.2.1 The primary purpose of a quality inspection is to observe a particular event/action/document etc., in

order to verify whether established operational procedures and requirements are followed during the

accomplishment of that event and whether the required standard is achieved.

4.2.2 Typical subject areas for quality inspections are:

a. Actual flight operations;

b. Ground De-icing/Anti-icing;

c. Flight Support Services;

d. Load Control;

e. Maintenance;

f. Technical Standards; and

g. Training Standards.

4.3 Audit

4.3.1 An audit is a systematic, and independent comparison of the way in which an operation is being

conducted against the way in which the published operational procedures say it should be conducted.

4.3.2 Audits should include at least the following quality procedures and processes:

a. A statement explaining the scope of the audit;

b. Planning and preparation;

c. Gathering and recording evidence; and

d. Analysis of the evidence.

4.3.3 Techniques which contribute to an effective audit are:

a. Interviews or discussions with personnel;

b. A review of published documents;

c. The examination of an adequate sample of records;

d. The witnessing of the activities which make up the operation; and

e. The preservation of documents and the recording of observations.

4.4 Auditors

4.4.1 An operator should decide, depending on the complexity of the operation, whether to make use of a

dedicated audit team or a single auditor. In any event, the auditor or audit team should have relevant

operational and/or maintenance experience.


01 June 2013 2-B-4 Issue 03, Rev. 00

4.4.2 The responsibilities of the auditors should be clearly defined in the relevant documentation .

4.5 Auditor‟s Independence

4.5.1 Auditors should not have any day-to-day involvement in the area of the operation and/or maintenance

activity which is to be audited. An operator may, in addition to using the services of full -time dedicated

personnel belonging to a separate quality department, undertake the monitoring of specific areas or

activities by the use of part-time auditors. An operator whose structure and size does not justify the

establishment of full-time auditors, may undertake the audit function by the use of part-time personnel

from within his own organisation or from an external source under the terms of an agreement

acceptable to the Authority. In all cases the operator should develop suitable procedures to ensure

that persons directly responsible for the activities to be audited are not selected as part of the auditing

team. Where external auditors are used, it is essential that any external specialist is familiar with the

type of operation and/or maintenance conducted by the operator.

4.5.2 The operator‟s Quality Assurance Programme should identify the persons within the company who

have the experience, responsibility and authority to:

a. Perform quality inspections and audits as part of ongoing Quality Assurance;

b. Identify and record any concerns or findings, and the evidence necessary to substantiate such

concerns or findings;

c. Initiate or recommend solutions to concerns or findings through designated reporting channels;

d. Verify the implementation of solutions within specific timescales;

e. Report directly to the Quality Manager.

4.6 Audit Scope

4.6.1 Operators are required to monitor compliance with the operational procedures they have designed to

ensure safe operations, airworthy aircraft and the serviceability of both operational and safety

equipment. In doing so they should as a minimum, and where appropriate, monitor:

a. Organisation;

b. Plans and Company objectives;

c. Operational Procedures;

d. Flight Safety;

e. Operator certification (AOC/Operations specification);

f. Supervision;

g. Aircraft Performance;

h. All Weather Operations;

i. Communications and Navigational Equipment and Practices;

j. Mass, Balance and Aircraft Loading;

k. Instruments and Safety Equipment;

l. Manuals, Logs, and Records;

m. Flight and Duty Time Limitations, Rest Requirements, and Scheduling;

n. Aircraft Maintenance/Operations interface;

o. Use of the MEL;

p. Maintenance Programmes and Continued Airworthiness;

q. Airworthiness Directives management;

r. Maintenance Accomplishment;

s. Defect Deferral;

t. Flight Crew;

u. Cabin Crew;

v. Dangerous Goods;


Issue 03, Rev. 00 2-B-5 01 June 2013

w. Security;

x. Training.

4.7 Audit Scheduling

4.7.1 A Quality Assurance Programme should include a defined audit schedule and a periodic review cycle

area by area. The schedule should be flexible, and allow unscheduled audits when trends are

identified. Follow-up audits should be scheduled when necessary to verify that corrective action was

carried out and that it was effective.

4.7.2 An operator should establish a schedule of audits to be completed during a spec ified calendar period.

All aspects of the operation should be reviewed within every period of 12 months in accordance with

the programme unless an extension to the audit period is accepted as explained below. An operator

may increase the frequency of audits at his discretion but should not decrease the frequency without

the agreement of the Authority. It is considered unlikely that an interval between audits greater than 24

months would be acceptable for any audit topic.

4.7.3 When an operator defines the audit schedule, significant changes to the management, organisation,

operation, or technologies should be considered as well as changes to the regulatory requirements.

4.8 Monitoring and Corrective Action

4.8.1 The aim of monitoring within the Quality System is primarily to investigate and judge its effectiveness

and thereby to ensure that defined policy, operational, and maintenance standards are continuously

complied with. Monitoring activity is based upon quality inspections, audits, corrective action a nd

follow-up. The operator should establish and publish a quality procedure to monitor regulatory

compliance on a continuing basis. This monitoring activity should be aimed at eliminating the causes

of unsatisfactory performance.

4.8.2 Any non-compliance identified as a result of monitoring should be communicated to the manager

responsible for taking corrective action or, if appropriate, the Accountable Manager. Such non-

compliance should be recorded, for the purpose of further investigation, in order to de termine the

cause and to enable the recommendation of appropriate corrective action.

4.8.3 The Quality Assurance Programme should include procedures to ensure that corrective actions are

taken in response to findings. These quality procedures should monitor such actions to verify their

effectiveness and that they have been completed. Organisational responsibility and accountability for

the implementation of corrective action resides with the department cited in the report identifying the

finding. The Accountable Manager will have the ultimate responsibility for resourcing the corrective

action and ensuring, through the Quality Manager, that the corrective action has re -established

compliance with the standard required by the Authority, and any additional requirements defined by

the operator.

4.8.4 Corrective action

a. Subsequent to the quality inspection/audit, the operator should establish:

i. The seriousness of any findings and any need for immediate corrective action;

ii. The origin of the finding;

iii. What corrective actions are required to ensure that the non-compliance does not recur;

iv. A schedule for corrective action;

v. The identification of individuals or departments responsible for implementing corrective action;

vi. Allocation of resources by the Accountable Manager, where appropriate.

4.8.5 The Quality Manager should:

a. Verify that corrective action is taken by the manager responsible in response to any finding of non -

compliance;

b. Verify that corrective action includes the elements outlined in paragraph 4.8.4 above;

c. Monitor the implementation and completion of corrective action;

d. Provide management with an independent assessment of corrective action, implementation and

completion;

e. Evaluate the effectiveness of corrective action through the follow-up process.

4.9 Management Evaluation


01 June 2013 2-B-6 Issue 03, Rev. 00

4.9.1 A management evaluation is a comprehensive, systematic, documented review by the management of

the quality system, operational policies and procedures, and should consider:

a. The results of quality inspections, audits and any other indicators;

b. The overall effectiveness of the management organisation in achieving stated objectives.

4.9.2 A management evaluation should identify and correct trends, and prevent, where possible, future non -

conformities. Conclusions and recommendations made as a result of an evaluation should be

submitted in writing to the responsible manager for action. The responsible manager should be an

individual who has the authority to resolve issues and take action.

4.9.3 The Accountable Manager should decide upon the frequency, format, and structure of internal

management evaluation activities.

4.10 Recording

4.10.1 Accurate, complete, and readily accessible records documenting the results of the Quality Assurance

Programme should be maintained by the operator. Records are essential data to enable an operator to

analyse and determine the root causes of non-conformity, so that areas of non-compliance can be

identified and addressed.

4.10.2 The following records should be retained for a period of 5 years:

a. Audit Schedules;

b. Quality inspection and Audit reports;

c. Responses to findings;

d. Corrective action reports;

e. Follow-up and closure reports; and

f. Management Evaluation reports.

5 Quality Assurance Responsibility for Sub-Contractors

5.1 Sub-Contractors

5.1.1 Operators may decide to sub-contract out certain activities to external agencies for the provision of

services related to areas such as:

a. Ground De-icing/Anti-icing;

b. Maintenance;

c. Ground handling;

d. Flight Support (including Performance calculations, flight planning, navigation database and despatch);

e. Training;

f. Manual preparation.

5.1.2 The ultimate responsibility for the product or service provided by the sub-contractor always remains

with the operator. A written agreement should exist between the operator and the sub-contractor

clearly defining the safety related services and quality to be provided. The sub-contractor‟s safety

related activities relevant to the agreement should be included in the operator‟s Quality Assurance

Programme.

5.1.3 The operator should ensure that the sub-contractor has the necessary authorisation/approval when

required and commands the resources and competence to undertake the task. If the operator requires

the sub-contractor to conduct activity which exceeds the sub-contractor‟s authorisation/approval, the

operator is responsible for ensuring that the sub-contractor‟s quality assurance takes account of such

additional requirements.

6 Quality System Training

6.1 General

6.1.1 An operator should establish effective, well planned and resourced quality related briefing for all

personnel.

6.1.2 Those responsible for managing the Quality System should receive training covering:

a. An introduction to the concept of the Quality System;


Issue 03, Rev. 00 2-B-7 01 June 2013

b. Quality management;

c. The concept of Quality Assurance;

d. Quality manuals;

e. Audit techniques;

f. Reporting and recording; and

g. The way in which the Quality System will function in the company.

6.1.3 Time should be provided to train every individual involved in quality management and for briefing the

remainder of the employees. The allocation of time and resources should be governed by the size and

complexity of the operation concerned.

6.2 Sources of Training

6.2.1 Quality management courses are available from the various National or International Standards

Institutions, and an operator should consider whether to offer such courses to those likely to be

involved in the management of Quality Systems. Operators with sufficient appropriately qualified staff

should consider whether to carry out in-house training.

7 Organisations with 20 or less full time employees

7.1 Introduction

The requirement to establish and document a Quality System, and to employ a Quality Manager

applies to all operators. References to large and small operators elsewhere in the requirements are

governed by aircraft capacity (i.e more or less than 20 seats) and by mass (greater or less than 10

tonnes Maximum Take-Off Mass). Such terminology is not relevant when considering the scale of an

operation and the Quality System required. In the context of quality systems therefore, operators

should be categorised according to the number of full time staff employees.

7.2 Scale of Operation

7.2.1 Operators who employ 5 or less full time staff are considered to be „very small‟ while those employing

between 6 and 20 full time employees are regarded as „small‟ operators as far as quality systems are

concerned. Full-time in this context means employed for not less than 35 hours per week excluding

vacation periods. Staff must have an employment contract and hold a Yemen residence visa.

7.2.2 Complex quality systems could be inappropriate for small or very small operators and the clerical effort

required to draw up manuals and quality procedures for a complex system may stretch their resources.

It is therefore accepted that such operators should tailor their quality systems to suit the size and

complexity of their operation and allocate resources accordingly.

7.3 Quality Systems for small/very small Operators

7.3.1 For small and very small operators it may be appropriate to develop a Quality Assurance Programme

that employs a checklist. The checklist should have a supporting schedule that requires completion of

all checklist items within a specified timescale, together with a statement acknowledging completion of

a periodic review by top management. An occasional independent overview of the checklist content

and achievement of the Quality Assurance should be undertaken.

7.3.2 The „small‟ operator may decide to use internal or external auditors or a combination of the two. In

these circumstances it would be acceptable for external specialists and or qualified organisations to

perform the quality audits on behalf of the Quality Manager.

7.3.3 If the independent quality audit function is being conducted by external auditors, the audit schedule

should be shown in the relevant documentation.

7.3.4 Whatever arrangements are made, the operator retains the ultimate responsibility for the quality

system and especially the completion and follow-up of corrective actions.


01 June 2013 2-B-8 Issue 03, Rev. 00

IEM OPS 1.035 Quality System – Organisation examples


The following diagrams illustrate two typical examples of Quality organisations.

1. Quality System within the AOC holder‟s organisation when the AOC holder also holds a AMO

approval.

2. Quality Systems related to a holder‟s organisation where aircraft main tenance is contracted out to a

approved organisation which is not integrated with the AOC/authorisation holder:

Note: The Quality System and Quality Audit Programme of the AOC/authorisation holder should assure that the maintenan ce carried out by the

approved organisation is in accordance with requirements specified by the AOC/authorisation holder.

IEM OPS 1.037 Safety Management System;

AC OPS 1.037(c) Flight Data Monitoring Programme

See YCAR-OPS 1.037(c) YCAR-OPS 1.037 Safety Management System Guiadance material for the establishment of a SMS can be found in ICAO Safety Management System Manual (Doc 9852) AC OPS 1.037(c) Flight Data Monitoring Programme See YCAR-OPS 1.037(c) YCAR-OPS 1.037 Safety Management System 1. Flight Data Monitoring (FDM) is the pro-active and non-punitive use of digital flight data from routine operations to improve aviation safety. 1. Flight Data Monitoring (FDM) is the pro-active and non-punitive use of digital flight data from routine

operations to improve aviation safety.

Quality

Assurance

Approved Maintenance

Organisation

Maintenance

Quality

Assurance

Quality

Assurance Operations

Accountable

Manager

Quality

Manager

Accountable Manager

Quality Manager

Maintenance

CAR /JAR 145 AMO Organisation

Quality Assurance Operations

Quality Assurance

Quality Assurance

Approved Maintenance Organisation

Quality Manager

Quality System

Accountable Manager

Quality System

AOC Holder Organisation


Issue 03, Rev. 00 2-B-9 01 June 2013

2. The Post Holder of the safety management system, which includes establishing and maintaining the

FDM programme, is accountable for the discovery of issues and the transmission of these to the

relevant manager(s) responsible for the process(es) concerned. The latter are accountable for taking appropriate and practicable safety action within a reasonable period of time that ref lects the severity of the issue.

Note: While an operator may contract the operation of a flight data analysis programme to another party th e

overall responsibility remains with the operator‟s safety management system. 3. An FDM programme will allow an operator to: 3.1 Identify areas of operational risk and quantify current safety margins. 3.2 Identify and quantify operational risks by highlighting when non-standard, unusual or unsafe

circumstances occur. 3.3 Use the FDM information on the frequency of occurrence, combined with an estimation of the level of

severity, to assess the safety risks and to determine which may become unacceptable if the discovered trend continues.

3.4 Put in place appropriate procedures for remedial action once an unacceptable risk, either actually

present or predicted by trending, has been identified. 3.5 Confirm the effectiveness of any remedial action by continued monitoring. 4. Flight Data Monitoring Analysis Techniques: 4.1 Exceedence Detection: This looks for deviations from flight manual limits, and standard operating

procedures. A set of core events should be selected to cover the main areas of interest to the operator. A sample list is in the Appendix. The event detection limits should be continuously reviewed to reflect the operator‟s current operating procedures.

4.2 All Flights Measurement: A system that defines what is normal practice. This may be accomplished by

retaining various snapshots of information from each flight. 4.3 Statistics: A series of measures collected to support the analysis process. These would be expected

to include the numbers of flights flown and analysed, aircraft and sector details sufficient to generate rate and trend information.

5. Flight Data Monitoring Analysis, Assessment and Process Control Tools: The effective assessment of

information obtained from digital flight data is dependant on the provision of appropriate information technology tool sets. A programme suite may include: Annotated data trace displays, engineering unit listings, visualisation for the most significant incidents, access to interpretative material, links to other safety information, and statistical presentations.

6. Education and Publication: Sharing safety information is a fundamental principle of aviation safety in

helping to reduce accident rates The operator should pass on the lessons learnt to all relevant personnel and, where appropriate, industry. Similar media to air safety systems may be used. These may include: Newsletters, flight safety magazines, highlighting examples in training and simulator exercises, periodic reports to industry and the regulatory authority.

7. Accident and incident data requirements specified in YCAR-OPS 1.160 take precedence over the

requirements of an FDM programme. In these cases the FDR data should be retained as part of the investigation data and may fall outside the de-identification agreements.

8. Every crew member has a responsibility to report events described in YCAR-OPS 1.085(b) using the

company occurrence reporting scheme detailed in YCAR-OPS 1.037(f). Mandatory Occurrence Reporting is a requirement under YCAR-OPS 1.420. Significant risk-bearing incidents detected by FDM will therefore normally be the subject of mandatory occurrence reporting by the crew. If this is not the case then they should submit a retrospective report that will be included under the safety management system process without prejudice.

9. The data recovery strategy should ensure a sufficiently representative capture of flight information to

maintain an overview of operations. Data analysis should be performed sufficiently frequently to enable action to be taken on significant safety issues.


01 June 2013 2-B-10 Issue 03, Rev. 00

10. The data retention strategy should aim to provide the greatest safety benefits practicable from the

available data. A full data set should be retained until the action and review processes are complete; thereafter, a reduced data set relating to closed issues can be maintained for longer term trend analysis. Programme managers may wish to retain samples of de-identified full-flight data for various safety purposes (detailed analysis, training, benchmarking etc.).

11. Data Access and Security policy should restrict information access to authorised persons. When data

access is required for airworthiness and maintenance purposes, a procedure should be in place to prevent disclosure of crew identity.

12. Procedure Document; this document signed by all parties (airline management, flight crew member

representatives nominated either by the union or the flight crew themselves) will, as a minimum, define:

a) The aim of the FDM programme. b) A data access and security policy that should restrict access to information to specifically authorised

persons identified by their position. c) The method to obtain de-identified crew feedback on those occasions that require specific flight follow-

up for contextual information; where such crew contact is required the authorised person(s) need not necessarily be the programme manager, or safety manager, but could be a third party (broker) mutually acceptable to unions or staff and management.

d) The data retention policy and accountability including the measures taken to ensure the security of the

data. e) The conditions under which, on rare occasions, advisory briefing or remedial training should take

place; this should always be carried out in a constructive and non-punitive manner. f) The conditions under which the confidentiality may be withdrawn for reasons of gross negligence or

significant continuing safety concern. g) The participation of flight crew member representative(s) in the assessment of the data, the action and

review process and the consideration of recommendations. h) The policy for publishing the findings resulting from FDM. 13. Airborne systems and equipment used to obtain FDM data will range from an already installed full

Quick Access Recorder, in a modern aircraft with digital systems, to a basic crash protected recorder in an older or less sophisticated aircraft. The analysis potential of the reduced data set available in the latter case may reduce the safety benefits obtainable. The operator shall ensure that FDM use does not adversely affect the serviceability of equipment required for accident investigation.

14. It is recommended that an operatopr of an aeroplane of a maximum certificated take off mass in

excess of 20,000 kg should establish and maintain a fl ight data monitoring programme as part of its accident prevention and flight safety programme.

AC OPS 1.037(f) Occurrence Reporting Scheme

See YCAR-OPS 1.037 Safety Management System (f)

1. The overall objective of the scheme described in YCAR-OPS 1.037(f) is to use reported information to

improve the level of flight safety and not to attribute blame.

2. The detailed objectives of the scheme are:

a. To enable an assessment of the safety implications of each relevant incident and accident to be made,

including previous similar occurrences, so that any necessary action can be initiated; and

b. To ensure that knowledge of relevant incidents and accidents is disseminated so that other persons

and organisations may learn from them.

3. The scheme is an essential part of the overall monitoring function; it is complementary to the normal

day to day procedures and „control‟ systems and is not intended to duplicate or supersede any of

them. The scheme is a tool to identify those occasions where routine procedures have failed.


Issue 03, Rev. 00 2-B-11 01 June 2013

(Occurrences that have to be reported and responsibilities for submitting reports are described in

YCAR-OPS 1.420.)

4. Occurrences should remain in the database when judged reportable by the person submitting the

report as the significance of such reports may only become obvious at a later date.

IEM OPS 1.065 Carriage of weapons of war and munitions of war

See YCAR-OPS 1.065 See YCAR Part VII

1 There is no internationally agreed definition of weapons of war and munitions of war. Some States may

have defined them for their particular purposes or for national need.

2 It should be the responsibility of the operator to check, with the State(s) concerned, whether or not a

particular weapon or munition is regarded as a weapon of war or munition of war. In this context,

States which may be concerned with granting approvals for the carriage of weapons of war or

munitions of war are those of origin, transit, overflight and destination of the consignment and the

State of the operator.

3 Where weapons of war or munitions of war are also dangerous goods by definition (e.g. torpedoes,

bombs, etc.), Subpart R will also apply. (See also IEM OPS 1.070.)

IEM OPS 1.070 Carriage of sporting weapons

See YCAR-OPS 1.070 See YCAR Part VII

1 There is no internationally agreed definition of sporting weapons. In general they may be any weapon

which is not a weapon of war or munition of war (See IEM OPS 1.065). Sporting weapons include

hunting knives, bows and other similar articles. An antique weapon, which at one time may have been

a weapon of war or munition of war, such as a musket, may now be regarded as a sporting weapon.

2 A firearm is any gun, rifle or pistol which fires a projectile.

3 In the absence of a specific definition, for the purpose of YCAR-OPS and in order to provide some

guidance to operators, the following firearms are generally regarded as being sporting weapons:

a. Those designed for shooting game, birds and other animals;

b. Those used for target shooting, clay-pigeon shooting and competition shooting, providing the weapons

are not those on standard issue to military forces;

c. Airguns, dart guns, starting pistols, etc.

4 A firearm, which is not a weapon of war or munition of war, should be treated as a sporting weapon for

the purposes of its carriage on an aeroplane.

5 Other procedures for the carriage of sporting weapons may need to be considered if the aeroplane

does not have a separate compartment in which the weapons can be stowed. These procedures

should take into account the nature of the flight, its origin and destination, and the possibility of

unlawful interference. As far as possible, the weapons should be stowed so they are not immediately

accessible to the passengers (e.g. in locked boxes, in checked baggage which is stowed under other

baggage or under fixed netting). If procedures other than those in YCAR-OPS 1.070(b)(1) are applied,

the commander should be notified accordingly.

AC OPS 1.085(e)(3) Crew responsibilities

See YCAR-OPS 1.085(e)(3)

Information on the effects of medication, drugs /physchoactive substances, other treatments and alcohol, is to be found in YCAR FCL Part 3 Medical, IEM FCL 3.040.

AMC OPS 1.130 Manuals to be carried

See YCAR-OPS 1.130 (a) (1)

The carriage of an approved electronic version of the Operations Manual is acceptable.


01 June 2013 2-B-12 Issue 03, Rev. 00

AC OPS 1.160(a)(1)&(2) Preservation of Recordings

See YCAR-OPS 1.060(a)(1) and (2)

In YCAR-OPS 1.160(a)(1) and (2), the phrase „to the extent possible‟ means that either : 1 There may be technical reasons why all of the data cannot be preserved; or 2 The aeroplane may have been despatched with unserviceable recording equipment as permitted by

the MEL Policy.

AC OPS 1.165(c)(2) Leasing of aeroplanes between a Yemen operator and any entity

See YCAR-OPS 1.165(c)(2) 1 Reserved 2 The Authority may approve individually Yemen operators provided that:

(a) The lessor is an operator holding an AOC issued by a State which is a signatory to the Convention on International Civil Aviation; and

(b) Unless otherwise agreed by the Authority of the lessee, the lessee audits the operation of the lessor to

confirm compliance with operating and aircrew training standards equivalent to YCAR-OPS 1, maintenance standards equivalent to YCAR 145, and aircraft certification standards as prescribed; and

(c) The routes intended to be flown are contained within the authorised areas of operations specified in

the AOC of the lessor; and (d) (Reserved) (e) For the duration of the lease, the flight and duty time limitations and rest requirements used by the

lessor are not more permissive than apply in YCAR-OPS . 3 Lessors, when first approved by the Authority, and any revalidations, remain valid for a period not exceeding 12 months. Note 1. The lessee is responsible for providing information to the Authority to support the initial application

and any revalidations. Appendix to AC OPS 1.037 (a)(4)

The following table provides examples of FDM events that may be further developed using operator and aeroplane specific limits. The table is considered illustrative and not exhaustive.

The event and parameter value should be documented and accessible to the flight crew member to give awareness to the reportable exceedance.

Event Group

Description

Rejected take-Off High Speed Rejected take-off Take-off Pitch Pitch rate high on take-off

Pitch attitude high during take-off Unstick Speeds

Unstick speed high Unstick speed low

Height Loss in Climb-out

Initial climb height loss 20 ft AGL to 400 ft AAL Initial climb height loss 400 ft to 1500 ft AAL

Slow Climb-out Excessive time to 1000 ft AAL after take-off Climb-out Speeds

Climb out speed high below 400 ft AAL Climb out speed high 400 ft AAL to 1000 ft AAL Climb out speed low 35 ft AGL to 400 ft AAL Climb out speed low 400 ft AAL to 1500 ft AAL


Issue 03, Rev. 00 2-B-13 01 June 2013

High Rate of Descent High rate of descent below 2000 ft AGL Go-around Go-around below 1000 ft AAL

Go-around above 1000 ft AAL Low Approach Low on approach Glideslope

Deviation under glideslope Deviation above glideslope (below 600 ft AGL)

Approach Power Low power on approach Approach Speeds

Approach speed high within 90 sec of touchdown Approach speed high below 500 ft AAL Approach speed high below 50 ft AGL Approach speed low within 2 minutes of touchdown

Landing Flap

Late land flap (not in position below 500 ft AAL) Reduced flap landing Flap load relief system operation

Landing Pitch Pitch attitude high on landing Pitch attitude low on landing

Bank Angles

Excessive bank below 100 ft AGL Excessive bank 100 ft AGL to 500 ft AAL Excessive bank above 500 ft AGL Excessive bank near ground (below 20 ft AGL)

Event Group

Description

Normal Acceleration

High normal acceleration on ground High normal acceleration in flight flaps up (+/- increment) High normal acceleration in flight flaps down(+/- increment) High normal acceleration at landing

Abnormal Configuration

Take-off configuration warning Early configuration change after take-off (flap) Speed brake with flap Speedbrake on approach below 800 ft AAL Speedbrake not armed below 800 ft AAL

Ground Proximity Warning

GPWS operation - hard warning GPWS operation - soft warning GPWS operation - windshear warning GPWS operation - false warning

TCAS Warning TCAS operation – Resolution Advisory Margin to Stall/Buffet

Stickshake False stickshake Reduced lift margin except near ground Reduced lift margin at take-off Low buffet margin (above 20000 ft)

Flight Manual Limitations

Vmo exceedence Mmo exceedence Flap placard speed exceedence Gear down speed exceedence Gear selection up/down speed exceedence Flap/ Slat altitude exceedence Maximum operating altitude exceedence


Issue 03, Rev. 00 2-C-1 01 June 2013


IEM OPS 1.175 The management organisation of an AOC/Authorisation holder

See YCAR-OPS 1.175(g)-(o)

1 Function and Purpose

1.1 The safe conduct of air operations is achieved by an operator and an Authority working in harmony

towards a common aim. The functions of the two bodies are different, well defined, but

complementary. In essence, the operator complies with the standards set through putting in place a

sound and competent management structure. The Authority working within a framework of law

(statutes), sets and monitors the standards expected from operators.

2 Responsibilities of Management

2.1 The responsibilities of management related to YCAR-OPS Part 1 should include at least the following

five main functions:

a. Determination of the operator‟s flight safety policy;

b. Allocation of responsibilities and duties and issuing instructions to individuals, sufficient for

implementation of company policy and the maintenance of safety standards;

c. Monitoring of flight safety standards;

d. Recording and analysis of any deviations from company standards and ensuring corrective action;

e. Evaluating the safety record of the company in order to avoid the development of undesirable trends.

IEM OPS 1.175(c)(2) Principal place of business

See YCAR-OPS 1.175(c)(2)

1 YCAR-OPS 1.175(c)(2) requires an operator to have his principal place of business located in Yemen.

2 In order to ensure proper jurisdiction over the operator, the term „principal place of business‟ is

interpreted as meaning the State in which the administrative headquarters and the operator‟s financial,

operational and maintenance management are based.

AC OPS 1.175(i) Nominated Postholders – Competence

See YCAR-OPS 1.175(i)

1. General. Nominated Postholders should, in the normal way, be expected to satisfy the Authority that

they possess the appropriate experience and licensing requirements which are listed in paragraphs 2

to 6 below. In particular cases, and exceptionally, the Authority may accept a nomination which does

not meet the requirements in full but, in this circumstance, the nominee should be able to demonstrate

experience which the Authority will accept as being comparable and also the ability to perform

effectively the functions associated with the post and with the scale of the operation.

2. Nominated postholders should have:

2.1 Practical experience and expertise in the application of aviation safety standards and safe operating

practices;

2.2 Comprehensive knowledge of:

a. YCAR-OPS and any associated requirements and procedures;

b. The AOC holder's Operations Specifications;

c. The need for, and content of, the relevant parts of the AOC holder's Operations Manual;

2.3 Familiarity with Quality Systems;

2.4 Appropriate management experience in a comparable organisation; and

2.5 Five years relevant work experience of which at least two years should be from the aeronautical

industry in an appropriate position.

YCAR-OPS 1 Subpart C SECTION 2

01 June 2013 2-C-2 Issue 03, Rev. 00

3. Flight Operations. The nominated postholder or his deputy should hold a valid Flight Crew Licence

appropriate to the type of operation conducted under the AOC in accordance with the following:

3.1 If the AOC/Authorization includes aeroplanes certificated for a minimum crew of 2 pilots - An Airline

Transport Pilot's Licence issued or validated by the Authority:

3.2 If the AOC/Authorization is limited to aeroplanes certificated for a minimum crew of 1 pilot - A

Commercial Pilot's Licence, and if appropriate to the operation, an Instrument Rating issued or

validated by the Authority.

4. Maintenance System. The nominated postholder should possess the following:

4.1 Relevant engineering degree, or aircraft maintenance technician with additional education acceptable

to the Authority. „Relevant engineering degree‟ means an engineering degree from Aeronautical,

Mechanical, Electrical, Electronic, Avionic or other studies relevant to the maintenance of

aircraft/aircraft components.

4.2 Thorough familiarity with the organisation's Maintenance Management Exposition.

4.3 Knowledge of the relevant type(s) of aircraft.

4.4 Knowledge of maintenance methods.

5. Crew Training. The nominated postholder or his deputy should be a current Type Rating Instructor on

a type/class operated under the AOC/Authorization.

5.1 The nominated Postholder should have a thorough knowledge of the AOC/Authorization holder‟s crew

training concept for Flight Crew and for Cabin Crew when relevant.

6. Ground Operations. The nominated postholder should have a thorough knowledge of the

AOC/Authorization holder‟s ground operations concept.

7. Security. The nominated postholder should have a thorough knowledge of the National Civil Aviation

Security Programme, the operator‟s security programme, security training requirements and threat

assessment.

AC OPS 1.175(i) Nominated Postholders – Full time employment

See YCAR-OPS 1.175(i)

1. A nominated postholder must be;

(a) In full time employment with the organisation;

(a) Hold an employment contract with the organisation; and

(b) Hold a valid Yemen residence visa.

AC OPS 1.175(j) Combination of nominated postholder’s responsibilities

See YCAR-OPS 1.175(j)

1. The acceptability of a single person holding several posts, possibly in combination with being the

accountable manager as well, will depend upon the nature and scale of the operation. The two main

areas of concern are competence and an individual‟s capacity to meet his responsibilities.

2. As regards competence in the different areas of responsibility, there should not be any difference from

the requirements applicable to persons holding only one post.

3. The capacity of an individual to meet his responsibilities will primarily be dependent upon the scale of

the operation. However the complexity of the organisation or of the operation may prevent, or limit,

combinations of posts which may be acceptable in other circumstances.

4. In most circumstances, the responsibilities of a nominated postholder will rest with a single individual.

However, in the area of ground operations, it may be acceptable for these responsibilities to be split,

provided that the responsibilities of each individual concerned are clearly defined.

5. The intent of YCAR-OPS 1.175 is neither to prescribe any specific organisational hierarchy within the

operator‟s organisation nor to prevent an Authority from requiring a certain hierarchy before it is

satisfied that the management organisation is suitable.


Issue 03, Rev. 00 2-C-3 01 June 2013

AC OPS 1.175(j) & (k) Employment of staff

See YCAR-OPS 1.175(j) & (k)

In the context of YCAR-OPS 1.175(j) & (k), the expression "full-time staff" means members of staff

who are employed for not less than 35 hours per week excluding vacation periods. For the purpose of

establishing the scale of operation, administrative staff, not direct ly involved in operations or

maintenance, should be excluded.

IEM OPS 1.185(b) Maintenance Management Exposition details

See YCAR-OPS 1.185(b)

1 The organisation‟s Maintenance Management Exposition should reflect the details of any sub -

contract(s).

2 A change of aeroplane type or of the approved maintenance organisation may require the submission

of an acceptable amendment to the Maintenance Management Exposition.


Issue 03, Rev. 00 2-D-1 01 June 2013


AC OPS 1.195 Operational Control

See YCAR-OPS 1.195

1 Operational control means the exercise by the operator, in the interest of safety, of responsibility for

the initiation, continuation, termination or diversion of a flight. There is a requirement for licensed flight

dispatchers, additionally a full flight watch system for ETOPS operations.

2 The organisation and methods established to exercise operational control should be included in the

operations manual and should cover at least a description of responsibilities concerning the i nitiation,

continuation, termination or diversion of each flight.

AC OPS 1.205 Competence of Operations personnel

See YCAR-OPS 1.205

If an operator employs Flight Operations Officers in conjunction with a method of Operational Control

as defined in YCAR-OPS 1.195, training for these personnel should be based on relevant parts of

ICAO Doc 7192 D3. This training should be described in Subpart D of the Operations Manual.

AMC OPS 1.210(a) Establishment of procedures

See YCAR-OPS 1.210(a)

1 An operator should specify the contents of safety briefings for all cabin crew members prior to the

commencement of a flight or series of flights.

2 An operator should specify procedures to be followed by cabin crew with respect to:

(a) Arming and disarming of slides;

(b) The operation of cabin lights, including emergency lighting;

(c) The prevention and detection of cabin, oven and toilet fires;

(d) Action to be taken when turbulence is encountered; and

(e) Actions to be taken in the event of an emergency and/or an evacuation.

IEM OPS 1.210(b) Establishment of procedures


When an operator establishes procedures and a checklist system for use by cabin crew with respect to

the aeroplane cabin, at least the following items should be taken into account:

YCAR-OPS 1 Subpart D SECTION 2

01 June 2013 2-D-2 Issue 03, Rev. 00

ITEM PRE-TAKE-OFF

IN-FLIGHT PRE-LANDING

POST-LANDING

1. Brief of cabin crew by the senior cabin crew member prior to commencement of a flight or series of flights.

X

2. Check of safety equipment in accordance with operator's policies and procedures.

X

3. Security checks as required by Subpart S (YCAR-OPS 1.1250). X X

4. Supervision of passenger embarkation and disembarkation (YCAR-OPS 1.075; YCAR-OPS 1.105; YCAR-OPS 1.270; YCAR-OPS 1.280; YCAR-OPS 1.305).

X X

5. Securing of passenger cabin (e.g. seat belts, cabin cargo/baggage etc.(YCAR-OPS 1.280; YCAR-OPS 1.285; YCAR-OPS 1.310).

X X

6. Securing of galleys and stowage of equipment (YCAR-OPS 1.325).

X X

7. Arming of door slides. X X

8. Safety information to passengers (YCAR-OPS 1.285). X X X X

9. ’Cabin secure’ report to flight crew. X if required X

10. Operation of cabin lights. X if required X

11. Cabin crew at crew stations for take-off and landing.(YCAR-OPS 1.310, YCAR-OPS 1.210(c)/IEM OPS 1.210(c)).

X X X

12. Surveillance of passenger cabin. X X X X

13. Prevention and detection of fire in the cabin (including the combi-cargo area), crew rest areas, galleys and toilets and instructions for actions to be taken.

X X X X

14. Action to be taken when turbulence is encountered or in-flight incidents (pressurisation failure, medical emergency etc.). (See also YCAR-OPS 1.320 and YCAR-OPS 1.325).

X

15. Disarming of door slides. X

16. Reporting of any deficiency and/or unserviceability of equipment and/or any incident (See also YCAR-OPS 1.420).

X X X X

IEM OPS 1.210(c) Critical phases of flight

See YCAR-OPS 1.210(c)

Critical phases of flight are the take-off run, the take-off flight path, the final approach, the landing,

including the landing roll, and any other phases of flight at the discretion of the commander. (See also

YCAR-OPS 1.085(f)(9)

AC OPS 1.216 In-flight Operational Instructions

See YCAR-OPS 1.216

When co-ordination with an appropriate Air Traffic Service unit has not been possible, in-flight operational instructions do not relieve a commander of responsibility for obtaining an appropriate clearance from an Air Traffic Service unit, if applicable, before making a change in flight plan.

IEM OPS 1.220 Authorisation of aerodromes

See YCAR-OPS 1.220

1 When defining aerodromes for the type of aeroplane(s) and operation(s) concerned, an operator

should take account of the following:

1.1 An adequate aerodrome is an aerodrome which the operator considers to be satisfactory, taking

account of the applicable performance requirements and runway characteristics. In addition, it should

be anticipated that, at the expected time of use, the aerodrome will be available and equipped with


Issue 03, Rev. 00 2-D-3 01 June 2013

necessary ancillary services, such as ATS, sufficient lighting, communications, weather reporting,

navaids and emergency services/ Rescue and Fire Fighting Services.

(a) For an ETOPS en-route alternate aerodrome, the following additional points should be

considered:

i. The availability of an ATC facility; and

ii. The availability of at least one letdown aid (ground radar would so qualify) for an instrument

approach.

IEM OPS 1.243 Operations in areas with specific navigation performance requirements

See YCAR-OPS 1.243

1 The requirements and procedures relating to areas in which minimum navigation performance

specifications are prescribed, based on Regional Air Navigation Agreements, are covered (as

indicated for the type of navigation performance specification) in the following documentation:

(a) MNPS - ICAO DOC 7030 and CAAP 6;

(b) CAAP 53 PBN Operational Approval

(c) RNP information and associated procedures - ICAO DOC 9613;

(d) EUROCONTROL Standards on Area Navigation to comply with RNP/RNAV.

2 The following explanatory material has been developed to explain the subject of Performance Based

Navigation(PBN), Required Navigation Performance (RNP) and RNAV more fully:

a) CAAP 53 PBN Operational Approval

Yemen CAMA PBN Operational Approval Handbook


01 June 2013 2-D-4 Issue 03, Rev. 00

(a) IEM OPS 1.245(a) Two-engined aeroplanes without ETOPS Approval

Maximum distance from an adequate aerodrome for two-engined aeroplanes without ETOPS

Approval

See YCAR-OPS 1.245

Notes:

1. MAPSC - Maximum Approved Passenger Seating Configuration

2. MTOM - Maximum Take-Off Mass

AMC OPS 1.245(a)(2) Operation of non-ETOPS compliant twin turbojet aeroplanes

Operation of non-ETOPS compliant twin turbojet aeroplanes between 120 and 180 minutes from an

adequate aerodrome

See YCAR-OPS 1.245(a)(2)

1. As prescribed in YCAR-OPS 1.245(a)(2), an operator may not operate a twin turbo-jet powered

aeroplane having a maximum approved passenger seating configuration of 19 or less and a MTOM

less than 45360Kg beyond 120 minutes from an adequate aerodrome at the one engine inoperative

cruise speed calculated in accordance with YCAR-OPS 1.245(b) unless approved by the Authority.

This 120 minute threshold may be exceeded by no more than 60 minutes. In order for operations

between 120 and 180 minutes to be approved, due account should be taken of the aeroplane‟s design

and capabilities (as outlined below) and an operator‟s experience related to such operations. An

operator should ensure that the following items are addressed. Where necessary, information should

be included in the Operations Manual and the Operator‟s Maintenance Management Exposition.

Note: Mention of “the aeroplane‟s design” in paragraph 1 above does not imply any additional Type Design Approval requirements (beyond the applicable original Type Certification requirements) before the Authority will permit operations beyond the 120 minute threshold.

2. Systems capability - Aeroplanes should be certificated to CS-25 as appropriate (or equivalent). With

respect to the capability of the aeroplane systems, the objective is that the aeroplane is capable of a

safe diversion from the maximum diversion distance with particular emphasis on operations with one

engine inoperative or with degraded system capability. To this end, the operator should give

consideration to the capability of the following systems to support such a diversion:

(a) Propulsion systems - The aeroplane power plant should meet the applicable requirements

prescribed in CS-25 and CS-E or equivalents, concerning engine type certification, installation

and system operation. In addition to the performance standards established by the Author ity at

the time of engine certification, the engines should comply with all subsequent mandatory safety

standards specified by the Authority, including those necessary to maintain an acceptable level of

reliability. In addition, consideration should be given to the effects of extended duration single

engine operation (e.g. the effects of higher power demands such as bleed and electrical).

Performance Class A

MAPSC 20 or more seat

60 minutes

Performance Class A

MTOM 45360 kg 60 minutes

Performance Class A

MAPSC 19 or less amd MTOM less than 45360 kg

120-180 minutes for turbojet airplane if approved by authority

Performance Class B or C

120minutes 0r 300 nm (Whichever the less)


Issue 03, Rev. 00 2-D-5 01 June 2013

(b) Airframe systems - With respect to electrical power, three or more reliable (as defined by CS-25

or equivalent) and independent electrical power sources should be available, each of which

should be capable of providing power for all essential services (See Appendix 1). For single

engine operations, the remaining power (electrical, hydraulic, pneumatic) should continue to be

available at levels necessary to permit continued safe flight and landing, and to provide those

services necessary for the overall safety of the passengers and crew. As a minimum, following the

failure of any two of the three electrical power sources, the remaining source should be capable of

providing power for all of the items necessary for the duration of any diversion. If one or more of

the required electrical power sources are provided by an APU, hydraulic system or Air Driven

Generator/Ram Air Turbine (ADG/RAT), the following criteria should apply as appropriate:

i. To ensure hydraulic power (Hydraulic Motor Generator) reliability, it may be necessary to

provide two or more independent energy sources.

ii. The ADG/RAT, if fitted, should not require engine dependent power for deployment.

iii. The APU should meet the criteria in sub-paragraph c below.

(c) APU - The APU, if required for extended range operations, should be Certificated as an essential

APU and should meet the applicable CS-25 provisions.

(d) Fuel supply system - Consideration should include the capability of the fuel supply system to

provide sufficient fuel for the entire diversion taking account of aspects such as fuel boost and fuel

transfer.

3. Powerplant Events and corrective action.

(a) All powerplant events and operating hours should be reported by the operator to the Airframe and

Engine manufacturers as well as to the Authority in the State of the operator.

(b) These events should be evaluated by the operator in consultation with his Authority and with the

engine and airframe manufacturers. The Authority may consult with the type design authority to

ensure that world wide data is evaluated.

(c) Where statistical assessment alone may not be applicable eg where the fleet size or accumulated

flight hours are small, individual powerplant events should be reviewed on a case by case basis.

(d) The evaluation or statistical assessment, when available, may result in corrective action or the

application of operational restrictions.

Note: Powerplant events could include engine shut downs, both on ground and inflight, (excluding normal

training events) including flameout, occurrences where the intended thrust level was not achieved or

where crew action was taken to reduce thrust below the normal level for whatever reason, and

unscheduled removals.

4. Maintenance: The operator‟s maintenance requirements should address the following:

(a) Release to service - A pre-departure check, additional to the pre-flight inspection required by

YCAR-OPS 1.890(a)(1) should be reflected in the Operator‟s Maintenance Management

Exposition. These checks should be conducted and certified by an organisation appropriately

approved/accepted in accordance with YCAR 145 or by an appropriately trained flight crew

member prior to an extended range flight to ensure that all maintenance actions are complete and

all fluid levels are at prescribed levels for the flight duration.

(b) Engine oil consumption programmes - Such programmes are intended to support engine condition

trend monitoring (see below).

(c) Engine condition trend monitoring programme - A programme for each powerplant that monitors

engine performance parameters and trends of degradation that provides for maintenance actions

to be undertaken prior to significant performance loss or mechanical failure.

(d) Arrangements to ensure that all corrective actions required by the type design authority are

implemented.

5. Flight Crew Training: Flight crew training for this type of operation should include, in addition to the

requirements of YCAR OPS 1 Sub part N, particular emphasis on the following:

(a) Fuel management - Verifying required fuel on board prior to departure and monitoring fuel on

board en-route including calculation of fuel remaining. Procedures should provide for an

independent cross-check of fuel quantity indicators (e.g. fuel flow used to calculate fuel burned

compared to indicated fuel remaining). Confirmation that the fuel remaining is sufficient to satisfy

the critical fuel reserves.


01 June 2013 2-D-6 Issue 03, Rev. 00

(b) Procedures for single and multiple failures in flight that may give rise to go/no-go and diversion

decisions - Policy and guidelines to aid the flight crew in the diversion decision making process

and the need for constant awareness of the closest suitable alternate aerodrome in terms of time.

(c) One-engine inoperative performance data - Drift down procedures and one-engine inoperative

service ceiling data.

(d) Weather reports and flight requirements - METAR and TAF reports and obtaining in flight weather

updates on en-route alternate, destination and destination alternate aerodromes. Consideration

should also be given to forecast winds (including the accuracy of the forecast compared to actual

wind experienced during flight) and meteorological conditions along the expected flight path at the

one-engine inoperative cruising altitude and throughout the approach and landing.

(e) Pre-departure check - Flight crew members who are responsible for the pre-departure check of an

aeroplane (see paragraph 3.a above), should be fully trained and competent to do so. The training

programme required, which should be approved by the Authority, should cover all relevant

maintenance actions with particular emphasis on checking required fluid levels.

6 MEL - The MEL should take into account all items specified by the manufacturer relevant to operati ons

in accordance with this AMC.

7. Dispatch/Flight Planning Requirements: The operator‟s dispatch requirements should address the

following:

(a) Fuel and oil supply - An aeroplane should not be dispatched on an extended range flight unless it

carries sufficient fuel and oil to comply with the applicable operational requirements and any

additional reserves determined in accordance with sub-paragraphs (a)(i) (ii) and (iii) below.

(i) Critical fuel scenario - The critical point is the furthest point from an alternate aerodrome

assuming a simultaneous failure of an engine and the pressurisation system. For those

aeroplanes that are type certificated to operate above Flight Level 450, the critical point is

the furthest point from an alternate aerodrome assuming an engine failure. The operator

should carry additional fuel for the worst case fuel burn condition (one engine vs two

engines operating), if this is greater than the additional fuel calculated in accordance with

AMC OPS 1.255 1.6 a and b, as follows:

A. Fly from the critical point to an alternate aerodrome:

- At 10000ft; or

- At 25000ft or the single-engine ceiling, whichever is lower, provided that all

occupants can be supplied with and use supplemental oxygen for the time

required to fly from the critical point to an alternate aerodrome; or

- At the single-engine ceiling, provided that the aeroplane is type certificated to

operate above Flight Level 450.

B. Descend and hold at 1500 feet for 15 minutes in ISA conditions;

C. Descend to the applicable MDA/DH followed by a missed approach (taking into

account the complete missed approach procedure); followed by

D. A normal approach and landing.

(ii) Ice protection - Additional fuel used when operating in icing conditions (e.g. operation of ice

protection systems (engine/airframe as applicable)) and, when manufacturer‟s data is

available, take account of ice accumulation on unprotected surfaces if icing conditions are

likely to be encountered during a diversion;

(iii) APU operation - If an APU has to be used to provide additional electrical power,

consideration should be given to the additional fuel required.

(b) Communication facilities - The availability of communications facilities in order to allow reliable

two-way voice communications between the aeroplane and the appropriate air traffic control unit

at one-engine inoperative cruise altitudes.

(c) Aircraft Technical Log review to ensure proper MEL procedures, deferred items, and required

maintenance checks completed.

(d) En-route alternate aerodrome(s) - Ensuring that en-route alternate aerodromes are available for

the intended route, within 180 minutes based upon the one-engine inoperative cruise speed which

is a speed within the certificated limits of the aeroplane, selected by the operator and approved by


Issue 03, Rev. 00 2-D-7 01 June 2013

the regulatory authority, and confirmation that, based on the available meteorological information,

the weather conditions at en-route alternate aerodromes are at or above the applicable minima for

the period of time during which the aerodrome(s) may be used. (See also YCAR-OPS 1.297).

Planning minima

Type of Approach

Planning Minima (RVR visibility required & ceiling if applicable)

Aerodrome with

at least 2 separate approach procedures based on 2 separate aids serving 2 separate runways (see IEM OPS 1.295 (c)(1)(ii))

at least 2 separate approach procedures based on 2 separate aids serving 1 runway

or

at least 1 approach procedure based on 1 aid serving 1 runway

Precision Approach Cat II, III (ILS, MLS)

Precision Approach Cat I Minima

Non-Precision Approach Minima

Precision Approach Cat I (ILS, MLS)

Non-Precision Approach Minima Circling minima or, if not available, non-precision approach minima plus 200 ft / 1000 m

Non- Precision Approach

The lower of non-precision approach minima plus 200 ft / 1000 m or circling minima

The higher of circling minima or non-precision approach minima plus 200 ft / 1000 m

Circling Approach

Circling minima

IEM OPS 1.250 Establishment of Minimum Flight Altitudes

See YCAR-OPS 1.250

1 The following are examples of some of the methods available for calculating minimum flight altitudes.

2 KSS Formula

2.1 Minimum obstacle clearance altitude (MOCA). MOCA is the sum of:

i. The maximum terrain or obstacle elevation whichever is highest; plus

ii. 1000 ft for elevation up to and including 6000 ft; or

iii 2000 ft for elevation exceeding 6000 ft rounded up to the next 100 ft.

2.1.1 The lowest MOCA to be indicated is 2000 ft.

2.1.2 From a VOR station, the corridor width is defined as a borderline starting 5 nm either side of the

VOR, diverging 4° from centreline until a width of 20 nm is reached at 70 nm out, thence

paralleling the centreline until 140 nm out, thence again diverging 4° until a maximum width of 40

nm is reached at 280 nm out. Thereafter the width remains constant (see figure 1).

VOR 10NM 20NM 40NM (Maximum Width) 70NM 140NM 280NM

FIGURE 1


01 June 2013 2-D-8 Issue 03, Rev. 00

2.1.3 From an NDB, similarly, the corridor width is defined as a borderline starting 5 nm either side of

the NDB diverging 7° until a width of 20 nm is reached 40 nm out, thence parallel ing the centreline

until 80 nm out, thence again diverging 7° until a maximum width of 60 nm is reached 245 nm out.

Thereafter the width remains constant (see figure 2).

2.1.4 MOCA does not cover any overlapping of the corridor.

2.2 Minimum off-route altitude (MORA). MORA is calculated for an area bounded by every or every

second LAT/LONG square on the Route Facility Chart (RFC)/Terminal Approach Chart (TAC) and is

based on a terrain clearance as follows:

i. Terrain with elevation up to 6000 ft (2000 m) – 1000 ft above the highest terrain and obstructions;

ii. Terrain with elevation above 6000 ft (2000 m) – 2000 ft above the highest terrain and

obstructions.

3 Jeppesen Formula (see figure 3)

3.1 MORA is a minimum flight altitude computed by Jeppesen from current ONC or WAC charts. Two

types of MORAs are charted which are:

i. Route MORAs e.g. 9800a; and

ii. Grid MORAs e.g. 98.

3.2 Route MORA values are computed on the basis of an area extending 10 nm to either side of route

centreline and including a 10 nm radius beyond the radio fix/reporting point or mileage break defining

the route segment.

3.3 MORA values clear all terrain and man-made obstacles by 1000 ft in areas where the highest terrain

elevation or obstacles are up to 5000 ft. A clearance of 2000 ft is provided above all terrain or

obstacles which are 5 001 ft and above.

3.4 A Grid MORA is an altitude computed by Jeppesen and the values are shown within each Grid formed

by charted lines of latitude and longitude. Figures are shown in thousands and hundreds of feet

(omitting the last two digits so as to avoid chart congestion). Values followed by ± are believed not to

exceed the altitudes shown. The same clearance criteria as explained in paragraph 3.3 above apply.

NDB

10NM 20NM 60NM (Maximum Width) 40NM 80NM 245NM

FIGURE 2


Issue 03, Rev. 00 2-D-9 01 June 2013

FIGURE 3

4 ATLAS Formula

4.1 Minimum safe En-route Altitude (MEA). Calculation of the MEA is based on the elevation of the highest

point along the route segment concerned (extending from navigational aid to navigational aid) within a

distance on either side of track as specified below:

i. Segment length up to 100 nm –10 nm (See Note 1 below).

ii. Segment length more than 100 nm–10% of the segment length up to a maximum of 60 nm See

Note 2 below).


01 June 2013 2-D-10 Issue 03, Rev. 00

Note 1: This distance may be reduced to 5 nm within TMAs where, due to the number and type of available navigational aids, a high degree of navigational accuracy is warranted.

Note 2: In exceptional cases, where this calculation results in an operationally im practicable value, an additional special MEA may be calculated based on a distance of not less than 10 nm either side of track. Such special MEA will be shown together with an indication of the actual width of protected airspace.

4.2 The MEA is calculated by adding an increment to the elevation specified above as appropriate:

Elevation of highest point Increment

Not above 5000 ft 1500 ft

Above 5000 ft but not above 10000 ft 2000 ft

Above 10000 ft 10% of elevation plus 1000 ft

Note: For the last route segment ending over the initial approach fix, a reduction to 1000 ft is permissible within TMAs where, due to the number and type of available navigation aids, a high degree of navigational accuracy is warranted.

The resulting value is adjusted to the nearest 100 ft.

4.3 Minimum safe Grid Altitude (MGA). Calculation of the MGA is based on the elevation of the highest

point within the respective grid area.

The MGA is calculated by adding an increment to the elevation specified above as appropriate:

Elevation of highest point Increment

Not above 5000 ft 1500 ft

Above 5000 ft but not above 10000 ft 2000 ft

Above 10000 ft 10% of elevation + 1000 ft

The resulting value is adjusted to the nearest 100 ft.

AMC OPS 1.255 Fuel Policy

See YCAR-OPS 1.255

An operator should base the company fuel policy, including calculation of the amount of fuel to be

carried, on the following planning criteria:

1 The amount of:

1.1 Taxi fuel, which should not be less than the amount, expected to be used prior to take-off. Local

conditions at the departure aerodrome and APU consumption should be taken into account.

1.2 Trip fuel, which should include:

(a) Fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into

account the expected departure routing;

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

(c) Fuel from top of descent to the point where the approach is initiated, taking into account the

expected arrival procedure; and

(d) Fuel for approach and landing at the destination aerodrome.

1.3 Contingency fuel, which should be the higher of (a) or (b) below:

(a) Either:

i. 5% of the planned trip fuel or, in the event of in-flight replanning, 5% of the trip fuel for the

remainder of the flight; or

ii. Not less than 3% of the planned trip fuel or, in the event of in-flight replanning, 3% of the

trip fuel for the remainder of the flight, provided that an en-route alternate is available

according to AC OPS 1.295, or


Issue 03, Rev. 00 2-D-11 01 June 2013

iii. An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel

consumption provided that the operator has established a fuel consumption monitoring

programme for individual aeroplanes and uses valid data determined by means of such a

programme for fuel calculation; or

iv. An amount of fuel based on a statistical method approved by the Authority which ensures

an appropriate statistical coverage of the deviation from the planned to the actual trip fuel.

This method is used to monitor the fuel consumption on each city pair/aeroplane

combination and the operator uses this data for a statistical analysis to calculate

contingency fuel for that city pair/aeroplane combination.

Note 1. As an example, the following values of statistical coverage of the deviation from the planned to the actual trip fuel have been agreed:

(a) 99% coverage plus 3% of the trip fuel, if the calculated flight time is less than 2 hours,

or more than 2 hours and no suitable en-route alternate is available; (b) 99% coverage if the calculated flight time is more than 2 hours and a suitable en-route

alternate is available; (c) 90% coverage if:

i. the calculated flight time is more than 2 hours; and ii. a suitable en-route alternate is available; and iii. at the destination aerodrome 2 separate runways are available and useable , one

of which is equipped with an ILS/MLS, and the weather conditions are in compliance with YCAR-OPS 1.295(c)(1)(ii); or the ILS/MLS is operational to Cat II/III operating minima and the weather conditions are at or above 500ft/2 500m.

Note 2. The fuel consumption data base used in conjunction with these values is based on fuel

consumption monitoring for each route/aeroplane combination over a rolling two year period.

(b) An amount to fly for 5 minutes at holding speed at 1500 ft (450 m) above the destination aerodrome in

Standard Conditions.

1.4 Alternate fuel, which should be sufficient for:

a. A missed approach from the applicable MDA/DH at the destination aerodrome to missed

approach altitude, taking into account the complete missed approach procedure;

b. A climb from missed approach altitude to cruising level/altitude;

c. The cruise from top of climb to top of descent;

d. Descent from top of descent to the point where the approach is initiated, taking into account

the expected arrival procedure; and

e. Executing an approach and landing at the destination alternate aerodrome selected in

accordance with YCAR-OPS 1.295.

f. If, in accordance with YCAR-OPS 1.295(d), two destination alternates are required, alternate fuel

should be sufficient to proceed to the alternate which requires the greater amount of alternate

fuel.

1.5 Final reserve fuel, which should be:

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

(b) For aeroplanes with turbine power units, fuel to fly for 30 minutes at holding speed at 1500 ft

(450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on

arrival at the alternate or the destination, when no alternate is required.

1.6 The minimum additional fuel which should permit:

(a) Holding for 15 minutes at 1500 ft (450 m) above aerodrome elevation in standard conditions,

when a flight is operated without a destination alternate; and

(b) Following the possible failure of a power unit or loss of pressurisation, based on the assumption

that such a failure occurs at the most critical point along the route, the aeroplane to:

i. Descend as necessary and proceed to an adequate aerodrome; and


01 June 2013 2-D-12 Issue 03, Rev. 00

ii. Hold there for 15 minutes at 1500 ft (450 m) above aerodrome elevation in standard

conditions; and

iii. Make an approach and landing,

except that additional fuel is only required, if the minimum amount of fuel calculated in accordance

with sub-paragraphs 1.2 to 1.5 above is not sufficient for such an event.

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

2 Decision Point Procedure. If an operator‟s fuel policy includes planning to a destination aerodrome via

a decision point along the route, the amount of fuel should be the greater of 2.1 or 2.2 below:

2.1 The sum of:

(a) Taxi fuel;

(b) Trip fuel to the destination aerodrome, via the decision point;

(c) Contingency fuel equal to not less than 5% of the estimated fuel consumption from the decision

point to the destination aerodrome;

(d) Alternate fuel, if a destination alternate is required;

(e) Final reserve fuel;

(f) Additional fuel; and

(g) Extra fuel if required by the commander; or,

2.2 The sum of:

(a) Taxi fuel;

(b) The estimated fuel consumption from the departure aerodrome to a suitable en-route alternate,

via the decision point;

(c) Contingency fuel equal to not less than 3% of the estimated fuel consumption from the departure

aerodrome to the en-route alternate;

(d) Final reserve fuel;

(e) Additional fuel; and

(f) Extra fuel if required by the commander.

3 Isolated aerodrome procedure. If an operator‟s fuel policy includes planning to an isolated aerodrome

for which a destination alternate does not exist, the amount of fuel at departure should include:

3.1 Taxi fuel;

3.2 Trip Fuel;

3.3 Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;

3.4 Additional Fuel if required, but not less than:

(a) For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight time

planned to be spent at cruising level, or two hours, whichever is less; or

(b) For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption after

arriving overhead the destination aerodrome, including final reserve fuel; and

3.5 Extra Fuel if required by the commander.

4 Pre-determined point procedure. If an operator‟s fuel policy includes planning to a destination alternate

where the distance between the destination aerodrome and the destination alternate is such that a

flight can only be routed via a predetermined point to one of these aerodromes, the amount of fuel

should be the greater of (4.1) or (4.2) below:

4.1 The sum of:

(a) Taxi Fuel;

(b) Trip Fuel from the departure aerodrome to the destination aerodrome, via the predetermined

point;

(c) Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;


Issue 03, Rev. 00 2-D-13 01 June 2013

(d) Additional Fuel if required, but not less than:

i. For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight

time planned to be spent at cruising level or two hours, whichever is less; or

ii. For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption

after arriving overhead the destination aerodrome,

including Final Reserve Fuel; and

(e) Extra Fuel if required by the commander; or

4.2 The sum of:

(a) Taxi Fuel;

(b) Trip Fuel from the departure aerodrome to the alternate aerodrome, via the predetermined point;

(c) Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;

(d) Additional Fuel if required, but not less than:

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

ii. For aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1500 ft

(450 m) above aerodrome elevation in standard conditions; including Final Reserve Fuel;

and

(e) Extra Fuel if required by the commander.

IEM OPS 1.255(c)(3)(i) Contingency Fuel

See YCAR-OPS 1.255(c)(3)(i)

1 At the planning stage, not all factors which could have an influence on the fuel consumption to the

destination aerodrome can be foreseen. Therefore, contingency fuel is carried to compensate for items

such as:

i. Deviations of an individual aeroplane from the expected fuel consumption data;

ii. Deviations from forecast meteorological conditions; and

iii. Deviations from planned routings and/or cruising levels/altitudes.

AC OPS 1.255 Contingency Fuel Statistical Method See Appendix 1 to CAROPS 1.255 (a)(3)(i)(D)

1. As an example, the following values of statistical coverage of the deviation from the planned to the actual trip

fuel provides appropriate statistical coverage:

a. 99% coverage plus 3% of the trip fuel, if the calculated flight time is less than two hours, or more than two hours and no suitable enroute alternate aerodrome is available;

b. 99% coverage if the calculated flight time is more than two hours and a suitable enroute alternate aerodrome is available;

c. 90% coverage if:

i. the calculated flight time is more than two hours; and

ii. a suitable enroute alternate aerodrome is available; and

iii. at the destination aerodrome two ( 2) separate runways are available and usable, one of which is equipped with an ILS/MLS, and the weather conditions are in compliance with YCAR OPS 1.295(c)(1)(ii); or the ILS/MLS is operational to Cat II/III operating minima and the weather conditions are at or above 500ft/2500m.

2. The fuel consumption database used in conjunction with these values shall be based on fuel consumption monitoring for each route/aeroplane combination over a rolling two year period.

IEM OPS 1.260 Carriage of persons with Reduced Mobility

See YCAR-OPS 1.260


01 June 2013 2-D-14 Issue 03, Rev. 00

1 A person with reduced mobility (PRM) is understood to mean a person whose mobility is reduced due

to physical incapacity (sensory or locomotory), an intellectual deficiency, age, illness or any other

cause of disability when using transport and when the situation needs special attention and the

adaptation to a person‟s need of the service made available to all passengers.

2 In normal circumstances PRMs should not be seated adjacent to an emergency exit.

3 In circumstances in which the number of PRMs forms a significant proportion of the total number of

passengers carried on board:

(a) The number of PRMs should not exceed the number of able-bodied persons capable of assisting

with an emergency evacuation; and

(b) The guidance given in paragraph 2 above should be followed to the maximum extent possible.

AMC OPS 1.270 Cargo carriage in the passenger cabin

See YCAR-OPS 1.270

1. In establishing procedures for the carriage of cargo in the passenger cabin of an aeroplane, an

operator should observe the following:

(a) That dangerous goods are not permitted (See also YCAR-OPS 1.1210(a));

(b) That a mix of the passengers and live animals should not be permitted except for pets (weighing

not more than 8 kg) and guide dogs;

(c) That the weight of the cargo does not exceed the structural loading limit(s) of the cabin floor or

seat(s);

(d) That the number/type of restraint devices and their attachment points should be capable of

restraining the cargo in accordance with CS-25 or equivalent;

(e) That the location of the cargo should be such that, in the event of an emergency evacuation, it will

not hinder egress nor impair the cabin crew‟s view.

AC OPS 1.280 Passenger Seating

See YCAR-OPS 1.280

See IEM OPS 1.280

1 An operator should establish procedures to ensure that:

(a) Those passengers who are allocated seats which permit direct access to emergency exits, appear

to be reasonably fit, strong and able to assist the rapid evacuation of the aeroplane in an

emergency after an appropriate briefing by the crew:

(b) In all cases, passengers who, because of their condition, might hinder other passengers during an

evacuation or who might impede the crew in carrying out their duties, should not be allocated

seats which permit direct access to emergency exits. If the operator is unable to establish

procedures which can be implemented at the time of passenger „check -in‟, he should establish an

alternative procedure acceptable to the Authority that the correct seat allocation will, in due

course, be made.

IEM OPS 1.280 Passenger Seating

See YCAR-OPS 1.280

1 The following categories of passengers are among those who should not be allocated to, or directed to

seats which permit direct access to emergency exits:

(a) Passengers suffering from obvious physical, or mental, handicap to the extent that they would

have difficulty in moving quickly if asked to do so;

(b) Passengers who are either substantially blind or substantially deaf to the extent that they might

not readily assimilate printed or verbal instructions given;

(c) Passengers who because of age or sickness are so frail that they have difficulty in moving quickly;


Issue 03, Rev. 00 2-D-15 01 June 2013

(d) Passengers who are so obese that they would have difficulty in moving quickly or reaching and

passing through the adjacent emergency exit;

(e) Children (whether accompanied or not) and infants;

(f) Deportees or prisoners in custody; and,

(g) Passengers with animals.

Note: “Direct access” means a seat from which a passenger can proceed directly to the exit without entering

an aisle or passing around an obstruction.

IEM OPS 1.295(c)(1)(ii) Separate runways

See YCAR-OPS 1.295(c)(1)(ii)

1 Runways on the same aerodrome are considered to be separate runways when:

i. They are separate landing surfaces which may overlay or cross such that if one of the runways is

blocked, it will not prevent the planned type of operations on the other runway; and

ii. Each of the landing surfaces has a separate approach procedure based on a separate aid.

AC OPS 1.297(b)(2) Planning Minima for Alternate Aerodromes

See YCAR-OPS 1.297(b)(2)

„Non precision minima' in YCAR OPS 1.297, Table 1, means the next highest minimum that is

available in the prevailing wind and serviceability conditions; Localiser Only approaches, if published,

are considered to be „non precision‟ in this context. It is recommended that operators wishing to

publish Tables of planning minima choose values that are likely to be appropriate on the majority of

occasions (e.g. regardless of wind direction). Unserviceabilities must, however, be fully taken into

account.


01 June 2013 2-D-16 Issue 03, Rev. 00

AMC OPS 1.297 Application of aerodrome forecasts

See YCAR-OPS 1.297

APPLICATION OF AERODROME FORECASTS (TAF & TREND) TO PRE-FLIGHT PLANNING (ICAO Annex 3 refers)

1. APPLICATION OF INITIAL PART OF TAF (For aerodrome planning minima see JAR-OPS 1.297)

a) Applicable time period : From the start of the TAF validity period up to the time of applicability of the first subsequent 'FM...*' or 'BECMG' or, if no 'FM' or BECMG' is given, up to the end of the validity period of the TAF.

b) Application of forecast: The prevailing weather conditions forecast in the initial part of the TAF should be fully applied with the exception of the mean wind and gusts (and crosswind) which should be applied in accordance

with the policy in the column ' BECMG AT and FM' in the table below. This may however be overruled temporarily by a 'TEMPO' or 'PROB**' if applicable acc. to the table below.

2. APPLICATION OF FORECAST FOLLOWING CHANGE INDICATORS IN TAF AND TREND

FM (alone) and

BECMG AT:

BECMG (alone), BECMG FM, BECMG TL ,

BECMG FM ...* TL, in case of:TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM ... TL, PROB30/40 (alone) PROB TEMPO

TAF or TREND for Deterioration and Deterioration Improvement D e t e r i o r a t i o n Improvement Deterioration and

AERODROME PLANNED

AS:

Improvement Transient/Showery Conditions

in connection with short-lived weather

phenomena, e.g. thunderstorms, showers

Persistent Conditions

in connection with e.g. haze, mist, fog,

dust/sandstorm, continuous precipitation

In any case Improvement

DESTINATION

at ETA ±1 HR

Applicable from the

start of the

change.

Applicable from the

time of start

of the change.

Applicable from the

time of end

of the change.

Not applicable Applicable

TAKE–OFF ALTERNATE

at ETA ± 1 HR

Mean wind: Should be within required

limits;

DEST. ALTERNATE

at ETA ± 1 HR

Mean wind:

Should be within

required limits;

Mean wind: Should

be within required

limits;

Mean wind: Should

be within required

limits;

Gusts: May be disregardedDeterioration may be

disregarded;

Improvement should

be disregarded

ENROUTE ALTERNATE

at ETA ± 1 HR

(See JAR-OPS AMC 1.255)

Gusts: May be

disregarded.

Gusts: May be disre-

garded.

Gusts: May be disre-

garded.

Mean wind and gusts exceeding

required limits may be disregarded. Should be

disregarded.

including mean

wind and gusts.

ETOPS ENRT ALTN

at earliest/latest ETA ± 1 HR

Applicable from the

time of start of

change;

Applicable from the

time of start of

change;

Applicable from the

time of end of the

change;

Applicable if below applicable landing

minima

Applicable if below applicable landing

minima

Mean wind:

Should be within

required limits;

Mean wind: Should

be within required

limits;

Mean wind: Should

be within required

limits;


limits;


limits;

Gusts exceeding

crosswind limits

should be fully

applied.

Gusts exceeding

crosswind limits

should be fully

applied.

Gusts exceeding

crosswind limits

should be fully

applied;.

Gusts exceeding crosswind limits should

be fully applied.

Gusts exceeding crosswind limits should

be fully applied.

Note 1: "Required limits" are those contained in the Operations Manual.

Note 2: If promulgated aerodrome forecasts do not comply with the requirements of ICAO Annex 3, operators should ensure that guidance in the application of these reports is provided.

* The space following „FM‟ should always include a time group e.g. „FM1030‟.


Issue 03, Rev. 00 2-D-17 01 June 2013

AMC OPS 1.300 Submission of ATS Flight plan

See YCAR-OPS 1.300

1 Flights without ATS flight plan. When unable to submit or to close the ATS flight plan due to lack of ATS

facilities or any other means of communications to ATS, an operator should establish procedures,

instructions and a list of authorised persons to be responsible for alerting search and rescue services.

2 To ensure that each flight is located at all times, these instructions should:

(a) Provide the authorised person with at least the information required to be included in a VFR Flight

plan, and the location, date and estimated time for re-establishing communications;

(b) If an aeroplane is overdue or missing, provide for notification to the appropriate ATS or Search and

Rescue facility; and

(c) Provide that the information will be retained at a designated place until the completion of the flight.

IEM OPS 1.305 Refuelling/Defuelling with passengers

Refuelling/Defuelling with passengers embarking, on board or disembarking


When re/defuelling with passengers on board, ground servicing activities and work inside the

aeroplane, such as catering and cleaning, should be conducted in such a manner that they do not

create a hazard and that the aisles and emergency doors are unobstructed.

IEM OPS 1.307 Refuelling/Defuelling with wide-cut fuel

See YCAR-OPS 1.307

1. „Wide cut fuel‟ (designated JET B, JP-4 or AVTAG) is an aviation turbine fuel that falls between

gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or JET

A1), it has the properties of higher volatility (vapour pressure), lower flash point and lower freezing

point.

2. Wherever possible, an operator should avoid the use of wide-cut fuel types. If a situation arises such

that only wide-cut fuels are available for refuelling/defuelling, operators should be aware that mixtures

of wide-cut fuels and kerosene turbine fuels can result in the air/fuel mixture in the tank being in the

combustible range at ambient temperatures. The extra precautions set out below are advisable to

avoid arcing in the tank due to electrostatic discharge. The risk of this type of arcing can be minimised

by the use of a static dissipation additive in the fuel. When this additive is present in the proportions

stated in the fuel specification, the normal fuelling precautions set out below are considered adequate.

3. Wide-cut fuel is considered to be “involved” when it is being supplied or when it is already present in

aircraft fuel tanks.

4. When wide-cut fuel has been used, this should be recorded in the Technical Log. The next two uplifts

of fuel should be treated as though they too involved the use of wide-cut fuel.

5. When refuelling/defuelling with turbine fuels not containing a static dissipator, and where wide -cut

fuels are involved, a substantial reduction on fuelling flow rate is advisable. Reduced flow rate, as

recommended by fuel suppliers and/or aeroplane manufacturers, has the following benefits:

(a) It allows more time for any static charge build-up in the fuelling equipment to dissipate before the

fuel enters the tank;

(b) It reduces any charge which may build up due to splashing; and

(c) Until the fuel inlet point is immersed, it reduces misting in the tank and consequently the

extension of the flammable range of the fuel.

6. The flow rate reduction necessary is dependent upon the fuelling equipment in use and the type of

filtration employed on the aeroplane fuelling distribution system. It is difficult, therefore, to quote

precise flow rates. Reduction in flow rate is advisable whether pressure fuelling or over-wing fuelling is

employed.


01 June 2013 2-D-18 Issue 03, Rev. 00

7. With over-wing fuelling, splashing should be avoided by making sure that the delivery nozzle extends

as far as practicable into the tank. Caution should be exercised to avoid damaging bag tanks with the

nozzle.

AC OPS 1.308 Push Back and Towing

See YCAR-OPS 1.308

Towbarless towing should be based on the applicable SAE ARP (Aerospace Recommended Practices), i.e.4852B/4853B/5283/5284/5285 (as amended).

AC OPS 1.310(a)(3) Controlled rest on flight deck


Even though crew members should stay alert at all times during flight, unexpected fatigue can occur as a result of sleep disturbance and circadian disruption. To cover for this unexpected fatigue, and to regain a high level of alertness, a controlled rest procedure on the Flight Deck can be used. Moreover, the use of controlled rest has been shown to increase significantly levels of alertness during the later phases of flight, particularly after the top of descent, and is considered a good use of CRM principles. Controlled rest should be used in conjunction with other on board fatigue management countermeasures such as physical exercise, bright cockpit illumination at appropriate times, balanced eating and drinking, and intellectual activity. The maximum rest time has been chosen to limit deep sleep with consequent long recovery time (sleep inertia).

1 It is the responsibility of all crew members to be properly rested before flight (see YCAR-OPS 1.085). 2 This AC is concerned with controlled rest taken by the minimum certificated flight crew. It is not

concerned with resting by members of an augmented crew. 3 Controlled rest means a period of time „off task‟ some of which may include actual sleep. 4 Controlled rest may be used at the discretion of the commander to manage both sudden unexpected

fatigue and fatigue which is expected to become more severe during higher workload periods later in the flight. It cannot be planned before flight.

5 Controlled rest should only take place during a low workload part of the flight. 6 Controlled rest periods should be agreed according to individual needs and the accepted principles of

CRM; where the involvement of the cabin crew is required, consideration should be given to their workload.

7 Only one crew member at a time should take rest, at his station; the harness should be used and the

seat positioned to minimise unintentional interference with the controls. 8 The commander should ensure that the other flight crew member(s) is (are) adequately briefed to carry

out the duties of the resting crew member. One pilot must be fully able to exercise control of the aeroplane at all times. Any system intervention which would normally require a cross check according to multi crew principles should be avoided until the resting crew member resumes his duties.

9 Controlled rest may be taken according the following conditions:

(a) The rest period should be no longer than 45 minutes (in order to limit any actual sleep to approximately 30 minutes).

(b) After this 45-minute period, there should be a recovery period of 20 minutes during which sole

control of the aeroplane should not be entrusted to the pilot who has completed his rest. (c) In the case of 2-crew operations, means should be established to ensure that the non-resting

flight crew member remains alert. This may include:

- Appropriate alarm systems

- Onboard systems to monitor crew activity


Issue 03, Rev. 00 2-D-19 01 June 2013

- Frequent Cabin Crew checks; In this case, the commander should inform the senior cabin crewmember of the intention of the flight crew member to take controlled rest, and of the time of the end of that rest; Frequent contact should be established between the flight deck and the cabin crew by means of the interphone, and cabin crew should check that the resting crew member is again alert at the end of the period. The frequency of the contacts should be specified in the Ops Manual.

10 A minimum 20 minute period should be allowed between rest periods to overcome the effects of sleep

inertia and allow for adequate briefing. 11. If necessary, a flight crew member may take more than one rest period if time permits on longer

sectors, subject to the restrictions above.

12 Controlled rest periods should terminate at least 30 minutes before top of descent.

IEM OPS 1.310(b) Cabin crew seating positions

See YCAR–OPS 1.310(b)

1 When determining cabin crew seating positions, the operator should ensure that they are:

i. Close to a floor level exit;

ii. Provided with a good view of the area(s) of the passenger cabin for which the cabin crew member

is responsible; and

iii. Evenly distributed throughout the cabin,

in the above order of priority.

2 Paragraph 1 above should not be taken as implying that, in the event of there being more such cabin

crew stations than required cabin crew, the number of cabin crew members should be increased.

AC OPS 1.345 Ice and other contaminants Procedures

1. General

(a) Any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may drastically affect its flying qualities because of reduced aerodynamic lift, increased drag, modified stability and control characteristics. Furthermore, freezing deposits may cause moving parts, such as elevators, ailerons, flap actuating mechanism etc., to jam and create a potentially hazardou s condition. Propeller/engine/APU/ systems performance may deteriorate due to the presence of frozen contaminants to blades, intakes and components. Also, engine operation may be seriously affected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. In addition, ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces, etc.) due to the effects of cold fuel/structures, even in ambient temperatures well above 0° C.

(b) The procedures established by the operator for de-icing and/or anti-icing in accordance with

YCAR OPS 1.345 are intended to ensure that the aeroplane is clear of contamination so that degradation of aerodynamic characteristics or mechanical interference will not occur and, following anti-icing, to maintain the airframe in that condition during the appropriate holdover time. The de-icing and/or anti-icing procedures should therefore include requirements, including type-specific, taking into account manufacturer‟s recommendations and cover:

i Contamination checks, including detection of clear ice and under-wing frost.

Note: limits on the thickness/area of contamination published in the AFM or other manufacturers‟

documentation should be followed;

ii De-icing and/or anti-icing procedures including procedures to be followed if de-icing and/or antiicing procedures are interrupted or unsuccessful;

iii Post treatment checks; iv Pre take-off checks;


01 June 2013 2-D-20 Issue 03, Rev. 00

v Pre take-off contamination checks; vi The recording of any incidents relating to de-icing and/or anti-icing; and vii The responsibilities of all personnel involved in de-icing and/or anti-icing.

(c) Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffective

in providing sufficient protection for continued operat ions. Examples of these conditions are freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping OAT or any time when freezing precipitation with high water content is present. No Holdover Time Guidelines exist for these conditions.

(d) Material for establishing operational procedures can be found, for example, in:

- ICAO Annex 3, Meteorological Service for International Air Navigation;

- ICAO Doc 9640-AN/940”Manual of aircraft ground de-icing/anti-icing operations”; - ISO 11075 (*) ISO Type I fluid; - ISO 11076 (*) Aircraft de-icing/anti-icing methods with fluids; - ISO 11077 (*) Self propelled de-icing/anti-icing vehicles-functional requirements; - ISO 11078 (*) ISO Type II fluid; - AEA ”Recommendations for de-icing/anti-icing of aircraft on the ground”; - AEA “Training recommendations and background information for de -icing/anti-icing of

aircraft on the ground”; - EUROCAE ED-104/SAE AS 5116 Minimum operational performance specification for

ground ice detection systems; - SAE ARP 4737 Aircraft de-icing/anti-icing methods; - SAE AMS 1424 Type I fluids; - SAE AMS 1428 Type II, III and IV fluids; - SAE ARP 1971 Aircraft De-icing Vehicle, Self-Propelled, Large and Small Capacity; - SAE ARD 50102 Forced air or forced air/fluid equipment for removal of frozen

contaminants; - SAE ARP 5149 Training Programme Guidelines for De-icing/Anti-icing of Aircraft on

Ground. (*) The revision cycle of ISO documents is infrequent and therefore the documents quoted may not ref lect

the latest industry standards. 2. Terminology Terms used in the context of this AC have the following meanings. Explanations of other definitions may be found elsewhere in the documents listed in 1 d. In particular, meteorological definitions may b e found in ICAO doc. 9640.

(a) Anti-icing. The procedure that provides protection against the formation of frost or ice and accumulation of snow on treated surfaces of the aeroplane for a limited period of time (holdover time).

(b) Anti-icing fluid. Anti-icing fluid includes but is not limited to the following:

(i) Type I fluid if heated to min 60° C at the nozzle;


Issue 03, Rev. 00 2-D-21 01 June 2013

(ii) Mixture of water and Type I fluid if heated to min 60°C at the nozzle; (iii) Type II fluid; (iv) Mixture of water and Type II fluid; (v) Type III fluid; (vi) Mixture of water and Type III fluid; (vii) Type IV fluid; (viii) Mixture of water and Type IV fluid.

NOTE: On uncontaminated aeroplane surfaces Type II, III and IV anti-icing fluids are normally applied

unheated.

(c) Clear ice. A coating of ice, generally clear and smooth, but with some air pockets. It forms on exposed objects, the temperature of which are at, below or slightly above the freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops.

(d) Conditions conducive to aeroplane icing on the ground. Freezing fog, freezing precipitation, frost,

rain or high humidity (on cold soaked wings), mixed rain and snow and snow.

(e) Contamination. Contamination in this context is understood as all forms of frozen or semi-frozen moisture such as frost, snow, slush, or ice.

(f) Contamination check. Check of aeroplane for contamination to establish the need for de-icing.

(g) De-icing. The procedure by which frost, ice, snow or slush is removed from an aeroplane in order

to provide uncontaminated surfaces.

(h) De-icing fluid. Such fluid includes, but is not limited to, the following:

(i) Heated water;

(ii) Type I fluid; (iii) Mixture of water and Type I fluid; (iv) Type II fluid; (v) Mixture of water and Type II fluid; (vi) Type III fluid; (vii) Mixture of water and Type III fluid; (viii) Type IV fluid; (ix) Mixture of water and Type IV fluid.

NOTE: De-icing fluid is normally applied heated to ensure maximum efficiency.

(i) De-icing/anti-icing. This is the combination of de-icing and anti-icing performed in either one or two steps.

(j) Ground Ice Detection System (GIDS). System used during aeroplane ground operations to inform

the ground crew and/or the flight crew about the presence of frost, ice, snow or slush on the aeroplane surfaces.

(k) Holdover time (HOT). The estimated period of time for which an anti -icing fluid is expected

toprevent the formation of frost or ice and the accumulation of snow on the treated surfaces of an aeroplane on the ground in the prevailing ambient conditions.


01 June 2013 2-D-22 Issue 03, Rev. 00

(l) Lowest Operational Use Temperature (LOUT). The lowest temperature at which a fluid has been

tested and certified as acceptable in accordance with the appropriate aerodynamic acceptance test whilst still maintaining a freezing point buffer of not less than:

(m) 10° C for a type I de-icing/anti-icing fluid, (n) 7° C for type II, III or IV de-/anti-icing fluids. (o) Post treatment check. An external check of the aeroplane after de-icing and/or anti-icing treatment

accomplished from suitably elevated observation points (e.g. from the de-icing equipment itself or other elevated equipment) to ensure that the aeroplane is free from any frost, ice, snow, or slush.

(p) Pre-take-off check. An assessment, normally performed from within the flight deck, to validate the

applied holdover time. (q) Pre-take-off contamination check. A check of the treated surfaces for contamination, performed

when the hold-over-time has been exceeded or if any doubt exists regarding the continued effectiveness of the applied anti-icing treatment. It is normally accomplished externally, just before the commencement of the take-off run.

3. Fluids

(a) Type I fluid. Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to which it is applied which, under certain weather conditions, gives a very limited holdover time. With this type of fluid, increasing the concentration of fluid in the fluid/water mix does not provide any extension in holdover time.

(b) Type II and type IV fluids contain thickeners which enable the fluid to form a thicker liquid-wetting

film on surfaces to which it is applied. Generally, this fluid provides a longer holdover time than Type I fluids in similar conditions. With this type of fluid, the holdover time can be extended by increasing the ratio of fluid in the fluid/water mix.

(c) Type III fluid: a thickened fluid intended especially for use on aeroplanes with low rotation speeds. (d) Fluids used for de-icing and/or anti-icing should be acceptable to the operator and the aeroplane

manufacturer. These fluids normally conform to specifications such as SAE AMS 1424, 1428 or equivalent. Use of non-conforming fluids is not recommended due to their characteristics not being known.

Note: The anti-icing and aerodynamic properties of thickened fluids may be seriously degraded by, for

example, inappropriate storage, treatment, application, application equipment and age. 4. Communications 4.1 Before aeroplane treatment.

When the aeroplane is to be treated with the flight crew on board, the flight and ground c rews should confirm the fluid to be used, the extent of treatment required, and any aeroplane type specific procedure(s) to be used. Any other information needed to apply the HOT tables should be exchanged.

4.2 Anti-icing code

(a) The operator‟s procedures should include an anti-icing code, which indicates the treatment the aeroplane has received. This code provides the flight crew with the minimum details necessary to estimate a holdover time (see para 5 below) and confirms that the aeroplane is free of contamination.

(b) The procedures for releasing the aeroplane after the treatment should therefore provide the

Commander with the anti-icing code.

(c) Anti-icing Codes to be used (examples):

(i) ”Type I“ at (start time) – To be used if anti-icing treatment has been performed with a Type I fluid;


Issue 03, Rev. 00 2-D-23 01 June 2013

(ii) ”Type II/100“ at (start time) – To be used if anti-icing treatment has been performed with

undiluted Type II fluid; (iii) ”Type II/75“ at (start time) – To be used if anti-icing treatment has been performed with a

mixture of 75% Type II fluid and 25% water; (iv) ”Type IV/50“ at (start time) – To be used if anti-icing treatment has been performed with a

mixture of 50% Type IV fluid and 50% water. Note 1: When a two-step de-icing/anti-icing operation has been carried out, the Anti-Icing Code is

determined by the second step fluid. Fluid brand names may be included, if desired. 4.3 After Treatment

Before reconfiguring or moving the aeroplane, the flight crew should receive a confirmation from the ground crew that all de-icing and/or anti-icing operations are complete and that all personnel and equipment are clear of the aeroplane.

5. Holdover protection

(a) Holdover protection is achieved by a layer of anti-icing fluid remaining on and protecting aeroplane surfaces for a period of time. With a one-step de-icing/anti-icing procedure, the holdover time (HOT) begins at the commencement of de-icing/anti-icing. With a two-step procedure, the holdover time begins at the commencement of the second (anti -icing) step. The holdover protection runs out:

(i) At the commencement of take-off roll (due to aerodynamic shedding of fluid) or

(ii) When frozen deposits start to form or accumulate on treated aeroplane surfaces, thereby

indicating the loss of effectiveness of the fluid.

(b) The duration of holdover protection may vary subject to the influence of factors other than those specified in the holdover time (HOT) tables. Guidance should be provided by the operator to take account of such factors which may include:

(i) Atmospheric conditions, e.g. exact type and rate of precipitation, wind direction and

velocity, relative humidity and solar radiation and

(ii) The aeroplane and its surroundings, such as aeroplane component inclination angle, contour and surface roughness, surface temperature, operation in close proximity to other aeroplanes (jet or propeller blast) and ground equipment and structures.

(c) Holdover times are not meant to imply that flight is safe in the prevailing conditions if the specified

holdover time has not been exceeded. Certain meteorological conditions, such as freezing drizzle or freezing rain, may be beyond the certification envelope of the aeroplane.

(d) The operator should publish in the Operations Manual the holdover times in the form of a table or

diagram to account for the various types of ground icing conditions and the different types and concentrations of fluids used. However, the times of protection shown in these tables are to be used as guidelines only and are normally used in conjunction with pre-take-off check.

(e) References to usable HOT tables may be found in the „AEA recommendations for de -/anti-icing

aircraft on the ground‟. 6. Procedures to be used. Operator‟s procedures should ensure that:

(a) When aeroplane surfaces are contaminated by ice, frost, slush or snow, they are de-iced prior to take-off; according to the prevailing conditions. Removal of contaminants may be performed with mechanical tools, fluids (including hot water), infra-red heat or forced air, taking account of aeroplane type specific requirements.

(b) Account is taken of the wing skin temperature versus OAT, as this may affect:

(i) The need to carry out aeroplane de-icing and/or anti-icing; and


01 June 2013 2-D-24 Issue 03, Rev. 00

(ii) The performance of the de-icing/anti-icing fluids.

(c) When freezing precipitation occurs or there is a risk of freezing precipitation occurring, which would contaminate the surfaces at the time of take-off, aeroplane surfaces should be anti-iced. If both de-icing and anti-icing are required, the procedure may be performed in a one or two-step process depending upon weather conditions, available equipment, available fluids and the desired holdover time. One-step deicing/ anti-icing means that de-icing and anti-icing are carried out at the same time using a mixture of deicing/ anti-icing fluid and water. Two-step de-icing/anti-icing means that de-icing and anti-icing are carried out in two separate steps. The aeroplane is first de-iced using heated water only or a heated mixture of deicing/anti -icing fluid and water. After completion of the de-icing operation a layer of a mixture of deicing/anti-icing fluid and water, or of de-icing/anti-icing fluid only, is to be sprayed over the aeroplane surfaces. The second step will be applied, before the first step fluid freezes, typically within three minutes and, if necessary, area by area.

(d) When an aeroplane is anti-iced and a longer holdover time is needed/desired, the use of a less

diluted Type II or Type IV fluid should be considered.

(e) All restrictions relative to Outside Air Temperature (OAT) and fluid application (including, but not necessarily limited to temperature and pressure), published by the fluid manufacturer and/or aeroplane manufacturer, are followed. Procedures, limitations and recommendations to prevent the formation of fluid residues are followed.

(f) During conditions conducive to aeroplane icing on the ground or after de-icing and/or anti-icing,

an aeroplane is not dispatched for departure unless it has been given a contamination check or a post treatment check by a trained and qualified person. This check should cover all treated surfaces of the aeroplane and be performed from points offering sufficient accessibility to these parts. To ensure that there is no clear ice on suspect areas, it may be necessary to make a physical check (e.g. tactile).

(g) The required entry is made in the Technical Log. (See AMC OPS 1.915, par. 2, Section 3.vi.).

(h) The Commander continually monitors the environmental situation after the performed treatment.

Prior to take-off he performs a pre-take-off check, which is an assessment whether the applied HOT is still appropriate. This pre-take-off check includes, but is not limited to, factors such as precipitation, wind and OAT.

(i) If any doubt exists as to whether a deposit may adversely affect the aeroplane‟s performance

and/or controllability characteristics, the Commander should require a pre-take-off contamination check to be performed in order to verify that the aeroplane‟s surfaces are free of contamination. Special methods and/or equipment may be necessary to perform this check, especially at night time or in extremely adverse weather conditions. If this check cannot be performed just prior take -off, re- treatment should be applied.

(j) When re-treatment is necessary, any residue of the previous treatment should be removed and a

completely new de-icing/anti-icing treatment applied. (k) When a Ground Ice Detection System (GIDS) is used to perform an aeroplane surfaces check

prior to and/or after a treatment, the use of GIDS by suitably trained personnel should be a part of the procedure.

7. Special operational considerations

(a) When using thickened de-icing/anti-icing fluids, the operator should consider a two-step deicing/anti-icing procedure, the first step preferably with hot water and/or non thickened fluids.

(b) The use of de-icing/anti-icing fluids has to be in accordance with the aeroplane manufacturer‟s

documentation. This is particular true for thickened fluids to assure sufficient flow-off during take-off.

(c) The operator should comply with any type-specific operational requirement(s) such as an

aeroplane mass decrease and/or a take-off speed increase associated with a fluid application.


Issue 03, Rev. 00 2-D-25 01 June 2013

(d) The operator should take into account any flight handling procedures (stick force, rotation speed and rate, take-off speed, aeroplane attitude etc.) laid down by the aeroplane manufacturer when associated with a fluid application.

(e) The limitations or handling procedures resulting from c and/or d above should be part of the flight

crew pre take-off briefing. 8. Special maintenance considerations (a) General

The operator should take proper account of the possible side-effects of fluid use. Such effects may include, but are not necessarily limited to, dried and/or re-hydrated residues, corrosion and the removal of lubricants.

(b) Special considerations due to residues of dried fluids.

The operator should establish procedures to prevent or detect and remove residues of dried fluid. If necessary the operator should establish appropriate inspection intervals based on the recommendations of the airframe manufacturers and/or own experience:

(i) Dried fluid residues.

Dried fluid residue could occur when surfaces has been treated but the aircraft has not subsequently been flown and not been subject to precipitation. The fluid may then have dried on the surfaces;

(ii) Re-hydrated fluid residues.

Repetitive application of thickened de-icing/anti-icing fluids may lead to the subsequent formation/build up of a dried residue in aerodynamically quiet areas, such as cavities and gaps. This residue may re-hydrate if exposed to high humidity conditions, precipitation, washing, etc., and increase to many times its original size/volume. This residue will freeze if exposed to conditions at or below 0° C. This may cause moving parts such as elevators, ai lerons, and flap actuating mechanisms to stiffen or jam in flight. Re-hydrated residues may also form on exterior surfaces, which can reduce lift, increase drag and stall speed. Re-hydrated residues may also collect inside control surface structures and cause clogging of drain holes or imbalances to flight controls. Residues may also collect in hidden areas: around flight control hinges, pulleys, grommets, on cables and in gaps;

(iii) Operators are strongly recommended to request information about the flu id dry-out and

rehydration characteristics from the fluid manufacturers and to select products with optimised characteristics;

(iv) Additional information should be obtained from fluid manufacturers for handling, storage,

application and testing of their products. 9. Training

(a) An operator should establish appropriate initial and recurrent de-icing and/or anti-icing training programmes (including communication training) for flight crew and those of his ground crew who are involved in de-icing and/or anti-icing.

(b) These de-icing and/or anti-icing training programmes should include additional training if any of

the following will be introduced:

(i) A new method, procedure and/or technique;

(ii) A new type of fluid and/or equipment; and (iii) A new type(s) of aeroplane.

10. Subcontracting (see AMC OPS 1.035 sections 4 and 5)


01 June 2013 2-D-26 Issue 03, Rev. 00

(a) The operator should ensure that the subcontractor complies with the operator‟s quality and training/qualification requirements together with the special requirements in respect of:

(b) De-icing and/or anti-icing methods and procedures; (c) Fluids to be used, including precautions for storage and preparation for use; (d) Specific aeroplane requirements (e.g. no-spray areas, propeller/engine de-icing, APU operation

etc.); (e) Checking and communications procedures.

AC OPS 1.346 Flight in expected or actual icing conditions

See YCAR-OPS 1.346

1 The procedures to be established by an operator should take account of the design, the equipment or

the configuration of the aeroplane and also of the training which is needed. For these reasons,

different aeroplane types operated by the same company may require the development of different

procedures. In every case, the relevant limitations are those which are defined in t he Aeroplane Flight

Manual (AFM) and other documents produced by the manufacturer.

2 For the required entries in the Operations Manual, the procedural principles which apply to flight in

icing conditions are referred to under Appendix 1 to YCAR-OPS 1.1045, A 8.3.8 and should be cross-

referenced, where necessary, to supplementary, type-specific data under B 4.1.1.

3 Technical content of the Procedures. The operator should ensure that the procedures take account of

the following:

(a) YCAR-OPS 1.675;

(b) The equipment and instruments which must be serviceable for flight in icing conditions;

(c) The limitations on flight in icing conditions for each phase of flight. These limitations may be

imposed by the aeroplane‟s de-icing or anti-icing equipment or the necessary performance

corrections which have to be made;

(d) The criteria the Flight Crew should use to assess the effect of icing on the performance and/or

controllability of the aeroplane;

(e) The means by which the Flight Crew detects, by visual cues or the use of the aeroplane‟s ice

detection system, that the flight is entering icing conditions; and

(f) The action to be taken by the Flight Crew in a deteriorating situation (which may develop rapidly)

resulting in an adverse affect on the performance and/or controllability of the aeroplane, due to

either:

i. the failure of the aeroplane‟s anti-icing or de-icing equipment to control a build-up of ice,

and/or

ii. ice build-up on unprotected areas.

4. Training for despatch and flight in expected or actual icing conditions. The conten t of the Operations

Manual, Part D, should reflect the training, both conversion and recurrent, which Flight Crew, Cabin

Crew and all other relevant operational personnel will require in order to comply with the procedures

for despatch and flight in icing conditions.

4.1 For the Flight Crew, the training should include:

(a) Instruction in how to recognise, from weather reports or forecasts which are available before flight

commences or during flight, the risks of encountering icing conditions along the planned route and

on how to modify, as necessary, the departure and in-flight routes or profiles;

(b) Instruction in the operational and performance limitations or margins;

(c) The use of in-flight ice detection, anti-icing and de-icing systems in both normal and abnormal

operation; and

(d) Instruction in the differing intensities and forms of ice accretion and the consequent action which

should be taken.

4.2 For the Cabin Crew, the training should include;


Issue 03, Rev. 00 2-D-27 01 June 2013

(a) Awareness of the conditions likely to produce surface contamination; and

(b) The need to inform the Flight Crew of significant ice accretion.

AC OPS 1.390(a)(1) Assessment of Cosmic Radiation


1 In order to show compliance with YCAR-OPS 1.390(a), an operator should assess the likely exposure

for crew members so that he can determine whether or not action to comply with YCAR-OPS

1.390(a)(2), (3), (4) and (5) will be necessary.

(a) Assessment of exposure level can be made by the method described below, or other method

acceptable to the Authority:

Table 1 - Hours exposure for effective dose of 1 millisievert (mSv)

Altitude (feet) Kilometre equivalent

Hours at latitude 60o N

Hours at equator

27000 8·23 630 1330

30000 9·14 440 980

33000 10·06 320 750

36000 10·97 250 600

39000 11·89 200 490

42000 12·80 160 420

45000 13·72 140 380

48000 14·63 120 350

Note: This table, published for illustration purposes, is based on the JARI-3 computer program; and may be superseded by updated versions, as approved by the Authority.

The uncertainty on these estimates is about ± 20%.A conservative conversion factor of 0.8 has been used to convert ambient dose equivalent to effective dose.

(b) Doses from cosmic radiation vary greatly with altitude and also with latitude and with the phase of

the solar cycle. Table 1 gives an estimate of the number of flying hours at various altitudes in

which a dose of 1 mSv would be accumulated for flights at 60o N and at the equator. Cosmic

radiation dose rates change reasonably slowly with time at altitudes used by conventional jet

aircraft (i.e. up to about 15 km / 49000 ft).

(c) Table 1 can be used to identify circumstances in which it is unlikely that an annual dosage level of

1 mSv would be exceeded. If flights are limited to heights of less than 8 km (27000 ft), it is unlikely

that annual doses will exceed 1 mSv. No further controls are necessary for crew members whose

annual dose can be shown to be less than 1 mSv.

AC OPS 1.390(a)(2) Working Schedules and Record Keeping


Where in-flight exposure of crew members to cosmic radiation is likely to exceed 1 mSv per year the

operator should arrange working schedules, where practicable, to keep exposure below 6 mSv per

year. For the purpose of this regulation crew members who are likely to be exposed to more than 6

mSv per year are considered highly exposed and individual records of exposure to cosmic radiation

should be kept for each crew member concerned.

AC OPS 1.390(a)(3) Explanatory Information


Operators should explain the risks of occupational exposure to cosmic radiation to their crew

members. Female crew members should know of the need to control doses during pregnancy, and the

operator consequently notified so that the necessary dose control measures can be introduced.


01 June 2013 2-D-28 Issue 03, Rev. 00

AC OPS 1.398 Use of Airborne Collision Avoidance System (ACAS)

See YCAR-OPS 1.398

1 The ACAS operational procedures and training programmes established by the operator should take

into account CAAP 29 for Operators on Training Programmes for the Use of ACAS". This CAAP

incorporates advice contained in:

(a) ICAO Annex 10 Volume 4;

(b) ICAO Doc 8168 PANS OPS Volume 1;

(c) ICAO Doc 4444 PANS RAC Part X paragraph 3.1.2; and

(d) ICAO guidance material “ACAS Performance - Based Training Objectives” (published under

Attachment E to State letter AN 7/1.3.7.2-97/77.)

AMC OPS 1.398 Vertical speed recommendation to avoid TCAS

RA See YCAR-OPS 1.398 Aeroplane operating procedures for rates of climb and descent Unless otherwise specified in an ATC instruction, to avoid unnecessary ACAS RA in aircraft at or approaching adjacent altitudes or flight levels, operators should specify procedures by which an aeroplane climbing or descending to an assigned altitude or flight level, especially with an autopilot engaged, may do so at a rate less than 8 m/sec or 1500 ft/min (depending on the instrumentation available) throughout the last 300 m (1000 ft) of climb or descent to the assigned level when the pilot is made aware of another aircraft at or approaching an adjacent altitude or flight level.

IEM OPS 1.400 Approach and Landing Conditions


The in-flight determination of the landing distance should be based on the latest available report,

preferably not more than 30 minutes before the expected landing time. AC OPS 1.425 Deficiencies reported by an Inspecting Authority

See YCAR– OPS 1.425

(a) The deficiencies categorised as significant or major findings as defined in ICAO Doc. 8335 or

equivalent categorisation should be sent to the CAMA at [email protected] email address which can also be used by the Inspecting Authority for any queries related to those deficiencies.

(b) Upon request of the CAMA Principal Inspector, response to the Inspecting Authority on the corrective/ preventive action plan should be coordinated with the respective department of the CAMA (i.e. Department of Airworthiness or Department of Flight Operations) prior to sending it to the Inspecting Authority.

For deficiencies raised by European Union Member States, the corrective/preventive action plan should be uploaded onto EASA centralised database by the operator. Access rights to the database, can be obtained through [email protected]

IEM OPS 1.425 Inspecting Authority

See YCAR– OPS 1.425

Inspecting Authority means the National Aviation Authority which conducted the inspection of Yemen registered aircraft while abroad.

mailto:[email protected]

mailto:[email protected]


Issue 03, Rev. 00 2-D-29 01 June 2013

Appendix 1 to AMC OPS 1.245(a)(2) Power supply to essential services

1. Any one of the three electrical power sources referred to in sub-paragraph 2.b of AMC OPS

1.245(a)(2) should be capable of providing power for essential services which should normally include:

(a) Sufficient instruments for the flight crew providing, as a minimum, attitude, heading, airspeed and

altitude information;

(b) Appropriate pitot heating;

(c) Adequate navigation capability;

(d) Adequate radio communication and intercommunication capability;

(e) Adequate flight deck and instrument lighting and emergency light ing;

(f) Adequate flight controls;

(g) Adequate engine controls and restart capability with critical type fuel (from the stand -point of

flame-out and restart capability) and with the aeroplane initially at the maximum relight altitude;

(h) Adequate engine instrumentation;

(i) Adequate fuel supply system capability including such fuel boost and fuel transfer functions that

may be necessary for extended duration single or dual engine operation;

(j) Such warnings, cautions and indications as are required for continued safe flight and landing;

(k) Fire protection (engines and APU);

(l) Adequate ice protection including windshield de-icing; and

(m) Adequate control of the flight deck and cabin environment including heating and pressurisation.

2. The equipment (including avionics) necessary for extended diversion times should have the ability to

operate acceptably following failures in the cooling system or electrical power systems.


Issue 03, Rev. 00 2-E-1 01 June 2013


AMC OPS 1.430(b)(4) Landing Minima of failed Equipment

Effect on Landing Minima of temporarily failed or downgraded Ground Equipment


1 Introduction

1.1 This AMC provides operators with instructions for flight crews on the effects on landing minima of

temporary failures or downgrading of ground equipment.

1.2 Aerodrome facilities are expected to be installed and maintained to the standards prescribed in ICAO

Annexes 10 and 14. Any deficiencies are expected to be repaired without unnecessary delay.

2 General. These instructions are intended for use both pre-flight and in-flight. It is not expected

however that the commander would consult such instructions after passing the outer marker or

equivalent position. If failures of ground aids are announced at such a late stage, the approach could

be continued at the commander‟s discretion. If, however, failures are announced before such a late

stage in the approach, their effect on the approach should be considered as described in Tables 1A

and 1B below, and the approach may have to be abandoned to allow this to happen.

3 Operations with no Decision Height (DH)

3.1 An operator should ensure that, for aeroplanes authorised to conduct no DH operations with the lowest

RVR limitations, the following applies in addition to the content of Tables 1A and 1B, below:

i. RVR. At least one RVR value must be available at the aerodrome;

ii. Runway lights

(a) No runway edge lights, or no centre lights – Day – RVR 200 m; Night – Not allowed;

(b) No TDZ lights – No restrictions;

(c) No standby power to runway lights – Day – RVR 200 m; Night – not allowed.

4. Conditions applicable to Tables 1A & 1B

i. Multiple failures of runway lights other than indicated in Table 1B are not acceptable.

ii. Deficiencies of approach and runway lights are treated separately.

iii. Category II or III operations. A combination of deficiencies in runway lights and RVR assessment

equipment is not allowed.

iv. Failures other than ILS affect RVR only and not DH.


01 June 2013 2-E-2 Issue 03, Rev. 00

TABLE 1A - Failed or downgraded equipment - effect on landing minima

FAILED OR DOWNGRADED EQUIPMENT

EFFECT ON LANDING MINIMA

CAT III B (Note 1)

CAT III A CAT II CAT I NON PRECISION

ILS stand-by transmitter Not allowed No effect

Outer Marker No effect if replaced by published equivalent position

Not applicable

Middle Marker No effect No effect unless used as MAPT

Touch Down Zone RVR assessment system

May be temporarily replaced with midpoint RVR if approved by the State of the aerodrome. RVR may be reported by human observation

No effect

Midpoint or Stopend RVR No effect

Anemometer for R/W in use No effect if other ground source available

Celiometer No effect

Note 1 For Cat III B operations with no DH, see also paragraph 3, above.

01

.12

.01

2

-E-2

Am

en

dm

en

t 3


Issue 03, Rev. 00 2-E-3 01 June 2013

TABLE 1B - Failed or downgraded equipment - effect on landing minima

FAILED OR DOWNGRADED EQUIPMENT

EFFECT ON LANDING MINIMA

CAT III B (Note 1)

CAT III A CAT II CAT I NON PRECISION

Approach lights Not allowed for operations with DH > 50

ft

Not allowed Minima as for nil facilities

Approach lights except the last 210 m

No effect Not allowed Minima as for nil facilities

Approach lights except the last 420 m

No effect Minima as for intermediate facilities

Standby power for approach lights No effect No effect

Whole runway light system Not allowed Day - Minima as for nil facilities Night - Not allowed

Edge lights Day only; Night - not allowed

Centreline lights Day - RVR 300 m Night - not allowed

Day - RVR 300 m

Night - 550 m

No effect

Centreline lights spacing increased to 30 m

RVR 150 m No effect

Touch Down Zone lights Day - RVR 200 m

Night - 300 m

Day - RVR 300 m Night - 550 m

No effect

Standby power for runway lights Not allowed No effect

Taxiway light system No effect - except delays due to reduced movement rate

Note 1 For Cat III B operations with no DH, see also paragraph 3, above.


01 June 2013 2-E-4 Issue 03, Rev. 00

IEM OPS 1.430 Documents containing information related to AWO

See YCAR-OPS 1, Subpart E

1 The purpose of this IEM is to provide operators with a list of documents related to AWO.

(a) ICAO Annex 2 / Rules of the Air;

(b) ICAO Annex 6 / Operation of Aircraft, Part I;

(c) ICAO Annex 10 / Telecommunications Vol 1;

(d) ICAO Annex 14 / Aerodromes Vol 1;

(e) ICAO Doc 8186 / PANS - OPS Aircraft Operations;

(f) ICAO Doc 9365 / AWO Manual;

(g) ICAO Doc 9476 / SMGCS Manual (Surface Movement Guidance And Control Systems);

(h) ICAO Doc 9157 / Aerodrome Design Manual;

(i) ICAO Doc 9328 / Manual for RVR Assessment;

(j) ECAC Doc 17, Issue 3 (partly incorporated in YCAR-OPS); and

(k) CS-AWO (Airworthiness Certification).

IEM to Appendix 1 to YCAR-OPS 1.430 Aerodrome Operating Minima

See Appendix 1 to YCAR-OPS 1.430

The minima stated in this Appendix are based upon the experience of commonly used approach aids.

This is not meant to preclude the use of other guidance systems such as Head Up Display (HUD) and

Enhanced Visual Systems (EVS) but the applicable minima for such systems will need to be developed

as the need arises.

IEM to Appendix 1 to YCAR-OPS 1.430, par(d)&(e) RVR Category II & III

Establishment of minimum RVR for Category II and III Operations

See Appendix 1 to YCAR-OPS 1.430, paragraphs (d) and (e)

1 General

1.1 When establishing minimum RVR for Category II and III Operations, operators should pay attention to

the following information which originates in ECAC Doc 17 3rd Edition, Subpart A. It is retained as

background information and, to some extent, for historical purposes although there may be some

conflict with current practices.

1.2 Since the inception of precision approach and landing operations various methods have been devised

for the calculation of aerodrome operating minima in terms of decision height and runway visual rang e.

It is a comparatively straightforward matter to establish the decision height for an operation but

establishing the minimum RVR to be associated with that decision height so as to provide a high

probability that the required visual reference will be available at that decision height has been more of

a problem.

1.3 The methods adopted by various States to resolve the DH/RVR relationship in respect of Category II

and Category III operations have varied considerably. In one instance there has been a simple

approach which entailed the application of empirical data based on actual operating experience in a

particular environment. This has given satisfactory results for application within the environment for

which it was developed. In another instance a more sophisticated method was employed which utilised

a fairly complex computer programme to take account of a wide range of variables. However, in the

latter case, it has been found that with the improvement in the performance of visual aids, and the

increased use of automatic equipment in the many different types of new aircraft, most of the variables

cancel each other out and a simple tabulation can be constructed which is applicable to a wide range

of aircraft. The basic principles which are observed in establ ishing the values in such a table are that

the scale of visual reference required by a pilot at and below decision height depends on the task that

he has to carry out, and that the degree to which his vision is obscured depends on the obscuring

medium, the general rule in fog being that it becomes more dense with increase in height. Research

using flight simulators coupled with flight trials has shown the following:


Issue 03, Rev. 00 2-E-5 01 June 2013

(a) Most pilots require visual contact to be established about 3 seconds above decision height t hough

it has been observed that this reduces to about 1 second when a fail -operational automatic

landing system is being used;

(b) To establish lateral position and cross-track velocity most pilots need to see not less than a 3 light

segment of the centre line of the approach lights, or runway centre line, or runway edge lights;

(c) For roll guidance most pilots need to see a lateral element of the ground pattern, i.e. an approach

lighting cross bar, the landing threshold, or a barrette of the touchdown zone ligh ting; and

(d) To make an accurate adjustment to the flight path in the vertical plane, such as a flare, using

purely visual cues, most pilots need to see a point on the ground which has a low or zero rate of

apparent movement relative to the aircraft.

(e) With regard to fog structure, data gathered in the United Kingdom over a twenty-year period have

shown that in deep stable fog there is a 90% probability that the slant visual range from eye

heights higher than 15ft above the ground will be less that the horizontal visibility at ground level,

i.e. RVR. There are at present no data available to show what the relationship is between the

Slant Visual Range and RVR in other low visibility conditions such as blowing snow, dust or heavy

rain, but there is some evidence in pilot reports that the lack of contrast between visual aids and

the background in such conditions can produce a relationship similar to that observed in fog.

2 Category II Operations

2.1 The selection of the dimensions of the required visual segments which are used for Category II

operations is based on the following visual requirements:

(a) A visual segment of not less than 90 metres will need to be in view at and below decision height

for pilot to be able to monitor an automatic system;

(b) A visual segment of not less than 120 metres will need to be in view for a pilot to be able to

maintain the roll attitude manually at and below decision height; and

(c) For a manual landing using only external visual cues, a visual segment of 225 metres will be

required at the height at which flare initiation starts in order to provide the pilot with sight of a

point of low relative movement on the ground.

3 Category III fail passive operations

3.1 Category III operations utilising fail-passive automatic landing equipment were introduced in the late

1960‟s and it is desirable that the principles governing the establishment of the minimum RVR for such

operations be dealt with in some detail.

3.2 During an automatic landing the pilot needs to monitor the performance of the aircraft system, not in

order to detect a failure which is better done by the monitoring devices built into the system, but so as

to know precisely the flight situation. In the final stages he should establish visual contact and, by the

time he reaches decision height, he should have checked the aircraft position relative to the approach

or runway centre-line lights. For this he will need sight of horizontal elements (for roll reference) and

part of the touchdown area. He should check for lateral position and cross-track velocity and, if not

within the pre-stated lateral limits, he should carry out a go-around. He should also check longitudinal

progress and sight of the landing threshold is useful for this purpose, as is sight of the touchdown zone

lights.

3.3 In the event of a failure of the automatic flight guidance system below decision height, there are two

possible courses of action; the first is a procedure which allows the pilot to complete the landing

manually if there is adequate visual reference for him to do so, or to initiate a go-around if there is not;

the second is to make a go-around mandatory if there is a system disconnect regardless of the pilot‟s

assessment of the visual reference available.

(a) If the first option is selected then the overriding requirement in the determination of a minimum

RVR is for sufficient visual cues to be available at and below decision height for the pilot to be

able to carry out a manual landing. Data presented in Doc 17 showed that a minimum value of

300 metres would give a high probability that the cues needed by the pilot to assess the aircraft in

pitch and roll will be available and this should be the minimum RVR for this procedure.

(b) The second option, to require a go-around to be carried out should the automatic flight-guidance

system fail below decision height, will permit a lower minimum RVR because the visual reference

requirement will be less if there is no need to provide for the possibility of a manual landing.

However, this option is only acceptable if it can be shown that the probability of a system failure

below decision height is acceptably low. It should be recognised that the inclination of a pilot who


01 June 2013 2-E-6 Issue 03, Rev. 00

experiences such a failure would be to continue the landing manually but the results of flight trials

in actual conditions and of simulator experiments show that pilots do not always recognise that

the visual cues are inadequate in such situations and present recorded data reveal that pilots‟

landing performance reduces progressively as the RVR is reduced below 300 metres. It should

further be recognised that there is some risk in carrying out a manual go-around from below 50ft

in very low visibility and it should therefore be accepted that if an RVR lower than 300 metres is to

be authorised, the flight deck procedure should not normally allow the pilot to continue the landing

manually in such conditions and the aeroplane system should be sufficiently reliable for the go-

around rate to be low.

3.4 These criteria may be relaxed in the case of an aircraft with a fail-passive automatic landing system

which is supplemented by a head-up display which does not qualify as a fail-operational system but

which gives guidance which will enable the pilot to complete a landing in the event of a failure of the

automatic landing system. In this case it is not necessary to make a go-around mandatory in the event

of a failure of the automatic landing system when the RVR is less than 300 metres.

4 Category III fail operational operations - with a Decision Height

4.1 For Category III operations utilising a fail-operational landing system with a Decision Height, a pilot

should be able to see at least 1 centre line light.

4.2 For Category III operations utilising a fail-operational hybrid landing system with a Decision Height, a

pilot should have a visual reference containing a segment of at least 3 consecutive lights of the runway

centre line lights.

5 Category III fail operational operations - with No Decision Height

5.1 For Category III operations with No Decision Height the pilot is not required to see the runway prior to

touchdown. The permitted RVR is dependent on the level of aeroplane equipment.

5.2 A CAT III runway may be assumed to support operations with no Decision Height unless specifically

restricted as published in the AIP or NOTAM.

IEM to Appendix 1 to YCAR-OPS 1.430, par (e)(5) - Table 7 Crew actions in case of autopilot failure

Crew actions in case of autopilot failure at or below decision height in fail -passive Category III

operations.

See Appendix 1 to YCAR-OPS 1.430, par (e)(5) Table 7

For operations to actual RVR values less than 300m, a go-around is assumed in the event of an

autopilot failure at or below DH.

This means that a go-around is the normal action. However the wording recognises that there may be

circumstances where the safest action is to continue the landing. Such circumstances include the

height at which the failure occurs, the actual visual references, and other malfunctions. This would

typically apply to the late stages of the flare.

In conclusion it is not forbidden to continue the approach and complete the landing when the

commander or the pilot to whom the conduct of the flight has been delegated, determines that this is

the safest course of action.

Operational instructions should reflect the information given in this IEM and the operators policy.

IEM to Appendix 1 to YCAR-OPS 1.430, paragraph (f) Visual Manoeuvring (circling)

See Appendix 1 to YCAR-OPS 1.430, paragraph (f)

1 The purpose of this IEM is to provide operators with supplemental information regarding the

application of aerodrome operating minima in relation to circling approaches.

2 Conduct of flight - General

2.1 For these procedures, the applicable visibility is the meteorological visibility (VIS).

2.2 The MDA/H and OCA/H minimums included in the procedure are related to aerodrome elevation.

3 Missed approach

3.1 If the decision to carry out a missed approach is taken when the aircraft is positioned on the approach

axis (track) defined by radio-navigation aids, the published missed approach procedure must be


Issue 03, Rev. 00 2-E-7 01 June 2013

followed. If visual reference is lost while circling to land from an instrument approach, the missed

approach specified for that particular instrument approach must be followed. It is expected that the

pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where

he will establish the aeroplane in a climb on the missed approach track. Inasmuch as the circling

manoeuvre may be accomplished in more than one direction, different patterns will be required to

establish the aeroplane on the prescribed missed approach course depending on its position at the

time visual reference is lost unless otherwise prescribed.

3.2 If the instrument approach procedure is carried out with the aid of an ILS, the Missed Approach Point

(MAPt) associated with an ILS procedure without glide path (GP out procedure) should be taken in

account.

4 Instrument approach followed by visual manoeuvring (circling) without prescribed tracks

4.1 Before visual reference is established, but not below MDA/H - The flight should follow the

corresponding instrument approach procedure.

4.2 At the beginning of the level flight phase at or above the MDA/H - From the beginning of the level flight

phase, the instrument approach track determined by radio navigation aids should be maintained until:

(a) The pilot estimates that, in all probability, visual contact with the runway or runway environment

will be maintained during the entire procedure;

(b) The pilot estimates that his aircraft is within the circling area before commencing circling; and

(c) The pilot is able to determine his aircraft‟s position in relation to the runway with the aid of the

external references.

4.3 If the conditions in paragraph 4.2 above are not met by the MAPt, a missed approach must be carried

out in accordance with the instrument approach procedure.

4.4 After the aeroplane has left the track of the corresponding instrument approach procedure, the flight

phase outbound from the runway should be limited to the distance which is required to align the

aeroplane for the final approach. Flight manoeuvres should be conducted within the circling area and

in such way that visual contact with the runway or runway environment is maintained at all times.

4.5 Flight manoeuvres should be carried out at an altitude/height which is not less than the circling

minimum descent/altitude height (MDA/H).

4.6 Descent below MDA/H should not be initiated until the threshold of the runway to be used has been

identified and the aeroplane is in a position to continue with a normal rate of descent and land within

the touchdown zone.

5 Instrument approach followed by a visual manoeuvring (circling) with prescribed track

5.1 Before visual reference is established, but not below MDA/H - The flight should follow the

corresponding instrument approach procedure.

5.2 The aeroplane should be established in level flight at or above the MDA/H and the instrument

approach track determined by the radio navigation aids maintained until visual contact can be

achieved and maintained. At the divergence point, the aeroplane should leave the instrument

approach track and the published routing and heights followed.

5.3 If the divergence point is reached before the necessary visual reference is acquired, a missed

approach procedure should be initiated not later than the MAPt and carried out in accordance with the

instrument approach procedure.

5.4 The instrument approach track determined by radio navigation aids should only be left at the

prescribed divergence point when only the published routing and heights should be followed.

5.5 Unless otherwise specified in the procedure, final descent should not be initiated until the threshold of

the runway to be used has been identified and the aeroplane is in a position to continue with a normal

rate of descent and land within the touchdown zone.

AC to Appendix 1 to YCAR-OPS 1.440 Operational Demonstrations


1. General


01 June 2013 2-E-8 Issue 03, Rev. 00

1.1 Demonstrations may be conducted in line operations, or any other flight where the Operator's

procedures are being used.

1.2 In unique situations where the completion of 100 successful landings could take an unreasonably long

period of time due to factors such as a small number of aeroplanes in the fleet, limited opportunity to

use runways having Category II/III procedures, or inability to obtain ATS sensitive area protection

during good weather conditions, and equivalent reliability assurance can be achieved, a reduction in

the required number of landings may be considered on a case-by-case basis. Reduction of the number

of landings to be demonstrated requires a justification for the reduction, and prior approval from

Authority. However, at the operator's option, demonstrations may be made on other runways and

facilities. Sufficient information should be collected to determine the cause of any unsatisfactory

performance (e.g. sensitive area was not protected).

1.3 If an operator has different variants of the same type of aeroplane utilising the same basic flight control

and display systems, or different basic flight control and display systems on the same type/classes of

aeroplane, the operator should show that the various variants have satisfactory performance, but the

operator need not conduct a full operational demonstration for each variant.

1.4 Not more than 30% of the demonstration flights should be made on the same runway.

2. Data Collection For Operational Demonstrations

2.1 Data should be collected whenever an approach and landing is attempted utilising the Category II/ III

system, regardless of whether the approach is abandoned, unsatisfactory, or is concluded

successfully.

2.2 The data should, as a minimum, include the following information:

(a) Inability to initiate an Approach. Identify deficiencies related to airborne equipm ent which preclude

initiation of a Category II/III approach.

(b) Abandoned Approaches. Give the reasons and altitude above the runway at which approach was

discontinued or the automatic landing system was disengaged.

(c) Touchdown or Touchdown and Roll-out Performance. Describe whether or not the aircraft landed

satisfactorily (within the desired touchdown area) with lateral velocity or cross track error which

could be corrected by the pilot or automatic system so as to remain within the lateral confines of

the runway without unusual pilot skill or technique. The approximate lateral and longitudinal

position of the actual touchdown point in relation to the runway centreline and the runway

threshold, respectively, should be indicated in the report. This report should also include any

Category II/III system abnormalities which required manual intervention by the pilot to ensure a

safe touchdown or touchdown and roll-out, as appropriate.

3. Data Analysis

3.1 Unsuccessful approaches due to the following factors may be excluded from the analysis:

(a) ATS Factors. Examples include situations in which a flight is vectored too close to the final

approach fix/point for adequate localiser and glide slope capture, lack of protection of ILS

sensitive areas, or ATS requests the flight to discontinue the approach.

(b) Faulty Navaid Signals. Navaid (e.g. ILS localiser) irregularities, such as those caused by other

aircraft taxiing, over-flying the navaid (antenna).

(c) Other Factors. Any other specific factors that could affect the success of Category II/III

operations that are clearly discernible to the flight crew should be reported.

IEM to Appendix 1 to YCAR-OPS 1.440, par (b) Criteria for CAT II/III approach and autoland

Criteria for a successful CAT II/III approach and automatic landing

See Appendix 1 to YCAR-OPS 1.440, paragraph (b)

1 The purpose of this IEM is to provide operators with supplemental information regarding the criteria for

a successful approach and landing to facilitate fulfilling the requirements prescribed in Appendix 1 to

YCAR-OPS 1.440, paragraph (b).

2 An approach may be considered to be successful if:

2.1 From 500 feet to start of flare:

(a) Speed is maintained as specified in AC-AWO 231, paragraph 2 „Speed Control‟; and


Issue 03, Rev. 00 2-E-9 01 June 2013

(b) No relevant system failure occurs; and

2.2 From 300 feet to DH:

(a) No excess deviation occurs; and

(b) No centralised warning gives a go-around command (if installed).

3 An automatic landing may be considered to be successful if:

(a) No relevant system failure occurs;

(b) No flare failure occurs;

(c) No de-crab failure occurs (if installed);

(d) Longitudinal touchdown is beyond a point on the runway 60 metres after the threshold and before

the end of the touchdown zone lighting (900 metres from the threshold);

(e) Lateral touchdown with the outboard landing gear is not outside the touchdown zone lighting

edge;

(f) Sink rate is not excessive;

(g) Bank angle does not exceed a bank angle limit; and

(h) No roll-out failure or deviation (if installed) occurs.

4 More details can be found in CS-AWO.

IEM OPS 1.450(g)(1) Low Visibility Operations - Training & Qualifications


The number of approaches referred to in 1.450(g)(1) includes one approach and landing that may be

conducted in the aeroplane using approved Category II/III procedures. This approach and landing may

be conducted in normal line operation or as a training flight. It is assumed that such flights will only be

conducted by pilots qualified in accordance YCAR-OPS 1.940 and qualified for the particular category

of operation.


Issue 03, Rev. 00 2-F-1 01 June 2013


AMC OPS 1.475(b) Landing - Reverse Thrust Credit


Landing distance data included in the AFM (or POH etc.) with credit for reverse thrust can only be

considered to be approved for the purpose of showing compliance with the applicable requirements if it

contains a specific statement from the appropriate airworthiness authority that it complies with a

recognised airworthiness code (e.g. FAR 23/25, JAR 23/25, BCAR Section „D„/‟K‟).

IEM OPS 1.475(b) Factoring of Automatic Landing Distance Performance Data (Perf Class A Aeroplanes)


1 In those cases where the landing requires the use of an automatic landing system, and the distance

published in the Aeroplane Flight Manual (AFM) includes safety margins equivalent to those contained

in YCAR-OPS 1.515(a)(1) and YCAR-OPS 1.520, the landing mass of the aeroplane should be the

lesser of:

(a) The landing mass determined in accordance with YCAR-OPS 1.515(a)(1) or YCAR-OPS 1.520 as

appropriate; or

(b) The landing mass determined for the automatic landing distance for the appropriate surface

condition as given in the AFM, or equivalent document. Increments due to system features such

as beam location or elevations, or procedures such as use of overspeed, should also be included.


Issue 03, Rev. 00 2-G-1 01 June 2013


IEM OPS 1.485(b) General – Wet and Contaminated Runway data


If the performance data has been determined on the basis of measured runway friction coefficient, the

operator should use a procedure correlating the measured runway friction coefficient and the effective

braking coefficient of friction of the aeroplane type over the required speed range for the existing

runway conditions.

IEM OPS 1.490(c)(3) Take-off – Runway surface condition


1 Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to

runway friction and contaminant drag and therefore to the achievable performance and control of the

aeroplane during take-off, since the actual conditions may not completely match the assumptions on

which the performance information is based. In the case of a contaminated runway, the first option for

the commander is to wait until the runway is cleared. If this is impracticable, he may consider a take-

off, provided that he has applied the applicable performance adjustments, and any further safety

measures he considers justified under the prevailing conditions.

2 An adequate overall level of safety will only be maintained if operations in accordance with CS-25 are

limited to rare occasions. Where the frequency of such operations on contaminated runways is not

limited to rare occasions, operators should provide additional measures ensuring an equivalent level of

safety. Such measures could include special crew training, additional distance factoring and more

restrictive wind limitations.

IEM OPS 1.490(c)(6) Loss of runway length due to alignment


1 Introduction

1.1 The length of the runway which is declared for the calculation of TODA, ASDA and TORA, does not

account for line-up of the aeroplane in the direction of take-off on the runway in use. This alignment

distance depends on the aeroplane geometry and access possibility to the runway in use.

Accountability is usually required for a 90° taxiway entry to the runway and 180° turnaround on the

runway. There are two distances to be considered:

(a) The minimum distance of the mainwheels from the start of the runway for determining TODA and

TORA,”L”; and

(b) The minimum distance of the most forward wheel(s) from the start of the runway for determining

ASDA,”N”.

N L

Start of the Runway


01 June 2013 2-G-2 Issue 03, Rev. 00

Where the aeroplane manufacturer does not provide the appropriate data, the calculation method

given in paragraph 2 may be use to determine the alignment distance.

2. Alignment Distance Calculation

The distances mentioned in (a) and (b) of paragraph 1 above are:

90° ENTRY 180° TURNAROUND

L= RM + X RN + Y

N= RM + X + WB RN + Y + WB

Where : RN = A + WN =

WB + WN

Cos(90°-α)

And :

B + WM =

WB tan(90°-α) + WM

X = Safety distance of outer main wheel during turn to the edge of the runway

Y = Safety distance of outer nose wheel during turn to the edge of the runway

NOTE: Minimum edge safety distances for X and Y are specified in FAA AC 150/5300-13 and ICAO Annex 14 paragraph 3.8.3

RN = Radius of turn of outer nose wheel

RM = Radius of turn of outer main wheel

WN = Distance from aeroplane centre-line to outer nose wheel

WM = Distance from aeroplane centre-line to outer main wheel

WB = Wheel base

α = Steering angle

IEM OPS 1.495(a) Take-off obstacle clearance


1 In accordance with the definitions used in preparing the take-off distance and take-off flight path Data

provided in the Aeroplane Flight Manual:


Issue 03, Rev. 00 2-G-3 01 June 2013

(a) The net take-off flight path is considered to begin at a height of 35 ft above the runway or

clearway at the end of the take-off distance determined for the aeroplane in accordance with sub-

paragraph (b) below.

(b) The take-off distance is the longest of the following distances:

i. 115% of the distance with all engines operating from the start of the take-off to the point at

which the aeroplane is 35 ft above the runway or clearway; or

ii. The distance from the start of the take-off to the point at which the aeroplane is 35 ft above

the runway or clearway assuming failure of the critical engine occurs at the point

corresponding to the decision speed (V1) for a dry runway; or

iii. If the runway is wet or contaminated, the distance from the start of the take-off to the point

at which the aeroplane is 15 ft above the runway or clearway assuming failure of the critical

engine occurs at the point corresponding to the decision speed (V1) for a wet or

contaminated runway.

YCAR-OPS 1.495(a) specifies that the net take-off flight path, determined from the data provided in

the Aeroplane Flight Manual in accordance with sub-paragraphs 1(a) and 1(b) above, must clear all

relevant obstacles by a vertical distance of 35 ft. When taking off on a wet or contaminated runway

and an engine failure occurs at the point corresponding to the decision speed (V1) for a wet or

contaminated runway, this implies that the aeroplane can initially be as much as 20 ft below the net

take-off flight path in accordance with sub-paragraph 1 above and, therefore, may clear close-in

obstacles by only 15 ft. When taking off on wet or contaminated runways, the operator should exercise

special care with respect to obstacle assessment, especially if a take-off is obstacle limited and the

obstacle density is high.

AMC OPS 1.495(c)(4) Take-off obstacle clearance


1 The Aeroplane Flight Manual generally provides a climb gradient decrement for a 15° bank turn. For

bank angles of less than 15°, a proportionate amount should be applied, unless the manuf acturer or

Aeroplane Flight Manual has provided other data.

2 Unless otherwise specified in the Aeroplane Flight Manual or other performance or operating manuals

from the manufacturer, acceptable adjustments to assure adequate stall margins and gradient

corrections are provided by the following:

BANK SPEED GRADIENT CORRECTION

15° V2 1 x Aeroplane Flight Manual 15° Gradient Loss

20° V2 + 5 kt 2 x Aeroplane Flight Manual 15° Gradient Loss


AMC OPS 1.495(d)(1) & (e)(1) Required Navigational Accuracy

See YCAR-OPS 1.495(d)(1) & (e)(1)

1 Flight-deck systems. The obstacle accountability semi-widths of 300 m (see YCAR-OPS 1.495(d)(1))

and 600 m (see YCAR-OPS 1.495(e)(1)) may be used if the navigation system under one-engine-

inoperative conditions provides a two standard deviation (2 s) accuracy of 150 m and 300 m

respectively.

2 Visual Course Guidance

2.1 The obstacle accountability semi-widths of 300 m (see YCAR-OPS 1.495(d)(1)) and 600 m (see

YCAR-OPS 1.495(e)(1)) may be used where navigational accuracy is ensured at all relevant points on

the flight path by use of external references. These references may be considered visible from the

flight deck if they are situated more than 45° either side of the intended track and with a depression of

not greater than 20° from the horizontal.


01 June 2013 2-G-4 Issue 03, Rev. 00

2.2 For visual course guidance navigation, an operator should ensure that the weather conditions

prevailing at the time of operation, including ceiling and visibility, are such that the obstacle and/or

ground reference points can be seen and identified. The Operations Manual should specify, for the

aerodrome(s) concerned, the minimum weather conditions which enable the flight crew to continuously

determine and maintain the correct flight path with respect to ground reference points, so as to provide

a safe clearance with respect to obstructions and terrain as follows:

(a) The procedure should be well defined with respect to ground reference points so that the track to

be flown can be analysed for obstacle clearance requirements;

(b) The procedure should be within the capabilities of the aeroplane with respect to forward speed,

bank angle and wind effects;

A written and/or pictorial description of the procedure should be provided for crew use;

The limiting environmental conditions (such as wind, the lowest cloud base, ceiling, visibility, day/night,

ambient lighting, obstruction lighting) should be specified.

IEM OPS 1.495(f) Engine failure procedures

See YCAR-OPS 1.495(f)

If compliance with YCAR-OPS 1.495(f) is based on an engine failure route that differs from the all

engine departure route or SID normal departure, a “deviation point” can be identified where the engine

failure route deviates from the normal departure route. Adequate obstacle clearance along the normal

departure with failure of the critical engine at the deviation point will normally be available. However, in

certain situations the obstacle clearance along the normal departure route may be marginal and

should be checked to ensure that, in case of an engine failure after the deviation point, a flight can

safely proceed along the normal departure.

AMC OPS 1.500 En-Route – One Engine Inoperative

See YCAR-OPS 1.500

1 The high terrain or obstacle analysis required for showing compliance with YCAR-OPS 1.500 may be

carried out in one of two ways, as explained in the following three paragraphs.

2 A detailed analysis of the route should be made using contour maps of the high terrain and plotting the

highest points within the prescribed corridor‟s width along the route. The next step is to determine

whether it is possible to maintain level flight with one engine inoperative 1000 ft above the highest

point of the crossing. If this is not possible, or if the associated weight penalties are unacceptable, a

driftdown procedure should be worked out, based on engine failure at the most critical point and

clearing critical obstacles during the driftdown by at least 2000 ft. The minimum cruise altitude is

determined by the intersection of the two driftdown paths, taking into account allowances for decision

making (see Figure 1). This method is time consuming and requires the availability of detailed terrain

maps.

3 Alternatively, the published minimum flight altitudes (Minimum En route Altitude, MEA, or Minimum Off

Route Altitude, MORA) may be used for determining whether one engine inoperative level flight is

feasible at the minimum flight altitude or if it is necessary to use the published minimum flight altitudes

as the basis for the driftdown construction (see Figure 1). This procedure avoids a detailed high terrain

contour analysis but may be more penalising than taking the actual terrain profile into account as in

paragraph 2.

4 In order to comply with YCAR-OPS 1.500(c), one means of compliance is the use of MORA and, with

YCAR-OPS 1.500(d), MEA provided that the aeroplane meets the navigational equipment standard

assumed in the definition of MEA.


Issue 03, Rev. 00 2-G-5 01 June 2013

Figure 1

Note: MEA or MORA normally provide the required 2000 ft obstacle clearance for driftdown. However, at and below 6000 ft altitude, MEA and MORA cannot be used directly as only 1000 ft. clearance is ensured.

IEM OPS 1.510(b) and (c) Landing – Destination and Alternate Aerodromes

See YCAR-OPS 1.510(b) and (c)

The required missed approach gradient may not be achieved by all aeroplanes when operating at or

near maximum certificated landing mass and in engine-out conditions. Operators of such aeroplanes

should consider mass, altitude and temperature limitations and wind for the missed approach. As an

alternative method, an increase in the decision altitude/height or minimum descent altitude/height

and/or a contingency procedure (see YCAR-OPS 1.495(f)) providing a safe route and avoiding

obstacles, can be approved.

AMC OPS 1.510 & 1.515 Landing – Destination and Alternate Aerodromes Landing – Dry Runways

See YCAR-OPS 1.510 & 1.515

In showing compliance with YCAR-OPS 1.510 and YCAR-OPS 1.515, the operator should use either

pressure altitude or geometric altitude for his operation and this should be reflected in the Operations

Manual.

IEM OPS 1.515(c) Landing – Dry runway


1 YCAR-OPS 1.515(c) establishes two considerations in determining the maximum permissible landing

mass at the destination and alternate aerodromes.

2 Firstly, the aeroplane mass will be such that on arrival the aeroplane can be landed within 60%or 70%

(as applicable) of the landing distance available on the most favourable (normally the longest)runway

in still air. Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane

configuration at a particular aerodrome, cannot be exceeded.

3 Secondly, consideration should be given to anticipated conditions and circumstances. The expected

wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These

factors may result in a lower landing mass than that permitted under paragraph 2 above, in which

case, to show compliance with YCAR-OPS 1.515(a), despatch should be based on this lesser mass.

4 The expected wind referred to in paragraph 3 is the wind expected to exist at the time of arrival.

MINIMUM CRUISE ALTITUDE (See par 3) MINIMUM CRUISE ALTITUDE (See par 2) MINIMUM FLIGHT ALTITUDE

Par 3 2000 FT MINIMUM FLIGHT ALTITUDE

2000 FT


Issue 03, Rev. 00 2-H-1 01 June 2013


AMC OPS 1.530(c)(4) Take-Off Performance Correction Factors


Unless otherwise specified in the Aeroplane Flight Manual or other performance or operating manuals

from the manufacturers, the variables affecting the take-off performance and the associated factors

that should be applied to the Aeroplane Flight Manual data are shown in the table below. They should

be applied in addition to the operational factors as prescribed in YCAR-OPS 1.530(b).

SURFACE TYPE

CONDITION

FACTOR

Dry 1·20

Wet 1·30

Paved Wet 1·00

Notes:

1. The soil is firm when there are wheel impressions but no rutting.

2. When taking off on grass with a single engined aeroplane, care should be taken to assess the rate of acceleration and consequent distance increase.

3. When making a rejected take-off on very short grass which is wet, and with a firm subsoil, the surface may be slippery, in which case the distances may increase significantly.

IEM OPS 1.530(c)(4) Take-Off Performance Correction Factors


Due to the inherent risks, operations from contaminated runways are inadvisable, and should be

avoided whenever possible. Therefore, it is advisable to delay the take-off until the runway is cleared.

Where this is impracticable, the commander should also consider the excess runway length available

including the criticality of the overrun area.

AMC OPS 1.530(c)(5) Runway Slope


Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals

from the manufacturers, the take-off distance should be increased by 5% for each 1% of upslope

except that correction factors for runways with slopes in excess of 2% require the acceptance of the

Authority.

IEM OPS 1.535 Obstacle Clearance in Limited Visibility

See YCAR-OPS 1.535

1 The intent of the complementary requirements YCAR-OPS 1.535 and Appendix 1 to YCAR-OPS 1.430

sub-paragraph (a)(3)(ii) is to enhance safe operation with Performance Class B aeroplanes in

conditions of limited visibility. Unlike the Performance Class A Airworthiness requirements, those for

Performance Class B do not necessarily provide for engine failure in all phases of flight. It is accepted

that performance accountability for engine failure need not be considered until a height of 300 ft is

reached.

2 The weather minima given in Appendix 1 to YCAR-OPS 1.430 sub-paragraph (a)(3)(ii) up to and

including 300 ft imply that if a take-off is undertaken with minima below 300 ft a one engine inoperative


01 June 2013 2-H-2 Issue 03, Rev. 00

flight path must be plotted starting on the all-engine take-off flight path at the assumed engine failure

height. This path must meet the vertical and lateral obstacle clearance specified in YCAR-OPS 1.535.

Should engine failure occur below this height, the associated visibility is taken as being the minimum

which would enable the pilot to make, if necessary, a forced landing broadly in the direction of the

take-off. At or below 300 ft, a circle and land procedure is extremely inadvisable. Appendix 1 to YCAR-

OPS 1.430 sub-paragraph (a)(3)(ii) specifies that, if the assumed engine failure height is more than

300 ft, the visibility must be at least 1500 m and, to allow for manoeuvring, the same minimum visibility

should apply whenever the obstacle clearance criteria for a continued take-off cannot be met.

AMC OPS 1.535(a) Take-off Flight Path Construction


1 Introduction. For demonstrating that an aeroplane clears all obstacles vertically, a flight path should be

constructed consisting of an all-engine segment to the assumed engine failure height, followed by an

engine-out segment. Where the Aeroplane Flight Manual does not contain the appropriate data, the

approximation given in paragraph 2 below may be used for the all -engine segment for an assumed

engine failure height of 200 ft, 300 ft, or higher.

2 Flight Path Construction

2.1 All-Engines Segment (50 ft to 300 ft). The average all-engines gradient for the all-engines flight path

segment starting at an altitude of 50 ft at the end of the take-off distance ending at or passing through

the 300 ft point is given by the following formula:

Y300 =

0.57 (YERC)

1+(VERC2-V2

2)/564

Note: The factor of 0.77 as required by YCAR-OPS 1.535(a)(4) is already included where:

Y300 = Average all-engines gradient from 50 ft to 300 ft YERC = Scheduled all engines en-route gross climb gradient VERC = En-route climb speed, all engines knots TAS V2 = Take-off speed at 50 ft, knots TAS

(See IEM OPS 1.535(a), Figure 1a for graphical presentation)

2.2 All-Engines Segment (50 ft to 200 ft). (May be used as an alternative to 2.1 where weather minima

permits) The average all-engine gradient for the all-engine flight path segment starting at an altitude of

50 ft at the end of the take-off distance ending at or passing through the 200 ft point is given by the

following formula:

Y200 =

0.51 (YERC)

1+(VERC2-V2

2)/3388


Y200 = Average all-engines gradient from 50 ft to 200 ft YERC = Scheduled all engines en-route gross climb gradient VERC = En-route climb speed, all engines, knots TAS V2 = Take-off speed at 50 ft, knots TAS

(See IEM OPS 1.535(a), Figure 1b for graphical presentation)

2.3 All-Engines Segment (above 300 ft). The all-engines flight path segment continuing from an altitude of

300 ft is given by the AFM en-route gross climb gradient, multiplied by a factor of 0·77.

2.4 The One Engine Inoperative Flight Path. The one engine inoperative flight path is given by the one

engine inoperative gradient chart contained in the AFM.


Issue 03, Rev. 00 2-H-3 01 June 2013

3 Worked examples of the method given above are contained in IEM OPS 1.535(a).

IEM OPS 1.535(a) Take-off flight path construction


1 This IEM provides examples to illustrate the method of take-off flight path construction given in AMC

OPS 1.535(a). The examples shown below are based on an aeroplane for which the Aeroplane Flight

Manual shows, at a given mass, altitude, temperature and wind component the following performance

data:

Factored take-off distance – 1000 m

Take-off speed, V2 – 90 kt

En-route climb speed, VERC – 120 kt

En-route all-engine climb gradient, YERC – 0·200

En-route one engine inoperative climb gradient, YERC-1 0·032

(a) Assumed Engine Failure Height 300 ft. The average all-engine gradient from 50 ft to 300 ft may

be read from Figure 1a (page 2–H–8) or calculated with the following formula:

Y300 =

0.57 (YERC)

1+(VERC2-V2

2)/5647


Y300 = Average all-engines gradient from 50 ft to 300 ft YERC = Scheduled all engines en-route gross climb gradient VERC = En-route climb speed, all engines knots TAS V2 = Take-off speed at 50 ft, knots TAS

500 Y3 0 0=0.032

400

300 50’ c learance

200 Y3 0 0=0.054 Y3 0 0 =

0.57 * 0.20 -0 .054

1+(1202 - 902 )/5647

100 Max Obstacle Height 50’

-1000 0 1000 2000 Dist (m)

(b) Assumed engine failure height 200 ft. The average all-engine gradient from 50 ft to 200 ft may be

read from Figure 1b (page 2–H–9) or calculated with the following formula:

Y200 =

0.51 (YERC)

1+(VERC2-V2

2)/3388



01 June 2013 2-H-4 Issue 03, Rev. 00

Y200 = Average all-engines gradient from 50 ft to 200 ft YERC = Scheduled all engines en-route gross gradient VERC = En-route climb speed, all engines, knots TAS V2 = Take-off speed at 50 ft, knots TAS

Y3 0 0 = 0.51 * 0.20

-0 .036 Y3 0 0=0.032

400 1+(1202 - 902 )/3388

300 50’ c learance

200 Y2 0 0=0.036

100 Max Obstacle Height

50’

-1000 0 1000 2000 Dist (m)

(c) Assumed engine failure height less than 200 ft. Construction of a take-off flight path is only

possible if the AFM contains the required flight path data.

(d) Assumed engine failure height more than 300 ft. The construction of a take-off flight path for an

assumed engine failure height of 400 ft is illustrated below.

Y3 0 0 = 0.57 * 0.20

-0 .054 YER C 1=0.032

400 1+(1202 - 902 )/5647

300 YER C=0.154 YER C 1=0.77 * 0.20= 0.154

200 Y2 0 0=0.054 50’ c learance

100 Max Obstacle Height

50’

-1000 0 1000 2000 Dist (m)

IEM OPS 1.540 En-Route

See YCAR-OPS 1.540

1 The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum

cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from

which the driftdown procedure can be planned to start.

2 Aeroplanes may be planned to clear en-route obstacles assuming a driftdown procedure, having first

increased the scheduled en-route one engine inoperative descent data by 0·5% gradient.

IEM OPS 1.542 En-route – Single-engined Aeroplanes See YCAR-OPS 1.542


Issue 03, Rev. 00 2-H-5 01 June 2013

1 In the event of an engine failure, single-engine aeroplanes have to rely on gliding to a point suitable for

a safe forced landing. Such a procedure is clearly incompatible with flight above a cloud layer which

extends below the relevant minimum safe altitude.

2 Operators should first increase the scheduled engine-inoperative gliding performance data by 0·5%

gradient when verifying the en-route clearance of obstacles and the ability to reach a suitable place for

a forced landing.

3 The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum

cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from

which the engine-inoperative procedure can be planned to start.

AMC OPS 1.542(a) En-Route - Single-engine aeroplanes


YCAR-OPS 1.542(a) requires an operator to ensure that in the event of an engine failure, the

aeroplane should be capable of reaching a point from which a successful forced landing can be made.

Unless otherwise specified by the Authority, this point should be 1000ft above the intended landing

area.

AMC OPS 1.545 & 1.550 Landing Destination and Alternate Aerodromes Landing - Dry runway See YCAR-OPS 1.545 & 1.550

In showing compliance with YCAR-OPS 1.545 & YCAR-OPS 1.550, the operator should use either

pressure altitude or geometric altitude for his operation and this should be reflected in the Operations

Manual.

AMC OPS 1.550(b)(3) Landing Distance Correction Factors


Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals

from the manufacturers, the variable affecting the landing performance and the associated factor that

should be applied to the Aeroplane Flight Manual data is shown in the table below. It should be applied

in addition to the operational factors as prescribed in YCAR-OPS 1.550(a).

SURFACE TYPE FACTOR

Grass (on firm soil up to 20 cm long) 1·15

Note: The soil is firm when there are wheel impressions but no rutting

AMC OPS 1.550(b)(4) Runway Slope


Unless otherwise specified in the Aeroplane Flight Manual, or other performance or operating manuals from

the manufacturer, the landing distances required should be increased by 5% for each 1% of

downslope except that correction factors for runways with slopes in excess of 2% need the acceptance

of the Authority.

IEM OPS 1.550(c) Landing – Dry Runway See YCAR-OPS 1.550(c

1 YCAR-OPS 1.550(c) establishes two considerations in determining the maximum permissib le landing

mass at the destination and alternate aerodromes.


01 June 2013 2-H-6 Issue 03, Rev. 00

2 Firstly, the aeroplane mass will be such that on arrival the aeroplane can be landed within 70% of the

landing distance available on the most favourable (normally the longest) runway in still air. Regardless

of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a

particular aerodrome, cannot be exceeded.

3 Secondly, consideration should be given to anticipated conditions and circumstances. The expected

wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These

factors may result in a lower landing mass than that permitted under paragraph 2 above, in which

case, to show compliance with YCAR-OPS 1.550(a), despatch should be based on this lesser mass.

4 The expected wind referred to in paragraph 3 is the wind expected to exist at the time of arrival.

IEM OPS 1.555(a) Landing on Wet Grass Runways


1 When landing on very short grass which is wet, and with a firm subsoil, the surface may be slippery, in

which case the distances may increase by as much as 60% (1.60 factor).

2 As it may not be possible for a pilot to determine accurately the degree of wetness of the grass,

particularly when airborne, in cases of doubt, the use of the wet factor (1.15) is recommended.


Issue 03, Rev. 00 2-I-1 01 June 2013


IEM OPS 1.565(d)(3) Take-off

See YCAR-OPS 1.565(d)(3)

Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to

runway friction and contaminant drag and therefore to the achievable performance and control of the

aeroplane during take-off, since the actual conditions may not completely match the assumptions on

which the performance information is based. An adequate overall level of safety can, therefore, only be

maintained if such operations are limited to rare occasions. In case of a contaminated runway the first

option for the commander is to wait until the runway is cleared. If this is impracticable, he may

consider a take-off, provided that he has applied the applicable performance adjustments, and any

further safety measures he considers justified under the prevailing conditions.

IEM OPS 1.565(d)(6) Loss of runway length due to alignment


1 Introduction

1.1 The length of the runway which is declared for the calculation of TODA, ASDA and TORA, does not

account for line-up of the aeroplane in the direction of take-off on the runway in use. This alignment

distance depends on the aeroplane geometry and access possibility to the runway in use.

Accountability is usually required for a 90° taxiway entry to the runway and 180° turnaround on the

runway. There are two distances to be considered:

(a) The minimum distance of the mainwheels from the start of the runway for determining TODA and

TORA, “L”; and

(b) The minimum distance of the most forward wheel(s) from the start of the runway determining

ASDA, “N”.

Where the aeroplane manufacturer does not provide the appropriate data, the calculation method

given in paragraph 2 may be use to determine the alignment distance.

N L

Start of the Runway


01 June 2013 2-I-2 Issue 03, Rev. 00

2. Alignment Distance Calculation

The distances mentioned in (a) and (b) of paragraph 1 above are:

90° ENTRY 180° TURNAROUND

L= RM + X RN + Y

N= RM + X + WB RN + Y + WB

Where : RN = A + WN =

WB + WN

Cos(90°-α)

And :

B + WM =

WB tan(90°-α) + WM

X = Safety distance of outer main wheel during turn to the edge of the runway

Y = Safety distance of outer nose wheel during turn to the edge of the runway

NOTE: Minimum edge safety distances for X and Y are specified in FAA AC 150/5300-13 and ICAO Annex 14

paragraph 3.8.3

RN = Radius of turn of outer nose wheel

RM = Radius of turn of outer main wheel

WN = Distance from aeroplane centre-line to outer nose wheel

WM = Distance from aeroplane centre-line to outer main wheel

WB = Wheel base

a = Steering angle

AMC OPS 1.565(d)(4) Runway Slope


Unless otherwise specif ied in the Aeroplane Flight Manual, or other performance or

operating manuals from the manufacturers, the take-off distance should be increased by 5%

for each 1% of upslope except that correction factors for runways with slopes in excess of

2% need the acceptance of the Authority.

WN

RN

A

WB

B

WM

RM


Issue 03, Rev. 00 2-I-3 01 June 2013

AMC OPS 1.570(d) Take-off Flight Path

See YCAR-OPS 1.570(d)

1 The Aeroplane Flight Manual generally provides a climb gradient decrement for a 15° bank

turn. Unless otherwise specif ied in the Aeroplane Flight Manual or other performance or

operating manuals from the manufacturer, acceptab le adjustments to assure adequate stall

margins and gradient corrections are provided by the following:

BANK SPEED GRADIENT CORRECTION

15° V2 1 x Aeroplane Flight Manual 15° Gradient Loss



2 For bank angles of less than 15°, a proportionate amount may be applied, unless the

manufacturer or Aeroplane Flight Manual has provided other data.

AMC OPS 1.570(e)(1) & (f)(1) Required navigational accuracy

See YCAR-OPS 1.570(e)(1) & (f)(1)

1 Flight-deck systems. The obstacle accountability semi -widths of 300 m (see YCAR-OPS

1.570(e)(1)) and 600 m (see YCAR-OPS 1.570(f)(1)) may be used if the navigation system

under one-engine-inoperative conditions provides a two standard deviation (2 s) accuracy

of 150 m and 300 m respectively.

2 Visual Course Guidance

2.1 The obstacle accountabil ity semi-widths of 300 m (see YCAR-OPS 1.570(e)(1)) and 600 m

(see YCAR-OPS 1.570(f)(1)) may be used where navigational accuracy is ensured at all

relevant points on the flight path by use of external references. These references may be

considered visible from the f light deck if they are situated more than 45° either side of the

intended track and with a depression of not greater than 20° from the horizontal.

2.2 For visual course guidance navigation, an operator should ensure that the weather

conditions prevail ing at the time of operation, including ceil ing and visibil ity, are such that

the obstacle and/or ground reference points can be seen and identif ied. The Operations

Manual should specify, for the aerodrome(s) concerned, the minimum weather conditions

which enable the fl ight crew to continuously determine and maintain the correct f l ight path

with respect to ground reference points, so as to provide a safe clearance with respect to

obstructions and terrain as follows:

(a) The procedure should be well defined with respect to ground reference points so that

the track to be flown can be analysed for obstacle cle arance requirements;

(b) The procedure should be within the capabilit ies of the aeroplane with respect to forward

speed, bank angle and wind effects;

(c) A written and/or pictorial description of the procedure should be provided for crew use;

(d) The limiting environmental conditions (such as wind, the lowest cloud base, ceil ing,

visibility, day/night, ambient l ighting, obstruction lighting) should be specif ied.

AMC OPS 1.580 En-Route – One Engine Inoperative

See YCAR OPS 1.580


01 June 2013 2-I-4 Issue 03, Rev. 00

The high terrain or obstacle analysis required for showing compliance with YCAR-OPS

1.580 can be carried out by making a detailed analysis of the route using contour maps of

the high terrain, and plott ing the highest points within the prescribed corridor width along

the route. The next step is to determine whether it is possible to maintain level f l ight with

one engine inoperative 1000 ft above the highest point of the crossing. If this is not

possible, or if the associated weight penalties are unacceptable, a drift -down procedure

must be evaluated, based on engine failure at the most crit ical point, and must show

obstacle clearance during the drift -down by at least 2000 ft. The minimum cruise alt itude is

determined from the drift -down path, taking into account allowances for decision mak ing,

and the reduction in the scheduled rate of climb (See Figure 1).

FIGURE 1

AMC OPS 1.590 & 1.595 Landing – Destination and Alternate Aerodromes

Landing – Dry Runways

See YCAR-OPS 1.590 & 1.595

In showing compliance with YCAR-OPS 1.590 and YCAR-OPS 1.595, the operator should

use either pressure altitude or geometric alt itude for his operation and this should be

reflected in the Operations Manual.

AMC OPS 1.595(b)(3) Landing Distance Correction Factors


Unless otherwise specif ied in the Aeroplane Flight Manual or other performance or

operating manuals from the manufacturers, the variables affecting the landing performance

and the associated factors to be applied to the Aeroplane Flight Manual data are shown in

the table below. It should be applied in addition to the factor specif ied in YCAR-OPS

1.595(a).

SURFACE TYPE FACTOR

Grass (on firm soil up to 13 cm

long)

1·20

NOTE: The soil is f irm when there are wheel impressions but no rutt ing.

AMC OPS 1.595(b)(4) Runway Slope


MINIMUM CRUISE ALTITUDE

LEVEL FLIGHT LEVEL FLIGHT 2000 FT 2000 FT 1000 FT 1000FT


Issue 03, Rev. 00 2-I-5 01 June 2013

Unless otherwise specif ied in the Aeroplane Flight Manual, or other performance or

operating manuals from the manufacturer, the landing distances required should be

increased by 5% for each 1% of downslope.

IEM OPS 1.595(c) Landing Runway


1 YCAR-OPS 1.595(c) establishes two considerations in determining the maximum

permissible landing mass at the destination and alternate aerodromes.

2 Firstly, the aeroplane mass will be such that on arri val the aeroplane can be landed within

70% of the landing distance available on the most favourable (normally the longest) runway

in stil l air. Regardless of the wind conditions, the maximum landing mass for an

aerodrome/aeroplane configuration at a particular aerodrome, cannot be exceeded.

3 Secondly, consideration should be given to anticipated conditions and circumstances. The

expected wind, or ATC and noise abatement procedures, may indicate the use of a different

runway. These factors may result in a lower landing mass than that permitted under

paragraph 2 above, in which case, to show compliance with YCAR-OPS 1.595(a), despatch

should be based on this lesser mass.

4 The expected wind referred to in paragraph 3 is the wind expected to exist at the tim e of

arrival.


Issue 03, Rev. 00 2-J-1 01 June 2013


IEM OPS 1.605(e) Fuel density

See YCAR-OPS 1.605(e)

1 If the actual fuel density is not known, the operator may use the standard fuel density values specified

in the Operations Manual for determining the mass of the fuel load. Such standard values should be

based on current fuel density measurements for the airports or areas concerned. Typical fuel density

values are:

a. Gasoline (piston engine fuel) – 0·71

b. Jet fuel JP 1 – 0·79

c. Jet fuel JP 4 – 0·76

d. Oil – 0·88

AC OPS 1.605 Mass values

See YCAR-OPS 1.605

In accordance with ICAO Annex 5 and the International System of Units (SI), the actual and limiting

masses of aeroplanes, the payload and its constituent elements, the fuel load etc, are expressed in

YCAR-OPS 1 in units of mass (kg). However, in most approved Flight Manuals and other operational

documentation, these quantities are published as weights in accordance with the common language.

In the SI system, a weight is a force rather than a mass. Since the use of the term „weight‟ does not

cause any problem in the day-to-day handling of aeroplanes, its continued use in operational

applications and publications is acceptable.

AMC to Appendix 1 to YCAR-OPS 1.605 Accuracy of weighing equipment

See Appendix 1 to YCAR-OPS 1.605, paragraph (a)(4)(iii)

1 The mass of the aeroplane as used in establishing the dry operating mass and the centre of gravity

must be established accurately. Since a certain model of weighing equipment is used for initial and

periodic weighing of aeroplanes of widely different mass classes, one single accuracy criterion for

weighing equipment cannot be given. However, the weighing accuracy is considered satisfactory if the

following accuracy criteria are met by the individual scales/cells of the weighing equipment used:

a. For a scale/cell load below 2000 kg – an accuracy of ± 1%;

b. For a scale/cell load from 2000 kg to 20000 kg – an accuracy of ± 20 kg; and

c. For a scale/cell load above 20000 kg – an accuracy of ± 0·1 %.

IEM to Appendix 1 to YCAR-OPS 1.605 Centre of gravity limits

See Appendix 1 to YCAR-OPS 1.605, sub-paragraph (d)

1 In the Certificate Limitations section of the Aeroplane Flight Manual, forward and aft centre of gravity

(CG) limits are specified. These limits ensure that the certification stability and control criteria are met

throughout the whole flight and allow the proper trim setting for take-off. An operator should ensure

that these limits are observed by defining operational procedures or a CG envelope which

compensates for deviations and errors as listed below:

1.1 Deviations of actual CG at empty or operating mass from published values due, for example, to

weighing errors, unaccounted modifications and/or equipment variations.

1.2 Deviations in fuel distribution in tanks from the applicable schedule.

1.3 Deviations in the distribution of baggage and cargo in the various compartments as compared with the

assumed load distribution as well as inaccuracies in the actual mass of baggage and cargo.

1.4 Deviations in actual passenger seating from the seating distribution assumed when preparing the

mass and balance documentation. (See Note)

1.5 Deviations of the actual CG of cargo and passenger load within individual cargo compartments or

cabin sections from the normally assumed mid position.


01 June 2013 2-J-2 Issue 03, Rev. 00

1.6 Deviations of the CG caused by gear and flap positions and by application of the prescribed fuel usage

procedure (unless already covered by the certified limits).

1.7 Deviations caused by in-flight movement of cabin crew, pantry equipment and passengers.

Note: Large CG errors may occur when „free seating‟ (freedom of passengers to select any seat when entering the aeroplane) is permitted. Although in most cases reasonably even longitudinal passenger seating can be expected, there is a risk of an extreme forward or aft seat selection causing very large and unacceptable CG errors (assuming that the balance calculation is done on the basis of an assumed even distribution). The largest errors may occur at a load factor of approximately 50% if all passengers are seated in either the forward or aft half of the cabin. Statistical analysis indicates that the risk of such extreme seating adversely affecting the CG is greatest on small aeroplanes.

AMC OPS 1.620(a) Passenger mass established by use of a verbal statement


1 When asking each passenger on aeroplanes with less than 10 passenger seats for his/her mass

(weight), specific constants should be added to account for hand baggage and clothing. These

constants should be determined by the operator on the basis of studies relevant to his particular

routes, etc. and should not be less than:

a. For clothing - 4 kg; and

b. For hand baggage - 6 kg.

2 Personnel boarding passengers on this basis should assess the passenger‟s stated mass and the

mass of passengers‟ clothing and hand baggage to check that they are reasonable. Such personnel

should have received instruction on assessing these mass values. Where necessary, the stated mass

and the specific constants should be increased so as to avoid gross inaccuracies.

IEM OPS 1.620(d)(2) Holiday Charter


A “charter flight solely intended as an element of a holiday travel package” is a flight where the entire

passenger capacity is hired by one or more Charterer(s) for the carriage of passengers who are

travelling, all or in part by air, on a round- or circle-trip basis for holiday purposes. Categories of

passengers such as company personnel, tour operators‟ staff, representatives of the press, Authority

officials etc. can be included within the 5% alleviation without negating the use of holiday charter mass

values.

IEM OPS 1.620(g) Statistical evaluation of passenger and baggage mass data

See YCAR-OPS 1.620(g)

1 Sample size (see also Appendix 1 to YCAR-OPS 1.620(g)).

1.1 For calculating the required sample size it is necessary to make an estimate of the standard deviation

on the basis of standard deviations calculated for similar populations or for preliminary surveys. The

precision of a sample estimate is calculated for 95% reliability or „significance‟, i.e. there is a 95%

probability that the true value falls within the specified confidence interval around the estimated value.

This standard deviation value is also used for calculating the standard passenger mass.

1.2 As a consequence, for the parameters of mass distribution, i.e. mean and standard deviation, three

cases have to be distinguished:

a. µ, σ = the true values of the average passenger mass and standard deviation, which are unknown

and which are to be estimated by weighing passenger samples.

b. µ‟, σ‟ = the „a priori‟ estimates of the average passenger mass and the standard deviation, i.e.

values resulting from an earlier survey, which are needed to determine the current sample size.

c. x, s = the estimates for the current true values of m and s, calculated from the sample.

The sample size can then be calculated using the following formula:

n≥

(1.96*σ‟*100)2

(e‟* µ)2

where:


Issue 03, Rev. 00 2-J-3 01 June 2013

n = number of passengers to be weighed (sample size)

e‟r = allowed relative confidence range (accuracy) for the estimate of µ by x (see also equation in

paragraph 3).

NOTE: The allowed relative confidence range specifies the accuracy to be achieved when estimating the true mean. For example, if it is proposed to estimate the true mean to within ± 1%, then e‟ r will be 1 in the

above formula. 1·96 = value from the Gaussian distribution for 95% significance level of the resulting confidence interval.

2 Calculation of average mass and standard deviation. If the sample of passengers weighed is drawn at

random, then the arithmetic mean of the sample (x) is an unbiased estimate of the true average mass

(µ) of the population.

2.1 Arithmetic mean of sample

where:

xj = mass values of individual passengers (sampling units).

2.2 Standard deviation

where:

xj – = deviation of the individual value from the sample mean.

3. Checking the accuracy of the sample mean. The accuracy (confidence range) which can be ascribed

to the sample mean as an indicator of the true mean is a function of the standard deviation of the

sample which has to be checked after the sample has been evaluated. This is done using the formula:

er=

1.96*σ‟*100 (%)

√n * x

whereby er should not exceed 1% for an all adult average mass and not exceed 2% for an

average male and/or female mass. The result of this calculation gives the relative accuracy

of the estimate of µ at the 95% signif icance level. This means that with 95% probability, the

true average mass µ l ies within the interval:

x ±

1.96*s

√n

4. Example of determination of the required sample size and average passenger mass

4.1 Introduction. Standard passenger mass values for mass and balance purposes require passenger

weighing programs be carried out. The following example shows the various steps required for

establishing the sample size and evaluating the sample data. It is provided primarily fo r those who are

x

x

n

j

j

n

1

s

(x x)

n 1

j2

j 1

n


01 June 2013 2-J-4 Issue 03, Rev. 00

not well versed in statistical computations. All mass figures used throughout the example are entirely

fictitious.

4.2 Determination of required sample size. For calculating the required sample size, estimates of the

standard (average) passenger mass and the standard deviation are needed. The „a priori‟ estimates

from an earlier survey may be used for this purpose. If such estimates are not available, a small

representative sample of about 100 passengers has to be weighed so that the requir ed values can be

calculated. The latter has been assumed for the example.

Step 1: estimated average passenger mass Step 2: estimated standard deviation

Step 3: required sample size.

The required number of passengers to be weighed should be such that the confidence range, e'r, does

not exceed 1% as specified in paragraph 3.

n

e r

( * ' * )

( ' * ' )

1 96 100 2

2

n ≥ (1.96*20.20*100)2

(1*70.6)2

n ≥ 3145

n≥

(1.96*σ‟*100)2

√n * x

n≥

(1.96*20.20*100)2

(1*70.6)2

n ≥ 3145

n xj (kg) n x

j (x

j – x) (xj – x)2

1 79·9 1 79·9 +9·3 86·49

2 68·1 2 68·1 –2·5 6·25

3 77·9 3 77·9 +7·3 53·29

4 74·5 4 74·5 +3·9 15·21

5 54·1 5 54·1 –16·5 272·25

6 62·2 6 62·2 –8·4 70·56

7 89·3 7 89·3 +18·7 349·69

8 108·7 8 108·7 +38·1 1 451·61

. . . . . .

85 63·2 85 63·2 –7·4 54·76

86 75·4 86 75·4 –4·8 23·04

86

Σ J=1

6 071·6

86

Σ J=1

6 071·6

34683·40

µ‟ = x Σxj n

= 6 071·6 = 70.6 kg 86

‟=√ Σ(xj-x)

2

n-1

‟= . 34683.40 86 -1

‟= . 20.20 kg


Issue 03, Rev. 00 2-J-5 01 June 2013

The result shows that at least 3 145 passengers have to be weighed to achieve the required

r is chosen as 2% the result would be n ≥ 786.

Step 4: after having established the required sample size a plan for weighing the passengers is to be worked

out, as specified in Appendix 1 to YCAR-OPS 1.620(g).

4.3 Determination of the passenger average mass

Step 1: Having collected the required number of passenger mass values, the average passenger mass can be

calculated. For the purpose of this example it has been assumed that 3180 passengers were weighed.

The sum of the individual masses amounts to 231 186·2 kg.

n = 3180

X kgj

j

231186 21

3180

= 231186.2

n 3180

= 72.7

Step 2: calculation of the standard deviation.

For calculating the standard deviation the method shown in paragraph 4.2 step 2 should be applied.

( )x xj 2 745145 20

s

x x

n

j

( )2

1

s = √ [745145.2/(3180-1)]

s = 15·31 kg

Step 3: calculation of the accuracy of the sample mean.

er = 1.96 * s * 100

(%) √n * x

er = 1.96*15.31*100

(%) √3180*72.7

er = 0.73%

Step 4: calculation of the confidence range of the sample mean .

xs

n

1 96 *

x ± 1.96*15.31

√3180

72.7 ± 0.5 KG

The result of this calculation shows that there is a 95% probability of the actual mean for all

passengers lying within the range 72·2 kg to 73·2 kg.

IEM OPS 1.620(h) & (i) Adjustment of standard masses

See YCAR-OPS 1.620(h) & (i)


01 June 2013 2-J-6 Issue 03, Rev. 00

1. When standard mass values are used, YCAR-OPS 1.620 (h) and 1.620(i) require the operator to

identify and adjust the passenger and checked baggage masses in cases where significant numbers of

passengers or quantities of baggage are suspected of exceeding the standard values. This

requirement implies that the Operations Manual should contain appropria te directives to ensure that:

(a) Check-in, operations and cabin staff and loading personnel report or take appropriate action when

a flight is identified as carrying a significant number of passengers whose masses, including hand

baggage, are expected to exceed the standard passenger mass, and/or groups of passengers

carrying exceptionally heavy baggage (eg. military personnel or sports teams); and

(b) On small aeroplanes, where the risks of overload and/or CG errors are the greatest, commanders

pay special attention to the load and its distribution and make proper adjustments.

AMC to Appendix 1 to YCAR-OPS 1.620(g) Guidance on passenger weighing surveys See Appendix 1 to YCAR-OPS 1.620(g), sub-paragraph (c)(4)

1 Operators seeking approval to use standard passenger masses differing from those prescribed in

YCAR-OPS 1.620, Tables 1 and 2, on similar routes or networks may pool their weighing surveys

provided that:

(a) The Authority has given prior approval for a joint survey;

(b) The survey procedures and the subsequent statistical analysis meet the criteria of Appendix 1 to

YCAR-OPS 1.620(g); and

(c) In addition to the joint weighing survey results, results from individual operators participating in

the joint survey should be separately indicated in order to validate the joint survey results.

IEM to Appendix 1 to YCAR-OPS 1.620(g) Guidance on passenger weighing surveys See Appendix 1 to YCAR-OPS 1.620(g)

1 This IEM summarises several elements of passenger weighing surveys and provides explanatory and

interpretative information.

2 Information to the Authority. An operator should advise the Authority about the intent of the passenger

weighing survey, explain the survey plan in general terms and obtain prior approval to proceed

(YCAR–OPS 1.620(g) refers).

3 Detailed survey plan

3.1 An operator should establish and submit for approval to the Authority a detailed weighing survey plan

that is fully representative of the operation, i.e. the network or route under consideration and the

survey should involve the weighing of an adequate number of passengers (YCAR–OPS 1.620(g)).

3.2 A representative survey plan means a weighing plan specified in terms of weighing locations, dates

and flight numbers giving a reasonable reflection of the operator‟s timetable and/or area of operation

(See Appendix 1 to YCAR-OPS 1.620(g), sub-paragraph (a)(1)).

3.3 The minimum number of passengers to be weighed is the highest of the following (See Appendix 1 to

YCAR-OPS 1.620(g) sub-paragraph (a)):

(a) The number that follows from the general requirement that the sample should be representative of

the total operation to which the results will be applied; this will often prove to be the overriding

requirement; or

(b) The number that follows from the statistical requirement specifying the accuracy of the resulting

mean values which should be at least 2% for male and female standard masses and 1% for all

adult standard masses, where applicable. The required sample size can be estimated on the

basis of a pilot sample (at least 100 passengers) or from previous surveys. If analysis of the

results of the survey indicates that the requirements on the accuracy of the mean values for male

or female standard masses or all adult standard masses, as applicable, are not met, an additional

number of representative passengers should be weighed in order to satisfy the statistical

requirements.

3.4 To avoid unrealistically small samples a minimum sample size of 2000 passengers (males + females)

is also required, except for small aeroplanes where in view of the burden of the large num ber of flights

to be weighed to cover 2000 passengers, a lesser number is considered acceptable.


Issue 03, Rev. 00 2-J-7 01 June 2013

4 Execution of weighing programme

4.1 At the beginning of the weighing programme it is important to note, and to account for, the data

requirements of the weighing survey report (See paragraph 7 below).

4.2 As far as is practicable, the weighing programme should be conducted in accordance with the

specified survey plan.

4.3 Passengers and all their personal belongings should be weighed as close as possible to t he boarding

point and the mass, as well as the associated passenger category (male/female/child), should be

recorded.

5 Analysis of results of weighing survey

5.1 The data of the weighing survey should be analysed as explained in IEM OPS 1.620(g). To obta in an

insight to variations per flight, per route etc. this analysis should be carried out in several stages, i.e.

by flight, by route, by area, inbound/outbound, etc. Significant deviations from the weighing survey

plan should be explained as well as their possible effect(s) on the results.

6 Results of the weighing survey

6.1 The results of the weighing survey should be summarised. Conclusions and any proposed deviations

from published standard mass values should be justified. The results of a passenger weighing survey

are average masses for passengers, including hand baggage, which may lead to proposals to adjust

the standard mass values given in YCAR-OPS 1.620 Tables 1 and 2. As stated in Appendix 1 to

YCAR-OPS 1.620(g), sub-paragraph (c), these averages, rounded to the nearest whole number may,

in principle, be applied as standard mass values for males and females on aeroplanes with 20 and

more passenger seats. Because of variations in actual passenger masses, the total passenger load

also varies and statistical analysis indicates that the risk of a significant overload becomes

unacceptable for aeroplanes with less that 20 seats. This is the reason for passenger mass increments

on small aeroplanes.

6.2 The average masses of males and females differ by some 15 kg or more and because of uncertainties

in the male/female ratio the variation of the total passenger load is greater if all adult standard masses

are used than when using separate male and female standard masses. Statistical analysis indicates

that the use of all adult standard mass values should be limited to aeroplanes with 30 passenger seats

or more.

6.3 As indicated in Appendix 1 to YCAR-OPS 1.620(g), standard mass values for all adults must be based

on the averages for males and females found in the sample, taking into account a reference

male/female ratio of 80/20 for all flights except holiday charters where a ratio of 50/50 applies. An

operator may, based on the data from his weighing programme, or by proving a different male/female

ratio, apply for approval of a different ratio on specific routes or flights.

7 Weighing survey report

7.1 The weighing survey report, reflecting the content of paragraphs 1–6 above, should be prepared in a

standard format as follows:

WEIGHING SURVEY REPORT

1 Introduction

– Objective and brief description of the weighing survey

2 Weighing survey plan

– Discussion of the selected flight number, airports, dates, etc.

– Determination of the minimum number of passengers to be weighed.

– Survey plan.

3 Analysis and discussion of weighing survey results

– Significant deviations from survey plan (if any).

– Variations in means and standard deviations in the network.

– Discussion of the (summary of) results.

4 Summary of results and conclusions

– Main results and conclusions.


01 June 2013 2-J-8 Issue 03, Rev. 00

– Proposed deviations from published standard mass values.

Attachment 1

Applicable summer and/or winter timetables or flight programmes.

Attachment 2

Weighing results per flight (showing individual passenger masses and sex); means and standard

deviations per flight, per route, per area and for the total network.

IEM to Appendix 1 to YCAR-OPS 1.625 Mass and balance documentation See Appendix 1 to YCAR-OPS 1.625

For Performance Class B aeroplanes, the CG position need not be mentioned on the mass and

balance documentation if, for example, the load distribution is in accordance with a precalculated

balance table or if it can be shown that for the planned operations a correct balance can be ensured,

whatever the real load is.


Issue 03, Rev. 00 2-K-1 01 June 2013


IEM OPS 1.630 Instruments and Equipment - Approval and Installation

See YCAR-OPS 1.630

1 For Instruments and Equipment required by YCAR-OPS 1 Subpart K, “Approved” means that

compliance with the applicable TSO design requirements and performance specifications, or

equivalent, in force at the time of the equipment approval application, has been demonstrated. Where

a TSO does not exist, the applicable airworthiness standards apply unless otherwise prescribed in

YCAR-OPS 1 or YCAR M.

2 “Installed” means that the installation of Instruments and Equipment has been demonstrated to comply

with the applicable airworthiness requirements of CS-23/CS-25, or the relevant code used for Type

Certification, and any applicable requirement prescribed in YCAR-OPS 1.

3 Instruments and Equipment approved in accordance with design requirements and perform ance

specifications other than TSOs, before the applicability dates prescribed in YCAR-OPS 1.001(b), are

acceptable for use or installation on aeroplanes operated for the purpose of commercial air

transportation provided that any relevant YCAR-OPS requirement is complied with.

4 When a new version of a TSO (or of a specification other than a TSO) is issued, Instruments and

Equipment approved in accordance with earlier requirements may be used or installed on aeroplanes

operated for the purpose of commercial air transportation provided that such Instruments and

Equipment are operational, unless removal from service or withdrawal is required by means of an

amendment to YCAR-OPS 1 or YCAR M.

AMC OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment

See YCAR-OPS 1.650/1.652

1 Individual requirements of these paragraphs may be met by combinations of instruments or by

integrated flight systems or by a combination of parameters on electronic displays provided that the

information so available to each required pilot is not less than that provided by the instruments and

associated equipment as specified in this Subpart.

2 The equipment requirements of these paragraphs may be met by alternative means of compliance

when equivalent safety of the installation has been shown during type certification approval of the

aeroplane for the intended kind of operation.


01 June 2013 2-K-2 Issue 03, Rev. 00

IEM OPS 1.650/1.652 Flight and Navigational Instruments and Associated Equipment


SERIAL FLIGHTS UNDER VFR FLIGHTS UNDER IFR OR AT NIGHT

INSTRUMENT SINGLE PILOT

TWO PILOTS REQUIRED

MAX T/O MASS AUTH>5700 kg OR MAX PASS>9 Pax

SINGLE PILOT

TWO PILOTS REQUIRED

MAX T/O MASS AUTH>5700 kg OR MAX PASS>9 Pax

(a) (b) (c ) (d) (e) (f) (g)

1 Magnetic Compass 1 1 1 1 1 1

2 Accurate Time Piece 1 1 1 1 1 1

3 OAT Indicator 1 1 1 1 1 1

4 Sensitive Pressure Altimeter

1 2 2 2 Note (5)

2 Note (5)

2 Note (5)

5 Air Speed Indicator 1 2 2 1 2 2

6 Heated Pitot system 2 1 2 2

7 Pitot heat failure Indicator

2

8 Vertical Speed Indicator

1 2 2 1 2 2

9 Turn and slip Indicator OR Turn Co-ordinator

1 Note (1)

2 Notes (1)

& (2)

2 Notes (1) & (2)

1 Note (4)

2 Note (4)

2 Note (4)

10 Attitude Indicator 1 Note (1)

2 Notes (1)

& (2)

2 Notes (1) & (2)

1 2 2

11 Gyroscopic Direction Indicator

1 Note (1)

2 Notes (1)

& (2)

2 Notes (1) & (2)

1 2 2

12 Standby Attitude Indicator

1

13 Mach Number Indicator See Note (3) for all aeroplanes

NOTES :

(1) For local flights (A to A, 50 Nm radius, not more than 60 minutes duration) the instruments at Serials 9(b) 10(b) and 11 (b) may be replaced by EITHER a turn and slip indicator, OR a turn co-ordinator, OR both an attitude indicator and a slip indicator.

(2) The substitute instruments permitted by Note (1) shall be provided at each pilot's station.

(3) Serial 13 - A Mach number indicator is required for each pilot whenever compressibility limitations are not otherwise indicated by airspeed indicators.

(4) For IFR or at night, a Turn and Slip indicator, or a slip indicator and a third (standby) attitude indicator certificated according to CS-25 or equivalent, is required.

(5) Neither Three pointers, nor drum pointer altimeters satisfy the requirement.


Issue 03, Rev. 00 2-K-3 01 June 2013

AMC OPS 1.650/1.652(i) Flight and Navigational Instruments and Associated Equipment

See YCAR-OPS 1.650(i) & 1.652(i)

A means to indicate outside air temperature indicator may be an air temperature indicator which

provides indications that are convertible to outside air temperature.


01 June 2013 2-K-4 Issue 03, Rev. 00

IEM OPS 1.650(p)/1.652(s) Headset, boom microphone & associated equipment

See YCAR-OPS 1.650(p)/1.652(s)

A headset, as required by YCAR-OPS 1.650(p) and YCAR-OPS 1.652(s), consists of a communication

device which includes an earphone(s) to receive and a microphone to transmit audio signals to the

aeroplane‟s communication system. To comply with the minimum performance requirements, the

earphone(s) and microphone should match with the communication system‟s characteristics and the

flight deck environment. The headset should be adequately adjustable to fit the pilot‟s head. Headset

boom microphones should be of the noise cancelling type.

AMC OPS 1.652(d) & (k)(2) Flight & Navigational Instruments & Associated Equipment

See YCAR-OPS 1.652(d) & (k)(2)

A combined pitot heater warning indicator is acceptable provided that a means exists to identify the

failed heater in systems with two or more sensors.

IEM OPS 1.668 Airborne Collision Avoidance System

See YCAR-OPS 1.668

The minimum performance level for ACAS II is contained in ICAO Annex 10, Volume IV, Chapter 4.

AC OPS 1.680(a)(2) Quarterly Radiation Sampling


1. Compliance with YCAR-OPS 1.680(a)(2) may be shown by conducting quarterly radiation sampling

during aeroplane operation using the following criteria:

(a) The sampling should be carried out in conjunction with a Radiological Agency or similar

organisation acceptable to the Authority;

(b) Sixteen route sectors which include flight above 49000 ft should be sampled every quarter (three

months). Where less than sixteen route sectors which include flight above 49000 ft are achieved

each quarter, then all sectors above 49000 ft should be sampled.;

(c) The cosmic radiation recorded should include both the neutron and non-neutron components of

the radiation field.

2. The results of the sampling, including a cumulative summary quarter on quarter, should be reported to

the Authority under arrangements acceptable to the Authority.

AMC OPS 1.690(b)(6) Crew member interphone system


1 The means of determining whether or not an interphone call is a normal or an emergency call may be

one or a combination of the following:

i. Lights of different colours;

ii. Codes defined by the operator (e.g. Different number of rings for normal and emergency calls);

iii. Any other indicating signal acceptable to the Authority.

IEM OPS 1.690(b)(7) Crew member interphone system


At least one interphone system station for use by ground personnel should be, where practicable, so

located that the personnel using the system may avoid detection from within the aeroplane.

AC OPS 1.700 Cockpit Voice Recorders

See YCAR-OPS 1.700

The operational performance requirements for Cockpit Voice Recorders should be those laid down in

EUROCAE Document ED56A (Minimum Operational Performance Requirements For Cockpit Voice

Recorder Systems) December 1993.


Issue 03, Rev. 00 2-K-5 01 June 2013

AC OPS 1.705/1.710 Cockpit Voice Recorders


Account should be taken of the operational performance requirements for Cockpit Voice Recorders as

laid down in EUROCAE Documents ED56 or ED56A (Minimum Operational Performance

Requirements For Cockpit Voice Recorder Systems) dated February 1988 and December 1993

respectively.

AC OPS 1.700, 1.705 & 1.710 Cockpit Voice Recorders

See YCAR-OPS 1.705 and 1.710

Summary table of applicable requirements

MCTOM

ALL AEROPLANE (See YCAR OPS 1.710 CVR-3)

ALL AEROPLANE (See YCAR OPS 1.700 CVR-1)

5700kg NO REQUIREMENT

ALL MULTIENGINE TURBINE POWERED AEROPLANE with a MAPSC >9 seat (Applicability 1 April 2000) (See YCAR OPS 1.705 CVR-2)

ALL MULTIENGINE TURBINE POWERED AEROPLANE with a MAPSC >9 seat (Applicability 1 April 2000) (See YCAR OPS 1.700 CVR-1)

0 1.1.1990 1.4.1998 Date of issue of 1st CofA MCTOM : Max Certificated Take off Mass MAPSC: Max Approved Passenger seating configurations

AC OPS 1.715 Flight Data Recorders

See YCAR-OPS 1.715

1 The operational performance requirements for Flight Data Recorders should be those laid down in

EUROCAE Document ED55 (Minimum Operational Performance Specification For Flight Data

Recorder Systems) dated May 1990.

2 The parameters to be recorded should meet, as far as practicable, the performance specifications

(designated ranges, sampling intervals, accuracy limits and minimum resolution in read -out) defined in

the relevant tables of EUROCAE Minimum Operational Performance Specification for Flight Data

Recorder Systems, Document ED 55 dated May 1990. The remarks columns of those tables are

acceptable means of compliance to the parameter specifications.

3 For aeroplanes with novel or unique design or operational characteristics, the additional parameters

should be those required in accordance with CS-25 during type or supplemental type certification or

validation.

4 If recording capacity is available, as many of the additional parameters specified in table A1.5 of

Document ED 55 dated May 1990 as possible should be recorded.

AC OPS 1.715(g) Extensive Modifications of Aeroplane Systems

See YCAR-OPS 1.715(g)

The alleviation policy included in YCAR-OPS 1.715(g) affects a small number of aeroplanes first

issued with a C of A on or after 1st April 1998 that were either constructed prior to this date or to a

specification in force just prior to this date. These aeroplanes may not comply fully with YCAR-OPS

1.715, but are able to comply with YCAR-OPS 1.720. In granting such an alleviation, the Authority

should confirm that the above conditions have been met and that compliance with YCAR-OPS 1.715

would imply significant modifications to the aeroplane with a severe re-certification effort.

AC OPS 1.720 /1.725 Flight Data Recorders

See YCAR-OPS 1.720 /1.725

See Appendix 1 to AC OPS 1.720 /1.725


01 June 2013 2-K-6 Issue 03, Rev. 00

1 The parameters to be recorded should meet the performance specifications (designated ranges,

recording intervals and accuracy limits) defined in Table 1 of Appendix 1 to AC-OPS 1.720/1.725.

Remarks in Table 1 of Appendix 1 to AC-OPS 1.720/1.725 are acceptable means of compliance to the

parameters requirements.

2 Flight data recorder systems, for which the recorded parameters do not comply with the performance

specifications of Table 1 of Appendix 1 to AC-OPS 1.720/1.725 (i.e. range, sampling intervals,

accuracy limits and recommended resolution readout) may be acceptable to the Authority.

3 For all aeroplanes, so far as practicable, when further recording capacity is available, the recording of

the following additional parameters should be considered:

(a) Remaining parameters in Table B of Appendix 1 to YCAR-OPS 1.720 or YCAR-OPS 1.725 as

applicable;

(b) Any dedicated parameter relating to novel or unique design or operational characteristics of the

aeroplane;

(c) Operational information from electronic display systems, such as EFIS, ECAM or EICAS, with the

following order of priority:

i parameters selected by the flight crew relating to the desired flight path, e.g. barometric

pressure setting, selected altitude, selected airspeed, decision height, and autoflight system

engagement and mode indications if not recorded from another source;

ii display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV, WXR, COMPOSITE,

COPY, etc;

iii warning and alerts;

iv the identity of displayed pages from emergency procedures and checklists.

(d) retardation information including brake application for use in the investigation of landing overruns

or rejected take offs; and

(e) additional engine parameters (EPR, N1, EGT, fuel flow, etc.)

4. For the purpose of YCAR-OPS 1.720(d), 1.720(e) and 1.725(c)(2), the alleviation should be acceptable

only when adding the recording of missing parameters to the existing f light data recorder system would

require a major upgrade of the system itself. Account should be taken of the following:

(a) The extent of the modification required

(b) The down-time period; and

(c) Equipment software development.

5. For the purpose of YCAR-OPS 1.720(d), 1.720(e), 1.725(c)(2) and 1.725(c)(3) "capacity available"

refers to the space on both Flight Data Acquisition Unit and the flight data recorder not allocated for

recording the required parameters, or the parameters recorded for the purpose of YCAR OPS 1.037

(Safety Management System) as acceptable to the Authority.

6. For the purpose of YCAR-OPS 1.720(d)(1), 1.720(e)(1), 1.725(c)(2)(i) and 1.725(c)(3) a sensor is

considered "readily available" when it is already available or can be easily incorporated.


Issue 03, Rev. 00 2-K-7 01 June 2013

AC OPS 1.715, 1.720 & 1.725 Flight Data Recorders

See YCAR-OPS 1.715, 1.720 and 1.725

Summary table of applicable requirements and parameters recorded MCTOM

See Appendix 1 to YCAR-OPS 1.725 See Appendix 1 to YCAR-OPS 1.720


TURBINE POWERED AEROPLANES

Table A (1.725) param. 1 - 5; and

For aeroplanes of a type first type certificated after 30.09.69 Table B (1.725) param. 6 – 15b



For aeroplanes of a type first type certificated after 30.09.69 Table B (1.725) param. 6 - 15b; and

If sufficient capacity is available on FDR system remaining Table B (1.725) parameters

ALL AEROPLANES

Table A (1.720) param. 1 - 15b; and

Table B (1.720) param. 16 - 32

ALL AEROPLANES

Table A1 (1.715) param. 1 - 17; and

Table B (1.715) param. 18 - 32; and

Table C (EFIS) param. 33 - 42; and

Param. relating to novel or unique design features

27000 kg


Table A (1.725)

Param. 1 - 5

TURBINE POWERED

AEROPLANES

Table A (1.725) param. 1 - 5



If sufficient capacity is available on FDR system Table B (1.725) parameters 6 - 15b

ALL AEROPLANES

Table A (1.720) param. 1 - 15b

ALL AEROPLANES




5700 kg

No Requirement

No Requirement

No Requirement

No Requirement

MULTI-ENGINE TURBINE POWERED AEROPLANES MASPC > 9




01.01.87 01.01.89 01.06.90 01.04.98 Date of First Issuance of Individual

Note 1: Alleviation not included in this table Note 2: MCTOM = Maximum Certificated Take Off Mass Note 3: MAPSC = Maximum Approved Passenger Seating Configuration

YCAR-OPS 1 Subpart K

SECTION 2

01 June 2013 2-K-8 Issue 03, Rev. 00

AC OPS 1.727 Combination recorders

(See YCAR-OPS 1.727)

When two combination recorders are installed, one should be located near the cockpit, in order to

minimise the risk of a data loss due to the failure of the wiring that gather data to the recorder. The

other should be located at the rear of the aeroplane in order to minimise the risk of a data loss due to

recorder damage in the case of a crash.

AC OPS 1.730(a)(3) Seats, seat safety belts, harnesses & child restraint devices

(See YCAR-OPS 1.730(a)(3)) 1. General

A child restraint device (CRD) is considered to be acceptable if:

(a) It is a „supplementary loop belt‟ manufactured with the same techniques and the same materials of the approved safety belts; or

(b) It complies with paragraph 2.

2. Acceptable CRDs

Provided the CRD can be installed properly on the respective aircraft seat, the following CRDs are considered “acceptable”:

2.1 Types of CRDs

(a) CRDs approved for use in aircraft only by any JAA authority, the FAA or Transport Canada (on the basis of a national technical standard) and marked accordingly.

(b) CRDs approved for use in motor vehicles according to the UN standard ECE R 44, -03 or later

series of Amendments; or

(c) CRDs approved for use in motor vehicles and aircraft according to Canadian CMVSS 213/213.1; or

(d) CRDs approved for use in motor vehicles and aircraft according to US FMVSS No 213 and are

manufactured to these standards on or after February 26, 1985. US approved CRDs manufactured after this date must bear the following labels in red lettering:

1) “THIS CHILD RESTRAINT SYSTEM CONFORMS TO ALL APPLICABLE FEDERAL

MOTOR VEHICLE SAFETY STANDARDS“ and

2) “THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT“.

(e) CRDs qualified for use in aircraft according to the German “Qualification Procedure for Child Restraint Systems for Use in Aircraft“ (TÜV Doc.: TÜV/958-01/2001).

2.2 Devices approved for use in cars manufactured and tested to standards equivalent to those listed in

2.1 (a) to (e) inclusive, which are acceptable to the authority. The device must be marked with an associated qualification sign, which shows the name of the qualification organisation and a specific identification number, related to the associated qualification project.

2.3 The qualifying organization shall be a competent and independent organization that is acceptable to

the authority. 3. Location 3.1 Forward facing CRDs may be installed on both forward and rearward facing passenger seats but only

when fitted in the same direction as the passenger seat on which it is positioned. Rearward facing CRDs can only be installed on forward facing passenger seats. A CRD may not be installed within the radius of action of an airbag, unless it is obvious that the airbag is de-activated or it can be demonstrated that there is no negative impact from the airbag.


Issue 03, Rev. 00 2-K-9 01 June 2013

3.2 A child in a restraint device should be located as near to a floor level exit as feasible. 3.3 A child in a restraint device should be seated in accordance with YCAR-OPS 1.280 and IEM OPS

1.280, “Passenger Seating“ so as to not hinder evacuation for any passenger. 3.4 A child in a restraint device should neither be located in the row leading to an emergency exit nor

located in a row immediately forward or aft of an emergency exit. A window passenger seat is the preferred location. An aisle passenger seat or a cross aisle passenger seat is not recommended. Other locations may be acceptable provided the access of neighbour passengers to the nearest aisle is not obstructed by the CRD.

3.5 In general, only one CRD per row segment is recommended. More than one CRD per row segment is

allowed if the children are from the same family or travelling group provided the children are accompanied by a responsible person sitting next to them.

3.6 A Row Segment is the fraction of a row separated by two aisles or by one aisle and the aircraft

fuselage. 4. Installation 4.1 CRDs shall only be installed on a suitable aircraft seat with the type of connecting device they are

approved or qualified for. E.g., CRDs to be connected by a three point harness only (most rearward facing baby CRDs currently available) shall not be attached to an aircraft seat with a lap belt only, a CRD designed to be attached to a vehicle seat by means of rigid bar lower anchorages (ISO-FIX or US equivalent) only, shall only be used on aircraft seats that are equipped with such connecting devices and shall not be attached by the aircraft seat lap belt. The method of connecting must be clearly shown in the manufacturer‟s instructions to be provided with each CRD.

4.2 All safety and installation instructions must be followed carefully by the responsible person

accompanying the infant. Cabin crew should prohibit the use of any inadequately installed CRD or not qualified seat.

4.3 If a forward facing CRD with a rigid backrest is to be fastened by a lap belt, the restraint devic e should

be fastened when the backrest of the passenger seat on which it rests is in a reclined position. Thereafter, the backrest is to be positioned upright. This procedure ensures better tightening of the CRD on the aircraft seat if the aircraft seat is reclinable.

4.4 The buckle of the adult safety belt must be easily accessible for both opening and closing, and must

be in line with the seat belt halves (not canted) after tightening. 4.5 Forward facing restraint devices with an integral harness must not be installed such that the adult

safety belt is secured over the child. 5. Operation 5.1 Each CRD shall remain secured to a passenger seat during all phases of flight, unless it is properly

stowed when not in use.

5.2 Where a CRD is adjustable in recline it must be in an upright position for all occasions when

passenger restraint devices are required to be used according to YCAR-OPS 1.320(b)(1).]

IEM OPS 1.740 Placards

(See YCAR-OPS 1.740)

1. The markings required must:

(a) be painted, or affixed by other equally permanent means;

(b) be red in colour, and in any case in which the colour of the adjacent back-ground is such as to

render red markings not readily visible,

(c) be outlined in white or some other contrasting colour in such a manner as to render them readily

visible; be kept at all times clean and un-obscured.


SECTION 2

01 June 2013 2-K-10 Issue 03, Rev. 00

(d) Arabic script is written by connected letters.

2. Placards required by YCAR-OPS 1.740 (c) are:

(a). Break in marking, if applicable, is an example of a safety related placard to be use by external

emergency evacuation crew. (b). Examples of safety related placards to be used by passengers are “Fasten Seat Belts”, “No

Smoking Signs” etc.

AMC OPS 1.745 First-Aid Kits

See YCAR-OPS 1.745

The following should be included in the First-Aid Kits:

Bandages (unspecified)

Burns dressings (unspecified)

Wound dressings, large and small

Adhesive tape, safety pins and scissors

Small adhesive dressings

Antiseptic wound cleaner

Adhesive wound closures

Adhesive tape

Disposable resuscitation aid

Simple analgesic e.g. paracetamol

Antiemetic e.g. cinnarizine

Nasal decongestant

First-Aid handbook

Gastrointestinal Antacid +

Anti-diarrhoeal medication e.g. Loperamide +

Ground/Air visual signal code for use by survivors.

Disposable Gloves

A list of contents in at least 2 languages (English and one other). This should include information on

the effects and side effects of drugs carried.

NOTE: An eye irrigator whilst not required to be carried in the first-aid kit should, where possible, be available

for use on the ground.

+ For aeroplanes with more than 9 passenger seats installed.

AMC OPS 1.755 Emergency Medical Kit

See YCAR-OPS 1.755

The following should be included in the emergency medical kit carried in the aeroplane:

Sphygmomanometer – non mercury

Stethoscope

Syringes and needles

Oropharyngeal airways (2 sizes)

Tourniquet

Coronary vasodilator e.g. nitro-glycerine

Anti-smasmodic e.g. hyascene

Epinephrine 1:1000

Adrenocortical steroid e.g. hydrocortisone

Major analgesic e.g. nalbuphine

Diuretic e.g. fursemide

Antihistamine e.g. diphenhydramine hydrochloride

Sedative/anticonvulsant e.g. diazepam

Medication for Hypoglycaemia, hypertonic glucose and/or glucagon

Antiemetic e.g. metoclopramide

Atropine

Digoxin

Disposable Gloves

Bronchial Dilator –injectable and inhaled form


Issue 03, Rev. 00 2-K-11 01 June 2013

Needle Disposal Box

Catheter

A list of contents in at least 2 languages (English and one other). This should include information on

the effects and side effects of physchoactive substances carried.

IEM OPS 1.760 First-aid Oxygen

See YCAR-OPS 1.760

1 First–aid oxygen is intended for those passengers who, having been provided with the supplemental

oxygen required under YCAR-OPS 1.770, still need to breathe undiluted oxygen when the amount of

supplemental oxygen has been exhausted.

2 When calculating the amount of first-aid oxygen, an operator should take into account the fact that,

following a cabin depressurisation, supplemental oxygen as calculated in accordance with Appendix 1

to YCAR-OPS 1.770 should be sufficient to cope with hypoxic problems for:

(a) all passengers when the cabin altitude is above 15000 ft; and

(b) a proportion of the passengers carried when the cabin altitude is between 10000 ft and 15000 ft.

3 For the above reasons, the amount of first-aid oxygen should be calculated for the part of the flight

after cabin depressurisation during which the cabin altitude is between 8000 ft and 15000 ft, when

supplemental oxygen may no longer be available.

4 Moreover, following cabin depressurisation an emergency descent should be carried out to the lowest

altitude compatible with the safety of the flight. In addition, in these circumstances, the aeroplane

should land at the first available aerodrome at the earliest opportunity.

5 The conditions above should reduce the period of time during which the first-aid oxygen may be

required and consequently should limit the amount of first-aid oxygen to be carried on board.

IEM OPS 1.770 Supplemental Oxygen

Pressurised Aeroplanes

See YCAR-OPS 1.770

1 A quick donning mask is the type of mask that:

(a) Can be placed on the face from its ready position, properly secured, sealed, and supplying

oxygen upon demand, with one hand and within 5 seconds and will thereafter remain in position,

both hands being free;

(b) Can be put on without disturbing eye glasses and without delaying the flight crew member from

proceeding with assigned emergency duties;

(c) After being put on, does not prevent immediate communication between the flight crew members

and other crew members over the aeroplane intercommunication system;

(d) Does not inhibit radio communications.

2 In determining the supplemental oxygen for the routes to be flown, it is assumed that the aeroplane

will descend in accordance with the emergency procedures specified in the Operations Manual,

without exceeding its operating limitations, to a flight altitude that will allow the flight to be completed

safely (ie. flight altitudes ensuring adequate terrain clearance, navigational accuracy, hazardous

weather avoidance etc.)

AC OPS 1.770(b)(2)(v) Supplemental Oxygen

Pressurised Aeroplanes (Not certificated to fly above 25000 ft)

See YCAR-OPS 1.770 (b)(2)(v)

1 With respect to YCAR-OPS 1.770(b)(2)(v) the maximum altitude up to which an aeroplane can

operate, without a passenger oxygen system installed and capable of providing oxygen to each cabin

occupant, should be established using an emergency descent profile which takes into account the

following conditions:

(a) 17 seconds time delay for pilot‟s recognition and reaction including mask donning, for trouble

shooting and configuring the aeroplane for the emergency descent;

(b) Maximum operational speed (VMO) or the airspeed approved in the Aeroplane Flight Manual for

emergency descent, whichever is the less;


SECTION 2

01 June 2013 2-K-12 Issue 03, Rev. 00

(c) All engines operative;

(d) The estimated mass of the aeroplane at the top of climb.

1.1 Emergency descent data (charts) established by the aeroplane manufacturer and published in the

Aeroplane Operating Manual and/or Aeroplane Flight Manual should be used to ensure uniform

application of the rule.

2 On routes where the oxygen is necessary to be carried for 10% of the passengers for the flight time

between 10000ft and 13000ft the oxygen may be provided either:

(a) by a plug-in or drop-out oxygen system with sufficient outlets and dispensing units uniformly

distributed throughout the cabin so as to provide oxygen to each passenger at his own discretion

when seated on his assigned seat; or:

(b) by portable bottles when a fully trained cabin crew member is carried on board of each such flight.

AMC OPS 1.790 Hand Fire Extinguishers

See YCAR-OPS 1.790

1 The number and location of hand fire extinguishers should be such as to provide adequate availability

for use, account being taken of the number and size of the passenger compartments, the need to

minimise the hazard of toxic gas concentrations and the location of toilets, galleys etc. These

considerations may result in the number being greater than the minimum prescribed.

2 There should be at least one fire extinguisher suitable for both flammable fluid and electrical

equipment fires installed on the flight deck. Additional extinguishers may be required for the protection

of other compartments accessible to the crew in flight. Dry chemical fire extinguishers should not be

used on the flight deck, or in any compartment not separated by a partition from the flight deck,

because of the adverse effect on vision during discharge and, if non-conductive, interference with

electrical contacts by the chemical residues.

3 Where only one hand fire extinguisher is required in the passenger compartments it should be located

near the cabin crew member‟s station, where provided.

4 Where two or more hand fire extinguishers are required in the passenger compartments and their

location is not otherwise dictated by consideration of paragraph 1 above, an extinguisher should be

located near each end of the cabin with the remainder distributed throughout the cabin as evenly as is

practicable.

5 Unless an extinguisher is clearly visible, its location should be indicated by a placard or sign.

Appropriate symbols may be used to supplement such a placard or sign.

AMC OPS 1.810 Megaphones

See YCAR-OPS 1.810

Where one megaphone is required, it should be readily accessible from a cabin crew member‟s

assigned seat. Where two or more megaphones are required, they should be suitably distributed in the

passenger cabin(s) and readily accessible to crew members assigned to direct emergency

evacuations. This does not necessarily require megaphones to be positioned such that they can be

reached by a crew member when strapped in a cabin crew member‟s seat.

AC OPS 1.820 Emergency Locator Transmitter (ELT)

See YCAR-OPS 1.820, YCAR-OPS 1.830(c) and YCAR-OPS 1.835(b) 1. An Emergency Locator Transmitter (ELT) is a generic term describing equipment which broadcasts

distinctive signals on designated frequencies and, depending on application, may be activated by impact or be manually activated. An ELT is one of the following:

(a) Automatic Fixed (ELT(AF)). An automatically activated ELT which is permanently attached to an

aircraft;

(b) Automatic Portable (ELT(AP)). An automatically activated ELT which is rigidly attached to an aircraft but readily removable from the aircraft;


Issue 03, Rev. 00 2-K-13 01 June 2013

(c) Automatic Deployable (ELT(AD)). An ELT, which is rigidly attached to the aircraft and which is automatically deployed and activated by impact, and, in some cases, also by hydrostatic sensors. Manual deployment is also provided;

(d) Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed so as to facilitate its

ready use in an emergency, and manually activated by survivors.

2. An automatic portable ELT, (ELT(AP)), as installed in accordance with YCAR-OPS 1.820, may be

used to replace one ELT(S) provided that it meets the ELT(S) requirements. A water activated ELT(S)

is not an ELT(AP).]

IEM OPS 1.825 Life Jackets

See YCAR-OPS 1.825

For the purpose of YCAR-OPS 1.825, seat cushions are not considered to be flotation devices.

AMC OPS 1.830(b)(2) Life-rafts and ELT for extended overwater flights


1 The following should be readily available with each life-raft:

(a) Means for maintaining buoyancy;

(b) A sea anchor:

(c) Life-lines, and means of attaching one life-raft to another;

(d) Paddles for life-rafts with a capacity of 6 or less;

(e) Means of protecting the occupants from the elements;

(f) A water resistant torch;

(g) Signalling equipment to make the pyrotechnical distress signals described in ICAO Annex 2;

(h) 100 g of glucose tablet for each 4, or fraction of 4, persons which the life-raft is designed to carry:

(i) At least 2 litres of drinkable water provided in durable containers or means of making sea water

drinkable or a combination of both; and

(j) First-aid equipment.

2 As far as practicable, items listed above should be contained in a pack.

IEM OPS 1.835 Survival Equipment

See YCAR-OPS 1.835

1 The expression „Areas in which search and rescue would be especially difficult‟ should be interpreted

in the context of this YCAR as meaning:

(a) Areas so designated by the State responsible for managing search and rescue; or

(b) Areas that are largely uninhabited and where:

i. The State responsible for managing search and rescue has not published any information to

confirm that search and rescue would not be especially difficult; and

ii. The State referred to in (a) above does not, as a matter of policy, designate areas as being

especially difficult for search and rescue.

AMC OPS 1.835(c) Survival Equipment


1 At least the following survival equipment should be carried when required:

(a) 2 litres of drinkable water for each 50, or fraction of 50, persons on board provided in durable

containers;

(b) One knife;

(c) One set of Air/Ground codes;

In addition, when polar conditions are expected, the following should be carried:


SECTION 2

01 June 2013 2-K-14 Issue 03, Rev. 00

(d) A means for melting snow;

(e) Sleeping bags for use by 1/3 of all persons on board and space blankets for the remainder or

space blankets for all passengers on board;

(f) 1 Arctic/Polar suit for each crew member carried.

2 If any item of equipment contained in the above list is already carr ied on board the aeroplane in

accordance with another requirement, there is no need for this to be duplicated.


Issue 03, Rev. 00 2-K-15 01 June 2013

Appendix 1 to AC OPS 1.720/1.725 See AC OPS 1.720/1.725 TABLE 1 – Parameters Performance Specifications

sn. Parameter Range Sampling Interval in seconds

Accuracy limits (sensor input compared to FDR readout)

Recommended Resolution in readout

Remarks


24 hours 4 ±0·125% per hour 1 second UTC time preferred where available, otherwise elapsed time

2 Pressured altitude -1000 ft to maximum certificated altitude of aircraft +5000 ft

1 ±100 ft to ±700 ft 5 ft For altitude record error see CS-TSO C124

3 Indicated airspeed 50 kt to max VSO

Max VSO to 1·2 Vd 1

±5% ±3 %

1kt Vso stalling speed or minimum steady flight speed in the landing configuration VdF design diving speed

4 Heading 360º 1 ±2º 0·5º

5 Normal acceleration -3 g to +6 g 0·125 ±

0·125 ±1% of maximum range excluding a datum error of ± 5%

0·004 g

6 Pitch attitude ±75º 1 ±2º 0·5º

7 Roll attitude ±180º 1 ±2º 0·5º


Discrete 1 - -

On-off (one discrete). An FDR/CVR time synchronisation signal complying with EUROCAE Document ED55 dated May 1990 paragraph 4.2.1 is an acceptable alternative means of compliance

9 Power on each engine Full range

Each engine each second

±2% 0·2% of full range

Sufficient parameters e.g. EPR/N, or Torque/Np as appropriate to the particular engine should be recorded to determine power


Full range or each discrete position

2 ±5% or as pilot’s indicator

0·5% of full range



2 - 0·5% of full range

12 Thrust reverser position Stowed, in transit, and reverse

Each reverser each second

±2% unless higher accuracy uniquely required

-

13 Ground spoiler and/or speed brake selection


1 ±2º 0·2% of full range

14 Outside air temperatures or Total air temperature

Sensor range 2 - 0·3º

15a

15b

Autopilot engagement status Autopilot operating modes, autothrottle and AFCS systems engagement status and operating modes

A suitable combination of discretes

1 -


± 1 g 0·25 ± 1·5% of maximum range excluding a datum error of ± 5%

0·004 g

17 Lateral acceleration ±1 g 0·25 ±1·5% of maximum range excluding a datum error of ±5%

0·004 g

18

Primary flight controls. Control surface positions and/or pilot input (pitch, roll, yaw)

Full range 1 ±2º unless higher accuracy uniquely required

0·2% of full range

For aeroplanes with conventional control systems ‘or’ applies For aeroplanes with non-mechanical control systems ‘and’ applies For aeroplanes with split surfaces a suitable combination of inputs is acceptable in lieu of recording each surface separately

19 Pitch trim position Full range 1 ±3% unless higher accuracy uniquely required

0·3% of full range

20 Radio altitude -20 ft to +2500 ft 1

±2 ft or ±3% whichever is greater below 500 ft and ±5% above 500 ft

1 ft below 500 ft, 1 ft +5% of full range above 500 ft

As installed. Accuracy limits are recommended

21 Glide path deviation Signal range 1 ±3% 0·3% of full range


22 Localiser deviation Signal range 1 ±3% 0·3% of full range



SECTION 2

01 June 2013 2-K-16 Issue 03, Rev. 00

sn. Parameter Range Sampling Interval in seconds

Accuracy limits (sensor input compared to FDR readout)

Recommended Resolution in readout

Remarks


Discrete 1 – – A single discrete is acceptable for all markers

24 Master warning Discrete 1 – –

25 NAV 1 and 2 frequency selection

Full range 4 As installed –

26 DME 1 and 2 distance 0-200 nm 4 As installed – Recording of latitude and longitude from INS or other navigation system is a preferred alternative


Discrete 1 – –

28 Ground proximity warning system (GPWS)

Discrete 1 – –

29 Angle of attack Full range 0·5 As installed 0·3% of full range

30 Hydraulics Discrete(s) 2 – –

31 Navigation data As installed 1 As installed –


Discrete 4 As installed –


Issue 03, Rev. 00 2-K-17 01 June 2013

TABLE B – Additional information to be considered

(a) Operational information from electronic display systems, such as Electronic Flight

Instruments Systems (EFIS), Electronic Centralised Aircraft Monitor (ECAM) and Engine

Indications and Crew Alerting System (EICAS). Use the following order of priority:

1. Parameters selected by the flight crew relating to the desired flight path, e.g.

barometric pressure setting, selected altitude, selected airspeed, decision height,

and autoflight system engagement and mode indications if not recorded from

another source;

2. Display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV, WXR, COMPOSITE,

COPY;

3. Warnings and alerts;

4. The identity of displayed pages for emergency procedures and checklists.

(b) Retardation information including brake application for use in the investigation of landing

over-runs and rejected take-offs; and

(c) Additional engine parameters (EPR, N1 EGT, fuel flow, etc.).


Issue 03, Rev. 00 2-L-1 01 June 2013


IEM OPS 1.845 Communication and Navigation Equipment - Approval and Installation

See YCAR-OPS 1.845

1 For Communication and Navigation Equipment required by YCAR-OPS 1 Subpart L, “Approved”

means that compliance with the applicable TSO design requirements and performance specifications,

or equivalent, in force at the time of the equipment approval application, has been demonstrated.

Where a TSO does not exist, the applicable airworthiness standards or equivalent apply unless

otherwise prescribed in YCAR-OPS 1 or YCAR M.

2 “Installed” means that the installation of Communication and Navigation Equipment has been

demonstrated to comply with the applicable airworthiness requirements of CS-23/CS-25, or the

relevant code used for Type Certification, and any applicable requirement prescribed in YCAR-OPS 1.

3 Communication and Navigation Equipment approved in accordance with design requirements and

performance specifications other than TSOs, before the applicability dates prescribed in YCAR-OPS

1.001(b), are acceptable for use or installation on aeroplanes operated for the purpose of commercial

air transportation provided that any relevant YCAR-OPS requirement is complied with.

4 When a new version of a TSO (or of a specification other than a CS_TSO) is issued, Communication

and Navigation Equipment approved in accordance with earlier requirements may be used or installed

on aeroplanes operated for the purpose of commercial air transportation provided that such

Communication and Navigation Equipment are operational, unless removal from service or withdrawal

is required by means of an amendment to YCAR-OPS 1 or YCAR M.

AMC OPS 1.865 Combinations of Instruments and Integrated Flight Systems

See YCAR-OPS 1.865

Individual requirements of YCAR-OPS 1.865 may be met by combinations of instruments or by

integrated flight systems or by a combination of parameters on electronic displays provided that the

information so available to each required pilot is not less than that provided by the instruments and

associated equipment specified.

AC OPS 1.865(c)(1)(i) IFR operations without ADF system

See YCAR-OPS 1.865(c)(1)(i) 1 To perform IFR operations without an ADF system installed, an operator should consider the following

guidelines on equipment carriage, operational procedures and training criteria. 2 The removal/non installation of ADF equipment from an aeroplane may only be done where it is not

essential for navigation, provided that alternative equipment giving equivalent or enhanced navigation capability is carried. This may be accomplished by the carriage of an additional VOR receiver or a GNSS receiver approved for IFR operations.

3 For IFR operations without ADF, an operator should ensure that:

(a) route segments that rely solely on ADF for navigation are not flown;

(b) A firm commitment is made not to fly any ADF/NDB procedures;

(c) Tthat the MEL has been amended to take account of the non-carriage of ADF; (d) That the Operations Manual does not reference any procedures based on NDB signals for the

aeroplanes concerned; (e) That flight planning and dispatch procedures are consistent with the above mentioned criteria.

4 The removal of ADF should be taken into account by the operator in the initial and recurrent training of

flight crew.

YCAR-OPS 1 Subpart L SECTION 2

01 June 2013 2-L-2

AC OPS 1.865(e) FM Immunity Equipment Standards

See YCAR-OPS 1.865(e)

1 FM immunity performance Standards for ILS Localiser, VOR receivers and VHF communication

receivers have been incorporated in ICAO Annex 10, Volume I - Radio Navigation Aids Fifth Edition

dated July 1996, Chapter 3, Paragraphs 3.1.4, 3.3.8 and Volume I II, Part II - Voice Communications

Systems, Paragraph 2.3.3.

2 Acceptable equipment standards, consistent with ICAO Annex 10, are contained in EUROCAE

Minimum Operational Performance Specifications, documents ED-22B for VOR receivers, ED-23B for

VHF communication receivers and ED-46B for LOC receivers and the corresponding RTCA documents

DO-186, DO-195 and DO-196.

Note: Operations within Sana‟a FIR do not require FM Immunity.

ACJ OPS 1.870 Additional Navigation Equipment for operations in MNPS Airspace

See YCAR-OPS 1.870

1 A Long Range Navigation System may be one of the following:

(a) One Inertial Navigation System (INS).

(b) One Global Navigation Satellite System (GNSS).

(c) One navigation system using inputs from one or more Inertial Reference Systems (IRS), or any

other MNPS approved sensor system.

2 To conform to the Long range navigation System Specification, a GNSS and its operational use should

be approved in accordance with the relevant requirements for MNPS airspace.

3. An integrated navigation system which offers equivalent functional availability, integrity and

redundancy, when approved may, for the purpose of this requirement, be considered as two

independent Long Range Navigation Systems.


Issue 03, Rev. 00 2-M-1 01 June 2013


IEM OPS 1.875 Introduction

See YCAR-OPS 1.875

1. Reference to aeroplanes includes the components fitted to or intended to be fitted to the aeroplane.

2. The performance of de-icing and anti-icing activities does not require a YCAR 145 approval.

IEM OPS 1.885(a) Application for and approval of the Operator’s Maintenance


1 The Authority does not expect the documents listed in YCAR-OPS 1.185(b) to be submitted in a

completed state with the initial application for grant or variation since each will require approval in its

own right and may be subject to amendment as a result of Authority assessment during the technical

investigations. Draft documents should be submitted at the earliest opportunity so that investigation of

the application can begin. Grant or variation cannot be achieved until the Authority is in possession of

completed documents.

2 This information is required to enable the Authority to conduct its investigation into the application, to

assess the volume of maintenance work necessary and the locations at which it will be accomplished.

3 The applicant should inform the Authority where base and scheduled line maintenance is to take place

and give details of any contracted maintenance which is in addition to that provided in response to

YCAR-OPS 1.895(a) or (c).

4 At the time of application, the Operator should have arrangements for all base and scheduled line

maintenance in place for an appropriate period of time, as acceptable to the Authority. The operator

should establish further arrangements in due course before the maintenance is due.

Base maintenance contracts for high-life time checks may be based on one time contracts, when the

Authority considers that this is compatible with the operator‟s fleet size.

IEM OPS 1.885(b) Application for and approval of the Operator’s Maintenance System


1 The approval of an operator‟s maintenance system will be indicated by means of a statement

containing the following information:

a. Air Operator Certificate number;

b. Name of the Operator;

c. Type(s) of aeroplane for which the maintenance system has been accepted;

d. Reference identification of the operator‟s approved aeroplane maintenance programme(s) related to

(c) above;

e. Reference identification of the operators approved maintenance management exposition; and

f. Any limitations imposed by the Authority on the grant or variation.

NOTE: Approval may be limited to

specified aeroplanes, to specific locations or by other means like operational limitations if considered

necessary by the Authority in the interests of safe operation.

AMC OPS 1.890(a) Maintenance Responsibility

See YCAR-OPS 1.890(a

1 The requirement means that the operator is responsible for determining what maintenance is required,

when it has to be performed and by whom and to what standard, in order to ensure the continued

airworthiness of the aircraft being operated.

2 An operator should therefore have adequate knowledge of the design status (type specification,

customer options, AD‟s, modif ications, operational equipment) and required and performed

maintenance. Status of aeroplane design and maintenance should be adequately documented to

support the performance of the quality system (See YCAR-OPS 1.900).


01 June 2013 2-M-2

3 An operator should establish adequate co-ordination between flight operations and maintenance to

ensure that both will receive all information on the condition of the aircraft necessary to enable both to

perform their tasks.

4 The requirement does not mean that an operator himself performs the maintenance (this is to be done

by an Approved Maintenance Organisation (See YCAR-OPS 1.895) but that the operator carries the

responsibility for the airworthy condition of aircraft it operates and thus should be satisfied before the

intended flight that all required maintenance has been properly carried out.

5 When an operator is not appropriately approved in accordance with YCAR Part V, the operator should

provide a clear work order to the maintenance contractor. The fact that an operator has contract ed an

Approved Maintenance Organisation should not prevent him from checking at the maintenance

facilities on any aspect of the contracted work if he wishes to do so to satisfy his responsibility for the

airworthiness of the aircraft.

AMC OPS 1.890(a)(1) Maintenance Responsibility


1 With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure

that the aeroplane is fit to make the intended flight. These should typically include but are not

necessarily limited to:

a. A walk-around type inspection of the aeroplane and its emergency equipment for condition including,

in particular, any obvious signs of wear, damage or leakage. In addition, the presence of all required

emergency equipment should be established.

b. Inspection of the Technical log to ensure that the intended flight is not adversely affected by any

outstanding deferred defects and that no required maintenance action shown in the maintenance

statement is overdue or will become due during the flight.

c. That consumable fluids, gases etc. uplifted prior to flight are of the correct specification, free from

contamination, and correctly recorded.

d. That all doors are securely fastened.

e. Control surface and landing gear locks, pitot/static covers, restraint devices and engine/aperture

blanks have been removed.

f. That all the aeroplane‟s external surfaces and engines are free from ice, snow, sand, dust etc.

2 Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the preflight

inspection, if acceptable to the Authority. The related pre-flight inspection instructions should address

the procedures to determine where the necessary uplift or inflation results from an abnormal

consumption and possibly requires additional maintenance action by the approved/accepted

Maintenance Organisation.

3 An operator should publish guidance to maintenance and flight personnel and any other personnel

performing pre-flight inspection tasks, as appropriate, defining responsibilities for these actions and,

where tasks are contracted to other organisations, how their accomplishment is subject to the quality

system of YCAR-OPS 1.900. It should be demonstrated to the Authority that preflight inspection

personnel have received appropriate training for the relevant preflight inspections tasks. The training

standard for personnel performing the preflight inspection should be described in the Operator‟s

Maintenance Management Exposition.

IEM OPS 1 890(a)(1) Maintenance Responsibility


The fact that the performance of pre flight inspections is an Operator‟s maintenance responsibility

does not necessarily means that such personnel performing pre-flight inspection tasks report to the

Nominated Postholder for Maintenance, but that the Nominated postholder for Maintenance is

responsible for determining the content of the pre flight inspection and setting the qualification

standard of the involved personnel. In addition, compliance with the qualification standard s hould be

monitored by the Operator‟s Quality System.



The Operator should have a system to ensure that all defects affecting the safe operation of the

aeroplane are rectified within the limits prescribed by the approved MEL or CDL as appropriate and


Issue 03, Rev. 00 2-M-3 01 June 2013

that no postponement of such a defect rectification can be permitted unless with the Operator‟s

agreement and in accordance with a procedure approved by the Authority.



The Operator should have a system to ensure that all aeroplane maintenance checks are performed

within the limits prescribed by the approved aeroplane maintenance programme and that, whenever a

maintenance check cannot be performed within the required time limit, its postponement is allowed

with the Operator‟s agreement and in accordance with a procedure approved by the Authority.



An operator should have a system to analyse the effectiveness of the maintenance programme, with

regard to spares, established defects, malfunctions and damage, and to amend the maintenance

programme (this amendment will involve the approval of the Authority unless the operator has been

approved to amend the maintenance programme without direct involvement of the Authority).

IEM OPS 1.890(a)(5) Maintenance Responsibility


“Any other continued airworthiness requirement made mandatory by the Authority” includes

Type Certif ication related requirements such as: Certif ication Maintenance Requirements

(CMR‟s), Life Limited Parts, Airworthiness Limitations, issued by the state of design, etc...



An operator should establish a policy, and work to that policy, to assess non-mandatory information

related to the airworthiness of the aircraft, such as Service Bulletins, Service Letters and other

information on the aircraft and its components from the design organisation, the manufacturer or the

related airworthiness authorities.

AMC OPS 1.895(a) Maintenance Management


1 The requirement is intended to provide for the possibility of the following three alternative options:

a. An operator to be approved to carry out all maintenance of the aeroplane and aeroplane components;

b. An operator to be approved to carry out some of the maintenance of the aeroplane and aeroplane

components. This, at minimum, could be limited line maintenance but may be considerably more but

still short of option (a);

c. An operator not approved to carry out any maintenance.

2 An operator or prospective operator may apply for any one of these options but it will be for the

Authority to determine which option may be accepted in each particular case.

2.1 To make this determination the Authority will apply the primary criteria of relevant operator experience

if carrying out some or all maintenance on comparable aeroplanes. Therefore where an operator

applies for option (a) – all maintenance – the Authority will need to be satisfied that the operator has

sufficient experience of carrying out all maintenance on a comparable type. For example, assuming

that the experience is judged satisfactory, then it is reasonable from the maintenance viewpoint to add

a different wide bodied aircraft to an existing wide bodied fleet. If the experience is not satisfactory or

too limited the Authority may choose either to require more experienced management and/or more

experienced release to service staff or may refuse to accept the new wide bodied aircraft if extra

experienced staff cannot be found. Option (b) or (c) may be possible alternatives.

2.2 Where an operator applies for option (b) – some maintenance, or the Authority has been unable to

accept an application for option (a) – then satisfactory experience is again the key but in this case the

satisfactory experience is related to the reduced maintenance of this option. If the experience is not

satisfactory or too limited the Authority may choose to require more experienced staff or may refuse to

accept the application if such staff cannot be found. Option (c) may be the possible alternative. Option


01 June 2013 2-M-4

(c) accepts that the operator either does not have satisfactory experience or has only limited

experience of some maintenance.

2.3 The Authority will require an operator to enter into a contract with an appropriately approved

organisation except that in some cases where the Authority believes that it is possible to obtain

sufficient satisfactorily experienced staff to provide the minimal maintenance support for option (b), in

which case option (b) would apply.

2.4 In respect of this paragraph, „experience‟ means staff who have proven evidence that they were

directly involved with at least line maintenance of similar aircraft types for not less than 12 months.

Such experience should be demonstrated to be satisfactory. An operator is required to have enough

personnel meeting the requirement of YCAR-OPS 1.895(b) to manage the maintenance responsibility

whichever option is used.

AMC OPS 1.895(b) Maintenance Management


1 The person or group of persons employed should represent the maintenance management structure of

the operator (for maintenance) and be responsible for all maintenance functions. Dependent on the

size of the operation and the organisational set-up, the maintenance functions may be divided under

individual managers or combined in nearly any number of ways. This includes com bining the functions

of „accountable manager‟ (see YCAR-OPS 1.175(h)), the „nominated postholder‟ (see YCAR-OPS

1.175(i)) and the quality monitoring function (see YCAR-OPS 1.900) so long as the quality monitoring

function remains independent of the functions to be monitored. In the smallest organisation this may

lead to the quality monitoring function being performed by the accountable manager if suitably

qualified. Consequently the smallest organisation consists of at least two persons except that the

Authority may agree to the quality monitoring function being sub-contracted to another operator‟s

quality monitoring department or a suitably qualified independent person acceptable to the Authority.

2 The actual number of persons to be employed and their necessary qualifications is dependent upon

the tasks to be performed and thus dependent on the size and complexity of the operation (route

network, line or charter, ETOPS, number of aircraft and the aircraft types, complexity of the aircraft

and their age), number and locations of maintenance facilities and the amount and complexity of

maintenance contracting. Consequently, the number of persons needed, and their qualifications, may

differ greatly from one operator to another and a simple formula covering the whole range of

possibilities is not feasible.

3 To enable the Authority to accept the number of persons and their qualifications, an operator should

make an analysis of the tasks to be performed, the way in which he intends to divide and/or combine

these tasks, indicate how he intends to assign responsibilities and establish the number of man/hours

and the qualifications needed to perform the tasks. With significant changes in the aspects relevant to

the number and qualifications of persons needed, this analysis should be updated.

4 The authority does not necessarily expect that the credential of each person of the Maintenance

Management Group of Persons are individually submitted to the Authority for their acceptance.

However, the Manager of the Maintenance Management Group of Persons, and any manager

reporting directly to him should be individually acceptable to the Authority .

AMC OPS 1.895(c) Maintenance Management


The Authority should only accept that the proposed person be employed by the Organisation when it is

manifest that he/she is the only available competent person in a position to exercise this function,

within a practical working distance from the Operator‟s offices.

IEM OPS 1.895(c) Maintenance Management


This paragraph only applies to contracted maintenance and therefore does not affect situations where

the YCAR 145 approved/accepted Organisation and the Operator are the same organisation.

AMC OPS 1.895(d) Maintenance Management


1 Where an operator is not approved or an operator‟s maintenance organisation is an independent

organisation, a contract should be agreed between the operator and the Approved Maintenance


Issue 03, Rev. 00 2-M-5 01 June 2013

Organisation that specifies, in detail, the work to be performed by the Approved Maintenance

Organisation.

2 Both the specification of work and the assignment of responsibilities should be clear, unambiguous

and sufficiently detailed to ensure that no misunderstanding should arise between the parties

concerned (operator, maintenance organisation and the Authority) that could result in a situation where

work that has a bearing on the airworthiness or serviceability of aircraft is not or will not be properly

performed.

3 Special attention should be paid to procedures and responsibilities to ensure that all maintenance work

is performed, service bulletins are analysed and decisions taken on accomplishment, airworthiness

directives are completed on time and that all work, including non-mandatory modifications is carried

out to approved data and to the latest standards.

4 For the actual lay out of the contract the IATA Standard Ground Handling Agreement may be used as

a basis, but this does not preclude the Authority from ensuring that the content of the contract is

acceptable to them, and especially that the contract allows the Operator to properly exercise its

maintenance responsibility. Those parts of a contract that have no bearing on the technical or

operational aspects of airworthiness are outside the scope of this paragraph.

AMC OPS 1.895(e) Maintenance Management

See YCAR - OPS 1.895(e)

1 In the case of a contract with an organisation that is not approved/accepted, the Operator‟s

Maintenance Management Exposition should include appropriate procedures to ensure that all this

contracted maintenance is ultimately performed on time by approved/accepted organisations in

accordance with data acceptable to the Authority. In particular the Quality System procedures should

place great emphasis on monitoring compliance with the above. The list of approved/accepted

contractors, or a reference to this list, should be included in the Operator‟s Maintenance Management

Exposition.

2 Such a maintenance arrangement does not absolve the Operator from its overall Maintenance

responsibility. Specifically, in order to accept the maintenance arrangement, the Authority should be

satisfied that such an arrangement allows the Operator to ensure full compliance with YCAR-OPS

1.890 Maintenance Responsibility.

IEM OPS 1.895(e) Maintenance Management

See YCAR - OPS 1.895(e)

The purpose of YCAR-OPS 1.895(e) is to authorise a primary maintenance arrangement with an

organisation which is not an approved/accepted Maintenance Organisation, when it proves that such

an arrangement is in the interest of the Operator by simplifying the management of its maintenance,

and the Operator keeps an appropriate control of it. Such an arrangement should not preclude the

Operator from ensuring that all maintenance is performed by an approved/accepted organisation and

complying with the YCAR-OPS 1.890 maintenance responsibility requirements. Typical examples of

such arrangements follow:

- Component maintenance :

The Operator may find it more appropriate to have a primary contractor, that would despatch the

components to appropriately approved organisations, rather than himself sending different types of

components to various approved/accepted maintenance organisations. The benefit for the operator is

that the management of maintenance is simplified by having a single contact point for component

maintenance. The Operator remains responsible for ensuring that all maintenance is performed by

approved/accepted Organisations and in accordance with the approved standard.

- Aeroplane, engine and component maintenance:

The operator may wish to have a maintenance contract with another non approved YCAR-OPS

operator of the same type of aeroplane. A typical case is that of a dry-leased aeroplane between

YCAR-OPS Operators, where the parties, for consistency or continuity reasons (especially for short

term lease agreements), find it appropriate to keep the aeroplane under the current maintenance

arrangement. Where this arrangement involves various approved/accepted contractors, it might be

more manageable for the lessee Operator to have a single contract with the lessor Operator. Such an

arrangement should not be understood as a transfer of responsibility to the lessor Operator: the lessee


01 June 2013 2-M-6

Operator, being the YCAR-OPS approved Operator of the aeroplane, remains responsible for the

maintenance of the aeroplane in performing the YCAR-OPS 1.890 functions, and employing the

YCAR-OPS 1.895 Maintenance Management Group of Persons.

In essence, YCAR-OPS 1.895(e) does not alter the intent of YCAR-OPS 1.895(a), (b) and (d) in that it

also requires that the Operator has to establish a written maintenance contract acceptable to the

Authority and, whatever type of acceptable arrangement is made, the Operator is required to exercise

the same level of control on contracted maintenance, particularly through the YCAR-OPS 1.895(b)

Maintenance Management Group of Persons and YCAR-OPS 1.900 Quality System.

IEM - OPS 1.895(f&g) Maintenance Management

See YCAR - OPS 1.895(f&g)

The intent of this paragraph is that maintenance contracts are not necessary when the Operator‟s

maintenance system, as approved by the Authority, specifies that the relevant maintenance activity

may be ordered through one time work orders. This includes for obvious reasons occasional line

maintenance and may also include aeroplane component maintenance up to engines, so long as the

Authority considers that the maintenance is manageable through work orders, both in term of volume

and complexity. It should be noted that this paragraph implies that even where base maintenance is

ordered on a case by case basis, there must be a written maintenance contract.

AMC OPS 1.895(h) Maintenance Management

See YCAR-OPS 1.895(h)

Office accommodation in this case means office accommodation such that the incumbents, whether

they be maintenance management, planning, technical records or quality staff, can carry out their

designated tasks in a manner that contributes to good maintenance standards. In the smaller

operators, the Authority may agree to these tasks being conducted from one office subject to being

satisfied that there is sufficient space and that each task can be carried out without undue disturbance.

Office accommodation should also include an adequate technical library and room for document

consultation.

AMC OPS 1.900 Quality system

See YCAR-OPS 1.900

1 An operator should establish a plan acceptable to the Authority to show when and how often the

activities as required by YCAR-OPS 1.890 will be monitored. In addition, reports should be produced

at the completion of each monitoring investigation and include details of discrepancies of non

compliance with procedures or requirements.

2 The feedback part of the system should address who is required to rectify discrepancies and non

compliance in each particular case and the procedure to be followed if rectification is not completed

within appropriate timescales. The procedure should lead to the Accountable Manager specified in

YCAR-OPS 1.175(h).

3 To ensure effective compliance with YCAR-OPS 1.900 the following elements have been shown to

work well:

a. Product sampling – the part inspection of a representative sample of the aeroplane fleet;

b. Defect sampling – the monitoring of defect rectification performance;

c. Concession sampling – the monitoring of any concession to not carry out maintenance on time;

d. On time maintenance sampling – the monitoring of when (flying hours/calendar time/flight cycles etc)

aeroplanes and their components are brought in for maintenance;

e. Sampling reports of unairworthy conditions and maintenance errors.

Note that YCAR-OPS 1.900 includes other self-explanatory monitoring elements.

IEM OPS 1.900 Quality system

See YCAR-OPS 1.900

The primary purpose of the Quality System is to monitor compliance with the approved procedures

specified in an operator‟s Maintenance Management Exposition to ensure compliance with Subpart M

and thereby ensure the maintenance aspects of the operational safety of the aeroplanes. In particular,


Issue 03, Rev. 00 2-M-7 01 June 2013

this part of the Quality System provides a monitor of the effectiveness of maintenance, refe rence

YCAR-OPS 1.890, and should include a feedback system to ensure that corrective actions are both

identified and carried out in a timely manner.

AMC OPS 1.905(a) Maintenance Management exposition


1 The purpose of the Maintenance Management Exposition is to set forth the procedures, means and

methods of the operator. Compliance with its contents will assure compliance with YCAR-OPS 1

Subpart M requirements, which in conjunction with an appropriate JAR-145 Approved Maintenance

Organisation Exposition, is a pre-requisite for obtaining an acceptance of the operator‟s maintenance

system by the Authority.

2 Where an operator is appropriately approved as a JAR-145 Approved Maintenance Organisation the

Exposition of the maintenance organisation may form the basis of the Operator‟s Maintenance

Management Exposition in a combined document as follows:

JAR-145 Exposition

Part 1 Management

Part 2 Maintenance Procedures

Part L2 Additional Line Maintenance Procedures

Part 3 Quality System Procedures

Part 4 Contracted Operators

Part 5 Appendices (sample of documents)

Part 3 must also cover the functions specified by YCAR-OPS 1.900, Quality System.

Additional parts should be introduced covering the following:

Part 0 General Organisation

Part 6 YCAR-OPS Maintenance Procedures

3 Where an operator is not approved in accordance with JAR-145 but has a maintenance contract with a

JAR-145 Approved Maintenance Organisation, the Maintenance Management Exposition should

comprise:

Part 0 General Organisation

Part 1 YCAR-OPS Maintenance Procedures

Part 2 Quality System

Part 3 Contracted Maintenance

4 Personnel are expected to be familiar with those parts of the Exposition that are relevant to the

maintenance and airworthiness co-ordination work they carry out.

5 The operator will need to specify in the Exposition who should amend the document, particularly where

there are several parts.

6 The person responsible for the management of the Quality System should be responsible for

monitoring and amending the Exposition unless otherwise agreed by the Authority, including

associated procedures manuals, and the submission of proposed amendments to the Authority for

approval. The Authority may agree a procedure, which will be stated in the amendment control section

of the Exposition, defining the class of amendments which can be incorporated without the prior

consent of the Authority.

7 The operator may use Electronic Data Processing (EDP) for publication of the maintenance

management exposition. The maintenance management exposition should be made available to the

Authority in a form acceptable to the Authority. Attention should be paid to the compatibility of EDP

publication systems with the necessary dissemination of the maintenance management exposition,

both internally and externally.

8. Part 0 “General Organisation” of the Maintenance Management Exposition should include a corporate

commitment by the operator, signed by the Accountable Manager confirming that the Maintenance


01 June 2013 2-M-8

Management Exposition and any associated manuals define the organisation compliance with YCAR-

OPS 1 Subpart M and will be complied with at all times.

9 The accountable manager's exposition statement should embrace the intent of the following paragraph

and in fact this statement may be used without amendment. Any modification to the statement should

not alter the intent:

This exposition defines the organisation and procedures upon which the Authority* Approval under

YCAR-OPS 1 Subpart M is based.

These procedures are approved by the undersigned and must be complied with, as applicable, in order

to ensure that all maintenance of .....(quote Operator‟s name)...... fleet of aircraft is carried out on time

to an approved standard.

It is accepted that these procedures do not override the necessity of complying with any new or

amended regulation published by the Authority* from time to time where these new or amended

regulations are in conflict with these procedures.

It is understood that the Authority* will approve this organisation whilst the Authority* is satisfied that

the procedures are being followed and the work standard maintained. It is understood that the

Authority* reserves the right to suspend, vary or revoke the YCAR-OPS Subpart M maintenance

system approval of the organisation, as applicable, if the Authority* has evidence that the procedures

are not followed and the standards not upheld.

It is further understood that suspension or revocation of the approval of the maintenance system would

invalidate the AOC.

Signed .....................................

Dated .....................................

Accountable Manager and ...(quote position).......

For and on behalf of .....(quote organisation's name)...... "

10 Whenever the accountable manager is changed it is important to ensure that the new accountable

manager signs the para 9. statement at the earliest opportunity as part of the acceptance by the

Authority.

Failure to carry out this action invalidates the YCAR-OPS M approval.

Appendices 1. and 2. contain examples of Exposition lay-outs.

AMC OPS 1.910(a) Operator’s Aeroplane Maintenance


1 The aeroplane maintenance programme should be managed and presented by the operator to the

Authority.

2 Where implementation of the content of an approved operator‟s aeroplane maintenance programme is

accomplished by an appropriately approved YCAR - 145 Approved Maintenance Organisation, it

therefore follows that the YCAR - 145 Approved Maintenance Organisation should have access to the

relevant parts of the approved operator‟s aeroplane maintenance programme when the organisation is

not the author. Implementation means preparation and planning of the maintenance tasks in

accordance with the approved maintenance programme.

3 The aeroplane should only be maintained to one approved operator‟s aeroplane maintenance

programme at a given point in time. Where an operator wishes to change from one approved

operator‟s aeroplane maintenance programme to another such approved programme, a transfer

Check/Inspection may need to be performed, as agreed with the Authority, in order to implement the

change.

4 The operator‟s aeroplane maintenance programme should contain a preface which will define the

maintenance programme contents, the inspection standards to be applied, permitted variations to ta sk

frequencies and, where applicable, any procedure to escalate established check/inspection intervals.

Appendix 1 to AMC OPS 1.910 (a) &(b) provides detailed guidance on the content of an approved

operator‟s aeroplane maintenance programme.

5 Where an operator wishes to use an aeroplane with the initial operator‟s aeroplane maintenance

programme based upon the Maintenance Review Board Report (MRBR) process, any associated


Issue 03, Rev. 00 2-M-9 01 June 2013

programme for the continuous surveillance of the reliability, or health monitoring of the aeroplane

should be considered as part of the aeroplane maintenance programme.

6 Where an aeroplane type has been subjected to the MRBR process, an operator should normally

develop the initial operator‟s aeroplane maintenance programme based upon the MRBR.

7 The documentation supporting the development of operator‟s aeroplane maintenance programmes for

aeroplane types subjected to the MRBR process should contain identification cross reference to the

MRBR tasks such that it is always possible to relate such tasks to the current approved operator‟s

aeroplane maintenance programme. This does not prevent the approved operator‟s aeroplane

maintenance programme from being developed in the light of service experience to beyond the MRBR

recommendations but will show the relationship to such recommendations.

8 Some approved operator‟s aeroplane maintenance programmes, not developed from the MRB

Process, utilise reliability programmes. Such reliability programmes should be considered as a part of

the approved maintenance programme.

9 Reliability programmes should be developed for aeroplane maintenance programmes based upon

MSG logic or those that include condition monitored components or that do not contain overhaul time

periods for all significant system components.

10 Reliability programmes need not be developed for aeroplane maintenance programmes of aeroplanes

of 5700 kg and below or that do contain overhaul time periods for all significant system components.

11. The purpose of a reliability programme is to ensure that the aeroplane maintenance programme tasks

are effective and their periodicity is adequate. It therefore follows that the actions resulting from the

reliability programme may be not only to escalate or delete maintenance task, but also to de -escalate

or add maintenance tasks, as necessary.

12. A reliability programme provides an appropriate means of monitoring the effectiveness of the

maintenance programme.

AMC OPS 1.910(b) Operator’s Aeroplane Maintenance Programme


1 The operator should review the detailed requirements at least annually.

AMC OPS 1.910(c) Operator’s Aeroplane Maintenance Programme

See YCAR-OPS 1.910(c) 1 Not withstanding AMC OPS 1.910(b) the Operator is to review mandatory information before

compliance is required. Such information includes but is not limited to: i. Airworthiness Limitations such as those required by JAR 23.1529 Appendix G and JAR 25.1529

Appendix H25.4 include where applicable mandatory replacement times of life limited parts, structural inspection intervals together with related structural inspection procedures.

ii. Maintenance considerations such as Certification Maintenance Requirements/ Certification Check

Requirements) and those addressed by AMJ 25.1309 and AMJ 25-19 including where applicable mandatory tasks intended to detect latent safety-significant failures.

AMC OPS 1.910(d) Operator’s Aeroplane Maintenance

See YCAR-OPS 1.910(b) 1 The documentation issued by the Authority to approve the operator‟s aeroplane maintenance

programme may include details of who may issue certificates of release to service in a particular situation and may define which tasks are considered as base maintenance activity. Development of the approved operator‟s aeroplane maintenance programme is dependent upon sufficient satisfactory in-service experience which has been properly processed. In general, the task being considered for escalation beyond the MRB limits should have been satisfactorily repeated at the existing frequency several times before being proposed for escalation. Appendix 1 to AMC OPS 1.910(a) & (b) gives further guidance.

2 The Authority may approve a part of or an incomplete operator‟s aeroplane maintenance programme

at the start of operation of a new aeroplane type or a new operator, subject to the limitation that the approved operator‟s aeroplane maintenance programme is only valid for a period that does not exceed any required maintenance not yet approved. The following examples illustrate just two possibilities:


01 June 2013 2-M-10

2.1 A new aeroplane type may not have completed the acceptance process for structural inspection or

corrosion control. It therefore follows that the operator‟s aeroplane maintenance programme cannot be approved as a complete programme but it is reasonable to approve for a limited period, say, 3000 hrs or 1 year;

2.2 A new operator may not have established suitable maintenance arrangements for the high -life time

checks. It therefore follows that the Authority may be unable to approve the complete operator‟s aeroplane maintenance programme, preferring to opt for a limited period.

3 If the Authority is no longer satisfied that a safe operation can be maintained, the approval of an

operator‟s aeroplane maintenance programme or part of it may be suspended or revoked. Events giving rise to such action include:

3.1 An operator suspending the operation of that aeroplane type for at least one year; 3.2 Periodic review of the approved operator‟s aeroplane maintenance programme by the Authority shows

that the operator has failed to ensure that the programme reflects the maintenance needs of the aeroplane such that safe operation can be assured.

AMC OPS 1.915 Operator’s aeroplane technical log

See YCAR-OPS 1.915

1 The operator‟s aeroplane technical log is a system for recording defects and malfunctions discovered

during the operation and for recording details of all maintenance carried out on the particular

aeroplane to which the operator‟s aeroplane technical log applies whilst that aeroplane is ope rating

between scheduled visits to the base maintenance facility. In addition, it is used for recording

operating information relevant to flight safety and should contain maintenance data that the operating

crew need to know. Where a means of recording defects or malfunctions in the cabin or galleys that

affect the safe operation of the aeroplane or the safety of its occupants, separate from the aeroplane

technical log, is used, this should be regarded as forming part of the aeroplane technical log system.

2 The operators aeroplane technical log system may range from a simple single section document to a

complex system containing many sections but in all cases it should include the information specified

for the example used here which happens to use a 5 sect ion document / computer system:

Section 1 should contain details of the registered name and address of the operator, the aeroplane

type and the complete international registration marks of the aeroplane.

Section 2 should contain details of when the next scheduled maintenance is due, including, if relevant

any out of phase component changes due before the next maintenance check. In addition this Section

should contain the current Certificate of Release to Service, for the complete aeroplane, issued

normally at the end of the last maintenance check.

NOTE: The flight crew does not need to receive such details if the next scheduled maintenance is controlled

by other means acceptable to the Authority.

Section 3 should contain details of all information considered necessary to ensure continued flight

safety. Such information includes:

i. The aeroplane type and registration mark.

ii. The date and place of take-off and landing.

iii. The times at which the aeroplane took off and landed.

iv. The running total of flying hours, such that the hours to the next schedule maintenance can be

determined. The flight crew does not need to receive such details if the next scheduled maintenance is

controlled by other means acceptable to the Authority.

v. Details of any failure, defect or malfunction to the aeroplane affecting airworthiness or safe operation

of the aeroplane including emergency systems, and any failure, defect or malfunctions in the cabin or

galleys that affect the safe operation of the aeroplane or the safety of its occupants that are known to

the commander. Provision should be made for the commander to date and sign such entries,

including, where appropriate, the nil defect state for continuity of the record. Provision should be made

for a Certificate of Release to Service or, if agreed by the Authority, the alternate abbreviated

Certificate of Release to Service following rectification of a defect or any deferred defect or

maintenance check carried out. Such a certificate appearing on each page of this section s hould

readily identify the defect(s) to which it relates or the particular maintenance check as appropriate.


Issue 03, Rev. 00 2-M-11 01 June 2013

The alternate abbreviated certificate of release to service consists of the following statement “ YCAR

Part V release to service” in place of the full certification statement specified in AMC 145.50(b) para 1.

When the Authority agrees to the use of the alternate abbreviated certificate of release to service, the

introductory section of the technical log should include an example of the full certification statement

from AMC 145.50(b) para 1 together with a note stating; “The alternate abbreviated certificate of

release to service used in this technical log satisfies the intent of JAR 145.50(a) only. All other aspects

of JAR 145.50(b) shall be complied with”.

vi. The quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or combination of

tanks, at the beginning and end of each flight; provision to show, in the same units of quantity, both the

amount of fuel planned to be uplifted and the amount of fuel actually uplifted; provision for the time

when ground de-icing and/or anti-icing was started and the type of fluid applied, including mixture ratio

fluid/water.

vii. The pre-flight inspection signature.

In addition to the above it may be necessary to record the following supplementary information:

The time spent in particular engine power ranges where use of such engine power affects the life of

the engine or engine module. Maximum or Inter Contingency Power are two examples.

The number of landings where landings affect the life of an aeroplane or aeroplane component.

Flight cycles or flight pressure cycles where such cycles affect the life of an aeroplane or aeroplane

component.

NOTE 1: Where Section 3 is of the multisector „part removable‟ type then such „part removable‟ sections should contain all of the foregoing information where appropriate.

NOTE 2: Section 3 should be designed such that one copy of each page may remain on the aeroplane and one other copy may be retained on the ground until completion of the flight to which it relates. See also YCAR - OPS 1.140 Information retained on the ground (Subpart B).

NOTE 3: Section 3 lay-out should be divided to show clearly what is required to be completed after flight and what is required to be completed in preparation for the next flight.

Section 4 should contain details of all deferred defects that affect or may affect the safe operation of

the aeroplane and should therefore be known to the aeroplane commander. Each page of this section

should be pre-printed with the operator‟s name and page serial number and make provision for

recording the following:

i. A cross reference for each deferred defect such that the original defect can be identified in the

particular Section 3 Sector Record Page.

ii. The original date of occurrence of the defect deferred.

i ii . Brief details of the defect.

iv. Details of the eventual rectif ication carried out and its Certif icate of Release to Service or a

clear cross-reference back to the document that contains details of the eventual

rectif ication.

Section 5 should contain any necessary maintenance support information that the aeroplane

commander needs to know. Such information would include data on how to contact maintenance

engineering if problems arise whilst operating the routes etc.

The Aeroplane Technical Log System can be either a paper or computer system or any combination of

both methods.

AMC OPS 1.920 Maintenance Records

See YCAR-OPS 1.920

1 The operator should ensure that he always receives a complete Certificate of Release to Service such

that the required records can be retained. The system to keep the maintenance records should be

described in the operator‟s maintenance management exposition or in the relevant exposition.

2 When an operator arranges for the relevant maintenance organisation to retain copies of the

maintenance records on his behalf, he will nevertheless continue to be responsible for the records

under YCAR-OPS 1.920(b) relating to the preservation of records. If he ceases to be the operator of

the aeroplane, he also remains responsible for transferring the records to any other person who

becomes the operator of the aeroplane.


01 June 2013 2-M-12

3 Keeping maintenance records in a form acceptable to the Authority normally means in paper form or

on a computer database or a combination of both methods. Records stored in microfilm or optical disc

form are also acceptable.

4 Paper systems should use robust material which can withstand normal handling and fili ng. The record

should remain legible throughout the required retention period.

5 Computer systems should have at least one backup system which should be updated at least within 24

hours of any maintenance. Each terminal is required to contain programme safeguards against the

ability of unauthorised personnel to alter the database.

6 Microfilming or optical storage of maintenance records may be carried out at any time. The records

should be as legible as the original record and remain so for the required retention period.

7 Information on times, dates, cycles etc. as required by YCAR-OPS 1.920 hereafter referred to as

„summary maintenance records‟ are those records that give an overall picture on the state of

maintenance of the aeroplane and any life-limited aeroplane component. The current status of all life-

limited aeroplane components should indicate the component life limitation, total number of hours,

accumulated cycles or calendar time and the number of hours/cycles/time remaining before the

required retirement time of the component is reached.

8 The current status of Airworthiness Directives (AD) should identify the applicable AD‟s including

revision or amendment numbers. Where an AD is generally applicable to the aeroplane or component

type but is not applicable to the particular aeroplane or component, then this should be identified. The

AD status includes the date when the AD was accomplished, and where the AD is controlled by flight

hours or flight cycles it should include the aeroplane or engine or component total flight hours or

cycles, as appropriate. For repetitive AD‟s, only the last application should be recorded in the AD

status. The status should also specify which part of a multi-part directive has been accomplished and

the method, where a choice is available in the AD.

9 Details of current modification and repairs means the substantiating data supporting compliance with

the airworthiness requirements. This can be in the form of a Supplemental Type Certificate, Service

Bulletin, Structural Repair Manual or similar approved document. If the airworthiness data for

modification and repair is produced by the organisation in accordance with existing national

regulations all detailed documentation necessary to define the change and its approval should be

retained.

10 The substantiating data may include:

a. Compliance programme;

b. Master drawing or drawing list, production drawings, installation instructions;

c. Engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.);

d. Ground and flight test programme and results;

e. Mass and balance change data;

f. Maintenance and repair manual supplements;

g. Maintenance programme changes and instructions for continuing airworthiness; and

h. Aeroplane flight manual supplement.

11 Maintenance records should be stored in a safe way with regard to fire, flood, theft and alteration.

12 Computer backup discs, tapes etc., should be stored in a different location from that containing the

current working discs, tapes, etc. and in a safe environment.

IEM OPS 1.920(b)(6) Maintenance Records


For the purpose of this paragraph, a “component vital to flight safety” means a component that

includes Life Limited Parts or is subject to Airworthiness Limitations or a major component such as,

undercarriage and flight controls.

AMC OPS 1.920(c) Maintenance Records



Issue 03, Rev. 00 2-M-13 01 June 2013

1 Where an operator terminates his operation, all retained maintenance records should be passed on to

the new operator or, if there is no operator, stored as required by the Authority.

2 A “permanent transfer“ does not generally include the dry lease -out of an aeroplane when the duration

of the lease agreement is less than 6 months. However the Authority should be satisfied that all

maintenance records necessary for the duration of the lease agreement are transferred to the lessee

or made accessible to them.

IEM OPS 1.930 Continued validity of the AOC in respect of the maintenance system

See YCAR-OPS 1.930

This paragraph covers scheduled changes to the maintenance system. Whilst the requirements

relating to Air Operator Certificates, including their issue, variation and continued validity, are

prescribed in Subpart C, this paragraph is included in Subpart M to ensure that operators remain

aware that there is a requirement elsewhere which may affect continued acceptance of the

maintenance arrangement.

IEM OPS 1.935 Equivalent Safety Case

See YCAR-OPS 1.935

1 This paragraph is intended to provide the necessary flexibility to the Authority such that it may accept

alternate means of compliance with any Subpart M requirement, particularly in the case of

advancement of technology.

Appendix 1 to AMC OPS 1.905(a) MMExposition for an Operator who is also approved in accordance with JAR-145

The Exposition may be put together in any subject order and subjects combined so long as all

applicable subjects are covered.

PART 0 GENERAL ORGANISATION

0.1 Corporate commitment by the Operator;

0.2 General information:

– Brief description of organisation

– Relationship with other organisations

– Fleet composition – Type of operation

– Line station locations;

0.3 Maintenance Management personnel:

– Accountable Manager

– Nominated postholder

– Maintenance co-ordination

– Duties and responsibilities

– Organisation chart(s)

– Manpower resources and training policy;

0.4 Notification procedure to the Authority regarding changes to the Operator‟s maintenance

arrangements/locations/ personnel/activities/approval

0.5 Exposition amendment procedures.

*PART 1 MANAGEMENT

*PART 2 MAINTENANCE PROCEDURES

*PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

*PART 3 QUALITY SYSTEM PROCEDURES

Qualifying operator‟s maintenance personnel not covered by JAR-145.


01 June 2013 2-M-14

NOTE: The Quality System procedures

shown in Appendix 2 to AMC OPS 1.905(a) (Part 2 Quality System) must also be taken into account.

*PART 4 CONTRACTED OPERATORS

*PART 5 APPENDICES (Sample of Documents)

(*) These Parts comprise the Exposition of the JAR-145 approved maintenance organisation.

PART 6 YCAR-OPS MAINTENANCE PROCEDURES

6.1 Aircraft technical log utilisation and MEL application;

6.2 Aircraft maintenance programme – Development and amendment;

6.3 Time and maintenance records, Responsibilities, Retention, Access;

6.4 Accomplishment and control of Airworthiness Directives;

6.5 Analysis of the effectiveness of the maintenance programme;

6.6 Non-mandatory modification embodiment policy;

6.7 Major modification standards;

6.8 Defect reports:

– Analysis

– Liaison with manufacturers and Regulatory Authorities

– Deferred defect policy;

6.9 Engineering activity;

6.10 Reliability programmes

– Airframe

– Propulsion

– Components;

6.11 Pre-flight Inspection:

– Preparation of aircraft for flight

– Sub-contracted Ground Handling functions

– Security of Cargo and Baggage loading

– Control of refuelling, Quantity/Quality

– Control of snow, ice, dust and sand contamination to an approved standard;

6.12 Aircraft weighing;

6.13 Flight test procedures; **

6.14 Sample of documents, Tags and Forms used;

(**) could be covered in Part 2, Maintenance Procedures.

Appendix 2 to AMC OPS 1.905(a) MME for an Operator who is NOT approved in accordance with JAR-145

The Exposition may be put together in any subject order so long as all applicable subjects are

covered.

PART 0 GENERAL ORGANISATION

(as shown in Appendix 1 to IEM OPS 1.905(a))

PART 1 YCAR-OPS MAINTENANCE PROCEDURES

(as shown in Appendix 1, Part 6 entitled – YCAR-OPS Maintenance procedures)

PART 2 QUALITY SYSTEM

2.1 Maintenance quality policy, plan and audit procedures;


Issue 03, Rev. 00 2-M-15 01 June 2013

2.2 Monitoring of maintenance management activities;

2.3 Monitoring the effectiveness of the maintenance programme;

2.4 Monitoring that all maintenance is carried out by an appropriate JAR-145 organisation:

– Aeroplane maintenance

– Engines

– Components;

2.5 Monitoring that all contracted maintenance is carried out in accordance with the contract, including

sub-contractors used by the maintenance contractor;

2.6 Quality audit personnel.

PART 3 CONTRACTED MAINTENANCE

3.1 Maintenance contractor selection procedure;

3.2 Detailed list of maintenance contractors;

3.3 Relevant technical procedures identified in the maintenance contract(s).

Appendix 1 to AMC OPS 1.910(a) & (b) General requirements

1.1 The maintenance programme should contain the following basic information.

1.1.1 The type/model and registration number of the aeroplane, engines and, where applicable, auxiliary

power units and propellers.

1.1.2 The name and address of the operator.

1.1.3 The operator‟s reference identification of the programme document; the date of issue and issue

number.

1.1.4 A statement signed by the operator to the effect that the specified aeroplanes will be maintained to the

programme and that the programme will be reviewed and updated as required by paragraph 5.

1.1.5 Contents/list of effective pages of the document.

1.1.6 Check periods which reflect the anticipated utilisation of the aeroplane. Such utilisation should be

stated and include a tolerance of not more than 25%. Where utilisation cannot be anticipated, calendar

time limits should also be included.

1.1.7 Procedures for the escalation of established check periods, where applicable and acceptable to the

Authority.

1.1.8 Provision to record date and reference to approved amendments incorporated in the programme.

1.1.9 Details of pre-flight maintenance tasks which are accomplished by maintenance staff and not included

in the Operations Manual for action by flight crew.

1.1.10 The tasks and the periods (intervals/frequencies) at which each part of the aeroplane, engines, APU‟s,

propellers, components, accessories, equipment, instruments, electrical and radio apparatus, and

associated systems and installations should be inspected, together with the type and degree of

inspection.

1.1.11 The periods at which items as appropriate, should be checked, cleaned, lubricated, replenished,

adjusted and tested. 1.1.12 Details of applicable ageing aeroplane systems requirements together with any specified sampling

programmes. 1.1.13 Details of specific structural maintenance programmes where issued by the Type Certificate Holder

including but not limited to: - Maintenance of Structural Integrity by Damage Tolerance and Supplemental Structural Inspection

Programmes (SSID) - Structural maintenance programmes resulting from the Service Bulletin review performed by the Type

Certificate holder


01 June 2013 2-M-16

- Corrosion Prevention and Control - Repair Assessment

- Widespread Fatigue Damage 1.1.14 A statement of the limit of validity in terms of total flight cycles/calendar data/flight hours for the

structural programme in 1.1.13. Note: Further detailed guidance material on programmes for ageing aircraft structures can be found in TGL

11 which is published in JAA Administration and Guidance material Section One Part Three.

1.1.15 The periods and procedures for the collection of engine health monitoring data

1.1.16 The periods at which overhauls and/or replacements by new or overhauled parts should be made.

1.1.17 A cross-reference to other documents approved by the Authority which contain the details of

maintenance tasks related to mandatory life limitations, Certification Maintenance Requirements

(CMR‟s) and Airworthiness Directives (AD‟s).

Note: To prevent inadvertent variations to such tasks or intervals these items should not be included in the

main portion of the maintenance programme document, or any planning control system, without

specific identification of their mandatory status.

1.1.18 Details of, or cross-reference to, any required Reliability Programme or statistical methods of

continuous Surveillance.

1.1.19 A statement that practices and procedures to satisfy the Programme should be to the standards

specified in the Type Certificate Holder‟s Maintenance Instructions. When practices and procedures

are included in a customised Operator‟s Maintenance Manual approved by the Authority, the statement

should refer to this Manual.

1.1.20 Each maintenance task quoted should be defined in a definition section of the Programme.

2 Programme basis

2.1 Operator‟s Aeroplane Maintenance programmes should normally be based upon the Maintenance

Review Board Report, where available, and the Type Certificate holder‟s Maintenance Planning

Document or Chapter 5 of the Maintenance Manual, (i.e. the Manufacturer‟s recommended

Maintenance Programme). The structure and format of these maintenance recommendations may be

re-written by the operator to better suit his operation and control of the particular maintenanc e

programme.

2.2 For a newly type-certificated aeroplane, where no previously approved Maintenance Programme

exists, it will be necessary for the operator to comprehensively appraise the manufacturer‟s

recommendations (and the MRB Report where applicable), together with other airworthiness

information, in order to produce a realistic Programme for approval.

2.3 For existing aeroplane types it is permissible for the operator to make comparisons with maintenance

programmes previously approved. It should not be assumed that a Programme approved for another

operator will automatically be approved for the operator. Evaluation is to be made of aircraft/fleet

utilisation, landing rate, equipment fit and, in particular, the experience of the maintenance

organisation must be assessed. Where the Authority is not satisfied that the proposed maintenance

programme can be used as is by the Operator, the Authority should request the Operator to introduce

appropriate changes to it, such as additional maintenance tasks or de-escalation of check frequencies,

or to develop the aeroplane initial maintenance programme based upon the Manufacturer‟s

recommendations.

3 Amendments

3.1 Amendments (revisions) to the approved Programme should be raised by the operator, to reflect

changes in the type certificate holder‟s recommendations, modifications, service experience, or as

required by the Authority. Reliability programmes form one important method of updating approved

programmes.

4 Permitted variations to maintenance periods

4.1 The Operator may only vary the periods prescribed by the Programme with the approval of the

Authority.


Issue 03, Rev. 00 2-N-1 01 June 2013


AMC OPS 1.940(a)(4) Crewing of inexperienced flight crew members


1 An operator should consider that a flight crew member is inexperienced, following completion of a

Type Rating or command course, and the associated line flying under supervision, until he has

achieved on the Type either:

(a) 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days; or

(b) 150 flying hours and flown 20 sectors (no time limit).

2 A lesser number of flying hours or sectors, subject to any other conditions which the Authority may

impose, may be acceptable to the Authority when:

(a) A new operator is commencing operations; or

(b) An operator introduces a new aeroplane type; or

(c) Flight crew members have previously completed a type conversion course with the same

operator; or

(d) The aeroplane has a Maximum Take-off Mass below 10 tonnes or a Maximum Approved

Passenger Seating Configuration of less than 20.

AMC OPS 1.945 Conversion Course Syllabus

See YCAR-OPS 1.945 and Appendix 1 to YCAR-OPS 1.945

1 General

1.1 Type rating training when required may be conducted separately or as part of conversion training.

When the type rating training is conducted as part of conversion training, the conversion training

programme should include all the requirements of YCAR– PART II.

2 Ground training

2.1 Ground training should comprise a properly organised programme of ground ins truction by training

staff with adequate facilities, including any necessary audio, mechanical and visual aids. However, if

the aeroplane concerned is relatively simple, private study may be adequate if the operator provides

suitable manuals and/or study notes.

2.2 The course of ground instruction should incorporate formal tests on such matters as aeroplane

systems, performance and flight planning, where applicable.

3 Emergency and safety equipment training and checking

3.1 On the initial conversion course and on subsequent conversion courses as applicable, the following

should be addressed:

(a) Instruction on first aid in general (Initial conversion course only); Instruction on first aid as relevant

to the aeroplane type of operation and crew complement including where no cabin crew are

required to be carried (Initial and subsequent);

(b) Aeromedical topics including:

i. Hypoxia;

ii. Hyperventilation;

iii. Contamination of the skin/eyes by aviation fuel or hydraulic or other fluids;

iv. Hygiene and food poisoning; and

v. Malaria;

(c) The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated

smoke-filled environment;

(d) The operational procedures of security, rescue and emergency services.


01 June 2013 2-N-2

(e) Survival information appropriate to their areas of operation (e.g. polar, desert, jungle or sea) and

training in the use of any survival equipment required to be carried.

(f) A comprehensive drill to cover all ditching procedures should be practised where flotation

equipment is carried. This should include practice of the actual donning and inflation of a

lifejacket, together with a demonstration or film of the inflation of life-rafts and/or slide-rafts and

associated equipment. This practice should, on an initial conversion course, be conducted using

the equipment in water, although previous certificated training with another operator or the use of

similar equipment will be accepted in lieu of further wet-drill training.

(g) Instruction on the location of emergency and safety equipment, correct use of all appropriate

drills, and procedures that could be required of flight crew in different emergency situations.

Evacuation of the aeroplane (or a representive training device) by use of a slide where fitted

should be included when the Operations Manual procedure requires the early evacuation of flight

crew to assist on the ground.

4 Aeroplane/STD training

4.1 Flying training should be structured and sufficiently comprehensive to familiarise the flight crew

member thoroughly with all aspects of limitations and normal /abnormal and emergency procedures

associated with the aeroplane and should be carried out by suitably qualified Type Rating Instructors

and/or Type Rating Examiners. For specialised operations such as steep approaches, ETOPS All

Weather Operations or QFE operations, additional training should be carried out.

4.2 In planning aeroplane/STD training on aeroplanes with a flight crew of two or more, particular

emphasis should be placed on the practice of Line Orientated Flying Training (LOFT) with emphasis

on Crew Resource Management (CRM).

4.3 Normally, the same training and practice in the flying of the aeroplane should be given to copilots as

well as commanders. The „flight handling‟ sections of the syllabus for commanders and copilots alike

should include all the requirements of the operator proficiency check required by YCAR-OPS 1.965.

4.4 Unless the type rating training programme has been carried out in a Flight Simulator usable for zero

flight-time (ZFT) conversion, the training should include at least 3 takeoffs and landings in the

aeroplane.

5 Line flying under supervision

5.1 Following completion of aeroplane/STD training and checking as part of the operator‟s conversion

course, each flight crew member should operate a minimum number of sectors and/or f lying hours

under the supervision of a flight crew member nominated by the operator and acceptable to the

Authority.

5.2 The minimum sectors/hours should be specified in the Operations Manual and should be determined

by the following:

(a) Previous experience of the flight crew member;

(b) Complexity of the aeroplane; and

(c) The type and area of operation.

5.3 A line check in accordance with YCAR-OPS 1.945(a) (7) should be completed upon completion of line

flying under supervision.

6 System Panel Operator

6.1 Conversion training for system panel operators should approximate to that of pilots.

6.2 If the flight crew includes a pilot with duties of a systems panel operator, he should, after training and

the initial check in these duties, operate a minimum number of sectors under the supervision of a

nominated additional flight crew member. The minimum figures should be specified in the Operations

Manual and should be selected after due note has been taken of the complexity of the aeroplane and

the experience of the flight crew member.

IEM OPS 1.945 Line Flying under Supervision

See YCAR-OPS 1.945

1 Introduction


Issue 03, Rev. 00 2-N-3 01 June 2013

1.1 Line flying under supervision provides the opportunity for a flight crew member to carry into practice

the procedures and techniques he has been made familiar with during the ground and flying training of

a conversion course. This is accomplished under the supervision of a flight crew member specifically

nominated and trained for the task. At the end of line flying under supervision the respective crew

member should be able to perform a safe and efficient flight conducted within the tasks of his crew

ember station.

1.2 The following minimum figures for details to be flown under supervision are guidelines for operators to

use when establishing their individual requirements.

2 Turbo jet aircraft

(a) Co-pilot undertaking first conversion course:

i. Total accumulated 100 hours or minimum 40 sectors;

(b) Co-pilot upgrading to commander:

i. Minimum 20 sectors when converting to a new type;

ii. Minimum 10 sectors when already qualified on the aeroplane type.

AC OPS (AMC) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) Crew Resource Management (CRM)

See YCAR-OPS 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)/1.965(a)(3)(iv)

See AC OPS (IEM) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

1 General

1.1 Crew Resource Management (CRM) is the effective utilisation of all available resources (e.g. crew

members, aeroplane systems, supporting facilities and persons) to achieve safe and efficient

operation.

1.2 The objective of CRM is to enhance the communication and management skills of the flight crew

member concerned. The emphasis is placed on the non-technical aspects of flight crew performance.

2 Initial CRM Training

2.1 Initial CRM training programmes are designed to provide knowledge of, and familiarity w ith, human

factors relevant to flight operations. The course duration should be a minimum of one day for single

pilot operations and two days for all other types of operations. It should cover all elements in Table 1,

column (a) to the level required by column (b) (Initial CRM training).

(a) A CRM trainer should possess group facilitation skills and should at least:

i. Have current commercial air transport experience as a flight crew member; and have either:

(A) Successfully passed the Human Performance and Limitations (HPL) examination

whilst recently obtaining the ATPL (see the requirements applicable to the issue of

Flight Crew Licences); or,

(B) If holding a Flight Crew Licence acceptable under YCAR-OPS 1.940(a)(3) prior to the

introduction of HPL into the ATPL syllabus, followed a theoretical HPL course

covering the whole syllabus of the HPL examination.

ii. Have completed initial CRM training; and

iii. Be supervised by suitably qualified CRM training personnel when conducting their first initial

CRM training session; and

iv. Have received additional education in the fields of group management, group dynamics and

personal awareness.

(b) Notwithstanding paragraph (a) above, and when acceptable to the Authority;

i. A flight crew member holding a recent qualification as a CRM trainer may continue to be a

CRM trainer even after the cessation of active flying duties;

ii. An experienced non-flight crew CRM trainer having a knowledge of HPL, may also continue

to be a CRM trainer;


01 June 2013 2-N-4

iii. A former flight crew member having knowledge of HPL may become a CRM trainer if he

maintains adequate knowledge of the operation and aeroplane type and meets the

provisions of paragraphs 2.2a ii, iii and iv.

2.3 An operator should ensure that initial CRM training addresses the nature of the operations of the

company concerned, as well as the associated procedures and the culture of the company. This will

include areas of operations which produce particular difficulties or involve adverse climatic conditions

and any unusual hazards.

2.4 If the operator does not have sufficient means to establish initial CRM training, use may be made of a

course provided by another operator, or a third party or training organisation acceptable to the

Authority. In this event the operator should ensure that the content of the course meets his operational

requirements. When crew members from several companies follow the same course, CRM core

elements should be specific to the nature of operations of the companies and the trainees concerned.

2.5 A flight crew member‟s CRM skills should not be assessed during initial CRM training.

3 Conversion Course CRM training

3.1 If the flight crew member undergoes a conversion course with a change of aeroplane type, all

elements in Table 1, column (a) should be integrated into all appropriate phases of the operator‟s

conversion course and covered to the level required by column (c) (conversion course when changing

type), unless the two operators use the same CRM training provider.

3.2 If the flight crew member undergoes a conversion course with a change of operator, all elements in

Table 1, column (a) should be integrated into all appropriate phases of the operator‟s conversion

course and covered to the level required by column (d) (conversion course when changing operator ).

3.3 A flight crew member should not be assessed when completing elements of CRM training which are

part of an operator‟s conversion course.

4 Command course CRM training

4.1 An operator should ensure that all elements in Table 1, column (a) are integrated into the command

course and covered to the level required by column (e) (command course).


part of the command course, although feedback should be given.

5 Recurrent CRM training

5.1 An operator should ensure that :

(a) Elements of CRM are integrated into all appropriate phases of recurrent training every year; and

that all elements in Table 1, column (a) are covered to the level required by column (f) (recurre nt

training); and that modular CRM training covers the same areas over a maximum period of 3

years.

(b) Relevant modular CRM training is conducted by CRM trainers qualified according to paragraph

2.2.


part of recurrent training.

6 Implementation of CRM

6.1 The following table indicates which elements of CRM should be included in each type of training:


Issue 03, Rev. 00 2-N-5 01 June 2013

Table 1

Core Elements Initial CRM Training

Operator‟s conversion course when changing type

Operator‟s conversion course when changing operator

Command course

Recurrent training

(a) (b) (c) (d) (e) (f)

Human error and reliability, error chain, error prevention and detection

In depth

In depth

Overview

Overview

Overview

Company safety culture, SOPs, organisational factors

Not required

In depth

Indepth

Stress, stress management , fatigue & vigilance

Not required Information acquisition and processing situation awareness, workload management

Overview

Decision making

Communication and co-ordination inside and outside the cockpit

Overview

Leadership and team behaviour synergy

Automation, philosophy of the use of automation (if relevant to the type)

As required

In depth

In depth

As required

As required

Specific type-related differences Not required

Case based studies In depth In depth In depth In depth As appropriate

7 Co-ordination between flight crew and cabin crew training

7.1 Operators should, as far as is practicable, provide combined training for flight crew and cabin crew

including briefing and debriefing.

7.2 There should be an effective liaison between flight crew and cabin crew training departments.

Provision should be made for flight and cabin crew instructors to observe and comment on each others

training.

8 Assessment of CRM Skills (See AC OPS (IEM) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e), paragraph 4)

8.1 Assessment of CRM skills should:

(a) Provide feedback to the crew and the individual and serve to identify retraining where needed;

and

(b) Be used to improve the CRM training system.

8.2 Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology

including terminology used, acceptable to the Authority, should be published in the Operations Manual.

8.3 Operators should establish procedures including retraining, to be applied in the event that personnel

do not achieve or maintain the required standards (Appendix 1 to 1.1045, Section D, paragraph 3.2

refers).


01 June 2013 2-N-6

8.4 If the operator proficiency check is combined with the Type Rating revalidation/renewal check, the

assessment of CRM skills will satisfy the Multi Crew Co-operation requirements of the Type Rating

revalidation/renewal. This assessment will not affect the validity of the Type Rating.

AC OPS (IEM) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) Crew Resource Management (CRM)

See YCAR-OPS 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

See AC OPS (AMC) 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)

1 CRM training should reflect the culture of the operator and be conducted by means of both classroom

training and practical exercises including group discussions and accident and serious incident reviews

to analyse communication problems and instances or examples of a lack of information or crew

management.

2 Whenever it is practicable to do so, consideration should be given to conducting relevant parts of CRM

training in synthetic training devices which reproduce, in an acceptable way, a realistic operational

environment and permit interaction. This includes, but is not limited to, simulators with appropriate

LOFT scenarios.

3 It is recommended that, whenever possible, initial CRM training be conducted in a group session

outside the company premises so that the opportunity is provided for flight crew members to interact

and communicate away from the pressures of their usual working environment.

4 Assessment of CRM Skills

4.1 Assessment of CRM skills is the process of observing, recording, interpreting and evaluating

debriefing crews‟ and crew member‟s, where appropriate, pilot performance and knowledge against a

required standard using an acceptable methodology in the context of overall performance. It includes

the concept of self-critique, and feedback which can be given continuously during training or in

summary following a check. In order to enhance the effectiveness of the programme this methodology

should, where possible, be agreed with flight crew representatives.

4.2 NOTECHS or other acceptable methods ofCRM skills assessment should be used included in an

overall assessment of the flight crew members performance and be in accordance with approved

standards. Suitable methods of assessment should be established, together with t . The selection

criteria and training requirements of the assessors and their relevant qualifications, knowledge and

skills should be established.

4.3 Individual assessments are not appropriate until the crew member has completed the initial CRM

course and completed the first OPC. For first CRM skills assessment, the following methodology is

considered satisfactory: Methodology of CRM skills assessment:

(a) An operator should establish the CRM training programme including an agreed terminology. This

should be evaluated with regard to methods, length of training, depth of subjects and

effectiveness.

(b) A training and standardisation programme for training personnel should then be established.

(c) The assessment should be based on the following principles:

i. only observable, repetitive behaviours are assessed,

ii. the assessment should positively reflect any CRM skills that result in enhanced safety, iii. assessments should include behaviour which contributes to a technical failure, such

technical failure being errors leading to an event which requires debriefing by the person conducting the line check,

iv. the crew and, where needed, the individual are orally debriefed.

4.4 De-identified summaries of all CRM assessments by the operator should be used to provide feedback

to update and improve the operator‟s CRM training.] 5. Levels of Training.

(a) Overview. When Overview training is required it will normally be instructional in style. Such training should refresh knowledge gained in earlier training.


Issue 03, Rev. 00 2-N-7 01 June 2013

(b) In Depth. When In Depth Training is required it will normally be interactive in style and should

include, as appropriate, case studies, group discussions, role play and consolidation of knowledge and skills. Core elements should be tailored to the specific needs of the training phase being undertaken.

AMC OPS 1.945(a)(9) Crew Resource Management - Use of Automation


1 The conversion course should include training in the use and knowledge of automation and in the

recognition of systems and human limitations associated with the use of automation. An operator

should therefore ensure that a flight crew member receives training on:

(a) The application of the operations policy concerning the use of automation as stated in the

Operations Manual; and

(b) System and human limitations associated with the use of automation.

2 The objective of this training should be to provide appropriate knowledge, skills and behavioural

patterns for managing and operating automated systems. Special attention should be given to how

automation increases the need for crews to have a common understanding of the way in which the

system performs, and any features of automation which make this understanding difficult.

AMC OPS 1.965 (c) Line checks

See YCAR-OPS 1.965 (c)

1 Where a pilot is required to operate as pilot flying and pilot non-flying, he should be checked on one

sector as pilot flying and on another sector as pilot non-flying.

2 However, where an operator‟s procedures require integrated flight preparation, integrated cockpit

initialisation and that each pilot performs both flying and non-flying duties on the same sector, then the

line check may be performed on a single sector.

AMC OPS 1.965(d) Emergency and Safety Equipment Training


1 The successful resolution of aeroplane emergencies requires interaction between flight crew and cabin

crew and emphasis should be placed on the importance of effective co-ordination and two-way

communication between all crew members in various emergency situations.

2 Emergency and Safety Equipment training should include joint practice in aeroplane evacuations so

that all who are involved are aware of the duties other crew members should perform. When such

practice is not possible, combined flight crew and cabin crew training should include joint discussion of

emergency scenarios.

3 Emergency and safety equipment training should, as far as is practicable, take place in conjunction

with cabin crew undergoing similar training with emphasis on co-ordinated procedures and two-way

communication between the flight deck and the cabin.

IEM OPS 1.965 Recurrent training and checking

See YCAR-OPS 1.965

1 Line checks, route and aerodrome competency and recent experience requirements are intended to

ensure the crew member‟s ability to operate efficiently under normal conditions, whereas other checks

and emergency and safety equipment training are primarily intended to prepare the crew member for

abnormal/emergency procedures.

2 The line check is performed in the aeroplane. All other training and checking should be performed in

the aeroplane of the same type or an STD or, an approved flight simulator or, in the case of

emergency and safety equipment training, in a representative training device. The type of equipment


01 June 2013 2-N-8

used for training and checking should be representative of the ins trumentation, equipment and layout

of the aeroplane type operated by the flight crew member.

3 Line Checks

3.1 The line check is considered a particularly important factor in the development, maintenance and

refinement of high operating standards, and can provide the operator with a valuable indication of the

usefulness of his training policy and methods. Line checks are a test of a flight crew member‟s ability

to perform a complete line operation satisfactorily, including preflight and postflight procedure s and

use of the equipment provided, and an opportunity for an overall assessment of his ability to perform

the duties required as specified in the Operations Manual. The route chosen should be such as to give

adequate representation of the scope of a pilot‟s normal operations. When weather conditions

preclude a manual landing, an automatic landing is acceptable. The line check is not intended to

determine competence on any particular route. The commander, or any pilot who may be required to

relieve the commander, should also demonstrate his ability to „manage‟ the operation and take

appropriate command decisions.

4 Proficiency Training and Checking

4.1 When an STD is used, the opportunity should be taken, where possible, to use Line Oriented Flying

Training (LOFT).

4.2 Proficiency training and checking for System Panel Operators should, where practicable, take place at

the same time a pilot is undergoing proficiency training and checking.

AMC to Appendix 1 to YCAR-OPS 1.965 Pilot incapacitation training

See Appendix 1 to YCAR-OPS 1.965, paragraph (a)(1)

1 Procedures should be established to train flight crew to recognise and handle pilot incapacitation. This

training should be conducted every year and can form part of other recurrent training. It should take

the form of classroom instruction, discussion or video or other similar means.

2 If a Flight Simulator is available for the type of aeroplane operated, practical training on pilot

incapacitation should be carried out at intervals not exceeding 3 years . IEM OPS 1.965(b)(2) Pilot Proficiency See YCAR-OPS 1.965(b)(2) The 6 calendar months in addition to the remainder of the month means if the pilot performs proficiency check on 5th January 2013, the validity will expire by 23:59 hrs of 31 July 2013, While if the applicant performs Proficiency check 2 months before the expiry (31 July 2013), the next proficiency check will expire by 31st January 2014 at 23:59 hrs.

AMC OPS 1.970 Recency

See YCAR-OPS 1.970

When using a Flight Simulator for meeting the landing requirements in YCAR-OPS 1.970(a)(1) and

(a)(2), complete visual traffic patterns or complete IFR procedures starting from the Initial Approach

Fix should be flown.

IEM OPS 1.970(a)(2) Co-pilot proficiency


A co-pilot serving at the controls means that that pilot is either pilot flying or pilot non-flying. The only

required take-off and landing proficiency for a co-pilot is the operator‟s and type-rating proficiency

checks.

AMC OPS 1.975 Route and aerodrome competence qualification

See YCAR-OPS 1.975

1 Route competence

1.1 Route competence training should include knowledge of:

(a) Terrain and minimum safe altitudes;

(b) Seasonal meteorological conditions;


Issue 03, Rev. 00 2-N-9 01 June 2013

(c) Meteorological, communication and air traffic facilities, services and procedures;

(d) Search and rescue procedures; and

(e) Navigational facilities associated with the route along which the flight is to take place.

1.2 Depending on the complexity of the route, as assessed by the operator, the following methods of

familiarisation should be used:

(a) For the less complex routes, familiarisation by self -briefing with route documentation, or by means

of programmed instruction; and

(b) For the more complex routes, in addition to sub-paragraph 1.2.a above, inflight familiarisation as a

commander, co-pilot or observers under supervision, or familiarisation in a Synthetic Training

Device using a database appropriate to the route concerned.

2 Aerodrome competence

2.1 The Operations Manual should specify a method of categorisation of aerodromes and spec ify the

requirements necessary for each of these categories. If the least demanding aerodromes are Category

A, Category B and C would be applied to progressively more demanding aerodromes. The Operations

Manual should specify the parameters which qualify an aerodrome to be considered Category A and

then provide a list of those aerodrome categorised as B or C.

2.2 All aerodromes to which an operator operates should be categorised in one of these three

categories. The operator‟s categorisation should be acceptable to the Authority.

3 Category A. An aerodrome which satisfies all of the following requirements:

(a) An approved instrument approach procedure;

(b) At least one runway with no performance limited procedure for take-off and/or landing;

(c) Published circling minima not higher than 1000 feet above aerodrome level; and

(d) Night operations capability.

4 Category B. An aerodrome which does not satisfy the Category A requirements or which

requires extra considerations such as:

(a) Non-standard approach aids and/or approach patterns; or

(b) Unusual local weather conditions; or

(c) Unusual characteristics or performance limitations; or

(d) Any other relevant considerations including obstructions, physical layout, lighting etc.

4.1 Prior to operating to a Category B aerodrome, the commander should be briefed, or self-briefed by

means of programmed instruction, on the Category B aerodrome(s) concerned and should certify that

he has carried out these instructions.

5 Category C. An aerodrome which requires additional considerations to a Category B aerodrome.

5.1 Prior to operating to a Category C aerodrome, the commander should be briefed and visit the

aerodrome as an observer and/or undertake instruction in a Flight Simulator. This instruction should be

certified by the operator.

6. Information related to RFFS (Rescue and Fire Fighting Services) shall be described in the

operations manuals for aerodrome informations against aircraft Fire Fighting required

AC OPS 1.978 Terminology

See YCAR-OPS 1.978 and Appendix 1 to YCAR-OPS 1.978 1 Terminology 1.1 Line Oriented Evaluation (LOE). LOE is an evaluation methodology used in the ATQP to evaluate

trainee performance, and to validate trainee proficiency. LOEs consist of flight simulator scenarios that are developed by the operator in accordance with a methodology approved as part of the ATQP. The LOE should be realistic and include appropriate weather scenarios and in addition should fall within an acceptable range of difficulty. The LOE should include the use of validated event sets to provide the basis for event based assessment. See paragraph 1.4 below.


01 June 2013 2-N-10

1.2 Line Oriented Quality Evaluation (LOQE). LOQE is one of the tools used to help evaluate the overall performance of an operation. LOQEs consist of line flights that are observed by appropria tely qualified operator personnel to provide feedback to validate the ATQP. The LOQE should be designed to look at those elements of the operation that are unable to be monitored by FDM or Advanced FDM programmes.

1.3 Skill based training. Skill based training requires the identification of specific knowledge and skills. The

required knowledge and skills are identified within an ATQP as part of a task analysis and are used to provide targeted training.

1.4 Event based Assessment. This is the assessment of flight crew to provide assurance that the required

knowledge and skills have been acquired. This is achieved within an LOE. Feedback to the flight crew is an integral part of event based assessment.

AC to Appendix 1 to YCAR-OPS 1.978(b)(1) Requirements, Scope and Documentation of the Programme

See Appendix 1 to YCAR-OPS 1.978(b)(1) 1 The documentation should demonstrate how the operator should establish the scope and requirements

of the programme. The documentation should include: 1.1 How the ATQP should enable the operator to establish an alternative training programme that

substitutes the requirements as listed in YCAR-OPS 1 E and N. The programme should demonstrate that the operator is able to improve the training and qualification standards of f light crew to a level that exceeds the standard prescribed in YCAR-OPS 1.

1.2 The operator‟s training needs and established operational and training objectives. 1.3 How the operator defines the process for designing of and gaining approval for the operator‟s flight

crew qualification programmes. This should include quantified operational and training objectives identified by the operator‟s internal monitoring programmes. External sources may also be used.

1.4 How the programme will:

(a) Enhance safety;

(b) Improve training and qualification standards of flight crew; (c) Establish attainable training objectives; (d) Integrate CRM in all aspects of training; (e) Develop a support and feedback process to form a self-correcting training system; (f) Institute a system of progressive evaluations of all training to enable consistent and uniform

monitoring of the training undertaken by flight crew;

(g) Enable the operator to be able to respond to the new aeroplane technologies and changes in the operational environment;

(h) Foster the use of innovative training methods and technology for flight crew instruction and the

evaluation of training systems; (i) Make efficient use of training resources, specifically to match the use of training media to the

training needs.

AC to Appendix 1 to YCAR-OPS 1.978(b)(2) Task Analysis

See Appendix 1 to YCAR-OPS 1.978(b)(2) 1 For each aeroplane type/class to be included within the ATQP the operator should establish a

systematic review that determines and defines the various tasks to be undertaken by the flight crew when operating that type(s)/class. Data from other types/class may also be used. The analysis should determine and describe the knowledge and skills required to complete the various tasks specific to the


Issue 03, Rev. 00 2-N-11 01 June 2013

aeroplane type/class and/or type of operation. In addition the analysis should identify the appropriate behavioural markers that should be exhibited. The task analysis should be suitably validated in accordance with Appendix 1 to YCAR-OPS 1.978(c)(iii). The task analysis, in conjunction with the data gathering programme(s) permit the operator to establish a programme of targeted training together with the associated training objectives described in AC to Appendix 1 to YCAR-OPS 1.978(b)(3) paragraph (c) below.

AC to Appendix 1 to YCAR-OPS 1.978(b)(3) Training Programme

See Appendix 1 to YCAR-OPS 1.978(b)(3) 1 The training programme should have the following structure: 1.1 Curriculum. 1.2 Daily lesson plan. 2 The curriculum should specify the following elements: 2.1 Entry requirements: A list of topics and content, describing what training level will be required before

start or continuation of training. 2.2 Topics: A description of what will be trained during the lesson; 2.3 Targets/Objectives

(a) Specific target or set of targets that have to be reached and fulfilled before the training course can be continued.

(b) Each specified target should have an associated objective that is identifiable both by the flight

crew and the trainers.

(c) Each qualification event that is required by the programme should specify the training that is required to be undertaken and the required standard to be achieved. (See paragraph 1.4 below)

3 Each lesson/course/training or qualification event should have the same basic structure. The topics

related to the lesson have to be listed and the lesson targets should be unambiguous. 4 Each lesson/course or training event whether classroom, CBT or simulator should specify the required

topics with the relevant targets to be achieved.

AC to Appendix 1 to YCAR-OPS 1.978(b)(4) Training Personnel

See Appendix 1 to YCAR-OPS 1.978(b)(4) 1 Personnel who perform training and checking of flight crew in an operator‟s ATQP should receive the

following additional training on: 1.1 ATQP principles and goals; 1.2 Knowledge/skills/behaviour as learned from task analysis; 1.3 LOE/ LOFT Scenarios to include triggers / markers / event sets / observable behaviour; 1.4 Qualification standards; 1.5 Harmonisation of assessment standards; 1.6 Behavioural markers and the systemic assessment of CRM; 1.7 Event sets and the corresponding desired knowledge/skills and behaviour of the flight crew;


01 June 2013 2-N-12

1.8 The processes that the operator has implemented to validate the training and qualification standards and the instructors part in the ATQP quality control; and

1.9 LOQE.

AC to Appendix 1 to YCAR-OPS 1.978(b)(5) Feedback Loop

See Appendix 1 to YCAR-OPS 1.978(b)(5) 1 The feedback should be used as a tool to validate that the curricula are implemented as specified by

the ATQP; this enables substantiation of the curriculum, and that proficiency and training objectives have been met. The feedback loop should include data from operations flight data monitoring, advanced FDM programme and LOE/LOQE programmes. In addition the evaluation process shall describe whether the overall targets/objectives of training are being achieved and shall prescribe any corrective action that needs to be undertaken.

2 The programmes established quality control mechanisms should at least review the foll owing: 2.1 Procedures for approval of recurrent training; 2.2 ATQP instructor training approvals; 2.3 Approval of event set(s) for LOE/LOFT; 2.4 Procedures for conducting LOE and LOQE.

AC to Appendix 1 to YCAR-OPS 1.978(b)(6) Crew Performance Measurement and Evaluation

See Appendix 1 to YCAR-OPS 1.978(b)(6) 1 The qualification and checking programmes should include at least the following elements: 1.1 A specified structure; 1.2 Elements to be tested/examined; 1.3 Targets and/or standards to be attained; 1.4 The specified technical and procedural knowledge and skills, and behavioural markers to be exhibited. 2 An LOE event should comprise of tasks and sub-tasks performed by the crew under a specified set of

conditions. Each event has one or more specific training targets/objectives, which require the performance of a specific manoeuvre, the application of procedures, or the opportunity to practise cognitive, communication or other complex skills. For each event the proficiency that is re quired to be achieved should be established. Each event should include a range of circumstances under which the crews‟ performance is to be measured and evaluated. The conditions pertaining to each event should also be established and they may include the prevailing meteorological conditions (ceiling, visibility, wind, turbulence etc.); the operational environment (navigation aid inoperable etc.); and the operational contingencies (non-normal operation etc.).

3 The markers specified under the operator‟s ATQP should form one of the core elements in determining

the required qualification standard. A typical set of markers are shown in the table below:

EVENT

MARKER

Awareness of Aeroplane Systems: 1 Monitors and reports changes in automation

status.

2 Applies closed loop principle in all relevant

situations.

3 Uses all channels for updates.


Issue 03, Rev. 00 2-N-13 01 June 2013

4 Is aware of remaining technical resources. 4 The topics / targets integrated into the curriculum have to be measurable and progression on any

training/course is only allowed if the targets are fulfilled.

AC to Appendix 1 to YCAR-OPS 1.978(b)(9) Data Monitoring/Analysis Programme

See Appendix 1 to YCAR-OPS 1.978(b)(9) 1 The data analysis programme should consist of: 1.1 A Flight Data Monitoring (FDM) programme: This programme should include systematic evaluation of

operational data derived from equipment that is able to record the flight profile and relevant operational information during flights conducted by the operator‟s aeroplane. Data collection should reach a minimum of 60% of all relevant flights conducted by the operator before ATQP approval is granted. This proportion may be increased at the discretion of the Authority.

1.2 An Advanced FDM when an extension to the ATQP is requested: An advanced FDM programme is determined by the level of integration with other safety initiatives implemented by the operator, such as the operator‟s Quality System. The programme should include both systematic evaluations of data from an FDM programme and flight crew training events for the relevant crews. Data collection should reach a minimum of 80% of all relevant flights and training conducted by the operator. This proportion may be varied at the discretion of the Authority.

2 The purpose of either an FDM or advanced FDM programme is to enable the operator to: 2.1 Provide data to support the programme‟s implementation and justify any changes to the ATQP; 2.2 Establish operational and training objectives based upon an analysis of the operational environment; 2.3 Monitor the effectiveness of flight crew training and qualification. 3 Data Gathering. 3.1 FDM programmes should include a system that captures flight data, and then transforms the data into

an appropriate format for analysis. The programme should generate information to assist the operations safety personnel in analysing the data. The analysis should be made available to the ATQP postholder.

3.2 The data gathered should:

(a) Include all fleets that plan to operate under the ATQP;

(b) Include all crews trained and qualified under the ATQP;

(c) Be established during the implementation phase of ATQP; and

(d) Continue throughout the life of the ATQP. 4 Data Handling. 4.1 The operator should establish a process, which ensures the strict adherence to any data handling

protocols, agreed with flight crew representative bodies, to ensure the confidentiality of individual flight crew members.

4.2 The data handling protocol should define the maximum period of time that detailed FDM or advanced

FDM programme data, including exceedences, should be retained. Trend data may be retained permanently.

5 An operator that has an acceptable operations flight data monitoring programme prior to the proposed

introduction of ATQP may, with the approval of the Authority, use relevant data from other fleets not part of the proposed ATQP.


01 June 2013 2-N-14

AC to Appendix 1 to YCAR-OPS 1.978(c)(1)(i) Safety Case

See Appendix 1 to YCAR-OPS 1.978(c)(1)(i) 1 Safety Case 1.1 A documented body of evidence that provides a demonstrable and valid justi fication that the

programme (ATQP) is adequately safe for the given type of operation. The safety case should encompass each phase of implementation of the programme and be applicable over the lifetime of the programme that is to be overseen.

1.2 The safety case should:

(a) Demonstrate the required level of safety;

(b) Ensure the required safety is maintained throughout the lifetime of the programme;

(c) Minimise risk during all phases of the programmes implementation and operation. 2 Elements of a Safety Case: 2.1 Planning: Integrated and planned with the operation (ATQP) that is to be justified; 2.2 Criteria: Develop the applicable criteria - see paragraph 3 below; 2.3 `Documentation: Safety related documentation – including a safety checklist; 2.4 Programme of implementation: To include controls and validity checks; 2.5 Oversight: Review and audits. 3 Criteria for the establishment of a Safety Case. 3.1 The Safety Case should:

(a) Be able to demonstrate that the required or equivalent level of safety is maintained throughout all phases of the programme, including as required by paragraph (c) below;

(b) Be valid to the application and the proposed operation (ATQP); (c) Be adequately safe and ensure the required regulatory safety standards or approved equivalent

safety standards are achieved; (d) Be applicable over the entire lifetime of the programme; (e) Demonstrate Completeness and Credibility of the programme; (f) Be fully documented; (g) Ensure integrity of the operation and the maintenance of the operations and training infra-

structure; (h) Ensure robustness to system change; (i) Address the impact of technological advance, obsolescence and change; (j) Address the impact of regulatory change.

4 In accordance with Appendix 1 to YCAR-OPS 1.978 paragraph (c) the operator may develop an

equivalent method other than that specified above.

AMC OPS 1.980 Operation on more than one type or variant

See YCAR-OPS 1.980

1 Terminology

1.1 The terms used in the context of the requirement for operation of more than one type or variant have

the following meaning:

(a) Base aeroplane. An aeroplane, or a group of aeroplanes, designated by an operator and used as

a reference to compare differences with other aeroplane types/variants within an operator‟s fleet.

(b) Aeroplane variant. An aeroplane, or a group of aeroplanes, with the same characteristics but

which have differences from a base aeroplane which require additional flight crew knowledge,

skills, and or abilities that affect flight safety.


Issue 03, Rev. 00 2-N-15 01 June 2013

(c) Credit. The acceptance of training, checking or recent experience on one type or variant as being

valid for another type or variant because of sufficient similarities between the two types or

variants.

(d) Differences training. See YCAR-OPS 1.950(a)(1).

(e) Familiarisation training. See YCAR-OPS 1.950(a)(2).

(f) Major change. A change, or changes, within an aeroplane type or related type, which significantly

affect the flight crew interface with the aeroplane (e.g. flight characteristics, procedures,

design/number of propulsion units, change in number of required flight crew).

(g) Minor change. Any change other than a major change.

(h) Operator Difference Requirements (ODRs). A formal description of differences between types or

variants flown by a particular operator.

1.2 Training and checking difference levels

(a) Level A

i. Training. Level A training can be adequately addressed through self-instruction by a crew

member through page revisions, bulletins or differences handouts. Level A introduces a

different version of a system or component which the crew member has already shown the

ability to use and understand. The differences result in no, or only minor, changes in

procedures.

ii. Checking. A check related to differences is not required at the time of training. However, the

crew member is responsible for acquiring the knowledge and may be checked during

proficiency checking.

(b) Level B

i. Training. Level B training can be adequately addressed through aided instruction such as

slide/tape presentation, computer based instruction which may be interactive, video or

classroom instruction. Such training is typically used for part-task systems requiring

knowledge and training with, possibly, partial application of procedures (eg. fuel or hydraulic

systems etc.).

ii. Checking. A written or oral check is required for initial and recurrent differences training.

(c) Level C

i Training. Level C training should be accomplished by use of “hands on” STDs qualified

according to YCAR-STD 2A, Level 1 or higher. The differences affect skills, abilities as well

as knowledge but do not require the use of “real time” devices. Such training covers both

normal and non-normal procedures (for example for flight management systems).

ii. Checking. An STD used for training level C or higher is used for a check of conversion and

recurrent training. The check should utilise a “real time” flight environment such as the

demonstration of the use of a flight management system. Manoeuvres not related to the

specific task do not need to be tested.

(d) Level D

i Training. Level D training addresses differences that affect knowledge, ski lls and abilities

for which training will be given in a simulated flight environment involving, “real time” flight

manoeuvres for which the use of an STD qualified according to YCAR-STD 2A, Level 1

would not suffice, but for which motion and visual clues are not required. Such training

would typically involve an STD as defined in YCAR-STD 2A, Level 2.

ii Checking. A proficiency check for each type or variant should be conducted following both

initial and recurrent training. However, credit may be given for manoeuvres common to each

type or variant and need not be repeated. Items trained to level D differences may be

checked in STDs qualified according to YCAR-STD 2A, Level 2. Level D checks will

therefore comprise at least a full proficiency check on one type or variant and a partial

check at this level on the other.

(e) Level E

i. Training. Level E provides a realistic and operationally oriented flight environment achieved

only by the use of Level C or D Flight Simulators or the aeroplane itself. Level E training


01 June 2013 2-N-16

should be conducted for types and variants which are significantly different from the base

aeroplane and/or for which there are significant differences in handling qualities.

ii. Checking. A proficiency check on each type or variant should be conducted in a level C or D

Flight Simulator or the aeroplane itself. Either training or checking on each Level E type or

variant should be conducted every 6 months. If training and checking are alternated, a

check on one type or variant should be followed by training on the other so that a crew

member receives at least one check every 6 months and at least one check on each type or

variant every 12 months.

AMC OPS 1.980(b) Methodology - Use of Operator Difference Requirement (ODR) Tables


See also IEM OPS 1.980(b)

1 General

1.1 Use of the methodology described below is acceptable to the Authority as a means of evaluating

aeroplane differences and similarities to justify the operation of more than one type or variant, and

when credit is sought.

2 ODR Tables

2.1 Before requiring flight crew members to operate more than one type or variant, operators should first

nominate one aeroplane as the Base Aeroplane from which to show differences with the second

aeroplane type or variant, the „difference aeroplane‟, in terms of technology (systems), procedures,

pilot handling and aeroplane management. These differences, known as Operator Difference

Requirements (ODR), preferably presented in tabular format, constitute part of the justification for

operating more than one type or variant and also the basis for the associated

differences/familiarisation training for the flight crew.

3 The ODR Tables should be presented as follows:

3.1 Table 1 - ODR 1 – General

BASE AEROPLANE: DIFFERENCE AEROPLANE:

COMPLIANCE METHOD

GENERAL DIFFERENCES FLT CHAR PROC CHNG

Training

Checking Recent Experience

General description of aircraft (dimensions weight, limitations, etc.)

Identification of the relevant differences between the base aeroplane and the difference aeroplane.

Impact on flight characteristics (performance and/or handling)

Impact on procedures (Yes or No)

Assessment of the difference levels according to Table 4

3.2 Table 2 - ODR 2 - systems


COMPLIANCE METHOD

SYSTEM DIFFERENCES FLT CHAR PROC CHNG

Training Checking Recent Experience

Brief description of systems and subsystems classified according to the ATA 100 index.

list of differences for each relevant subsystem between the base aeroplane and the difference aeroplane.





Issue 03, Rev. 00 2-N-17 01 June 2013

3.3 Table 3 - ODR 3 - manoeuvres


COMPLIANCE METHOD

MANOEUVRES

DIFFERENCES FLT CHAR PROC CHNG

Training Checking Recent Experience

Described according to phase of flight (gate, taxi, flight, taxi, gate)

List of relevant differences for each manoeuvre between the base aeroplane and the difference aeroplane.




4 Compilation of ODR Tables

4.1 ODR 1 - Aeroplane general

(a) The general characteristics of the difference aeroplane should be compared with the base

aeroplane with regard to:

i. General dimensions and aeroplane design;

ii. Flight deck general design;

iii. Cabin layout;

iv. Engines (number, type and position);

v. Limitations (flight envelope).

4.2 ODR 2 - Aeroplane systems

(a) Consideration should be given to differences in design between the difference aeroplane and the

base aeroplane. This comparison should be completed using the ATA 100 index to establish

system and subsystem classification and then an analysis performed for each index item with

respect to main architectural, functional and/or operations elements, including controls and

indications on the systems control panel.

4.3 ODR 3 - Aeroplane manoeuvres (operational differences)

(a) Operational differences encompass normal, abnormal and emergency situations and include any

change in aeroplane handling and flight management. It is necessary to establish a list of

operational items for consideration on which an analysis of differences can be made. The

operational analysis should take the following into account:

i. Flight deck dimensions (e.g. size, cut-off angle and pilot eye height);

ii. Differences in controls (eg. design, shape, location, function);

iii. Additional or altered function (flight controls) in normal or abnormal conditions;

iv. Procedures;

v. Handling qualities (including inertia) in normal and abnormal configurations;

vi. Performance in manoeuvres;

vii. Aeroplane status following failure;

vii. Management (e.g. ECAM, EICAS, navaid selection, automatic checklis ts).

4.4 Once the differences for ODR 1, ODR 2 and ODR 3 have been established, the consequences of

differences evaluated in terms of Flight Characteristics (FLT CHAR) and Change of Procedures

(PROC CHNG) should be entered into the appropriate columns.

4.5 Difference Levels - crew training , checking and currency

4.5.1 The final stage of an operator‟s proposal to operate more than one type or variant is to establish crew

training, checking and currency requirements. This may be established by applying the coded

difference levels from Table 4 to the Compliance Method column of the ODR Tables.


01 June 2013 2-N-18

5 Differences items identified in the ODR systems as impacting flight characteristics, and/or procedures,

should be analysed in the corresponding ATA section of the ODR manoeuvres. Normal, abnormal and

emergency situations should be addressed accordingly.

6 Table 4 - Difference Levels versus training

Difference Level Method/Minimum Specification for Training

Device

A: Represents knowledge requirement. Self Instruction through operating bulletins or differences handouts

B: Aided instruction is required to ensure crew understanding, emphasise issues, aid retention of information, or : aided instruction with partial application of procedures

Aided instrucion e.g. computer based training (CBT), class room instruction or video tapes. Interactive CBT

C: For variants having part task differences affecting skills or abilities as well as knowledge. Training device required to ensure attainment and retention of crew skills

STD (YCAR-STD 2A, Level 1)

D: Full task differences affecting knowledge, skills and/or abilities using STDs capable of performing flight manoeuvres.

STD (YCAR-STD 2A, Level 2)

E: Full tasks differences requiring high fidelity environment to attain and maintain knowledge skills and abilities.

STD (YCAR-STD 1A, Level C)

Note: Levels A and B require familiarisation training, levels C, D and E require differences training. For Level E, the nature and extent of the differences may be such that it is not possible to fly both types or variants with a credit in accordance with Apppendix 1 to YCAR-OPS 1.980, sub-paragraph (d)(7).

IEM OPS 1.980(b) Operation on more than one type or variant - Philosophy and Criteria


1 Philosophy

1.1 The concept of operating more than one type or variant depends upon the experience, knowledge and

ability of the operator and the flight crew concerned.

1.2 The first consideration is whether or not the two aeroplane types or variants are sufficiently similar to

allow the safe operation of both.

1.3 The second consideration is whether or not the types or variants are sufficiently similar for the training,

checking and recent experience items completed on one type or variant to replace those required on

the similar type or variant. If these aeroplanes are similar in these respects, then it is possible to have

credit for training, checking and recent experience. Otherwise, all training, checking and recent

experience requirements prescribed in Subpart N should be completed for each type or variant within

the relevant period without any credit.

2 Differences between aeroplane types or variants

2.1 The first stage in any operator‟s submission for crew multi-type or variant operations is to consider the

differences between the types or variants. The principal differences are in the following three areas:

(a) Level of technology. The level of technology of each aircraft type or variant under consideration

encompasses at least the following design aspects :

i. Flight deck layout (e.g. design philosophy chosen by a manufacturer);

ii. Mechanical versus electronic instrumentation;

iii. Presence or absence of Flight Management System (FMS);

iv. Conventional flight controls (hydraulic, electric or manual controls) versus fly-by-wire;

v. Side-stick versus conventional control column;

vi. Pitch trim systems;


Issue 03, Rev. 00 2-N-19 01 June 2013

vii. Engine type and technology level (e.g. jet/turboprop/piston, with or without automatic

protection systems.

(b) Operational differences. Consideration of operational differences involves mainly the pilot

machine interface, and the compatibility of the following:

i. Paper checklist versus automated display of checklists or messages (e.g. ECAM, EICAS)

during all procedures;

ii. Manual versus automatic selection of navaids;

iii. Navigation equipment;

iv. Aircraft weight and performance.

(c) Handling characteristics. Consideration of handling characteristics includes control response,

crew perspective and handling techniques in all stages of operation. This encompasses flight and

ground characteristics as well as performance influences (eg. number of engines). The

capabilities of the autopilot and autothrust systems may affect handling characteristics as well as

operational procedures.

3 Training, checking and crew management. Alternating training and proficiency checking may be

permitted if the submission to operate more than one type or variant shows clearly that there are

sufficient similarities in technology, operational procedures and handling characteristics.

4 An example of completed ODR tables for an operator‟s proposal for flight crews to operate more than

one type or variant may appear as follows:

Table 1 - ODR 1 - AEROPLANE GENERAL

BASE AEROPLANE: „X‟ DIFFERENCE AEROPLANE: „Y‟

COMPLIANCE METHOD

GENERAL DIFFERENCES FLT

CHAR PROC CHNG

Training Checking Recent

Experience

Flight Deck Same flight deck arrangement, 2 observers seats on „Y‟

NO NO A / /

Cabin „Y‟ max certificated passenger capacity: 335, „X‟: 179

NO NO A / /

Table 2 - ODR 2 – SYSTEMS

BASE AEROPLANE: „X‟ DIFFERENCE AEROPLANE: „Y‟

COMPLIANCE METHOD

SYSTEMS DIFFERENCES FLT CHAR

PROC CHNG

Training Checking

Recent Experience

21 Air Conditioning

- Trim air system - packs - cabin temperature

NO NO NO

YES NO

YES

B

B

B

22 Auto f light - FMGS architecture - FMGES funct ions - reversion modes

NO NO NO

NO YES YES

B C D

B C D

B B D

23 Communications

Table 3 - ODR 3 - MANOEUVRES


01 June 2013 2-N-20

BASIC AEROPLANE: „X‟ DIFFERENCE AEROPLANE: „Y‟

COMPLIANCE METHOD

MANOEUVRES

DIFFERENCES FLT CHAR

PROC CHNG

Training

Checking Recent Experience

Taxi - Pilot eye height, turn radius, - two engine taxi (1&4)

YES

NO

NO

NO

D

A

D /

/ /

Take-off Flight Characteristics in ground law

YES NO E E E

Rejected take-off

Reverser actuation logic

YES NO D D D

Take-off engine failure

- V1/V r split - Pitch attitude/lateral control

YES(P)* YES(H)*

NO NO

B E

B E

B

*P = Performance, H = Handling

IEM OPS 1.985 Training records

See YCAR-OPS 1.985

A summary of training should be maintained by the operator to show a flight crew member‟s

completion of each stage of training and checking.


Issue 03, Rev. 00 2-O-1 01 June 2013


IEM OPS 1.988 Additional crew members assigned to specialist duties

See YCAR-OPS 1.988

The additional crew members solely assigned to specialist duties to whom the requirements of Subpart O are

not applicable include the following:

i. Child minders/escorts;

ii. Entertainers;

iii. Ground engineers;

iv. Interpreters;

v. Medical personnel;

vi. Secretaries; and

vii. Security staff.

IEM OPS 1.990 Number and Composition of Cabin Crew

See YCAR-OPS 1.990

1 The demonstration or analysis referred to in YCAR-OPS 1.990(b)(2) should be that which is the most

applicable to the type, or variant of that type, and the seating configuration used by the operator.

2 With reference to YCAR-OPS 1.990(b), the Authority may require an increased number of cabin crew

members in excess of the requirements of YCAR-OPS 1.990 on certain types of aeroplane or

operations. Factors which should be taken into account include:

(a) The number of exits;

(b) The type of exits and their associated slides;

(c) The location of exits in relation to cabin crew seats and the cabin layout;

(d) The location of cabin crew seats taking into account cabin crew duties in an emergency

evacuation including:

i. Opening floor level exits and initiating stair or slide deployment;

ii. Assisting passengers to pass through exits; and

iii. Directing passengers away from inoperative exits, crowd control and passenger flow

management;

(e) Actions required to be performed by cabin crew in ditchings, including the deployment of slide-

rafts and the launching of life-rafts.

3 When the number of cabin crew is reduced below the minimum required by YCAR-OPS 1.990(b), for

example in the event of incapacitation or non-availability of cabin crew, the procedures to be specified

in the Operations Manual should result in consideration being given to at least the following:

(a) Reduction of passenger numbers;

(b) Re-seating of passengers with due regard to exits and other applicable aeroplane limitations; and

(c) Relocation of cabin crew and any change of procedures.

4 When scheduling cabin crew for a flight, an operator should establish procedures which take account

of the experience of each cabin crew member such that the required cabin crew includes some cabin

crew members who have at least 3 months operating experience as a cabin crew member.


01 June 2013 2-O-2

AMC OPS 1.995(a)(2) Minimum requirements


1 The initial medical examination and any re-assessment of cabin crew members must be conducted by,

or under the supervision of, a medical practitioner acceptable to the Authority.

2 An operator should maintain a medical record for each cabin crew member.

3 The medical requirements for each cabin crew member are stated in YCAR Part II:

IEM OPS 1.1000(c) Senior Cabin Crew Training


Training for senior cabin crew members should include:

1 Pre-flight Briefing:

(a) Operating as a crew;

(b) Allocation of cabin crew stations and responsibilities; and

(c) Consideration of the particular flight including:

i. Aeroplane type;

ii. Equipment;

iii. Area and type of operation including ETOPS; and

iv. Categories of passengers, including the disabled, infants and stretcher cases;

2 Co-operation within the crew:

(a) Discipline, responsibilities and chain of command;

(b) Importance of co-ordination and communication; and

(c) Pilot incapacitation;

3 Review of operators‟ requirements and legal requirements:

(a) Passengers safety briefing, safety cards;

(b) Securing of galleys;

(c) Stowage of cabin baggage;

(d) Electronic equipment;

(e) Procedures when fuelling with passengers on board;

(f) Turbulence; and

(g) Documentation;

4 Human Factors and Crew Resource Management

(Where practicable, this should include the participation of Senior Cabin Crew Members in flight

simulator Line Oriented Flying Training exercises);

5 Accident and incident reporting; and

6 Flight and duty time limitations and rest requirements.

AC OPS 1.1005/1.1010/1.1015 Crew Resource Management Training

See YCAR-OPS 1.1005/1.1010/1.1015 and Appendix 2 to YCAR-OPS 1.1005/1.1010/1.1015 1 Introduction 1.1 Crew Resource Management (CRM) should be the effective utilisation of all available resources (e.g.

crew members, aeroplane systems, and supporting facilities) to achieve safe and efficient operation.


Issue 03, Rev. 00 2-O-3 01 June 2013

1.2 The objective of CRM should be to enhance the communication and management skills of the crew member, as well as the importance of effective co-ordination and two-way communication between all crew members.

1.3 CRM training should reflect the culture of the operator, the scale and scope of the operation together

with associated operating procedures and areas of operation which produce particular difficulties. 2 General Principles for CRM Training for Cabin Crew 2.1 Cabin crew CRM training should focus on issues related to cabin crew duties, and therefore, should be

different from flight crew CRM training. However, the co-ordination of the tasks and functions of flight crew and cabin crew should be addressed.

2.2 Whenever it is practicable to do so, operators should provide combined training for flight crew and

cabin crew, including feedback, as appropriate to Appendix 2 to YCAR-OPS 1.1005/1.1010/1/1.1015 Table 1, Columns (d), (e) and (f). This is of particular importance for senior cabin crew members.

2.3 Where appropriate, CRM principles should be integrated into relevant parts of cabin crew training. 2.4 CRM training should include group discussions and the review of accidents and incidents (case based

studies). 2.5 Whenever it is practicable to do so, relevant parts of CRM training should form part of the tr aining

conducted in cabin mock-ups or aircraft. 2.6 CRM training should take into account the items listed in Appendix 2 to YCAR-OPS

1.1005/1.1010/1/1.1015 Table 1. CRM training courses should be conducted in a structured and realistic manner.

2.7 The operator should be responsible for the quality of all CRM training, including any training provided

by sub-contractors/third parties (in accordance with YCAR-OPS 1.035 and AMC-OPS 1.035, paragraph 5.1).

2.8 CRM training for cabin crew should include, an Introductory CRM Course, Operator‟s CRM Training,

and Aeroplane Type Specific CRM, all of which may be combined. 2.9 There should be no assessment of CRM skills. Feedback from instructors or members of the group on

individual performance should be given during training to the individuals concerned. 3 Introductory CRM Course 3.1 The Introductory CRM Course should provide cabin crew members with a basic knowledge of Human

Factors relevant to the understanding of CRM. 3.2 Cabin crew members from different operators may attend the same Introductory CRM Course provided

that operations are similar (see paragraph 1.3). 4 Operator‟s CRM Training 4.1 Operator‟s CRM training should be the application of the knowledge gained in the Introductory CRM

Course to enhance communication and co-ordination skills of cabin crew members relevant to the operator‟s culture and type of operation.

5 Aeroplane Type Specific CRM 5.1 Aeroplane Type Specific CRM should be integrated into all appropriate phases of the oper ator‟s

conversion training on the specific aeroplane type. 5.2 Aeroplane Type Specific CRM should be the application of the knowledge gained in previous CRM

training on the specifics related to aircraft type, including, narrow/wide bodied aeroplanes, sin gle/multi deck aeroplanes, and flight crew and cabin crew composition.

6 Annual Recurrent Training


01 June 2013 2-O-4

6.1 When a cabin crew member undergoes annual recurrent training, CRM training should be integrated into all appropriate phases of the recurrent training and may include stand-alone modules.

6.2 When CRM elements are integrated into all appropriate phases of the recurrent training, the CRM

elements should be clearly identified in the training syllabus. 6.3 Annual Recurrent CRM Training should include realistic operational situations. 6.4 Annual Recurrent CRM Training should include areas as identified by the operator‟s safety

management system (see YCAR-OPS 1.037). 7 CRM Training for Senior Cabin Crew 7.1 CRM training for Senior Cabin Crew Members should be the application of knowledge gained in

previous CRM training and operational experience relevant to the specific duties and responsibilities of a Senior Cabin Crew Member.

7.2 The senior cabin crew member should demonstrate ability to manage the operation and take

appropriate leadership/management decisions. 8 CRM Instructor Qualifications 8.1 The operator should ensure that all personnel conducting relevant training are suitably qualified to

integrate elements of CRM into all appropriate training programmes. 8.2 A training and standardisation programme for CRM instructors should be established. 8.3 Cabin crew CRM instructors should:

(a) Have suitable experience of commercial air transport as a cabin crew member; and

(b) Have received instruction on Human Factors Performance Limitations (HPL); and (c) Have completed an Introductory CRM Course and the Operator‟s CRM training; and (d) Have received instructions in training skills in order to conduct CRM courses; and

(e) Be supervised by suitably qualified CRM instructors when conducting their first CRM training

course. 8.4 An experienced non-cabin crew CRM instructor may continue to be a cabin crew CRM instructor,

provided that the provisions of paragraph 8.3 b) to e) are satisfied and that a satisfactory knowledge has been demonstrated of the nature of the operation and the relevant specific aeroplane types. In such circumstances, the operator should be satisfied that the instructor has a suitable knowledge of the cabin crew working environment.

8.5 Instructors integrating elements of CRM into conversion, recurrent training, or Senior Cabin Crew

Member training, should have acquired relevant knowledge of human factors and have completed appropriate CRM training.

9 Co-ordination between flight crew and cabin crew training departments 9.1 There should be an effective liaison between flight crew and cabin crew training departments.

Provision should be made for flight and cabin crew instructors to observe and comment on each others training. Consideration should be given to creating flight deck scenarios on video for playback to all cabin crew during recurrent training, and to providing the opportunity for cabin crew, particularly senior cabin crew, to participate in Flight Crew LOFT exercises.

AMC OPS 1.1012 Familiarisation

See YCAR-OPS 1.1012

1 New entrant cabin crew

1.1 Each new entrant cabin crew member having no previous comparable operating experience should:


Issue 03, Rev. 00 2-O-5 01 June 2013

(a) Participate in a visit to the aeroplane to be operated; and

(b) Participate in familiarisation flights as described in paragraph 3 below.

2 Cabin crew operating on a subsequent aeroplane type

2.1 A cabin crew member assigned to operate on a subsequent aeroplane type with the same operator

should either:

(a) Participate in a familiarisation flight as described in paragraph 3 below; or

(b) Participate in an aeroplane visit to the aeroplane to be operated.

3 Familiarisation Flights

3.1 During familiarisation flights, the cabin crew member should be additional to the minimum number of

cabin crew required by YCAR-OPS 1.990.

3.2 Familiarisation flights should be conducted under the supervision of the senior cabin crew member.

3.3 Familiarisation flights should be structured and involve the cabin crew member in the participation of

safety related pre-flight, in-flight and post-flight duties.

3.4 Familiarisation flights should be operated with the cabin crew member in the operator‟s uniform.

3.5 Familiarisation flights should form part of the training record for each cabin crew member.

4 Aeroplane visits

4.1 The purpose of aeroplane visits is to familiarise each cabin crew member with the aeroplane

environment and its equipment. Accordingly, aeroplane visits should be conducted by suitably qualified

persons and in accordance with a syllabus described in the Operations Manual, Part D. The aeroplane

visit should provide an overview of the aeroplane‟s exterior, interior and systems including the

following:

(a) Interphone and public address systems;

(b) Evacuation alarm systems;

(c) Emergency lighting;

(d) Smoke detection systems;

(e) Safety/emergency equipment;

(f) Flight deck;

(g) Cabin crew stations;

(h) Toilet compartments;

(i) Galleys, galley security and water shut-off;

(j) Cargo areas if accessible from the passenger compartment during flight;

(k) Circuit breaker panels located in the passenger compartment;

(l) Crew rest areas;

(m) Exit location and its environment.

4.2 An aeroplane familiarisation visit may be combined with the conversion training required by YCAR-

OPS 1.1010(c)(3).

AC OPS 1.1005/1.1010/1.1015/1.1020 Representative Training Devices

See YCAR-OPS 1.1005/1.1010/1.1015/1.1020

1 A representative training device may be used for the training of cabin crew as an alternative to the use

of the actual aeroplane or required equipment.

2 Only those items relevant to the training and testing intended to be g iven, should accurately represent

the aeroplane in the following particulars:

(a) Layout of the cabin in relation to exits, galley areas and safety equipment stowage;

(b) Type and location of passenger and cabin crew seats;


01 June 2013 2-O-6

(c) Where practicable, exits in all modes of operation (particularly in relation to method of operation,

their mass and balance and operating forces) including failure of power assist systems where

fitted; and

(d) Safety equipment of the type provided in the aeroplane (such equipment may be „training us e

only‟ items and, for oxygen and protective breathing equipment, units charged with or without

oxygen may be used). 3 When determining whether an exit can be considered to be a variant of another type, the following

factors should be assessed:

(a) Exit arming/disarming;

(b) Direction of movement of the operating handle;

(c) Direction of exit opening;

(d) Power assist mechanisms;

(e) Assist means, e.g. evacuation slides

IEM OPS 1.1015 Recurrent training

YCAR-OPS 1.1015

Operators should ensure that a formalised course of recurrent training is provided for cabin crew in

order to ensure continued proficiency with all equipment relevant to the aeroplane types that they

operate.

AMC OPS 1.1020 Refresher Training

See YCAR-OPS 1.1020

In developing the content of any refresher training programme prescribed in YCAR-OPS 1.1020,

operators should consider (in consultation with the Authority) whether, for aeroplanes with complex

equipment or procedures, refresher training may be necessary for periods of absence that are less

than the 6 months prescribed in YCAR-OPS 1.1020(a).

IEM OPS 1.1020(a) Refresher training


See AMC OPS 1.1020

An operator may substitute recurrent training for refresher training if the re-instatement of the cabin

crew member‟s flying duties commences within the period of validity of the last recurrent training and

checking. If the period of validity of the last recurrent training and checking has expired, conversion

training is required.

AMC OPS 1.1025 Checking

See YCAR-OPS 1.1025

1 Elements of training which require individual practical participation should be combined with practical

checks.

2 The checks required by YCAR-OPS 1.1025 should be accomplished by the method appropriate to the

type of training including:

(a) Practical demonstration; and/or

(b) Computer based assessment; and/or

(c) In-flight checks; and/or

(d) Oral or written tests.


Issue 03, Rev. 00 2-O-7 01 June 2013

AC OPS 1.1030 Operation on more than one type or variant

See YCAR-OPS 1.1030

1 For the purposes of YCAR-OPS 1.1030(b)(1), when determining similarity of exit operation the

following factors should be assessed to justify the finding of similarity:

(a) Exit arming/disarming;

(b) Direction of movement of the operating handle;

(c) Direction of exit opening;

(d) Power assist mechanisms;

(e) Assist means, e.g. evacuation slides.

(f) Self-help exits, for example Type III and Type IV exits, need not be included in this assessment.

2 For the purposes of YCAR-OPS 1.1030(a)(2) and (b)(2), when determining similarity of location and

type of portable safety equipment the following factors should be assessed to justify the finding of

similarity:

(a) All portable safety equipment is stowed in the same, or in exceptional circumstances, in

substantially the same location;

(b) All portable safety equipment requires the same method of operation;

(c) Portable safety equipment includes:

i. Fire fighting equipment;

ii. Protective Breathing Equipment (PBE);

iii. Oxygen equipment;

iv. Crew lifejackets;

v. Torches;

vi. Megaphones;

vii. First aid equipment;

viii. Survival equipment and signalling equipment;

ix. Other safety equipment where applicable.

3 For the purposes of sub-paragraph of YCAR-OPS 1.1030(a)(2) and (b)(3), type specific emergency

procedures include, but are not limited, to the following:

(a) Land and water evacuation;

(b) In-flight fire;

(c) Decompression;

(d) Pilot incapacitation.

4 When changing aeroplane type or variant during a series of flights, the cabin crew safety briefing

required by AMC OPS 1.210(a), should include a representative sample of type specific normal and

emergency procedures and safety equipment applicable to the actual aeroplane type to be operated.

IEM OPS 1.1035 Training records

See YCAR-OPS 1.1035

An operator should maintain a summary of training to show a trainee‟s completion of every stage of

training and checking.

IEM to Appendix 1 to YCAR-OPS 1.1005/1.1010/1.1015/1.1020 Crowd Control

See Appendix 1 to YCAR-OPS 1.1005/1.1010/1.1015/1.1020

1 Crowd control

1.1 Operators should provide training in the application of crowd control in various emergency situations.

This training should include:


01 June 2013 2-O-8

(a) Communications between flight crew and cabin crew and use of all communications equipment,

including the difficulties of co-ordination in a smoke-filled environment;

(b) Verbal commands;

(c) The physical contact that may be needed to encourage people out of an exi t and onto a slide;

(d) The re-direction of passengers away from unusable exits;

(e) The marshalling of passengers away from the aeroplane;

(f) The evacuation of disabled passengers; and

(g) Authority and leadership.

IEM to Appendix 1 to YCAR-OPS 1.1005/1.1010/1.1015/1.1020 Training Methods

See Appendix 1 to YCAR-OPS 1.1005/1.1010/1.1015/1.1020

Training may include the use of mock-up facilities, video presentations, computer based training and

other types of training. A reasonable balance between the different training methods should be

achieved.

IEM to Appendix 1 to YCAR-OPS 1.1010/1.1015 Conversion and recurrent training

See Appendix 1 to YCAR-OPS 1.1010/1.1015

1 A review should be carried out of previous initial training given in accordance with YCAR-OPS 1.1005

in order to confirm that no item has been omitted. This is especially important for cabin crew members

first transferring to aeroplanes fitted with life-rafts or other similar equipment.

2 Fire and smoke training requirements

Training requirement/interval Required activity

First conversion to aeroplane type (e.g. new entrant)

Actual fire fighting and handling equipment

(Note 1)

Every year during recurrent training Handling equipment

Every 3 years during recurrent training

Actual fire fighting and handling equipment

(Note 1)

Subsequent a/c conversion (Note 1) (Note 1) (Notes 2 & 3)

New fire fighting equipment Handling equipment

NOTES:

1. Actual fire fighting during training must include use of at least one fire extinguisher and extinguishing agent as used on the aeroplane type. An alternative extinguishing agent may be used in place of Halon.

2. Fire fighting equipment is required to be handled if it is different to that previously used.

3. Where the equipment between aeroplane types is the same, training is not required if within the validity of the 3 year check.


Issue 03, Rev. 00 2-P-1 01 June 2013


IEM OPS 1.1040(b) Elements of the Operations Manual subject to approval

See YCAR-OPS 1.1040(b) 1 A number of the provisions of YCAR-OPS require the prior approval of the Authority. As a

consequence, the related sections of the Operations Manual should be subject to special attention. In practice, there are two possible options:

(a) The Authority approves a specific item (e.g. with a written response to an application) which is

then included in the Operations Manual. In such cases, the Authority merely checks that the Operations Manual accurately reflects the content of the approval. In other words, such text has to be acceptable to the Authority; or

(b) An operator‟s application for an approval includes the related, proposed, Operations Manual text

in which case, the Authority‟s written approval encompasses approval of the text. 2 In either case, it is not intended that a single item should be subject to two separate approv als. 3 The following list indicates only those elements of the Operations Manual which require specific

approval by the Authority.


01 June 2013 2-P-2

Ops Manual

Section (App. 1 to

YCAR-OPS 1.1045)

Subject YCAR-OPS Reference

A 2.4 Operational Control 1.195

A 5.2(f) Procedures for flight crew to operate on more than 1 type or variant

1.980

A 5.3(c) Procedures for cabin crew to operate on four airplane types

1.1030(a)

A 8.1.1 Method of determination of minimum flight altitude 1.250(b)

A 8.1.4 En-route single engine safe forced landing area for land planes

1.542(a)

A 8.1.8 (i) Standard mass values other than those specified in Subpart J

1.620(g)

Mass & balance:

(ii) Alternative documentation and related procedures 1.625(c)

(iii) Omission of data from documentation App. 1, 1.625, § (a)(1)(ii)

(iv) Special standard masses for the traffic load App. 1, 1.605, § (b)

A 8.1.11 Tech Log 1.915(b)

A 8.4 Cat II/III Operations 1.440(a)(3), (b) & App. 1 to YCAR-OPS 1.455, Note

A 8.5 ETOPS Approval 1.246

A 8.6 Use of MEL 1.030(a)

A 9 Dangerous Goods 1.1155

A 8.3.2(b) MNPS 1.243

A 8.3.2(c) RNAV (RNP) 1.243

A 8.3.2(f) RVSM 1.241

B 1.1(b) Max. approved passenger seating configuration 1.480(a)(6)

B 2(g) Alternate method for verifying approach mass (DH < 200ft) - Performance Class A

1.510(b)

B 4.1(h) Steep Approach Procedures and Short Landing Operations - Performance Class B

1.515(a)(3) & (a)(4) & 1.550(a)

B 6(b) Use of on-board mass and balance systems App. 1 to YCAR-OPS 1.625, § (c)

B 9 MEL 1.030(a)

D 2.1 Cat II/III Training syllabus flight crew 1.450(a)(2)

Recurrent training programme flight crew 1.965(a)(2)

Advanced qualification, programme 1.978(a)

D 2.2 Initial training cabin crew 1.1005

Recurrent training programme cabin crew 1.1015(b)

D 2.3(a) Dangerous Goods 1.1220(a)

IEM OPS 1.1040(c) Operations Manual - Language

See YCAR-OPS 1.1040(c) 1 YCAR-OPS 1.1040(c) requires the Operations Manual to be prepared in the English language.

However, it is recognised that there may be circumstances where approval for the use of another language, for part or all of the Operations Manual, is justifiable. The criteria on which such an approval may be based should include at least the following:

(a) The language(s) commonly used by the operator;

(b) The language of related documentation used, such as the AFM; (c) Size of the operation;


Issue 03, Rev. 00 2-P-3 01 June 2013

(d) Scope of the operation i.e. domestic or international route structure; (e) Type of operation e.g. VFR/IFR; and (f) The period of time requested for the use of another language.

AMC OPS 1.1045 Operations Manual Contents

See YCAR-OPS 1.1045 1 Appendix 1 to YCAR-OPS 1.1045 prescribes in detail the operational policies, instructions, procedures

and other information to be contained in the Operations Manual in order that operations personnel can satisfactorily perform their duties. When compiling an Operations Manual, an operator may take advantage of the contents of other relevant documents. Material produced by the operator for Part B of the Operations Manual may be supplemented with or substituted by applicable parts of the Aeroplane Flight Manual required by YCAR-OPS 1.1050 or, where such a document exists, by an Aeroplane Operating Manual produced by the manufacturer of the aeroplane. In the case of performance class B aeroplanes. it is acceptable that a “Pilot Operating Handbook” (POH) or equivalent document is used as Part B of the Operations Manual, provided that the POH covers the necessary items.For Part C of the Operations Manual, material produced by the operator may be supplemented with or substituted by applicable Route Guide material produced by a specialised professional company.

2 If an operator chooses to use material from another source in his Operations Manual he should either

copy the applicable material and include it directly in the relevant part of the Operations Manual, or the Operations Manual should contain a statement to the effect that a specific manual(s) (or parts thereof) may be used instead of the specified part(s) of the Operations Manual.

3 If an operator chooses to make use of material from an alternative source (e.g. a Route Manual

producer, an aeroplane manufacturer or a training organisation) as explained above, this does not absolve the operator from the responsibility of verifying the applicability and suitability of this material. (See YCAR-OPS 1.1040(k)). Any material received form an external source should be given its status by a statement in the Operations Manual.

IEM OPS 1.1045(a) Standard Operating Procedures (SOP)

1. Operators shall establish standard operating procedures (SOPs) and the use of checklist that shall

be used by flight crew prior to, during and after all phases of operations, and in emergency, to ensure compliance with the operating procedures contained in the aircraft o perating manual and the aeroplane flight manual or other documents associated with the certificate of airworthiness and otherwise in the operations manual, are followed. The design and utili sation of checklists shall observe Human Factors principles. These document shall form a part of Operations Manual Part B or separate document that should be listed in Operations Manual part A specific to each aeroplane type, the SOP is a document that provide guidance to flight operations personnel to ensure safe, efficient logical and predictable means of carrying out flight procedures. To achieve these objectives, SOPs should unambiguously express;

(a) what the task is: (b) when the task is going to be conducted (time and sequence);

(c) by whom the task is going to be conducted;

(d) how the task is going to be done(actions);

(e) what the sequence of actions consist of; and

(f) what type of feedback is to be provided as a result of the actions (verbal call -outs, instrument

indications, switch positions and etc)

2. To ensure compatibility with specific operational environments and compliance by flight operations personnel, SOPs design should take into account:

(a) the nature of the operator‟s environment and type of operation; (b) the operational philosophy, including crew coordination;


01 June 2013 2-P-4

(c) the training philosophy, including human performance training;

(d) the operator‟s corporate culture, including the degree of flexibility to be built into SOPs design;

(e) the level of experience of different user groups, such as flight crew, aircraft maintenance

engineers and cabin attendants;

(f) resourse conservation policies, such as fuel conservation or wear on power plants and systems

(g) flight deck automation, including flight deck and systems layout and supporting documents

(h) the compatibility between SOPs and operationsal documentation; and

(i) procedural deviation during abnormal/unforeseen situation.

3. Flight operations personnel should be involved in the development of SOPS. Operators should establish a formal process of feedback from flight operations personnel to ensure standardization, compliance and evaluation of reasons for non-compliance during SOPs implementation and use. 4. Operators shall establish checklists as an integral part of SOPs. Checklist should describe the actions

relevant to specific phases of operations (engine start, taxi, take off, etc) that flight crew must perform or verify and which relate to flight safety. Checklist should also provide a framework for verifying aircraft and systems configuration that guard against vulnerabilities in human performance.

5. Operators shall establish crew briefing as an integral part of SOPs. Crew briefing communicate duties,

standardise activities, ensure that a plan of action is shared by crew members and enhance crew situational awareness.

6. Flight crew briefing shall be conducted for, but not limited to, the following phases of operations

(a) pre-flight; (b) departure; and

(c) arrival

7. Pre-flight briefing shall include both flight crew and cabin crew. The briefings should focus on crew coordination as well as aircraft operational issues. They should include, but not be limited to:

(a) any information necessary for the flight, including unserviceable equipment or abnormalities that may affect operational or passenger safety requirements;

(b) essential communications, and emergency and safety procedures; and

(c) weather conditions

8. Flight crew departure briefings should prioritise all relevant conditions that exist for the take -off and

climb. They should include, but not limited to:

(a) runway in use, aircraft configuration and take-off speeds; (b) departure procedures;

(c) departure routes;

(d) navigation and communication equipment set-up;

(e) aerodrome, terrain and performance restriction, including noise abatement procedures (if

applicable);


Issue 03, Rev. 00 2-P-5 01 June 2013

(f) take-off alternates (if applicable);

(g) any item(s) included in minimum equipment list (if applicable);

(h) review of applicable emergency procedure; and

(i) applicable standard call-outs

9. Flight crew arrival briefings should prioritise all relevant conditions that exist for the dese nt, approach and landing. They should include, but not limited to

(a) terrain restriction and minimum safe altitudes during descent; (b) arrival routes; (c) instrument or visual approach procedures and runway in use;

(d) operational minima, aircraft configuration, and landing speeds;

(e) navigation and communication equipment set-up;

(f) missed approach procedures;

(g) alternate aerodrome and fuel considerations;

(h) review of applicable emergency procedures;

(i) applicable standard call-outs; and

(j) cold temperature correction

IEM OPS 1.1045(c) Operations Manual Structure

See YCAR-OPS 1.1045(c) & Appendix 1 to YCAR-OPS 1.1045 1 YCAR-OPS 1.1045(a) prescribes the main structure of the Operations Manual as follows: Part A – General/Basic; Part B – Aeroplane Operating Matters – Type related; Part C – Route and Aerodrome Instructions and Information; Part D – Training. 2 YCAR-OPS 1.1045 (c) requires the operator to ensure that the detailed structure of the Operations

Manual is acceptable to the Authority. 3 Appendix 1 to YCAR-OPS 1.1045 contains a comprehensively detailed and structured list of all items

to be covered in the Operations Manual. Since it is believed that a high degree of standardisation of Operations Manuals will lead to improved overall flight safety, it is strongly recommended that the structure described in this IEM should be used by operators as far as possible. A List of Contents based upon Appendix 1 to YCAR-OPS 1.1045 is given below.

4 Manuals which do not comply with the recommended structure may require a longer time to be

accepted/approved by the Authority. 5 To facilitate comparability and usability of Operations Manuals by new personnel, formerly employed

by another operator, operators are recommended not to deviate from the numbering system used in Appendix 1 to YCAR-OPS 1.1045. If there are sections which, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described below and insert „Not applicable‟ or „Reserved‟ where appropriate.


01 June 2013 2-P-6

Operations Manual Structure

(List of Contents)

Part A GENERAL/BASIC

0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

0.1. Introduction

0.2 System of amendment and revision

1 ORGANISATION AND RESPONSIBILITIES

1.1 Organisational structure

1.2 Names of nominated postholders

1.3 Responsibilit ies and duties of operations management personnel

1.4 Authority, duties and responsibilities of the commander

1.5. Duties and responsibil it ies of crew members other than the commander

2 OPERATIONAL CONTROL AND SUPERVISION

2.1 Supervision of the operation by the operator

2.2 System of promulgation of additional operational instructions and information

2.3 Safety Management System

2.4 Operational control

2.5 Powers of Authority

3 QUALITY SYSTEM 4 CREW COMPOSITION

4.1 Crew Composition

4.2 Designation of the commander

4.3. Flight crew incapacitation

4.4 Operation on more than one type

5 QUALIFICATION REQUIREMENTS

5.1 Description of l icence, qualif ication/competency, training, checking requirements etc.

5.2 Flight crew

5.3 Cabin crew

5.4 Training, checking and supervisory personnel

5.5 Other operations personnel 6 CREW HEALTH PRECAUTIONS

6.1 Crew health precautions

7 FLIGHT TIME LIMITATIONS

7.1 Flight and Duty Time limitations and Rest requirements

7.2 Exceedances of f l ight and duty t ime limitations and/or reduction of rest periods

8 OPERATING PROCEDURES

8.1 Flight Preparation Instructions

8.1.1 Minimum Flight Alt itudes

8.1.2 Criteria for determining the usability of aerodromes


Issue 03, Rev. 00 2-P-7 01 June 2013

8.1.3 Methods for the determination of Aerodrome Operating Minima

8.1.4 En-route Operating Minima for VFR fl ights or VFR portions of a f l ight

8.1.5 Presentation and Application of Aerodrome and En Route Operating Minima

8.1.6 Interpretation of meteorological information

8.1.7 Determination of the quantit ies of fuel, oil and water methanol carried

8.1.8 Mass and Centre of Gravity

8.1.9 ATS Flight Plan

8.1.10 Operational Flight Plan

8.1.11 Operator‟s Aeroplane Technical Log

8.1.12 List of documents, forms and additional information to be carried

8.2 Ground Handling Instructions

8.2.1 Fuelling procedures

8.2.2 Aeroplane, passengers and cargo handling procedures related to safety

8.2.3 Procedures for the refusal of embarkation

8.2.4 De-icing and Anti- icing on the Ground

8.2.5 Subcontracting policy

8.2.6 Handling processes

8.2.7 Staff training

8.3 Flight Procedures

8.3.1 VFR/IFR policy

8.3.2 Navigation Procedures

8.3.3 Alt imeter setting procedures

8.3.4 Alt itude alerting system procedures

8.3.5 Ground Proximity Warning System procedures

8.3.6 Policy and procedures for the use of TCAS/ACAS

8.3.7 Policy and procedures for in-f light fuel management

8.3.8 Adverse and potentially hazardous atmospheric conditions

8.3.9 Wake Turbulence

8.3.10 Crew members at their stations

8.3.11 Use of safety belts for crew and passengers

8.3.12 Admission to Flight Deck

8.3.13 Use of vacant crew seats

8.3.14 Incapacitation of crew members

8.3.15 Cabin Safety Requirements

8.3.16 Passenger briefing procedures

8.3.17 Procedures for aeroplanes operated whenever required cosmic or solar radiation detection

equipment is carried

8.4 All Weather Operations

8.5 ETOPS

8.6 Use of the Minimum Equipment and Configuration Deviation List(s)

8.7 Non revenue f lights

8.8 Oxygen Requirements 9 DANGEROUS GOODS AND WEAPONS 10 SECURITY 11 HANDLING OF ACCIDENTS AND OCCURRENCES 12 RULES OF THE AIR Part B AEROPLANE OPERATING MATTERS TYPE RELATED

0 GENERAL INFORMATION AND UNITS OF MEASUREMENT


01 June 2013 2-P-8

1 LIMITATIONS 2 NORMAL PROCEDURES 3 ABNORMAL AND EMERGENCY PROCEDURES 4 PERFORMANCE

4.1 Performance data

4.2 Additional performance data

5 FLIGHT PLANNING 6 MASS AND BALANCE 7 LOADING 8 CONFIGURATION DEVIATION LIST 9 MINIMUM EQUIPMENT LIST 10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN 11 EMERGENCY EVACUATION PROCEDURES

11.1 Instructions for preparation for emergency evacuation

11.2 Emergency evacuation procedures

12 AEROPLANE SYSTEMS

Part C ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION Part D TRAINING 1 TRAINING SYLLABI AND CHECKING PROGRAMMES – GENERAL 1.1 General 1.2 Amendment and Revision 2 TRAINING SYLLABI AND CHECKING PROCEDURES

2.1 Flight Crew

Chapter 1 Organization Structure

1.1 Organisation Structure

Chapter 2 Training and checking personnel

2.1 Appointment of Flight Crew Training Staff

2.2 Not used

2.3 Duties and Responsibil it ies

2.3.1 Training and Check Captains

2.3.2 Training First Officers

2.3.3 Procedures to be applied in the event that personnel do not achieve or maintain

the required standard

2.4 Qualif ications and Experience

2.4.1 General

2.4.2 TRI(MPA) Minimum Requirements

2.4.3 TRE- Minimum Requirements

2.4.4 SFI- Minimum Requirements

2.4.5 SFE- Minimum Requirements

2.4.6 Commanders nominated for Line Training and Checks

2.4.7 TRI/TRE/SFI/SFE- Reauthorisation and Renewal

2.4.7.1 TRI (MPA) Rating


Issue 03, Rev. 00 2-P-9 01 June 2013

2.4.7.2 TRE Authorisation

2.4.7.3 SFI Authorisation

2.4.7.4 SFE Authorisation

Chapter 3 Administration

3.1 General

3.2 Mandatory Requirements

3.3 Records

3.4 Minimum Qualif ication/Experience Levels

3.4.1 Commander- Multi Pilot Aeroplanes

3.4.2 Commander- Single Pilot Aeroplanes

3.4.3 Pilot- in-Command Relieving the Commander

3.4.4 Co Pilot

3.4.5 Relief Co Pilot

3.4.6 Upgrade to Commander

3.4.7 System Panel Operator (Flight Engineer)

3.4.8 Relief System Panel Operator (Flight Engineer)

3.4.9 Operations on more than one type or variant, Authority Approval Required

3.5 Period of Validity

3.5.1 Operator Proficiency check

3.5.2 Line Check

3.5.3 Annual Emergency and safety Equipment Check

3.5.4 Triennial Emergency and Safety Equipment Check

3.5.5 Crew Resource Management

3.5.6 Ground and Refresher Training

3.5.7 Pilot Qualif ication to operate in either pilot‟s seat

3.5.8 Route and Aerodrome Competence Qualif ication-PIC

3.5.9 Recent Experience- PIC Single Pilot Operations

3.5.10 Recent Experience-PIC Multi Pilot Operations

3.5.11 Recent Experience-Co Pilot

3.5.12 Recent Experience-LVTO and Category II/III

3.5.13 Instrument Rating-(Aeroplane)

Chapter 4 Training Policy

4.1 Instructor and Check Personnel

4.1.1 General

4.1.2 Selection

4.1.3 Training-Commanders Nominated for Line Training and Checks

4.1.4 Training-TRI/TRE

4.1.5 Training-Training First Officer

Chapter 5 Conversion Training and Checking

5.1 General

5.2 Ground Training

5.3 Emergency and Safety equipment Training

5.4 CRM Training

5.5 Synthetic Training Device/Aeroplane Training

5.5.1 General

5.5.2 Synthetic Training Device Training

5.5.3 Aeroplane Training

5.6 Flying Test and Checks

5.7 Line Flying Under Supervision

5.8 Low Visibil ity Operations

5.8.1 General

5.8.2 Ground Training

5.8.3 Synthetic Training Device Training and/or Flight Training

5.8.4 Flight Crew Qualif ication

5.8.5 Line Flying Under Supervision

5.8.6 Type and Command Experience

5.8.7 Low Visibil ity Take Off with RVR less than 150 meters


01 June 2013 2-P-10

5.9. ETOPS Training and Checking

5.9.1 ETOPS Training

5.9.2 ETOPS Check Program

5.10 RVSM Training

5.11 System Panel Operator (Flight Engineer)

Chapter 6 Route competence Training

Chapter 7 Difference and Familiarisation Training

Chapter 8 Recurrent Training

8.1 General

8.2 Ground and Refresher

8.3 Aeroplane/Synthetic Training device

8.4 Emergency and Safety Equipment

8.4.1 General

8.4.2 Annual

8.4.3 Triennial

8.5 CRM

8.6 Single Pilot Operations Under IFR or at Night


Chapter 9 Recurrent Checking

91. General

9.2 Operator Proficiency check

9.3 Emergency and Safety Equipment Check

9.4 Line check

9.5 Single Pilot Operations Under IFR or at Night


Chapter 10 Command Training

10.1 Minimum Experience Levels

10.2 Command course

Chapter 11 Pilot qualif ication to operate in either Pilot‟s Seat

Chapter 12 Training Records and Checking Forms

Form 1-Type or Class Rating

Form 2-Operator Proficiency Check/or Combined OPC/LPC

Form 3-Certif icate of Test\

Form 4- Instrument Rating Renewal

Form 5-Certif icates for Low Visibil ity Operations and other Special Qualif ications

Appendices

A Conversion Training and checking-Ground Syllabus

B Conversion Training and Checking-CRM

C Conversion Training and Checking-Synthetic Training Devices

D Conversion Training and checking-Low Visibility Operations- Ground Training

E Conversion Training and Checking-Low Visibil ity Operations-Approved Flight Simulator

Training and/or Flight Training

F Operator Proficiency Check

G Line Check

2.2 Cabin Crew Training and Checking

1 Introduction

2 Senior cabin crew member

3 Init ial Training


Issue 03, Rev. 00 2-P-11 01 June 2013

4 Conversion and differences Training

5 Familiarisation

6 Recurrent Training

7 Refresher Training

8 Checking

9 Training Records

2.3 Training Syllabus For Transportation of Dangerous Goods:

Operations Personnel Concerned including Crew Members

1 Introduction

2 For Operators who do not hold a Permanent Approval to Carry Dangerous Goods

3 For Operators who do hold a Permanent Approval to Carry Dangerous Goods

2.4. Training Syllabus For Transportation of Dangerous Goods:

Operations Personnel other than Crew Members

1 Introduction

2 For Operators who do not hold a Permanent Approval to Carry Dangerous Goods

3 For Operators who do hold a Permanent Approval to Carry Dangerous Goods

4 Areas of Training

5 Further Information

3 PROCEDURES

3.1 Procedures for training and checking

3.2Procedures to ensure that abnormal or emergency situations are not simulated during

commercial air transportation fl ights 4 DOCUMENTATION AND STORAGE

IEM OPS 1.1055(a)(12) Signature or equivalent

See YCAR-OPS 1.1055(a)(12) 1 YCAR-OPS 1.1055 requires a signature or its equivalent. This IEM gives an example of how this can

be arranged where normal signature by hand is impracticable and it is desirable to arrange the equivalent verification by electronic means.

2 The following conditions should be applied in order to make an electronic signature the equivalent of a

conventional hand-written signature:

i. Electronic „signing‟ should be achieved by entering a Personal Identification Number (PIN) code with appropriate security etc;

ii. Entering the PIN code should generate a print-out of the individual‟s name and professional capacity on the relevant document(s) in such a way that it is evident, to anyone having a need for that information, who has signed the document;

iii. The computer system should log information to indicate when and where each PIN code has been entered;

iv. The use of the PIN code is, from a legal and responsibility point of view, considered to be fully equivalent to signature by hand;

v. The requirements for record keeping remain unchanged; and.

vi. All personnel concerned should be made aware of the conditions associated with electronic signature and should confirm this in writing.

IEM OPS 1.1055(b) Journey log

See YCAR-OPS 1.1055(b) The „other documentation‟ referred to in this paragraph might include such items as the operational

flight plan, the aeroplane technical log, flight report, crew lists etc.


01 June 2013 2-P-12

IEM to Appendix 1 to YCAR-OPS 1.1045 Operations Manual Contents

1 With reference to Operations Manual Section A, paragraph 8.3.17, on cosmic radiation , limit values

should be published in the Operations Manual only after the results of scientific research are available and internationally accepted.

2 With reference to Operations Manual Section B, paragraph 9 (Minimum Equipment List) and 12

(Aeroplane Systems) operators should give consideration to using the ATA number system when allocating chapters and numbers for aeroplane systems.


Issue 03, Rev. 00 2-Q-1 01 June 2013


RESERVED


Issue 03, Rev. 00 2-R-1 01 June 2013


AC OPS (IEM) 1.1150(a)(5) & (a)(6) Terminology

Dangerous Goods Accident and Incident

See YCAR-OPS 1.1150(a)(5) & (a)(6)

As a dangerous goods accident (See YCAR-OPS 1.1150(a)(5)) and dangerous goods incident (See

YCAR-OPS 1.1150(a)(6)) may also constitute an aircraft accident, serious incident or incident the

criteria for the reporting both types of occurrence should be satisfied.

AC OPS 1.1160(a) Medical Aid for a Patient

See YCAR-OPS 1.1160(a) 1 Gas cylinders, medications, other medical material (such as sterilising wipes) and wet cell or lithium

batteries are the dangerous goods which are normally provided for use in flight as medical aid for a patient. However, what is carried may depend on the needs of the patient. These dangerous goods are not those which are a part of the normal equipment of the aeroplane.]

AC OPS (IEM) 1.1160(b) Dangerous goods on an aeroplane

Dangerous goods on an aeroplane in accordance with the relevant regulations or for operating reasons


1 Dangerous goods required to be on board an aeroplane in accordance with the relevant CARs or for

operating reasons are those which are for:

(a) The airworthiness of the aeroplane;

(b) The safe operation of the aeroplane; or

(c) The health of passengers or crew.

(d) Such dangerous goods include but are not limited to:

(e) Batteries;

(f) Fire extinguishers;

(g) First-aid kits;

(h) Insecticides/Air fresheners;

(i) Life saving appliances; and

(j) Portable oxygen supplies.

AC OPS (IEM) 1.1160(c)(1) Scope – Dangerous goods carried by passengers or crew


1 The Technical Instructions exclude some dangerous goods from the requirements normally applicable

to them when they are carried by passengers or crew members, subject to certain conditions.

2 For the convenience of operators who may not be familiar with the Technical Instructions, these

requirements are repeated below.

3 The dangerous goods which each passenger or crew member can carry are:

(a) Alcoholic beverages containing more than 24% but not exceeding 70% alcohol by volume, when

in retail packagings not exceeding 5 litres and with a total not exceeding 5 litres per person;

(b) Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes, medicines

containing alcohol); and, in checked baggage only, aerosols which are non-flammable, non-toxic

and without subsidiary risk, when for sporting or home use. [Release valves on aerosols must be

protected by a cap or other suitable means to prevent inadvertent release.] The net quantity of


01 June 2013 2-R-2

each single article should not exceed 0·5 litre or 0·5 kg and the total net quantity of all articles

should not exceed 2 litres or 2 kg;

(c) Safety matches or a lighter for the person‟s own use and when carried on the person. „Strike

anywhere‟ matches, lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter

fuel and lighter refills are not permitted;

(d) A hydrocarbon gas-powered hair curler, providing the safety cover is securely fitted over the

heating element. Gas refills are not permitted;

(e) Small cylinders of a gas of division 2.2 worn for the operation of mechanical limbs and spare

cylinders of a similar size if required to ensure an adequate supply for the duration of the journey;

(f) Radioisotopic cardiac pacemakers or other devices (including those powered by lithium batteries)

implanted in a person, or radio-pharmaceuticals contained within the body of a person as a result

of medical treatment;

(g) A small medical or clinical thermometer containing mercury, for the person‟s own use, when in its

protective case;

(h) Dry ice, when used to preserve perishable items, providing the quantity of dry ice does not exceed

2 kg and the package permits the release of the gas. Carriage may be in carry-on (cabin) or

checked baggage, but when in checked baggage the operator‟s agreement is required;

(i) When carriage is allowed by the operator, small gaseous oxygen or air cylinders for medical use;

(j) When carriage is allowed by the operator, not more than two small cylinders , or other suitable gas

of division 2.2, fitted into a self-inflating life-jacket and not more than two spare cylinders;

(k) When carriage is allowed by the operator, wheelchairs or other battery-powered mobility aids with

non-spillable batteries, providing the equipment is carried as checked baggage. The battery

should be securely attached to the equipment, be disconnected and the terminals insulated to

prevent accidental short circuits;

(l) When carriage is allowed by the operator, wheelchairs or other battery-powered mobility aids with

spillable batteries, providing the equipment is carried as checked baggage. When the equipment

can be loaded, stowed, secured and unloaded always in an upright position, the battery should be

securely attached to the equipment, be disconnected and the terminals insulated to prevent

accidental short circuits. When the equipment cannot be kept upright, the battery should be

removed and carried in a strong, rigid packaging, which should be leak -tight and impervious to

battery fluid. The battery in the packaging should be protected against accidental short circuits, be

held upright and be surrounded by absorbent material in sufficient quantity to absorb the total

liquid contents. The package containing the battery should have on it „Battery wet, with

wheelchair‟ or „Battery wet, with mobility aid‟, bear a „Corrosives‟ label and be marked to indicate

its correct orientation. The package should be protected from upset by securement in the cargo

compartment of the aeroplane. The commander should be informed of the location of a wheelchair

or mobility aid with an installed battery or of a packed battery;

(m) When carriage is allowed by the operator, cartridges for weapons, (UN0012 and UN0014 only) in

Division 1.4S providing they are for that person‟s own use, they are securely boxed and in

quantities not exceeding 5 kg gross mass and they are in checked baggage. Cartridges with

explosive or incendiary projectiles are not permitted. Allowances for more than one person must

not be combined into one or more packages.;

Note: Division 1.4S is a classification assigned to an explosive. It refers to cartridges which are

packed or designed so that any dangerous effects from the accidental functioning of one or more

cartridges in a package are confined within the package unless it has been degraded by fire,

when the dangerous effects are limited to the extent that they do not hinder fire fighting or other

emergency response efforts in the immediate vicinity of the package. Cartridges for sporting use

are likely to be within Division 1.4S.

(n) When carriage is allowed by the operator, a mercurial barometer or mercurial thermometer in

carry-on (cabin) baggage when in the possession of a representative of a government weather

bureau or similar official agency. The barometer or thermometer should be packed in a strong

packaging having inside a sealed inner liner or bag of strong leak-proof and puncture resistant

material impervious to mercury closed in such a way as to prevent the escape of mercury from the

package irrespective of its position. The commander should be informed when such a barometer

or thermometer is to be carried;


Issue 03, Rev. 00 2-R-3 01 June 2013

(o) When carriage is allowed by the operator, heat producing articles (i.e. battery operated

equipment, such as under-water torches and soldering equipment, which if accidentally activated

will generate extreme heat which can cause a fire), providing the articles are in carry-on (cabin)

baggage. The heat producing component or energy source should be removed to prevent

accidental functioning;

(p) With the approval of the operator(s), one avalanche rescue backpack per person equipped with a

pyrotechnic trigger mechanism containing not more than 200 mg net of division 1.4S and not more

than 250 mg of compressed gas in division 2.2. The backpack must be packed in such a manner

that it cannot be accidentally activated. The airbags within the backpack must be fitted with

pressure relief valves;

(q) Consumer electronic devices (watches, calculating machines, cameras, cellphones, lap top

computers, camcorders, etc.) containing lithium or lithium ion cells or batteries when carried by

passengers or crew for personal use. Spare batteries must be individually protected so as to

prevent short circuits and carried in carry on baggage only. In addition, each spare battery must

not exceed the following quantities:

• For lithium metal or lithium alloy batteries, lithium content of not more than 2 grams; or for lithium ion batteries, an aggregate equivalent lithium content of not more than 8 grams.

• Lithium ion batteries with an aggregate equivalent lithium content of more than 8 grams but

not more than 25 grams may be carried in carry on baggage if they are individually protected so as to prevent short circuits and are limited to two spare batteries per person.

4. The list in the Technical Instructions of items permitted for carriage by passengers or crew may be

revised periodically and YCAR-OPS may not always reflect the current list. Consequently the latest version of the Technical Instructions should also be consulted.]

AC OPS (IEM) 1.1165(b) States concerned with exemptions

See YCAR-OPS 1.1165(b) 1 The Technical Instructions provide that in certain circumstances dangerous goods, which are normally

forbidden on an aeroplane, may be carried. These circumstances include cases of extreme urgency or when other forms of transport are inappropriate or when full compliance with the prescribed requirements is contrary to the public interest. In these circumstances all the States concerned may grant exemptions from the provisions of the Technical Instructions provided that ever y effort is made to achieve an overall level of safety which is equivalent to that provided by the Technical Instructions. [Although exemptions are most likely to be granted for the carriage of dangerous goods which are not permitted in normal circumstances, they may also be granted in other circumstances, such as when the packaging to be used is not provided for by the appropriate packing method or the quantity in the packaging is greater than that permitted. The Instructions also make provision for some dangerous goods to be carried when an approval has been granted only by the State of Origin, providing specific conditions, which are laid down in the Technical Instructions, are met.

2 The States concerned are those of origin, transit, overflight and destination of the consignment and

that of the operator. However, the Technical Instructions allow for the State of overflight to consider an application for exemption based solely on whether an equivalent level of safety has been achieved, if none of the other criteria for granting an exemption are relevant.

3 The Technical Instructions provide that exemptions and approvals are granted by the "appropriate

national authority", which is intended to be the authority responsible for the particular aspect against which the exemption or approval is being sought. The Instructions do not specify who should seek exemptions and, depending on the legislation of the particular State, this may mean the operator, the shipper or an agent. If an exemption or approval has been granted to other than an operator, the operator should ensure a copy has been obtained before the relevant flight. The operator should ensure all relevant conditions on an exemption or approval are met.

4 The exemption or approval referred to in YCAR-OPS 1.1165(b) is in addition to the approval required

by YCAR-OPS 1.1155.]

AC OPS 1.1215(c)(1) Information to the Commander

See JAR-OPS 1.1215(c)(1)


01 June 2013 2-R-4

If the volume of information provided to the commander is such that it would be impracticable to transmit it in the event of an in-flight emergency, a summary of the information should be provided to the commander by the operator, containing at least the quantities and class or division of the dangerous goods in each cargo compartment.]

AC OPS (AMC) 1.1215(e) Information in the Event of Inflight Emergency

See YCAR-OPS 1.1215(e) 1. To assist the ground services in preparing for the landing of an aeroplane in an emergency situation, it

is essential that adequate and accurate information about any dangerous goods carried on board as cargo be given to the appropriate air traffic services unit. Wherever possible this information should include the proper shipping name and/or the UN/ID number, the class/division and for Class 1 t he compatibility group, any identified subsidiary risks(s), the quantity and the location on board the aeroplane.

2. When it is not possible to include all the information, those parts thought most relevant in the

circumstances should be given, such as the UN/ID numbers or classes/divisions and quantity or a summary of the quantities and class/division in each cargo compartment. As an alternative, a telephone number can be given from where a copy of the written information to the commander can be obtained during the flight.

3. It is accepted that due to the nature of the in-flight emergency, the situation may never permit the

commander to inform the appropriate air traffic services unit of the dangerous goods carried as cargo on board the aeroplane.].

AC (AMC) OPS 1.1220 Training

See YCAR-OPS 1.1220

1 Application for Approval of Training Programmes

Applications for approval of training programmes should indicate how the training will be carried out.

Training intended to give general information and guidance may be by any means including handouts,

leaflets, circulars, slide presentations, videos, etc, and may take place on-the-job or off-the-job.

Training intended to give an in-depth and detailed appreciation of the whole subject or particular

aspects of it should be by formal training courses, which should include a written examination, t he

successful passing of which will result in the issue of the proof of qualification. Applications for formal

training courses should include the course objectives, the training programme syllabus/curricula and

examples of the written examination to be undertaken.

2 Instructors. Instructors should have knowledge not only of training techniques but also of the transport

of dangerous goods by air, in order that the subject be covered fully and questions adequately

answered.

3 Aspects of training. The aspects of training specified in the Technical Instructions are applicable

whether the training is for general information and guidance or to give an in-depth and detailed

appreciation. The extent to which any aspect of training should be covered is dependent upon whether

it is for general information or to give in-depth appreciation. Additional aspects not identified in the

Technical Instructions may need to be covered, or some aspects omitted, depending on the

responsibilities of the individual.

4 Levels of Training

(a) Where it is intended to give an in-depth and a detailed appreciation of the whole subject or of the

area(s) being covered, such that the person being trained gains in knowledge so as to be able to

apply the detailed requirements of the Technical Instructions. This training should include

establishing, by means of a written examination covering all the areas of the training programm e,

that a required minimum level of knowledge has been acquired; or

(b) Where it is intended to give general information and guidance about the area(s) being covered,

such that the person being trained receives an overall awareness of the subject. This training

should include establishing by means of a written or oral examination covering all areas of the

training programme, that a required minimum level of knowledge has been acquired. 5 How to Achieve Training


Issue 03, Rev. 00 2-R-5 01 June 2013

5.1 Training providing general information and guidance is intended to give a general appreciation of the requirements for the transport by air of dangerous goods. It may be achieved by means of handouts, leaflets, circulars, slide presentations, videos, etc, or a mixture of several of these means. T he training does not need to be given by a formal training course and may take place „on -the-job‟ or „off-the-job‟.

5.2 Training providing in-depth guidance and a detailed appreciation of the whole subject or particular

areas of it is intended to give a level of knowledge necessary for the application of the requirements for the transport by air of dangerous goods. It should be given by a formal training course which takes place at a time when the person is not undertaking normal duties. The course may be by means of tuition or as a self-study programme or a mixture of both of these. It should cover all the areas of dangerous goods relevant to the person receiving the training, although areas not likely to be relevant may be omitted (for instance, training in the transport of radioactive materials may be excluded where they will not be carried by the operator).]

6 Training in Emergency Procedures.

(a) Except for crew members whose emergency procedures training is covered in sub-paragraphs 6b

or 6c (as applicable) below:

i. Dealing with damaged or leaking packages; and

ii. Other actions in the event of ground emergencies arising from dangerous goods;

(b) For flight crew members:

i. Actions in the event of emergencies in flight occurring in the passenger cabin or in the

cargo compartments; and

ii. The notification to Air Traffic Services should an in-flight emergency occur (See YCAR-OPS

1.1215(e)).

(c) For crew members other than flight crew members:

i. Dealing with incidents arising from dangerous goods carried by passengers; or

ii. Dealing with damaged or leaking packages in flight.

7 Recurrent training should cover the areas relevant to initial Dangerous Goods training unless the

responsibility of the individual has changed.

8 Test to verify understanding. It is necessary to have some means of establishing that a person has

gained an understanding as a result of training; this is achieved by requiring the person to undertake a

test. The complexity of the test, the manner of conducting it and the questions asked should be

commensurate with the duties of the person being trained; and the test should demonstrate that the

training has been adequate. If the test is completed satisfactorily a certificate should be issued

confirming this.

AC OPS (AMC) 1.1225 Dangerous Goods Incident & Accident Reports

See YCAR-OPS 1.1225

Use of a standard form for the reporting of dangerous goods incidents and accidents would assist the Authorities and enable them to establish quickly the essential details of an occurrence. The following form has been developed for such use and its correct and full completion means that all the details required by Appendix 1 to YCAR-OPS 1.1225 would have been covered. It may be sent to the relevant Authorities by any appropriate means including fax, mail, electronic mail, etc.

SECTION 2 YCAR-OPS 1 Subpart S

Issue 03, Rev. 00 2-S-1 01 June 2013


AC OPS 1.1240 Training programmes

See YCAR-OPS 1.1240

Individual crew member knowledge and competence should be based on the relevant elements

described in ICAO doc 9811, “Manual of the implementation of the Security provisions of Annex 6” and

ECAC DOC 30 part “Training for Cockpit and Cabin crew”.