ops manual chapter 3 nov2012

HCAA OPERATIONS PROCEDURES

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CHAPTER 3.1

GENERAL


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GENERAL This Chapter contains guidance information and references for certain items that require further clarification during review/completion. The information contained in this chapter will be continually reviewed to assure that the most current policies are applied. Additional guidance will be added to this chapter as the need arises. The primary sources for guidance material are EASA/JAA and ICAO publications. When sufficient guidance is not available form these sources information published by other Aviation Authorities will be evaluated and adapted as applicable for use as HCAA guidance material. NOTE Law 3270/2004 (Article 9) states that all ICAO Annexes are translated into Greek and transposed by issuing an HCAA Governor’s Decision. Concerning Annex 6 and Annex 18, Flight Ops Section prepares any new amendments (after being informed by HCAA/D1/C that a new amendment has been circulated/adopted) and forwards it to the HCAA/Governor for signature. After being signed the new translated amendment is sent for publishing to the National Gazette.


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CHAPTER 3.2

GUIDANCE MATERIAL


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3.2 GUIDANCE MATERIAL HCAA policy is to apply Chapter 2 of the EASA Requirements, EU OPS and JAR-OPS (3), which contains the Advisory Circulars Joint (ACJ), Acceptable Means of Compliance (AMC), and Interpretive and Explanatory Material (IEM). EU AWO is also to be utilised for All Weather Operations. Additional JAA Guidance Material, which should be used by HCAA Inspectors, is published in the form of Temporary Guidance Leaflets (TGLs). The TGL system was implemented in order to circulate information to the EASA member states in a timely manner. As the information has not gone through the EASA rulemaking process, therefore timely, it is designated as guidance material and it is up to each Authority to determine its applicability. TGL information is ultimately intended to be subjected to the rule making process and eventually become a requirement. HCAA policy is to review each TGL and subsequently inform the Operators of its applicability. In general, all current TGLs and are intended to be applied by HCAA as policy guidance material. TGLs are published as part of the Administrative Guidance Material (AGM) chapters of the EUs. The AGM chapters that contain TGL information that is applicable to Flight Operations topics are Chapter Four “Operations Part 3”. Also, Chapter One “General Part 3”, although an aircraft certification Chapter, contains several TGLs that have information applicable to Flight Operations. Only the TGLs that are related to Flight Operations have been listed. All the TGLs are available for downloading and review at the HCAA subscribed document website www.ihs.com Following is a list of the current TGLs as of March 2004. The most current list is available on the JAA website www.jaa.nl under the “Operations” chapter. This website should be consulted for the latest TGL information. The material for TGL numbers not indicated below has previously been incorporated into the EU OPS.

http://www.his.com/

http://www.jaa.nl/


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TGL # AGM Chapter Four Operations Part 3

3 Guidance for Operators in Compiling Procedures and Training programmes for Cabin Crew

4 Ice and other Contaminants-Procedures

7 Aerodrome Low Visibility Procedures (LVP) for Take-Off

8 Mass Values

9 Planning Minima For Alternate Aerodromes

11 Training Programmes for the Use of Airborne Collision Avoidance Systems

12 All Weather Operations- General Aviation

20 All Weather Operations With Head Up Display (HUD) Guidance Systems

21 Quality Inspection Audit Pools

23 Use of Auto land Systems on ILS Category I Facilities

24 Crew Resource Management – Cabin Crew

25 One-Engine-Inoperative Ferry Flights

26 EU OPS/JAR-ÓPS 3 MEL Policy Document

27 Guidance for Operators on Training Programmes for the Use of Terrain Awareness and Warning Systems

28 Drum-Pointer and Counter/Drum-Pointer Display Altimeters

29 EASA Policy Concerning the Use of Portable Electronic Devices on Board Aircraft

31 Crew Training for Exit Operation

32 Quality Assurance Programme for Small and Very Small Operators

33 Counter Drum Pointer Altimeter Temporary Exemption Policy

34 Night Vision Imaging System (NVIS) Operations

Only the TGLs that contain information applicable to Flight Operations from AGM Chapter One are included below.

TGL # AGM Chapter One General Part 3

2 Airworthiness Approval of Navigation Systems for use in European Airspace Designated for Basic RNAV (Superseded by GAI 20)

6 Guidance Material On The Approval of Aircraft and Operators for Flight in Airspace Above Flight Level 290 Where a 300M (1,000ft) Vertical Separation Minimum is Applied

10 Airworthiness and Operational Approval for Precision RNAV Operations in Designated European Airspace

14 Policy Paper on Pooling of Quality Audits

15 Temporary Guidance Material on Approval of Departure Clearance Via Data Communications over ACARS

Note: For ETOPS guidance refer to AMC 20-6. This is the basis on which the

Requirements are set on Chapter 3-19 of HCAA Ops Manual.


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CHAPTER 3.3

FINDINGS


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Finding Form

General

A Finding Form is required to be issued every time non-compliance is discovered during an Inspection/Audit, or during a review of an operator’s documentation. The basis of non-compliance could be against an EU OPS/JAR OPS 3 requirement or Guidance Material, HCAA requirement or Policy, or the AOC holder’s Operations Manual procedures (Levels 0,1,2). A Finding Form is also issued when an official recommendation is made (Level 3 Finding). It is important that the Finding Form be completed properly for insertion and retrieval from the Computerised Tracking System. The Inspector should always have blank Finding Forms available with him/her during each Audit/Inspection. When non-compliance is discovered during an Inspection the Finding Form should be completed by hand on site at the time the Finding item is discovered. This applies to Flight Inspections and Inspections at ground facilities. Name, Location, Audit Area, Date The Organisation’s Name, Location of Audit, Area of Audit and Date of Audit should be filled in the spaces provided at the top of the Finding Form. The Address may be left blank, as this will be automatically filled with the official business address when entering the Finding into the Computerised Tracking System. The Area of Audit is filled with the name of the Inspection Checklist being used. When entering the information into the Finding Form in the Computer System the names of the Checklists will appear as a drop down menu for selection. Finding Numbers The Audit Finding Number must be indicated in the space provided. The number assigned should be sequential for each Audit Area. For example, if there are 3 non-compliances discovered during a Flight Inspection (Flight Deck) three separate Finding Forms will be completed, for this Audit Area of Flight Inspection, numbered 1, 2, & 3. If during the same Audit,a non-compliance was discovered in Dispatch, one Finding Form with number “1” assigned, will be completed for the Audit Area Dispatch. Typically, the Finding numbers are those assigned from the unsatisfactory items found using the Checklists. But, when officially numbering the Findings it is advised to wait until the end of the audit/inspection in each Audit Area to assign finding numbers. If more that one Inspector is conducting an audit in the same Area the findings from each Inspector should be reviewed jointly and the finding numbers


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assigned so there is no duplication of finding numbers. Also, some of the non-compliances written by each inspector could be consolidated into one Finding Form. Non-Conformance Reference In the space indicating “Non Conformance with” reference from which the non-compliance was found must be entered. If from EU OPS, the requirement number should be indicated. If from a deviation from an Operations Procedure the Manual name and paragraph number should be indicated. Specific Finding In the “Specific finding” space the details of the finding should be written. It is important that the description be clearly written and directly related to the requirement reference. More than one item could be stated as long as it involves the same requirement and is likely to be resolved by the same department within the organisation. If this is not the case then a separate finding should be written. Signing and Witnessing The inspector should print and sign his/her name and insert the date on site at the time of discovering the non-compliance. It is also important at this time that the inspector(s) have some one from the organisation sign as witness in the “Witnessed for Organisation” space provided. This assures that a person representing the Organisation is witnessing the finding. It should be explained to this person that their signature does not constitute any obligation or responsibility for the corrective action. During a Flight Inspection a Flight Crew Member (preferably the Commander) or a Cabin Crew Member (preferably the Senior CCM) should be the person signing as witness. During an inspection at a ground facility the Organisation’s representative present at the time of the Finding discovery would be the most likely person to sign as Organisation witness. A copy of the Finding Form should not be given to the Organisation at this time. The Organisation is welcome to take notes regarding the finding but it is not official until the Finding Level is agreed and the finding has been send formally. Finding Level, Proposed Resolution date & Entry into Computer System Upon returning to the office the inspector should enter the Finding information from the handwritten form into the Finding Form in the Computerised Tracking System. At this point the Inspector assigns a Finding Level in the space provided and enters a “Proposed Resolution Date” corresponding to the Finding Level, in the space provided. In the space “Witnessed for Organisation” type in the witnessing person’s name“. The original copy with the original witnessing signature should be kept on file


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for future reference if needed. This is case of the unlikely event that the Organisation, at a later date, would dispute the accuracy of the Finding. A copy of the completed finding is then printed for agreement on the Finding Level. Finding Level Agreement The space “Agreed by Audit Manager” is to confirm agreement regarding the Level of the finding assigned by the inspector. This agreement is accomplished by the Flight Operations Section Head or his representative. This agreement of the Finding Level serves to support the Inspectors decision if the Organisation chooses to dispute the Level. Once the Level is agreed, the findings may be formally sent to the Organisation. Formally Sending Findings & Completion of Inspection/Audit The Inspection/Audit is not considered completed until the results are sent to the Organisation/Operator. If non-compliances were found and, findings written, they should be sent officially to the Organisation/Operator as soon as possible after returning from the Inspection/Audit. This is accomplished via a formal letter/fax signed by the FSDirector accompanied by the completed Finding Forms. If the particular Areas of the Inspections/Audits, planned according to the Annual Schedule, are held over a multiple day period (1-5) then the formal letter/fax, to the Organisation/Operator, should contain all the completed Findings from this group of inspections. If more than one Inspector was involved in the Inspections/Audits the formal letter/fax should reference all the Findings written by all the Inspectors involved. The CPC is responsible for assuring that this occurs. If the planned Areas of Inspections/audits are more than 5 days apart the formal letter to the Organisation/Operator should not be delayed due to waiting for completion of the next group of inspection/ Audits. If any findings are written that specify a compliance date within 5 days they should be sent together formally immediately. Formal Letter The formal letter is prepared by the CPC and coordinated with all the inspection team involved in the Operations Sections then signed by the Flight Standards Division Director. The letter should be addressed to the Quality Manager of the Organisation/Operator. He should be the person responsible within the Organisation/Operator to distribute the findings to the responsible managers for resolution. As efficiency is essential in formally sending the findings to the Organisation/Operator a Formal Letter template has been constructed for use. There is no need to repeat any of the finding information in the body of the Formal Letter. The Finding Forms


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accomplish this task. The purpose of the Formal Letter is to formally send the findings by listing the Finding numbers and Areas and specifying that proposed resolutions are expected by the compliance dates on the Finding Forms. The Formal Letter template is contained as part of the Computerised Tracking System. The system will automatically enter the name of the Organisation/Operator and the Finding Numbers and Areas. The name of the Quality Manager will need to be entered by the CPC. Also the CPC should verify that the letter lists all the applicable findings and that all the Finding Forms are attached when the transmittal letter is presented to the FSDD for signature. The Letter and Findings should be either transmitted via facsimile, or given directly to the Organisation, the same day of letter signature. Organisation Corrective Action Plan and Signature The space provided is for the Organisation to propose their corrective action plans after they have formally received the finding(s). The proposed Short Term response is expected to immediately correct the non-compliance. The Long Term response is expected to either prevent re occurrence or to outline further steps involving a non-compliance that is not solvable in the short term. If a Long Term response is not applicable it should be marked as such. The signature should be of the person directly responsible for implementing the corrective action. Typically this should be the responsible Post Holder. The signature should not be that of the Quality Manager as he/she is the one responsible for verifying the effectiveness of the corrective action, not the implementation. Closure of the Finding After the finding has been returned by the Organisation, signed with the proposed corrective action, it will need to be evaluated for acceptability by the issuing Inspector. If the proposed resolution involves changes to a manual or other documentation, the proposed changed pages should accompany the finding. If the proposed corrective action involves a Re-inspection the Organisation should anticipate this and propose a date for the Re-inspection prior to the proposed resolution date. It could be acceptable to close the finding based on an accepted proposal and perform the inspection at a later date. The proposed corrective action(s) are accepted the Inspector should mark the appropriate boxes and enter the date the finding was closed in the Computerised Tracking System. A copy of the closed finding should then be forwarded to the Organisation.


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CHAPTER 3.4

INSPECTION CHECKLIST


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3.4 INSPECTION CHECKLISTS

General The checklists are aids to conduct audits/Inspections and to standardise inspections between inspectors. The checklist is the means to indicate if an item was found satisfactory, unsatisfactory, not applicable or not checked. The checklists are not intended to prevent an inspector from issuing a finding for an unsatisfactory item not indicated on a checklist. If an inspected item is not applicable or found satisfactory or unsatisfactory an “X” (or checkmark) should be marked in the appropriate column indicated. If an item was not inspected a “0” should be marked in the NA column. For those items marked unsatisfactory the number of the finding should be indicated in the “No.” column. Normally a separate Finding form (and therefore number) should be issued for each unsatisfactory item indicated on a particular checklist. This is to be able to track and follow up each finding separately as findings may have different corrective action dates and be the responsibility of different individuals within the company. If multiple unsatisfactory items on a particular checklist have the same Finding Level, the same corrective action dates, and are the responsibility of the same individual/post holder then they may be described on one Finding form and given the same finding number for each unsatisfactory item on the checklist. Note: On the Training and Checking checklists the “V” column represents another variable time frame, other than 6 or 12 months such as the 90 day recency requirement. A “U” for unsatisfactory and an “S” for satisfactory should be indicated in the column applicable to the training and checking item being evaluated. The NA column should be marked as appropriate e.g. Not Applicable, or not inspected.


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CHAPTER 3.5

MANUALS REVIEW


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3.5 MANUALS REVIEW Operations Manual After a satisfactory the preliminary application review where the basic elements of the Operations Manual (OM) were found satisfactory a detailed review needs to be accomplished. Assessment of the acceptability of the applicant’s Operations Manual is normally the most time consuming task in the certification process. After the format and structure of the OM has been reviewed and found satisfactory in accordance with Chapter P of EU OPS or JAR-OPS 3, as applicable, a detailed review of the content is commenced. This task requires the application of considerable skill, knowledge and experience by the inspector. An inspector reviewing an OM for the first time should do so under the guidance an inspector with the appropriate experience. The Section Head will assign such an inspector. The structure of the OM, and the manuals composing the OM, must be clearly outlined. For example, if a separate Cabin Crew Manual is proposed then it should be clearly indicated how this fits into the structure of Part A of the OM. The Compliance List is the primary document by which the content of the OM will be reviewed for acceptability. The content of the OM should state how the operator complies with the applicable requirement and should not be a repeat of the requirements itself. In no case will wording such as “The operator should...” or “The operator shall ensure…” be accepted in the OM. The OM should accurately reflect the aircraft type and type of operations of the AOC Holder. Types of operations not intended at the time of operation are considered extraneous information should not be included in the OM. For example CAT II/III information should not be presented in the OM until the operator is ready for evaluation/approval for this type of operation. Also, additional types of aircraft should not be presented in the OM unless they are to be ready to be evaluated for inclusion in the Operations Specifications. AOC Applicants who have contracted the preparation of their Operations Manuals to another party, such as Jeppessen, should customise these manuals to reflect their own operation prior to submittal to HCAA. If the submitted manuals do not specifically reflect their intended type of operation the manual must be rejected and returned to the applicant. The time period required for the applicant to correct and resubmit the manual(s) will then be added to the target certification date.


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OM PART A- General Basic Part A of the OM should contain appropriate details on the topics as specified in EU OPS. The review of this part of the manual should also ensure that the information agrees between different volumes of the manual and that there is no conflicting information. For example Part A of the OM could be separated into different volumes/manuals for Flight Crew and Cabin Crew or Crewmembers other than flight crew, as applicable. These need to be reviewed against each other to assure that there is not conflicting information and that each contains the required information. For example, if a Part A is issued for Flight Crew and Cabin Crew Manual is issued for Cabin Crew or Crewmembers other than flight crew, as applicable, then the organisational structure of the company should be contained in both and be identical. As another example the same description of the Quality System should also be contained in both manuals. If two Inspectors are assigned to review different parts of the manual a coordinated review between the Inspectors should also be accomplished to assure consistency. OM Part B - Type Related The preferred structure of Part B of the OM would include most of the type specific information directly in the Part B itself with minimal referencing to other sources for the required information. The Operator’s primary sources of information for composing Part B are the Manufacturers Flight Crew Operating Manual FCOM (which includes the condensed and expanded checklists) and the Airplane or Helicopter Flight Manual as applicable. For limitations and procedures that are copied from the FCOM and AFM into Part B it is important that this information is verified for accuracy. A Part B must be submitted for each type of aircraft intended to be operated by the AOC Holder. As EU OPS allows referencing to other sources the reference should be specific. For example, when stating AFM at least the Chapter and Paragraph should be included. OM Part C - Route and Aerodrome Information Part C should list, as a minimum, where the applicable information can be obtained; in most cases it is referencing Jeppessen/AIP manuals. This is not to be confused with the methods of how this similar information is determined as is required in O.M. Part A chapter 8. For example, how the minimum flight altitudes are determined in respect of obstacles should be explained in O.M. Part A. Where the actual altitudes for a particular route may be found should be referenced in Part C. Any referenced


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information should be specific as to the Chapter and chapter of the referenced document. All the airports that the applicant is expecting to operate into should be listed and categorised in Part C. If an operator is suddenly required operate into an airport not contained in their PART C it is allowed as long as the procedure for evaluating the acceptability of the airport is followed. The revision to Part C to include the airport may follow at a later date. OM Part D -Training The training syllabi and checking programmes for all operations personnel to include Crew Members, Dispatchers, Line Training and Check Commanders and Cabin Crew trainers and checkers. For flight crewmembers the initial aircraft type training is the TRTO/Operator type rating program. The initial type rating training program listed in part D should not conflict with the recurrent or conversion program. As HCAA is mutually recognised in the area of licensing, the HCAA Licensing Section controls the training and qualifications of Instructor and Examiner personnel. It is the policy of HCAA to require a separate TRTO Manual to include Instructor and Examiner training and checking programs. However those programs need to be contained in Part D, if the type rating course is to be conducted by the Operator. Airplane Flight Manual (AFM) A copy AFM (RFM, or Pilots Hand Book for small aircraft) is required to be submitted during initial certification or prior to variation of the AOC when adding a new type. Unless a comparative analysis, between the AFM and OM, has been done by the operator and accepted by the HCAA inspector the AFM must be carried on board the Aircraft.


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LETTER OF APPROVAL Subject: Approval of Issue X, Part XX, revision XXX

This issue X has been approved and authorized by:

Title Name Signature

Director of Flight Operations

HCAA Acceptance Statement:

Hellenic Civil Aviation Administration (HCAA) has reviewed “XXXX AIRWAYS” FOM

up to and including the subject revision to the original issue. The HCAA is satisfied,

upon completion of this review and with reference to JAA Administrative & Guidance

Material Section Four: Operations, Part Two: Procedures Appendix 6A and 7A, the

HCAA approves as applicable the content of this FOM.

The official approval document of the above referenced FOM must be incorporated into

and become part of this manual.


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CHAPTER 3.6

LEASING


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3.6 LEASING

3.6.1 Introduction

Regulations

The regulations applicable to leasing are: Regulation (EC) No. 1008/2008,

OPS 1.165 of Annex III to Regulation (EEC) No. 3922/91 (hereinafter referred to as

EU-OPS) or PD 64/2012 (JAR-OPS 3), and Annex I to Regulation (EC)

No. 2042/2003 (hereinafter referred to as Part M). The European regulations can be

consulted on the website http://eur-lex.europa.eu/.

Definitions

The term "Community air carrier" shall be deemed to mean any undertaking within the

European Union or States associated therewith (Iceland, Liechtenstein, Norway and

Switzerland) whose business includes or consists solely of carriage by air, with an

operating licence in accordance with Regulation (EC) No. 1008/2008 and an Air

Operator Certificate (AOC) issued in accordance with the requirements of EU-

OPS (aeroplanes), or an AOC issued in accordance with the requirements of the

latest amendment to JAR-OPS 3 (helicopters).

Where in this chapter reference is made to EU-OPS for aeroplanes the reference also

applies to the same article in JAR-OPS 3 for helicopters unless stated otherwise (e.g.

EU-OPS 1.165 = JAR-OPS 3.165).

The term "undertaking" shall be deemed to mean any natural person or legal entity,

whether profit-making or not, or any official body whether having its own legal

personality or not.

The term "dry lease agreement" shall be deemed to mean any agreement between

undertakings under which only the aircraft concerned is operated (without provision of

crew) under the AOC and associated conditions of the lessee.

The term "wet lease agreement" shall be deemed to mean any agreement between

commercial air carriers both of whom are in possession of a valid AOC which is in

accordance with ICAO Annex 6, under which an aircraft is operated under the AOC of

the lessor.

The term "audit" shall be deemed to mean an audit in accordance with the approved

lease audit programme.

http://eur-lex.europa.eu/


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Types of lease

Pursuant to Article 13 of Regulation (EC) No. 1008/2008 and OPS 1.165 eight

different types of lease can be distinguished, i.e.:

A. Dry lease-in

o Between Community air carriers (Article 13, paragraphs 1 and 2 of

Regulation (EC) No. 1008/2008 and OPS 1.165/3.165, under a,

paragraph 1, under b, paragraph 2).

o Between a Community air carrier and an air carrier from a third country

or an undertaking which is not an air carrier (Articles 12 and 13,

paragraphs 1 and 2 of Regulation (EC) No. 1008/2008 and

OPS 1.165/3.165, under c, paragraph 1).

B. Dry lease-out





(Article 13, paragraphs 1 and 2 of Regulation (EC) No. 1008/2008 and

OPS 1.165/3.165, under c, paragraph 3).

C. Wet lease-in





whereby an aircraft registered in that third country is the subject of the

lease-in (Article 13, paragraphs 3 and 4 of Regulation (EC)

No. 1008/2008 and OPS 1.165/3.165, under a, paragraph 2, under b,

paragraph 2, under c, paragraph 2).

D. Wet lease-out

o Between Community air carriers (OPS 1.165/3.165, under b,

paragraph 1).


(OPS 1.165/3.165, under c, paragraph 4).

In the following sections the lease types referred to above will be discussed.

3.6.2 DRY LEASE

Regulation (EC) No. 1008/2008 states that an undertaking must have one or more

aircraft at its disposal through ownership or a dry lease agreement in order to qualify

for an operating licence.


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In addition the undertaking may have one or more aircraft at its disposal through dry

or wet lease agreement. Recital 8 of Regulation (EC) No. 1008/2008 states however

that the leasing of aircraft registered in third countries, in particular wet leasing,

should only be allowed in exceptional circumstances. For example when there is a

lack of adequate aircraft available on the Community market; this possibility should

also be strictly limited in time and requires that safety standards be complied with

which are equivalent to those of Community and national legislations.

Greece follows the European policy for so-called “dry Lease agreements”, regarding

the mutual operation of aircraft without crew within the European Union, and the

transfer of supervision between Member States in accordance with ICAO

Article 83bis. This guide therefore only contains references to the statutory

requirements. Applications will be assessed on a case by case basis.

3.6.2.1 Dry lease-in

Dry lease-in from an undertaking other than an air carrier

With the entry into force of Regulation (EC) No. 1008/2008 the finance lease has

been cancelled as a type of lease. This type of lease is now regarded as a dry lease-

in. With finance leasing an air carrier has beneficial ownership of the aircraft, whilst

the legal ownership rests with an external financier. HCAA regards this type of dry

lease-in as an ownership agreement, as opposed to a temporary dry lease-in from

another air carrier.

Regulation (EC) No. 1008/2008 Article 12 stipulates that aircraft operated by a

Community air carrier must be registered in the national register or within the

Community.

HCAA follows the basic principle that aircraft owned by the undertaking, or available

on the basis of a comparable dry lease agreement, must be registered in the national

register. This in order to ensure the effective performance of supervisory obligations.

Prior approval required

A dry lease-in requires the prior approval of the HCAA. For this purpose an air carrier

must submit an application for approval of the dry lease-in agreement to the HCAA.

With the addition of the aircraft to the AOC the HCAA grants its approval.

In the case of sale and lease-back, whereby an air carrier sells an aircraft and

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place if the lease agreement has been assessed and approved by the HCAA

pursuant to the above assessment framework.

In the case of a temporary dry lease-in of an aircraft registered in another Member

State the two authorities must make agreements with regard to the supervision as

stipulated in EU-OPS Article 1.175(d).

HCAA assessment framework

Approval will be granted if the provisions of Article 13, paragraph 2 of Regulation (EC)

No. 1008/2008, EU-OPS/JAR-OPS 3 and Part M of Annex I to Regulation (EC)

No. 2042/2003 have been fulfilled.

Temporary lease-in of aircraft registered in a third country

Pursuant to EU-OPS Article 1.180(a)(1) the aircraft to be operated must have a

standard certificate of airworthiness issued by a Member State in accordance with

Regulation (EC) No. 1702/2003. It follows from this that the airworthiness

requirements and safety system must meet the safety level required in Europe (EASA

Regulation (EC) No. 216/2008 and Regulation (EC) No. 1702/2003, Part 21).

Pursuant to Article 13, paragraph 3 of Regulation (EC) 1008/2008 a Community air

carrier may under certain conditions temporarily lease-in aircraft registered in a third

country if use is made of foreign crew and foreign procedures are followed.

Pursuant to Article 13, paragraph 2 of Regulation (EC) 1008/2008 a dry lease

agreement requires prior approval in accordance with the applicable legislation

regarding aviation safety.

Article 13, paragraph 2, and recital 8 of the aforementioned regulation do not preclude

that in special circumstances the temporary lease-in of aircraft which are registered in

a third country would also be possible if they are operated with the crew and

procedures of the Greek air carrier. This may be necessary if, for example, structural

modification of the aircraft would be required for Greek or European registration.

Certificates must be mutually recognised via safety agreements which the EU or

Greece has concluded with third countries. The EU mandate must also allow

acceptance by the HCAA of the foreign certificate of airworthiness.

An aircraft registered in a third country can in this way be added temporarily to the

AOC of the Greek air carrier if all deviations from the requirements set forth in

Subparts K and L and OPS 1.005 have been made known and are acceptable to the


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HCAA, and after the State of registration has transferred its supervisory powers

regarding operation and maintenance to the HCAA (OPS 1.165/3.165, under c,

paragraph 1).

A temporary addition applies for a period of 6 months, to be renewed once by a

maximum of 6 months.

3.6.2.2 Dry lease-out


A dry lease-out requires the prior approval of the HCAA. For this purpose an air

carrier must submit an application for approval of the dry lease-out agreement to the

HCAA. With the removal of the aircraft from the AOC the HCAA grants its approval.


Approval will be granted after:

A. the aviation authority of the country of the leasing-in air carrier has accepted in

writing the responsibility for supervision of the maintenance and operation of

the aircraft; and

B. the aircraft is maintained on the basis of an approved maintenance

programme.

Licences

An aircraft registered in Greece may only be flown if the pilots have a valid pilot

licence in accordance with JAR-FCL mutual recognition which has been issued by a

country which is included in the JAA Member States Arrangement. These are

countries which have correctly implemented the JAR-FCL requirements.

An air carrier from a country without JAR-FCL mutual recognition may apply to the

HCAA for a validation for its flight crew personnel. This application must be

accompanied by a valid pilot licence which has been issued in accordance with the

requirements of Annex I to the Chicago Convention.


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3.6.3 WET LEASE

Air carriers with safety deficiencies according to the criteria of Regulation (EC)

No. 2111/2005 do not qualify for wet lease-in agreements. This “List of airlines

banned within the EU” is published by the European Commission on the website

http://ec.europa.eu/transport/air-ban/list_en.htm.

As a measure for the protection of air passengers in the case of wet lease-in it has

been made compulsory for air carriage contractors to inform passengers of the

identity of the operating air carrier pursuant to Article 11 of Regulation (EC)

No. 2111/2005.

3.6.3.1 Wet lease-in (within the EU)

A wet lease-in agreement under which a Greek air carrier wet leases an aircraft from

a Community air carrier.

Free operation of aircraft registered within the European Community

Pursuant to Article 13 of Regulation (EC) No. 1008/2008 Community air carriers may

freely operate wet leased aircraft registered within the Community. Free operation is

not permitted if it would compromise safety.

Assessment framework for approval of operation

Pursuant to OPS 1.165/3.165 every type of lease, except for full wet lease-out,

requires prior approval for the operation. The HCAA provides the possibility to obtain

this approval by means of a wet lease-in procedure whereby the Greek air carrier as

lessee assesses the standard of safety of the Community air carrier to be leased

(lessor).

Explicit prior approval must be obtained if:

A. no approved wet lease-in procedure is followed; or

B. the aircraft is leased without complete crew.

Selection of Community air carrier

The basis for approval is the responsibility of the Greek air carrier to determine in

advance that the wet lease-in does not involve a change in safety risk for its

passengers.

http://ec.europa.eu/transport/air-ban/list_en.htm


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The Greek air carrier must demonstrate to the HCAA the manner in which it accepts

a Community air carrier as a subcontractor for wet lease-in (OPS 1.035). An audit is

optional in this respect. The procedure must be described in the operations manual of

the air carrier. The Greek air carrier may keep a list of acceptable Community air

carriers.

In view of its supervisory role it is necessary that the HCAA is informed in advance by

the Greek air carrier of the actual date of commencement and end of the wet lease-in.

The HCAA can be notified using the e-mail address [email protected]. Approval of

the operation will then apply for the duration of the lease agreement.

3.6.3.2 Wet lease-in (outside the EU)

A wet lease-in agreement whereby a Greek air carrier wet leases an aircraft from a

non-Community air carrier.


A wet lease-in agreement between a Greek air carrier and a non-Community air

carrier requires the prior approval of the HCAA.

For this purpose the Greek air carrier must submit an application for approval of the

wet lease-in agreement to the HCAA. The application must be accompanied by a

written statement from the accountable manager that an audit has been performed in

accordance with the approved lease audit programme, the final assessment and an

overview of any findings and corrective measures.

If the HCAA sets conditions to the approval, these conditions must be incorporated in

the wet lease-in agreement.


The HCAA may grant its approval if:

A. the leasing-out air carrier holds an AOC in accordance with ICAO Annex 6 with

a validity of at least one year which has been issued by a State which is a

signatory to the Convention on International Civil Aviation (ICAO) whereby the

aircraft to be used are provided with a standard certificate of airworthiness in

accordance with ICAO Annex 8 which has been issued by the State

responsible for the issuing of the AOC; and

B. the Greek air carrier demonstrates to the HCAA that all safety requirements

have been complied with. For this purpose the Greek air carrier performs an

mailto:[email protected]


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audit on the other air carrier in accordance with the approved lease audit

programme in order to ensure that the non-Community air carrier observes an

equivalent safety standard (EU-OPS, Part M and Part 145). The audit must in

any case include: operation, maintenance, licensing and airworthiness; and

C. one of the following conditions has been complied with:

o the Greek air carrier demonstrates to the HCAA the exceptional need

for the wet lease-in. In that case the wet lease-in may be approved for a

period of 7 months, to be renewed once by a maximum of 7 months; or

o the Greek air carrier demonstrates to the HCAA that the wet lease-in is

necessary to meet seasonal capacity requirements. The air carrier also

demonstrates that these capacity requirements cannot be met by

leasing aircraft registered within the European Community; or

o the Greek air carrier demonstrates to the HCAA that the wet lease-in is

necessary to overcome operational difficulties.

o the air carrier demonstrates that it is not possible or reasonable to lease

an aircraft registered within the European Community. Any approval by

the HCAA will then be limited to the duration strictly necessary to

overcome the operational difficulties.

Approval also for short-notice short-term wet lease-in

Following approval of the wet lease-in the Greek air carrier may place the leasing-out

air carrier on a white list, each time for a maximum of 12 months, in order to be able

to overcome operational difficulties in situations which are immediate, unforeseen and

urgent .

Refusal of approval by the HCAA

The HCAA may refuse to grant its approval if there are/is no equivalent safety

standards or reciprocity as regards wet leasing between the relevant Member State or

the Community and the third country (country not belonging to the European

Community) where the aircraft concerned is registered.

Short-notice short-term wet lease-in

In order to overcome operational difficulties in situations which are immediate,

unforeseen and urgent it is possible to conclude a wet lease-in agreement with a

Community air carrier which has been preselected (see prg. 3.6.3.1).

If a Greek air carrier wet leases an aircraft from a non-Community air carrier the

following apply:


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The Greek air carrier must submit an application to the HCAA in order to place

preselected air carriers on a white list which is kept by the Greek air carrier. The

application must be accompanied by a written statement from the accountable

manager, that an audit has been performed in accordance with the approved lease

audit programme, the final assessment and an overview of any findings and

corrective measures.


The HCAA may grant approval for a wet lease-in (inclusion on the white list) if:

A. the leasing-out air carrier holds an AOC which has been issued by a State

which is a signatory to the Convention on International Civil Aviation (ICAO)

whereby the aircraft to be used are provided with a standard certificate of

airworthiness in accordance with ICAO Annex 8; and

B. the Greek air carrier demonstrates to the HCAA that all safety requirements

have been complied with.

For this purpose the Greek air carrier performs an audit on the other air carrier in

accordance with the approved lease audit programme in order to ensure that the non-

Community air carrier observes an equivalent safety standard (EU-OPS, Part M and

Part 145). The audit must in any case include: operation, maintenance, licensing and

airworthiness.

Period of validity white lists

The period of validity of inclusion on the white list is determined by the results of the

audit report and is always valid for a maximum period of 12 months. Renewed

approval of validity of inclusion on the white list can be applied for as long as the audit

report is still valid.

A Greek air carrier may use air carriers which are included on the white lists of other

Greek air carriers insofar as their approved lease audit programme corresponds with

its own lease audit programme and the audit reports are available to all parties.

White list lease-in; notification of the HCAA is sufficient

Following inclusion on the white list a wet lease-in agreement does not require prior

approval if it complies with JAA Administrative & Guidance Material Section Four,


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Operations, Part Three, Temporary Guidance Leaflet No. 44 ACJ OPS 1.165. This

concerns the following requirements:

A. the lessor supplies the aircraft only with complete crew;

B. the routes which are flown fall within the areas of operations specified on the

AOC of the lessor;

C. the lease-in period does not exceed five consecutive days (aeroplanes) or

fourteen consecutive days (helicopters);

D. the lessor observes duty and rest periods during the lease operation which

comply with the applicable European and Greek regulations.

The Greek air carrier reports the use of leases within 72 hours to the HCAA stating

the date of commencement and end of the lease (using the e-mail address of the

Head of Flight Ops Section: [email protected] as well as to the email address of the

assigned Flight Ops Inspector). The notification must include a statement as to why

the use of a replacement aircraft is necessary, and that it is not possible or

reasonable to lease an aircraft registered within the Community.

All requirements set by the HCAA on the Greek air carrier are observed.

3.6.3.4 Wet lease-out

No prior approval required

A wet lease-out agreement whereby a Greek air carrier wet leases an aircraft

registered within the European Community does not require the prior approval of the

HCAA if the following conditions have been complied with:

A. the wet lease-out agreement is entered into with an air carrier with a valid

operating permit or equivalent document which has been issued by a State

which is a signatory to the Convention on international civil aviation (ICAO);

and

B. the Greek air carrier provides the aircraft with complete crew; and

C. the Greek air carrier remains the operator of the aircraft and retains all

functions and responsibilities prescribed in EU-OPS Subpart C and Part M

Subpart B; and

D. the Greek air carrier carries out a risk analysis in accordance with OPS 1.175

which demonstrates that the intended flights fall within the operations

specifications of the AOC.



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Differences for which prior approval is required

If the aircraft is not leased out with complete crew, or if it is not immediately clear from

the risk analysis that all functions and responsibilities of OPS Subpart C and Part M

Subpart B are retained during the lease (e.g. transfer of functions with ACMI

operations), prior approval must be obtained of the HCAA for these differences.

Approval of the HCAA is also necessary for the wet lease-out of an aircraft registered

abroad. With regard to such a sub-lease agreements will have to be made between

the authorities.

Notification of the HCAA is sufficient

In view of the supervisory role of the HCAA it is necessary that the HCAA is informed

by the Greek air carriers.

A Greek air carrier must report every wet lease-out within 72 hours including the

operational details and the date of commencement and end of the lease to the HCAA

(using the e-mail address of the Head of Flight Ops Section: [email protected] as well as

to the email address of the assigned Flight Ops Inspector).

If the leasing-in air carrier is included on the list of air carriers with safety deficiencies

according to Regulation (EC) No. 2111/2005, this must be stated explicitly. This in

connection with the notification of EUROCONTROL with regard to the EC blacklist

alerts.

3.6.4 LEASE AUDIT

A lease audit according an audit programme

The audit programme must be in accordance with OPS 1.035(b) and describes as a

minimum:

A. method of auditing and inspections;

B. auditor qualification, authorisation and independence,

C. audit scope;

D. audit schedule;

E. monitoring and corrective measures;

F. determination safety standard.



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Lease audit programme approved by the HCAA

In order to guarantee the quality level of the audit referred to above a Greek air carrier

must draw up a lease audit programme. The Greek air carrier must submit the lease

audit programme to the HCAA once for approval.

The audit programme complies with the following components:

A. Method of auditing and inspections

This must set out as a minimum: the composition of the audit team, the audit

and inspection procedures, the standard to be followed, minimum number of

days for visit to the auditee and the number of inspections, a distinction may be

made between initial and follow-up audits.

B. Auditor qualification, authorisation and independence

The requirements which are set for the auditors must be established, which

must include as a minimum: the necessary basic competences, operational

experience and/or knowledge, auditor training/experience and (per auditor) the

minimum number of audits to be performed per year.

The duties, authorisation and responsibilities of every functionary involved in

the audit and the monitoring process must be described; independence of the

auditor vis-à-vis the auditee must be safeguarded.

C. Audit scope

The scope of the audit must be established and must as a minimum comprise

the areas in accordance with TGL 44 AMC OPS 1.035-4.6. The audit scope

must be detailed to auditor work instruction level.

The basic principle to be applied in the establishment of a detailed audit scope

and in the making of choices in this respect, is the risk that every part carries

with regard to safe operation. Choices and exceptions must be justified.

The level of the authority may also be included in the scope of the audit. ICAO

provides results of regular audits on its Member States (the universal safety

oversight audit programme, USOAP). The results can be found via the flight

safety information exchange (see the website http://www.icao.int/fsix/). The

FAA international aviation safety assessments program can also be used as a

basis. If the category is equal to 1 no extra attention needs to be paid to the

supervisory authority.

D. Audit schedule

The following must be established in this: procedures for the planning of initial

and follow-up audits and the planning of the audits themselves taking into

account the period of validity of the audit results and any follow-up audits for

the verification of corrective measures.

E. Monitoring and corrective measures

The procedures with regard to monitoring, corrective measures and evaluation

http://www.ais-netherlands.nl/aim/101202-110113/eAIP/html/eAIC/???


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must be laid down in this. The following must also be included: the monitoring

of the other air carrier regarding changes to this air carrier which affect its

safety level and the follow-up provided by the organisation itself. For example:

deteriorating financial situation, change of management, introduction of other

type of aircraft, etc.

F. Procedures and criteria for the determination of a comparable safety

standard on the basis of an audit

It must be determined which effect every item from the detailed audit scope

has on the safety level of the other air carrier. Procedures and criteria must be

drawn up for the assessment of the audit results in order to be able to

determine if there is a comparable safety standard.

Also the responsible functionaries carrying out this assessment and the

decision procedure must be established.

Third-party audits

If within the lease audit programme third-party audits are used such as the results of

the IATA operational safety audit (IOSA) programme, all differences with regard to the

audit scope must be clear.

Documentation

The following must be available for a minimum period of 5 years:

A. Audit plan;

B. Audit report;

C. List of findings and corrective actions;

D. Copy of the certificate with scope of registration (with IOSA);

E. Assessment of audit results and decision by the air carrier with regard to an

equivalent safety standard.

APPENDIX

List of information to be provided on application for approval of a lease.

For the processing of applications for any type of lease which requires prior approval,

a period of 30 days has been set calculated from the date of receipt of the complete

application with corresponding documentation and grounds for the lease.


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For the processing of a lease application the following documents must be submitted

to the HCAA (applies to every type of lease):

The number and type of aircraft with registrations, serial numbers and country

of registration and noise certificates if required;

The date of commencement and end of the lease;

A copy of the lease agreement with the terms and conditions;

Copies of the insurance policies which show that the aircraft are insured with

regard to passenger, cargo and third-party liability.

A.1 Wet lease

For the processing of a wet lease application the following additional information must

be submitted:

Grounds for the lease with planned flight operation (schedule);

Name of the air carrier having commercial control over the aircraft;

A copy of the AOC of the other air carrier and any restrictions and/or

exemptions imposed on this air carrier;

Statement from the accountable manager stating that the standard of safety is

of an equivalent level. In the case of a wet lease-in with a non-EU or non-JAA

air carrier the audit report including the final assessment and list of any

findings and corrective measures;

Risk analysis as referred to in OPS 1.175 with planned measures by the lessor

if in the case of a wet lease-in cabin personnel and/or procedures of the Greek

air carrier is/are used/followed;

Risk analysis as referred to in OPS 1.175 with planned measures if in the case

of a wet lease-out cabin personnel and/or procedures of the lessee is/are

used/followed.

A.2 Dry lease

For the processing of a dry lease application the following additional information must

be submitted:

The name and address details of the registered owner;

The State of registration with Certificate of Registration;

The Certificate of Airworthiness accompanied by a statement from the owner

that the aircraft complies with the applicable requirements and noise

certificates where necessary;


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The name and address details of the air carrier under whose AOC the

operational control and maintenance management of the aircraft takes place

during the lease;

Agreements regarding maintenance such as (but not limited to) aircraft

maintenance program, minimum equipment list, maintenance control manual

and continuing airworthiness management system.


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CHAPTER 3.7

MEL EVALUATION


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3.7 MEL Evaluation General The MEL is approved by FSDirector after the evaluation is done by both Flight Ops and Airworthiness Sections (it is reviewed by all technical inspector specialties, including an aircraft-specific qualified FOI), using the GL-MEL-003 checklist (Appendix 17).

Requirements

Annex 6, Part I, Chapter 11 requires that the Operations Manual provide information which will enable the pilot-in-command to determine whether the flight may be continued should any instrument, equipment or system become inoperative. This requirement is generally best met by the establishment of an approved Minimum Equipment List (MEL) which specifies for a given model of aircraft the minimum operable equipment required, taking into account operating rules for the existing environmental conditions, for the continuance of flight.

Minimum Equipment List Development The MEL is developed from the Master Minimum Equipment List (MMEL) that is developed by the manufacturer in co-operation with the Operators of the aircraft and the certificating authorities at the time the aircraft first enters service. Each Operator is required to produce his own MEL appropriate to his own routes and procedures within the limitations defined by the MMEL.

Master Minimum Equipment List (MMEL) MMEL Board

In conjunction with the certification of each new transport type aircraft a board is established to develop and maintain the MMEL for the aircraft and additional models of that aircraft developed in the future. The board is an advisory body to the CAA Director of the certificating organization and should have representation from the flight operations and airworthiness


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organizations within the CAA as well as the manufacturer and the initial operators of the aircraft.

MMEL Development

The development of the MMEL requires detailed analysis and careful safety assessment. The interaction between systems must be fully analyzed to ensure that multiple failures will not result in an unsatisfactory level of safety. When an aircraft is designed it is designed to achieve a certain level of safety. When any one system, instrument or equipment becomes inoperative, the design level of safety is reduced. With modern aircraft it is usual to provide extra redundancy in some systems to enable the aircraft to take-off and complete a flight with acceptable margins of safety even if, for example, one channel of a system has failed during a previous flight. Minor deficiencies, even without the provision of extra redundancy, which do not too seriously affect safety, may be acceptable for an occasional flight. In any case, the MMEL Board will need to carry out a thorough safety assessment as a guide to developing an acceptable list.

Exclusions

The MMEL does not include obviously required items such as wings, empennage, flaps, power plants, etc. Nor does the list include items which do not affect the airworthiness of the aircraft such as galley equipment, entertainment systems; etc.It must be stressed and understood by all persons developing and using the MMEL that all items that are related to the airworthiness of the aircraft and are not included on the list are automatically required to be operative.

Operator Minimum Equipment List MEL Production

Operators are required to produce their own MEL to be approved by HCAA for incorporation in their manuals for the use and guidance of flight and ground operations personnel. The MEL will be tailored to the individual operator's routes and procedures within the constraints imposed by the MMEL. The current MMEL for a given aircraft may normally be obtained from the manufacturer of the aircraft or the Civil Aviation Organization of the certificating State.

Philosophy

In developing an MEL the philosophy is to authorize continuation of flight with inoperative equipment only when the inoperative equipment does not render


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the aircraft un airworthy for the particular flight. Limitations, procedures and substitutions may be used to provide conditions under which the inoperative equipment will not make the operation unsafe or the aircraft un airworthy. This is not a philosophy which permits reduced safety in order to fly to a base where repairs can be made, but rather a philosophy which permits safe operations for a take-off from a maintenance base or an en-route stop. It should be emphasized that the operator will need to exercise close operational control over the use of the MEL by all concerned.

MEL as Part of Operations Manual

HCAA regulations require that the MEL be carried on board as part of the Operations Manual. It may be a separate volume. The Manual must contain en-route flight, navigation and communications procedures for the continuance of flight if any item of equipment required for the operation becomes unserviceable en route. The Manual must also cover requirements and procedures for dispatch with unserviceable equipment.

Operator responsibilities Operational Control

HCAA regulations specify that the operator is responsible for exercising the necessary operational control to ensure that his aircraft are not dispatched with multiple MEL items inoperative without first determining that any interface or inter-relationship between the inoperative systems or components will not result in degradation in the level of safety and/or an undue increase in crew workload. The MEL is not intended to provide for continued operation of the aircraft for

extended periods with MEL items unserviceable. In the case of unserviceable MEL items the operator should generally make repairs at the first station where repairs or replacement may be made, but in any case repair should be accomplished at the flight termination station, since additional un serviceability may require the aircraft to be removed from service. There are many reasons why an operator should want a MEL. The primary reason is that – without an MEL – there is no legal basis for an aircraft to begin a flight with an installed item of equipment inoperative. In addition, it is an ICAO Standard that international commercial air transport flights have a MEL approved by the State of the Operator. The applicant for an AOC should submit an MEL and an MMEL for each aircraft type to be operated. The applicant’s MEL is expected to be tailored to the specific aircraft


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in that fleet. It is important that this process of “tailoring” does not make the new wording less restrictive than the policies and provisos of the MMEL.

Where the MMEL indicates that an operations (O) or maintenance (M) procedure is required for dispatch with equipment inoperative, an appropriate procedure will be included.

Where a dispatch proviso is incomplete, such as “as required by regulation,” the requirements or policies must be researched and included in the MEL.

It is important to ensure that the maintenance irregularity reporting, deferring and correction procedures provided in the Flight Operations Manual, Maintenance Control Manual and MEL are in concert.

The inclusion of more restrictive requirements, such as those associated with the approval of all-weather operations, special RNP routes, and ETOPS.


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CHAPTER 3.8

CABIN ENROUTE INSPECTION


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3.8 Cabin En-Route Inspections

Ref.: EU OPS, HCAA OPS Procedures Manual, Operator's OM.

3.8.1 Objective

This Chapter provides guidance for conducting a cabin en route inspection to ensure that an Operator's cabin safety procedures adhere to the EU OPS and HCAA Regulations, as well as to the operator's OM. Cabin En-Route inspections are carried out by HCAA Aviation Safety Inspectors (ASIs) with the specialty of Cabin Safety, as well as, Flight Operations Inspector in the absence of an ASI. HCAA Checklist 08-Fliqht Inspection (Cabin) shown in Chapter 4 of this Manual, should be used.

3.8.2 General

Cabin en route inspections provide HCAA with information concerning flight attendant training programs, Operator procedures, and the condition and maintenance of aircraft emergency equipment and furnishings.

Inspector Qualifications.

Since ASI's do not receive system training on all aircraft, it is important that Inspectors become familiar with the Operator's procedures and equipment before performing the inspection.

Each Inspector must be familiar with the cabin en route inspection procedures before performing this task.

Inspectors possess various degrees and types of expertise and experience. When additional information or guidance is needed, the inspector should coordinate with personnel experienced in that particular specialty.

Inspectors' Conduct.

In performing this job task, the actions of the Inspectors are subject to the close scrutiny of airline employees and the general flying public. The Inspector must be alert for leading questions from crewmembers and passengers regarding destinations,


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technical information, and other Operators .Inspectors involved in cabin en route inspections will not enter the cockpit during the flight, unless requested by the captain or another crewmember, or unless emergency circumstances indicate that it would be the proper course of action. NOTE: Inspectors must comply with all regulatory requirements and approved Operator procedures.

3.8.3 Inspection Areas

Three general areas have been identified for Inspectors to observe and evaluate during cabin en route inspections. Each area should be considered to be of equal importance. The three inspection areas are as follows:

A. Cabin (Interior).

The interior inspection area applies to the airworthiness of the aircraft cabin and the condition and availability of aircraft cabin emergency equipment and furnishings. Equipment Cabin chapter of HCAA 08-Checklist contains a list of the items to be inspected. Although these items are not all inclusive, they represent the types of aircraft items that should be evaluated during the inspection.

B. Crew member. The crewmember inspection area applies to Flight Attendants (F/A) who perform assigned safety duties during the flight. Inspectors should evaluate such items as crewmember knowledge, ability, and proficiency by directly observing F/A's performing their assigned safety duties and functions.

NOTE: F/A trainees who are receiving operating experience should not be evaluated on the same basis

as the fully qualified crewmembers.

C. Flight Conduct.

The flight conduct inspection area relates to the specific phases of the flight that can be observed during the cabin en route inspection. This includes a wide range of items, including F/A and flight crewmember coordination of the performance of duties. These types of areas can often be observed before beginning a flight, at en route stops, or at the termination of a flight.

3.8.4 Initiation and Planning

A. Initiation.

This inspection is normally scheduled as part of HCAA's Annual Inspection Plan. Additional inspections (unscheduled) can be carried out at the discretion of HCAA FSDirector and/or Head of Flight Operations Section, based on previous findings, related Operator incidents, etc


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Β. Planning.

Inspectors conducting cabin en route inspections should make arrangements for the inspection as far in advance of the flight as possible.

NOTE: Inspectors will not occupy the F/A jump seats. Only qualified crewmembers, as determined by

the Operator, are authorized to occupy these seats.

The Inspector must conform to the Operator's approved carry-on baggage program. If there is any concern that the Inspector's carry-on baggage will exceed Operator limitations, the baggage should be checked.

The inspector's HCAA Form 626 "Aviation Safety Inspector ID," should be readily available for identification purposes.

3.8.5 Performing the Cabin En Route Inspection

The attention of the F/A's must not be diverted from assigned duties including passenger boarding, deplaning, and in-flight service. Surveillance of F/A awareness and the following of safety-related procedures should continue during the flight.

Interior Inspection

This inspection should be performed without disturbing the boarding or deplaning of the passengers. Any discrepancies noted should be brought immediately to the attention of the lead F/A pilot in command.

Crewmembers should initially be briefed to continue their assigned duties as if the Inspector were not present. The Inspector should then request that a crewmember provide an F/A manual and be available for a discussion relating to the crewmember's duties, at the crewmember's earliest convenience.

Some Operators require F/A's to accomplish a pre-flight inspection of at least some of the emergency and safety equipment in the cabin. In such a case, the Inspector should observe the F/A inspects the equipment and then perform an additional inspection of selected equipment.

NOTE: An Inspector can determine whether the Operator requires an F/A to conduct pre-flight by

examining the F/A manual.

When an F/A pre-flight equipment inspection is not required by the Operator or has already been per-formed, the Inspector should inspect the equipment. If there is not enough time to inspect the emergency equipment before the flight, the Inspector may choose to inspect it after the flight.


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Inspectors should avoid impeding the flow of passenger traffic or in any way interfering with crewmembers conducting their respective duties. Since passengers are naturally curious about an inspector's activities, it is recommended that reasonable passenger inquiries be answered in a brief, factual, and courteous manner.

B. In-Flight Monitoring.

This phase of the inspection includes the activities associated with boarding, pre-departure, in-flight, and landing. During this part of the inspection, the Inspector will have the opportunity to do the following:

Evaluate operator procedures. Determine adherence to company policy, regulation requirements, and safe

operating practices. Monitor passenger safety.

C. Required Flight Attendants.

When regulations require F/A's for the operation of a flight, the number of F/A's required is based on the number of passenger seats and/or the emergency evacuation demonstration. The number of required F/A's for each make, model and series aircraft used by the operator is listed in the operations specifications (Ops Specs).

3.8.6 Procedure

A. Initiate the Cabin En Route Inspection.

The Inspector should initiate the cabin en route inspection according to HCAA Annual Inspection Plan.

B. Prepare for the Inspection.

The Inspector should contact the Operator ahead of time to make flight arrangements. Related administrative paper work must be completed and forwarded to the appropriate HCAA department for approval.

C. Coordinate with the Operator.

The Inspector should coordinate with the Operator at least 1 hour prior to the flight. While coordinating, the Inspector should do the following:


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Identify himself or herself to the Operator representative, and state that he or she. is performing a cabin en route inspection on a specific flight

Present HCAA credentials (ASI ID Card), to the Operator’s representative.

Obtain applicable Operator boarding authorization per the airline procedures. Request access to the aircraft as soon as practical (for example, after passengers have interior pre-departure inspection, as time permits (deplaned) to meet the flight and cabin crews and perform the interior pre-departure inspection, as time permits If aircraft access is denied, the following steps should be taken by the Inspector:

Apprise the Operator’s representative of the regulation authorizing Inspector access to aircraft (Law 2912/02).

Request to see the appropriate supervisor if the representative still refuses access.

Make it very clear to the Operator that the denial of access is contrary to regulations and that enforcement action may be initiated report the occurrence to the Head of Flight Operations upon return to HCAA FSD office if access was not granted.

D. Coordinate With the Crew. Before boarding the aircraft or performing any inspection, the Inspector should coordinate with the crew as follows:

Identify himself or herself to the captain and to the lead F/A as an HCAA Inspector.

State the purpose of the inspection

Checks cabin crew qualification card, medical certificates, and other items

that relate to cabin crewmember responsibilities.

E. Perform the Interior Inspection.

The inspector should inspect the following, as applicable:

(1) Cabin placarding, markings, and signs (for example, exits, no-smoking signs, and emergency equipment), to ensure marking legibility and the correct location.

(2) Fire extinguishers for the following:


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To verify the quantity and location To ensure that they are properly serviced, tagged, and stowed

(3) Portable oxygen bottles for the following: To verify the quantity and location To ensure that they are properly serviced, tagged, and stowed To determine the condition of the mask, tubing, and connectors

(4) Protective breathing equipment (PBE) for correct location, proper number of units, and proper stowage .of units, and proper stowage. (5) First aid kits and emergency medical kits for correct number, location, and stowage. (6) (7) Megaphones for correct number, location, general condition, and proper stowage. (8) Overwater equipment as applicable. (9) Passenger briefing cards, to ensure the following:

That they are available for each passenger That they are appropriate to the aircraft That they contain the required information, to include the following:

Emergency exit location and operation Slide use and location Oxygen use Seat-belt use Flotation device use and location Appropriate pictorials for extended over-water operations, including

ditching exits, life preservers, and life raft or slide raft in-flight location

Exit seating information

(9) Passenger seats, to ensure the following:

That a reclined seat does not block emergency exits That the seat cushions are intact That the tray table latching mechanisms are operable That the self-contained and removable ashtrays are in serviceable

condition and are available when smoking is authorized

That each seat has a complete restraint system That seat-belts are operational and not frayed or twisted

(10) Passenger oxygen service units to ensure that they are closed and latched, without any extended red service indicators or pins.

(11) F/A station, to ensure the following:


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That the seat retraction/restraint system is operational and is properly secured

That the seat-belts are operational and not frayed or twisted That the seat cushions are intact That the seat headrest is in the correct position That the public address (PA) system and interphone are operable That aircraft-installed flash light holders are indeed installed

(12) Galleys, to ensure that the following items are operable:

The latching mechanisms (primary and secondary) The tie-downs Other galley restraints

(13) Galleys, to ensure the following:

That the hot liquid restraint systems is operable That the circuit breakers and water shut-off valves are accessible and

properly identified That the cover and lining of trash receptacles fit properly That the non-skid floor is serviceable That the girt bar is clean and serviceable That the stationary cart tie-downs (mush-rooms) are clean That the galley carts are in serviceable condition and properly stowed That, if applicable, the lower lobe galley emergency cabin floor exits are

passable and not covered by carpeting

(14) Galley personnel lift (if applicable) to ensure that it does not move up or down with the doors open and that the activation switches operate properly.

(15) Lavatories, to ensure the following:

That the placards are present and that the smoke alarm and ashtrays are present and operational

That the trash receptacle cover and lining fit properly That the automatic fire extinguisher system is serviceable Stowage compartments, to ensure the following: That the weight restriction placards are displayed That the restraints and secondary latching mechanisms are operable. That the compartments comply with stowage requirements for accessibility to

emergency equipment.

(16) Crew baggage, to ensure that it is properly stowed.


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(17) Emergency lighting system, to ensure that all emergency lighting, including the floor proximity escape path system, is in serviceable condition (for example, no light covers should be cracked or missing).

(18) Availability of cockpit key (if applicable) to each crewmember.

F. Pre-Departure.

The Inspector should perform the following during pre-departure:

Ensure that each F/A has an operable flash light readily available and has the appropriate up-to-date parts of a manual accessible when performing assigned duties.

Ensure that any discrepancies noted during pre-departure are addressed per the operator's manual

Ensure that the required number of F/A's are on board. Observe the F/A's and ground personnel coordinating and supervising the

boarding of passengers and properly stowing carry-on baggage NOTE: Ensure that the passenger-loading door is not closed until a required

crewmember verifies that each piece of carry-on baggage is properly stowed. Proper

stowage includes ensuring that the overhead bins are closed. Items that cannot be

stowed must be processed as checked baggage.

Ensure that items such as carry-on baggage and galley supplies do not cover or in any way interfere with aircraft emergency equipment in the overhead compartments.

Emergency exit seats meet the regulatory requirements.

Ensure that all passengers are seated prior to any ground movements.

Ensure that the F/A's have sufficient time to take their assigned positions and to secure their restraint systems after giving the passenger briefing.

Ensure that the F/A pre-departure briefing is audible to all passengers and covers the following subjects:

Smoking: When, where, and under what conditions smoking is prohibited Exit Locations: The preferred method is to physically point out exits. Seat-belt Use: Instructions on how to fasten, unfasten, and adjust seat-belts. Flotation Devices: Instructions on the location and use of required individual

flotation devices. Oxygen Use: Instructions on the location of and a demonstration on the use of

the oxygen mask.


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Extended Over-Water Operations: Instructions on the location, donning, and use of life preservers, life-rafts (or slide rafts) and other means of flotation including a demonstration of the methods of donning and inflating a life preserver.

NOTE: The method of donning and inflating infant life preservers is usually

substantially different from the method used for an adult life preserver.

> Special Passenger Briefings (when applicable): For persons who are handicapped or warrant some other special kind of attention, and for the individuals assisting them.

G. Movement on the Surface.

During movement on the surface, the Inspector should do the following: (1) Ensure that all F/A's remain seated during the taxi unless performing safety-related functions. Safety-related activities can include the following: > Passenger preparedness > Baggage/cargo/galley stowage > Exit readiness

(2) Ensure that each exit is closed and locked with the girt bars properly attached (if applicable).

(3) Ensure that the following items or activities are accomplished prior to takeoff: > All stowage compartments are properly secured and latched. > The galley is prepared as follows: > Loose items are secured *All serving carts are properly restrained

> The cockpit door is closed in accordance with the operator's manual. > Passenger seat-belts are secured. > Any unoccupied F/A seat restraint is properly secured for takeoff.

> Any other equipment is properly stowed and secured.

(4) Ensure that crewmembers observe the sterile cockpit rules.

H. In-Flight Operations.

During in-flight operations, the Inspector should do the following:

(1) Monitor the crewmembers' performance during in-flight operations, to ensure the following: That during takeoff each F/A remains seated with restraint systems properly

fastened.


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That after takeoff, before or immediately after the seat-belt illumination is shut off, an announcement is made that passengers should keep their seat-belts fastened, even when the seat-belt sign is turned off.

That, if the flight is to be a smoking flight, an announcement is made that smoking is only permitted in specific rows and prohibited in the aisles and lavatories when the no-smoking sign is turned off.

(2) Ensure that the following are accomplished, as applicable:

> Passenger compliance with seat-belt and no-smoking signs. > Effective crew co-ordination for flight-crew and cabin crewmember

communications-routine and/or emergency. > Turbulent air procedures are followed, including the proper restraint of serving

carts, galley equipment, and compliance with instructions from the cockpit and co-ordination with flight crewmembers.

> Crewmember handling of the passengers, to include the following:

> Intoxicated passengers (not serving alcoholic beverages to them) > Abusive or disruptive passengers > Handicapped or ill passengers > Passengers requiring special attention >

(3) Ensure that crewmembers, during the approach and landing phases of flight, prepare the cabin for arrival by performing at least the following actions:

Ensuring that carry-on baggage is stowed and that all seat backs and tray tables are upright and stowed, respectively.

Removing all food, beverages, and galley service items from each passenger seat location.

Ensuring that all stowage compartments are latched and secured. Ensuring that the galley is prepared as follows: Loose items are secured

All serving carts are properly restrained

Ensuring that the cockpit door is closed and locked in accordance with the operator's manual.

Verifying that passenger seat-belts and shoulder harnesses, if installed, are secured.

Properly stowing and securing any other equipment.

(4) Ensure that crewmembers observe sterile cockpit rules. (5) Ensure that crewmembers are seated in assigned seats before landing, with

appropriate restraint systems fastened.


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I. Flight Arrival.

During flight arrival the Inspector should do the following:

(1) Ensure that after landing, the F/A's prepare the aircraft for arrival by performing the following duties: > Before the captain has turned off the seat-belt sign, ensuring that passengers

remain in their seats with seat-belts fastened > Upon arrival at the gate and after the seat-belt sign has been turned off,

preparing the exits for deplaning

NOTE: The girt bar must stay engaged during movement on the surface.

(2) Ensure that the appropriate complement of flight attendants remain on board the aircraft at en route stops (when passengers remain on board the aircraft to proceed to another destination).

(3) Debrief the captain and lead F/A of any procedural problems or discrepancies/malfunctions noted during the flight.

(4) For each finding a separate Audit Finding form should be filled out and

witnessed by the appropriate Operator personnel. In this case, the lead F/A or the pilot in command.

J. Report Inspection Results.

> Ensure that all Audit Findings are entered into the ADMS system and a copy has been forwarded to the Operator for corrective action.

> Analyze each finding to determine if the discrepancies are the result of improper maintenance and/or missing or inadequate maintenance/inspection procedures.

> Submit the completed HCAA Checklist 08-Cabin En Route Inspection with any Audit Finding forms attached to the FSD Secretariat office (incoming document) according to "Incoming Documents" procedure of the HCAA’ Administration Procedures Manual, Chapter 5.


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CHAPTER 3.9

STATION FACILITIES INSPECTION


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3.9 Station Facilities Inspection Ref.: EU OPS, HCAA OPS Procedures Manual, Operator's OM. 3.9.1 Objective

This Chapter provides direction and guidance for conducting a station facilities inspection to ensure that an operator's related procedures adhere to the EU OPS and HCAA Regulations, as well as to the operator's OM. Station facilities inspections are carried out by HCAA Flight Operations Inspectors (FOIs). HCAA Checklist 03-Station Inspection shown in Chapter 4 of this Manual should be used.

3.9.2 General

Inspectors who conduct station facilities inspections encounter a wide range of situations and operational conditions. Station facilities range from large physical plants (that have a permanently assigned station manager, numerous employees, and various departments) to a single counter manned by a single employee. A station facilities inspection may be conducted to provide an overall view of operations, or it may be focused on a specific area of interest. Inspectors should use the direction, guidance, and procedures that follow when conducting a station facilities inspection. NOTE: The direction and guidance of this and the following paragraphs is general in nature. Not all of it may be appropriate in any given situation.

3.9.3 Inspection Areas

Nine inspection areas have been identified as areas for Inspectors to observe and evaluate during a station facilities inspection. These inspection areas are defined as follows:


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(1) Personnel.

This area refers to the personnel employed at the facility. Inspectors must evaluate the adequacy of staffing levels and the competency of assigned personnel in the performance of their duties.

(2) Manuals.

This area refers to the availability, currency, and content of the written guidance required by employees in the performance of their assigned duties.

(3) Records.

This area refers to those records that the Operator is required to maintain relative to station activities. For example, Operators are required to record hazardous material training for operations personnel. This area does not include those records inspected during a “records inspection.”

(4) Training.

This area refers to the adequacy of the training given to assigned personnel as demonstrated by their knowledge of their duties. This area does not include crew and dispatcher training.

(5) Facility/Equipment/Surface.

This area refers to the various physical elements required to support flight operations, such as ramp areas, blast fences, signs, signalling devices, lighting, passenger and cargo loading equipment, aircraft servicing, and towing equipment.

(6) Conformance.

This area refers to the Operator’s employees’ compliance with the Operator’s own procedures, the EU OPS and any applicable HCAA Regulation.

(7) Flight Control.

This area refers to the control and support of aircraft flight operations.

(8) Servicing.

This area refers to the Operator’s procedures and standards required for the safe servicing and handling of its aircraft.


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(9) Management

.This area refers to the effectiveness of theOperator’s management and supervisory personnel.

3.9.4 Initiation and Planning

A. Initiation

This inspection is normally scheduled as part of HCAA's Annual Inspection Plan. Additional inspections (unscheduled) can be carried out at the discretion of HCAA FSDirector and/or Head of Flight Operations Section, based on previous findings, related Operator incidents, etc. B. Planning for the Inspection. The Inspector should carefully plan a station facilities inspection before conducting it. The Inspector should review previous inspection reports, identify any areas of weakness previously reported, and review the corrective actions that were taken. The Inspector should coordinate with the station manager ahead of time to establish a date and time for conducting the inspection.

C. Briefing for the Inspection. Before beginning the inspection, the Inspector should request that the station manager provide a briefing on the facility operation, including its assigned personnel and operational procedures. In turn, the Inspector should brief the station manager and the staff on the purpose and scope of the inspection. This discussion should include the following points: Purpose of the facility inspection Introduction of Inspectors The specific areas to be inspected Inspection authority (Regulation) The proposed time and place of the debriefing

D. Preliminary Tour. The actual inspection should begin with a tour of the facility. The tour should provide the Inspector with an overview of the operation and the location of individual sections. Inspectors should introduce themselves to supervisors and


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other employees during the facility tour to become familiar with each section. The tour should include those areas of the facility that are utilized by the flight and cabin crews for dispatch, briefing, and flight planning, and those areas that are utilized for passenger loading, cargo loading, weight and balance preparation, and ramp areas.

3.9.5 Performing the Station Facilities Inspection

Inspectors should use the HCAA–03 : Station Inspection Checklist listed in Chapter 4 of this Manual This checklist provides HCAA inspectors with “reminder” items to check when they evaluate specific areas. There may be areas inspected which are not included in the checklist. An area such as these should be recorded as an “other” item in the respective subject area. There also may be items on the checklist which are not observed and should, therefore, be left blank. Checklists are designed solely as a reminder and as a means of standardization to ensure that station facilities inspections are conducted in the same general manner. Inspectors should conduct station facilities inspections by using the procedures that follow.

A. Personnel. The Inspector should review the staffing of the facility. During this review, the Inspector should attempt to determine whether or not the station is adequately staffed and whether or not assigned personnel are competent in their duties. The Inspector may accomplish this by observing individuals as they perform their assigned job tasks. For example, the Inspector may review recently completed forms for accuracy and may interview personnel, while being careful to avoid interfering with their duties.

B. Manuals. The Inspector should review the Operator’s manual(s) for the operation of the facility to determine whether or not the manuals are on hand, current, readily available to personnel, and adequate in content. Direction and guidance for conducting a manuals inspection is included in a later chapter of this Chapter.

(1) On-Hand Requirements. Inspectors should determine what manuals the Operator requires its station personnel to maintain and then determine whether or not these manuals are on hand. As a result of the inspection, the Inspector should be able to conclude that either these manuals are sufficient for the purposes of the station or that station personnel require additional information which was not available.


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(2) Currency Requirements.

The Inspector should also ensure that the Operator’s manuals are current and that any required revisions are accurately posted.

(3) Content Requirements. Each manual or publication should be checked by the Inspector to ensure that it includes that information and guidance necessary to allow personnel to perform their duties and responsibilities effectively and safely. Depending on the scope of operations conducted at the station, direction and guidance may be required in the following operational areas:

Refueling procedures Aircraft towing or movement requirements/procedures Weight and balance manual/procedures Operation of ground service equipment/procedures Aircraft flight manual (AFM) for types of regularly scheduled aircraft Personnel training manual Current emergency telephone listing Accident/incident telephone listing Security training and procedures Severe weather notification procedures Carry-on baggage procedures Identification or handling of hazardous materials/procedures Instructions and procedures for notification of the pilot-in-command (PIC)

when there are hazardous materials aboard Procedures for passenger operation of electronic devices Contract service (if applicable) Flight record disposition

C. Records.

Available records relative to station operations should be inspected, such as communications records and station personnel training records. In a small facility, a records inspection and a facility inspection could be conducted on the same day. In most facilities, however, records inspections and facilities inspections should be planned and conducted separately .

D. Training. The Inspector should review the training conducted for the various classifications of station personnel. The regulations do not specify training requirements either by


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subject or frequency for station personnel, yet these personnel should receive both initial and recurrent training in assigned job functions. This training may be either formal classroom training or on-the-job training. Specific areas of training include the following:

Duties and responsibilities Hazardous materials Passenger handling and protection Load planning and weight and balance procedures Communications procedures Manual backup procedures in case of computer or communications

equipment failures Aircraft servicing and ramp operations First aid and emergency actions

E. Facility/Equipment/Surface.

The Operator’s facilities must be adequate to provide safe operating conditions for both aircraft and personnel. The Inspector should conduct an evaluation to ensure that the following conditions are met:

(1) Ramp Maintenance. Ramp areas should be clean and clear of foreign objects. The Operator should have a regular program for inspecting, cleaning, and repainting ramp surfaces. Adequate equipment must be available for snow removal.

(2) Passenger Safety. Employees and passengers must be protected from jet or prop blast. If a jet way is unavailable or not used, Inspectors should evaluate passenger-handling procedures and facilities and give particular attention to the movement of passengers across ramps. The Operator must have established procedures for assisting handicapped passengers, especially when boarding ramps are not used.

(3) Night Operations. To ensure that adequate lighting is available and is being used for safe ground operations, Inspectors should conduct observations during night operations, if feasible.

(4) Station Manager Responsibilities.


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Inspectors should determine what responsibilities have been assigned to the station manager and how those responsibilities are being discharged.

(5) Airport Deficiencies. Inspectors are not tasked with conducting a physical inspection of the airport during a station facilities inspection; however, any airport deficiencies observed during a station facility inspection must be noted by Inspectors and must be recorded for transmittal to the regional airports division.

F. Conformance.

In each area to be inspected, Inspectors should evaluate the Operator’s procedures for compliance with provisions of the applicable EU OPS and any applicable HCAA regulation. In addition, the Operator’s employees must comply with the Operator’s directives as provided for in the Operator’s manuals.

G. Flight Control.

(1) The inspection of a station’s flight control function should be conducted while actual arrival or departure operations are in progress. This allows the Inspector to get an overall view of the effectiveness of the operation and its assigned personnel. (2 ) Line Station Functions. Operators often exercise operational control from a central location and assign the line stations with related support functions, such as delivering dispatch releases and flight plans to the flight crew. In this situation, Inspectors should determine which functions are the responsibilities of the station. Inspectors should evaluate station personnel in the performance of these functions. Inspectors should also evaluate the effectiveness of the division of responsibility between the central operational control centre and the line station. (3) Load Planning. Inspectors should determine who is assigned responsibility for load planning and weight and balance control. Passenger and cargo weights must be accurate and reliably obtained, collected, and transmitted. Personnel must be adequately trained. Procedures should be simple and effective. When computerized systems are used, there must be adequate backup provisions for computer failure. When station personnel are required to perform manual calculations in case of computer failure, the Operator must ensure continued proficiency of personnel in making


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these calculations. Inspectors should ask these individuals to perform a manual calculation and compare the individual’s solution to the computer solution. (4) Weather Information. Inspectors should determine the approved source of weather information for the station.

H. Servicing. The servicing area of a station facilities inspection covers routine loading and servicing as opposed to aircraft maintenance activities. While operations Inspectors should record and report observations they believe to be maintenance discrepancies, they are not assigned to inspect the maintenance activities. The preferred procedure is for station facilities inspections to be conducted by a joint operations/airworthiness team. Inspectors should evaluate areas of concern to operations personnel, such as the manner in which logbooks are handled and how MEL/CDL provisions are complied with. The inspector should observe and verify safe practices in the Operator’s service operations and that adequate personnel are available for the required aircraft servicing. Operations to be observed should include, but are not limited to, the following:

Fuelling (ensuring that proper procedures are being followed) De-icing (ensuring that the correct ratio and temperature of the

glycol/water mix is being used and that all snow and ice is removed)-If Applicable

Marshalling (ensuring safe operation and correct procedures) Chocks/Mooring (ensuring chocks are in place, the parking ramp is

relatively level, and brakes are set or released) I. Management.

Throughout the inspection, Inspectors should observe managers and supervisors and evaluate the organizational structure, particularly the effectiveness of vertical and horizontal communications. Managers and supervisors should be thoroughly aware of their duties and responsibilities and those of the personnel they supervise. Areas that Inspectors must observe and evaluate include the following: (1) Outside Contractors.


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If the Operator contracts with other companies for station services, the station manager should have established adequate controls over their performance. The manager must assure that adequate training is provided to contractor personnel. (2) Contingency Plans. The station management should be prepared for contingencies. Action plans should be available for use in case of such events as accidents, injury, illness, fuel spills, bomb threats, hijacking, severe weather, and hazardous material spills. Station personnel should know the location of these plans. Plans should contain emergency notification checklists and procedures for suspending or cancelling operations. Emergency telephone listings should be posted in obvious locations and be clearly legible. Report Inspection Results.Ensure that all Audit Findings are entered into the ADMS system and a copy has been forwarded to the Operator for corrective action.


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CHAPTER 3.10

COCKPIT ENROUTE INSPECTION


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3.10 Cockpit En Route Inspection Ref: EU OPS,HCAA OPS Procedures Manual,Operator’s OM.

3.10.1 Objectives The primary objective of cockpit en route inspections is for an Inspector to observe and evaluate the adherence of a certificate holder to the EU OPS and HCAA regulations, as well as the operator’s OM En route inspections are one of HCAA’s most effective methods of accomplishing its air transportation surveillance objectives and responsibilities. These inspections provide HCAA with an opportunity to assess elements of the aviation system that are both internal and external to an Operator. A. Elements of the aviation system which are internal to the Operator and that can

be observed during en route inspections, are items such as the following: • Crewmembers • Operator manuals and checklists • Use of MEL’s and CDL’s • Operational control functions (dispatch, flight following, flight-locating) • Use of checklists, approved procedures, and safe operating practices • Crew coordination/cockpit resource management • Cabin safety • Aircraft condition and servicing • Training program effectiveness

B. Elements of the aviation system which are external to the Operator and that can be observed during en route inspections are items such as the following:

• Airport/heliport surface areas • Ramp/gate activities • Airport construction and condition • Aircraft movements • ATC and airway facilities • ATC and airspace procedures • IAP’s, SID’s, and STAR’s


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• Navigational aids • Communications

3.10.2 Inspection Areas Inspectors should consider all inspection areas, both internal and external, to be of equal importance. Four general inspection areas have been identified for observation and evaluation by Inspectors during en route inspections (see checklist No 07 chapter 5 Operation Procedure Manual). These inspection areas are as follows: • Crewmember • Flight conduct • Airport/heliport • ATC/airspace (A). The “crewmember” inspection area applies to both flight crewmembers and cabin crewmembers. Inspectors should evaluate such items as crewmember knowledge, ability, and proficiency by directly observing crewmembers performing their respective duties and functions. The applicable job aid contains a list of reminder items which should be observed in the crewmember inspection area. These items are not all-inclusive but represent the types of items inspectors should evaluate during a cockpit en route inspection. (B). The “flight conduct” inspection area relates to 10 specific phases of flight which can be observed during an en route inspection. The job aid contains a list of the items that should be evaluated by inspectors during these phases of flight. These items are not all-inclusive and in some cases may not be applicable to the flight conducted. Inspectors are, however, encouraged to observe, evaluate, and report on as many of these items as possible. NOTE: Inspectors that are unfamiliar with the Operator’s specific procedures for operating the aircraft should comment in their inspection reports on any item they believe should be brought to the POI’s attention. Inspectors must use good judgment concerning whether to comment on these items when debriefing crewmembers.

(C). The “airport/heliport” inspection area pertains to the various elements of airports or heliports that are passed through during the flight such as runways, taxiways, ramps, and aircraft ground movements. Inspectors should observe and evaluate as many of these elements as possible during an en route inspection. (D). The “ATC/airspace” inspection area pertains to the various elements of Air Traffic Control and national or international airspace systems. These elements should be observed and evaluated by Inspectors during en route inspections. From an


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operational standpoint, these evaluations are a valuable information source, which can be used not only to enhance safety with respect to air traffic control and the airspace system, but also to enhance the effectiveness of en route and terminal facilities and procedures. (E). Although these four general inspection areas cover a wide range of items, they are not the only areas that can be observed and evaluated during cockpit en route inspections. Inspectors may have the opportunity to evaluate many other areas, such as line station operations, flight control procedures, and flight attendants in the performance of their duties. These types of inspection areas can often be observed before a flight begins, at en route stops, or at the termination of a flight. 3.10.3 General Practices and Procedures (A). Before conducting en route inspections, it is important that Inspectors become familiar with the operating procedures and facilities used by the Operator. Inspectors can obtain such familiarization by reviewing pertinent chapters of the Operator’s manuals and by asking questions of, and obtaining briefings from, the POI or other Inspectors who are acquainted with the Operator’s procedures and facilities. The Inspector is encouraged to comment on any procedure believed to be deficient or unsafe in the inspection report. The Inspector must use good judgment, however, when debriefing crewmembers about procedures that may be specifically approved for that Operator. (B). POI’s are responsible for coordinating with their assigned Operators to ensure that each Operator has established procedures to be used by Inspectors for scheduling the observer’s seat (jump seat). POI’s must ensure that an Operator’s procedures allow Inspectors to have free, uninterrupted access to the jump seat. Inspectors should, however, make jump seat arrangements as far in advance as possible. Since Inspectors may have sudden changes in schedule, and may not always be able to provide the appropriate advance notice, POI’s must ensure that the Operator’s procedures are flexible and permit use of an available jump seat on short notice. (C). whenever possible, Inspectors should plan cockpit en route inspections in a manner that will avoid disruption of Operator-scheduled line checks or training flights. Should an Inspector arrive for a flight and find a line check or a training flight in progress, the Inspector must determine whether or not it is essential that the cockpit en route inspection be conducted on that flight. If it is essential, the Operator must be so advised by the Inspector and must make the jump seat available to the Inspector. If the cockpit en route inspection can be rescheduled and the objectives of the inspection can still be met, the Inspector should make arrangements to conduct the inspection on another flight. When a required check ride is being conducted by a


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check airman from the forward jump seat and the en route inspection is essential, the Inspector should occupy the second jump seat, if one exists. On training flights, the check airman should normally occupy one of the pilot seats and the Inspector should occupy the forward jump seat. When it is essential that the en route inspection be conducted on an aircraft that does not have two jump seats, the check airman must occupy a pilot seat and the Inspector should occupy the jump seat. In such a case, the flight crewmember not being checked must either be seated in the cabin or not accompany the flight. (D). An Inspector should begin a cockpit en route inspection a reasonable amount of time before the flight (approximately 1 hour) by reporting at the operations area or at the gate, as specified by the POI. There the Inspector must first complete the necessary jump seat paperwork for inclusion in the Operator’s passenger manifest and weight and balance documents. The flight crew should then be located by the Inspector. After the Inspector gives a personal introduction to the flight crew which includes presentation of the HCAA Form No 625, the Inspector must inform the PIC of the intention to conduct an en route inspection. The Inspector should then request that, at a time convenient for the flight crew, the flight crew present both their licenses and medical certificates to the Inspector for examination. Also, the Inspector should request that, at a convenient time, the flight crew present flight information such as weather documents, NOTAM’s, planned route of flight, dispatch or flight release documents, and other documents with information about the airworthiness of the aircraft to the Inspector for examination. (E). Sometimes an Inspector cannot meet and inform the PIC of the intention to conduct an en route inspection before boarding the aircraft. In such a case, when boarding the aircraft, the Inspector should make appropriate introductions, present the HCAA Form No 625 , for the PIC’s inspection at the earliest convenient opportunity, and inform the flight crew of an intention to conduct a cockpit inspection. In this situation a flight attendant will usually be at the main cabin entrance door. One of the flight attendant’s primary duties is to ensure that only authorized persons enter the aircraft such as ticketed passengers, caterers, and authorized company personnel. Therefore, an Inspector should be prepared to present the HCAA Form No 625 and any applicable paperwork to the flight attendant as identification before entering the cockpit. When boarding the aircraft, an Inspector should also avoid unnecessarily impeding passenger flow or interrupting flight attendants during the performance of their duties. Also, during this time an Inspector usually has ample opportunity to observe and evaluate the Operator’s carry-on baggage procedures and the gate agent’s or flight attendant’s actions concerning oversized items. Once inside the cockpit, the Inspector should request an inspection of each flight crewmember’s license and medical certificates, if not previously accomplished. When the flight crew


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has completed reviewing the aircraft logbooks (or equivalent documents), the Inspector should inspect the logbooks to determine the airworthiness status of the aircraft. (F). The Inspector should wear a headset during the flight. During cockpit en route inspections, Inspectors must try to avoid diverting the attention of flight crewmembers performing their duties during “critical phases of flight.” Inspectors must be alert and point out to the flight crew any apparent hazards such as conflicting traffic. If during an en route inspection, an Inspector becomes aware of a potential violation or that the flight crew is violating a regulation or an ATC clearance, the Inspector must immediately inform the PIC of the situation. (G). Inspectors should use the Cockpit En Route Inspection Guidance list (see checklist No 07 chapter 5 Operation Procedure Manual) while conducting these inspections. This guidance list contains a list of reminder items for the specific inspection areas that should be observed and evaluated. Items may be evaluated during an en route inspection, which are not listed on the guidance list. If the Inspector observed a violation during the flight and intends to recommend enforcement action or intends to make critical comments concerning the crew’s performance, the Inspector must inform the flight crew during the debriefing. 3.10.4 Specific Cockpit En Route Inspection Practices and Procedure (A). Once situated in the cockpit, the Inspector should check the jump seat oxygen and emergency equipment (if applicable) and connect the headset to the appropriate interphone system. The PIC or a designated crewmember should offer to give the Inspector a safety briefing. If the PIC does not make such an offer, the Inspector should request a briefing. It is important that the Inspector monitors all radio frequencies being used by the flight crew to properly evaluate ATC procedures, flight crew compliance, transmission clarity, and radio phraseology. The monitoring of these frequencies also ensures that the Inspector does not inadvertently interfere with any flight crew communications. Inspectors should continuously monitor these frequencies to remain aware of the progress of the flight. (B). Inspectors should observe and evaluate the crew during each phase of flight. This should include an evaluation of crewmember adherence to approved procedures and a proper use of all checklists. The Inspector should also observe the PIC’s crew management techniques, delegation of duties, and overall conduct. All crewmembers must follow sterile cockpit procedures. Some of the areas that should be observed and evaluated during each flight phase are as follows: (1) Pre-flight: Inspectors should determine that the flight crew has all the necessary flight information including the appropriate weather, dispatch, or flight-release


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information; flight plan; NOTAM’s; and weight and balance information. MEL items should be resolved in accordance with the Operator’s MEL and appropriate maintenance procedures. Inspectors should observe the flight crew performing appropriate exterior and interior pre-flight duties in accordance with the Operator’s procedures. (2) Pre-departure: Inspectors should observe the flight crew accomplishing all pre-departure checklists, takeoff performance calculations, and required ATC communications. The flight crew should use co-ordinated communications (via hand signals or the aircraft interphone) with ground personnel. Often pushback clearance must be obtained from the appropriate ATC or ramp control facility. When weight and balance information is transferred to the aircraft, the flight crew should follow the Operator’s procedures and completes the final takeoff performance calculations and which crewmember monitors the ATC frequency. The Inspector should observe the following:

• Accomplishment of checklists during taxi • Adherence to taxi clearances • Control of taxi speed • Compliance with hold lines • Flight crew conduct of a pre-takeoff briefing in accordance with the operator’s procedures

(3) Takeoff: The takeoff procedure should be accomplished as outlined in the Operator’s SOP’s. Inspectors should observe and evaluate the following items or activities during the takeoff phase:

• Aircraft centreline alignment • Use of crosswind control techniques • Application of power to all engines • Takeoff power settings • Flight crew call-outs and coordination • Adherence to appropriate takeoff or V speeds • Rate and degree of initial rotation • Use of flight director, autopilot, and auto throttles • Gear and flap retraction schedules and limiting airspeeds • Compliance with the ATC departure clearance or with the appropriate published departure

(4) Climb: Climb procedure should be conducted according to the outline in the Operator’s SOP’s. Inspectors should observe and evaluate the following items and activities during the climb phase of flight:

• Climb profile/area departure • Airspeed control • Navigational tracking/heading control • Power plant control • Use of radar, if applicable


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• Use of auto flight systems • Pressurization procedures, if applicable • Sterile cockpit procedures • Vigilance • Compliance with ATC clearances and instructions • After-takeoff checklist

(5) Cruise: Procedures used during cruise flight should conform to the Operator’s SOP’s. Inspectors should observe and evaluate the following areas during the cruise phase of flight:

• Cruise mach/airspeed control • Navigational tracking/heading control • Use of radar • Use of turbulence procedures • Monitoring fuel used compared to fuel planning • Awareness of mach buffet and maximum performance ceilings • Coordination with cabin crew • Compliance with oxygen requirements • Vigilance • Compliance with ATC clearances and instructions

(6) Descent: Procedures used during descents should conform to the Operator’s SOP’s. Inspectors should observe and evaluate the following areas during the descent phase of flight:

• Descent planning • Crossing restriction requirements • Navigational tracking/heading control • Use of radar, if applicable • Awareness of Vmo/Mmo speeds and other speed restrictions • Compliance with ATC clearance and instructions • Use of auto flight systems • Pressurization control • Area/situational awareness • Altimeter settings • Briefings, as appropriate • Coordination with cabin crew • Sterile cockpit procedures • Completion of appropriate checklist • Vigilance

(7) Approach: Procedures used during the selected approach (instrument or visual) should be accomplished as outlined in the Operator’s SOP’s. Inspectors should observe and evaluate the following areas during the approach phase of flight:

• Approach checklists • Approach briefings, as appropriate (briefing in case for diversion to the alternate must be included)


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Compliance with ATC clearances and instructions

Navigational tracking/heading and pitch control

Airspeed control, Vref speeds

Restrictions for wet / contaminated runways

Flap and gear configuration schedule

Use of flight director, autopilot, auto throttles

Compliance with approach procedure

Sink rates

Stabilized approach in the full landing configuration

Flight crew call-outs and coordination

Transition to visual segment, if applicable (8) Landing: Procedures used during the landing manoeuvre should conform to those outlined in the Operator’s SOP’s. Inspectors should observe and evaluate the following areas during the landing phase of flight:

• Before-landing checklist • Threshold crossing height (TCH) • Aircraft centreline alignment • Use of crosswind control techniques • Sink rates to touchdown • Engine spool-up considerations • Touchdown and rollout • Thrust reversing and speed brake procedures • Use of auto brakes, if applicable • Braking techniques • Diverting attention inside the cockpit while still on the runway • After-landing checklist

(9) Pre-arrival: Pre-arrival and parking procedures should conform to the Operator’s SOP’s. Inspectors should evaluate crew accomplishment of after-landing checklists, ground crew parking, and passenger-deplaning procedures. (10) Arrival: Inspectors should observe and evaluate the flight crew complete post flight duties such as post flight checks, aircraft logbook entries, and flight trip paperwork completion and disposition. (C). During the en route inspection, Inspectors should observe and evaluate other inspection areas, such as ATC and airspace procedures and airports or heliports the flight transits during the cockpit en route inspection. (1) When evaluating airports or heliports, Inspectors should observe the condition of surface areas, such as ramp and gate areas, runways, and taxiways. The following list contains other areas which may be observed and evaluated by Inspectors during cockpit en route inspections:

Taxiway signs, markers, sterile areas, and hold lines • Ramp vehicles, equipment, movement control


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• Aircraft servicing, parking, and taxi operations • Obstructions, construction, and surface contaminants (such as ice, slush, snow, fuel spills, rubber deposits) • Snow control, if applicable • Security and public safety

(2) During cockpit en route inspections, Inspectors have the opportunity to observe and evaluate ATC operations and airspace procedures from the vantage point of the aircraft cockpit. Inspectors may observe and evaluate the following areas from the cockpit:

• Radio frequency congestion, overlap, or blackout areas • Controller phraseology, clarity, and transmission rate • ATIS • Use of full call signs • Simultaneous runway use operations • Clearance deliveries • Acceptable and safe clearances • Aircraft separation standards • Acceptability of instrument approach procedures, departure procedures, and Feeder routings

(D). After the flight has been terminated, the Inspector shall debrief the crew on any discrepancies observed and on any corrective actions that should be taken.

(1) If the Inspector observed a violation during the flight and intends to recommend enforcement action or intends to make critical comments concerning the crew’s performance, the Inspector must inform the flight crew during the debriefing.

3.10.5 Report Inspection Results

Ensure that all Audit Findings are entered into the ADMS system and a copy has been forwarded to the Operator for corrective action.

Analyze each finding to determine if the discrepancies are the result of improper maintenance and/or missing or inadequate maintenance/inspection procedures Submit the completed HCAA Checklist 07-Flight Deck En Route Inspection with any Audit Finding forms attached to the FSD Secretariat office (incoming document) according to "Incoming Documents" procedure of the HCAA’ Administration Procedures Manual, Chapter 5.


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CHAPTER 3.11

RAMP INSPECTION


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3.11. Objective The primary objective of a ramp inspection is to provide Inspectors with the opportunity to evaluate an air carrier operation while the crewmembers and aircraft are on the ground. A ramp inspection is an effective method for evaluating an operator’s ability to prepare both the aircraft and crew for a flight to be conducted. Also, when a ramp inspection is conducted after the completion of a flight, it is an effective method for determining whether the aircraft and crew were adequately prepared for the flight, as well as for evaluating the Operator’s post-flight and/or turnaround procedures and crewmember and ground personnel compliance with these procedures. Ramp inspections allow Inspectors to observe and evaluate the routine methods and procedures used by an Operator’s personnel during the period immediately before or after a flight, to determine compliance with regulations and safe operating practices. 3.11.1 Ramp Inspection Areas There are five general inspection areas that can be observed and evaluated during ramp inspections. These inspection areas are as follows:

• Crewmember • Line station operations • Aircraft • Servicing and maintenance • Ramp and gate condition and activity

(A). The “crewmember” inspection area refers to the evaluation of crewmember preparation for flight and compliance with post-flight procedures. This area includes evaluations of crewmember manuals and any required flight equipment, flight crew flight planning, flight crew airman, flight crew qualification card and medical certificates, crewmember disposition of trip paperwork, and other items that relate to crewmember responsibilities. (B). The “line station operations” inspection area refers to the various methods and procedures used by the Operator to support the flight, such as distribution of dispatch, flight release, and flight-locating paperwork; distribution of weather reports and other flight planning material; passenger handling; boarding procedures; an carry-on baggage screening.


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(C). The “aircraft” inspection area refers to the aircraft’s general airworthiness, logbook entries, MEL compliance, carryovers, and required items of emergency and cabin safety equipment. (D). The “servicing and maintenance” inspection area applies to any ongoing maintenance and servicing, such as fuelling, de-icing, or catering. This area is usually evaluated in detail by airworthiness Inspectors when performing their ramp inspections. Operations Inspectors should, however, observe this area and comment on obvious deficiencies for airworthiness Inspector follow-up. (E). The “ramp and gate condition and activity” inspection area refers to taxi and marshalling operations, ramp or parking area surfaces, any apparent contamination or debris, vehicle operations, and the condition and use of support equipment. 3.11.2 General Ramp Inspection Practices and Procedures (A). Ramp inspections may be conducted before a particular flight, at en route stops, or at the termination of a flight. A ramp inspection may be conducted any time an aircraft is at a gate or a fixed ramp location, provided the inspection is conducted when the crew and ground personnel are performing the necessary preparations for a flight or when they are performing post flight tasks and procedures. ( B). The Operator does not have to be given advance notice that a ramp inspection is going to be conducted. Inspectors must, however, conduct inspections in a manner that does not unnecessarily delay crewmembers and/or ground personnel in the performance of their duties. The following areas of conduct should be observed by inspectors during ramp inspection activities: (1) Inspectors should not interrupt crew or ground personnel when they are performing a particular phase of their duties. (2) When inspection activities require Inspectors to interact directly with the crew or ground personnel, the activities should be timed to be accomplished when the crew or ground personnel are waiting to begin another phase of their duties or after they have completed one phase of their duties and before they begin another phase. (3) Inspection activities must be timed so that they do not delay or interfere with passenger enplaning or deplaning. (4) Inspection activities should not adversely impede aircraft servicing or catering. Because of the wide range of inspection areas involved, ramp inspections are usually limited in scope. There are many preparatory or post-flight actions that occur simultaneously and one inspector cannot physically observe all of these actions for a


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particular flight. As a result, the Inspector should vary the areas of emphasis for an inspection. For example, on one ramp inspection the Inspector may decide to observe and evaluate the PIC accomplishing flight planning and the Operator’s methods for providing the flight crew with appropriate flight planning support. On another ramp inspection, the Inspector may decide to observe the SIC accomplish the aircraft exterior pre-flight and then evaluate the aircraft’s interior equipment and furnishings. As an example of a ramp inspection conducted at the termination of a flight, the Inspector may decide to inspect the aircraft’s interior equipment, furnishings, and aircraft logbooks, and then evaluate the trip paperwork turned in by the crew. In this example, the Inspector may not have an opportunity to interact directly with the crew, therefore the crewmember” inspection area would not be accomplished. Inspectors should vary both the sequence and the emphasis of the inspection areas during a ramp inspection. Inspectors should describe in their reports how the inspection was limited in scope. (D). Inspectors should use the ramp inspection checklist No 09 at Chapter 5 of the Operation Manual, when conducting ramp inspections. This Checklist contains a listing of items (“reminders”) that should be observed and evaluated by the Inspector during the inspection.

3.11.3 Specific Ramp Inspection Practices and Procedure

(A). Crewmember Inspection Area. When an Inspector makes direct contact with a crewmember, the Inspector should provide an official but courteous introduction, offer appropriate identification for the crewmember to inspect, and inform the crewmember that a ramp inspection is being conducted. If the direct contact is with a flight crewmember, the Inspector should request to see the crewmember’s license, medical certificates and flight crew qualification card. The Inspector should review the certificates to see that they meet the appropriate requirements for both the duty position and for the aircraft for the flight to be conducted or that was just terminated. When the direct contact is with flight crewmembers or flight attendants, the Inspector should also request to examine the crewmember’s professional equipment. Crewmember professional equipment includes any equipment that crewmembers are required to have according to regulation or operator policies, either on their person or that which will be available during the flight. Examples of professional equipment include aeronautical charts, appropriate Operator manuals, and operable flash lights. Inspectors should determine whether the charts and manuals carried by crewmembers are current. The following is a list of other items and activities that, depending on the scope of the ramp inspection, should be observed and evaluated:


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• Flight crew flight-planning activities, such as review of weather, flight plans, anticipated takeoff weight and performance data, flight control requirements (dispatch, flight release, flight-locating, ATC flight plans) • Flight crew aircraft pre-flight activities, such as exterior walk around, logbook reviews, and cockpit setup procedures, including stowage of flight crew baggage and professional equipment • Flight attendant inspection of cabin emergency equipment and cabin setup procedures, including stowage of flight attendant baggage and professional equipment • Flight crew and flight attendant post flight logbook entries and proper use of MEL’s and placards • Completed trip paperwork and the appropriate disposition of such paperwork

(B). Line Station Operations Area. This area of a ramp inspection usually involves a facility (or designated area of a facility) including related ground personnel, and is commonly referred to as “line station operations.” Line station operations include a designated location where crewmembers go to review and pick up required flight paperwork or to deposit flight reports, to send or receive communications with the Operator’s flight control system, and to join up with other crewmembers assigned to the flight. Line station operations also include gates and ramp areas where passengers and cargo are enplaned and deplaned. The following is a list of items and activities that, depending on the scope of the inspection, should be observed and evaluated in this inspection area:

• Pre-flight and post flight trip paperwork, such as load manifests, flight plans, weather reports and forecasts, NOTAM’s, dispatch or flight release messages and Operator bulletins • Methods used by the operator to comply with MEL and CDL requirements, particularly the pre-flight information provided to the crew • Adequacy of facility with respect to crewmember and ground personnel use for completing pre-flight and post flight responsibilities, including work areas and administrative support (such as forms, charts, and copy machines when required by company procedures) • Usability and currency of Operator manuals and aircraft performance information maintained at the line station operations area for crew and ground personnel use • Company communication capabilities and procedures • Passenger enplaning and deplaning including public protection procedures and carry-on baggage screening• Cargo and baggage loading and stowage procedures and unloading procedures

(C). Aircraft Inspection Area.


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Ramp inspections must include at least an examination of the aircraft’s registration, airworthiness certificate, and maintenance logbook. Inspectors should plan their ramp inspection activities so that any inspection of the aircraft’s interior equipment and furnishings would be conducted either before passengers are enplaned or after they are deplaned. The following is a list of items that should be observed in this inspection area:

• Aircraft registration and airworthiness certificates • Aircraft and cabin logbooks (or equivalent) (open discrepancies, carryover items, and cabin equipment items needing repair or replacement) • Appropriate placarding • Fire extinguishers (correct types, numbers and locations; properly serviced, safe tied, tagged, and stowed) • Portable oxygen bottles (correct numbers and locations; properly serviced, tagged, and stowed; Condition of mask, tubing, and connectors) • Protective breathing equipment (properly located, stowed, and sealed) • First aid kits and emergency medical kits (correct numbers and locations; properly sealed, tagged, and stowed) • Megaphones (correct numbers and locations; in operable condition, and properly stowed) • Crash axe (properly located and stowed) • Passenger briefing cards (one at each seat position; appropriate to aircraft; required information including emergency exit operation, slides, oxygen use, seatbelt use, brace positions, flotation devices; appropriate pictorials for extended overwater operations, including ditching exits, life preserver, and life or slide raft in-flight location) • Passenger seats (not blocking emergency exits; TSO label on flotation cushions; cushion intact; latching mechanism on tray tables; armrests have self-contained and removable ashtrays; seatbelts properly installed, operational, and not frayed or twisted) • Passenger oxygen service units (closed and latched with no extended red service indicators or pins) • Flight attendant stations (operable seat retraction and restraint systems; properly secured; harnesses not frayed or twisted; seat cushions intact; headrests in correct position; PA system and interphone) • Galleys (latching mechanisms - primary and secondary; tie downs; condition of restraints; padding; proper fit of cover and lining of trash receptacles; hot liquid restraint systems; accessibility and identification of circuit breakers and water shut-off valves; non-skid floor; girt bar corroded or blocked by debris; clean stationary cart tie downs (mushrooms); galley carts in good condition and properly stowed; lower lobe galley emergency cabin floor exits passable and not blocked by carpeting, if applicable)


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• Galley personnel lift, if applicable (no movement up or down with doors open; safety interlock system; proper operation of activation switches) • Lavatories (smoke alarms; no-smoking placards; ashtrays; proper fit of cover and lining of trash receptacles; automatic fire extinguisher systems) • Stowage compartments (weight restriction placards; restraints and latching mechanisms; compliance with stowage requirements; accessibility to emergency equipment; carry-on baggage provisions) • Required placards and signs (seatbelt, flotation equipment placards at seats; emergency / safety equipment placards; weight restriction placards; no-smoking/seatbelt signs; no-smoking placards; exit signs and placards, including door opening instructions) • Emergency lighting system (operation independent of main system; floor proximity escape path system; controllability from cockpit) • Exits (general condition; door seals; girt bars and brackets; handle mechanisms; signs; placards; slide or slide raft connections and pressure indications; lights and switches) • Main landing gear viewing ports, if applicable (cleanliness and usability)

(D). Servicing and Maintenance Inspection Area. The servicing and maintenance of the aircraft may be observed at any time during the ramp inspection. The following is a list of some areas that may be observed and evaluated in this inspection area:

• Fuelling procedures (ground wires in place; fuel slip properly completed; fuel provider trained in the Operator’s specific procedures) • Routine maintenance (qualifications of mechanics, repairmen or service agents; appropriate logbook entries) • De-icing procedures (compliance with company procedures; proper glycol/water ratios and temperatures; avoidance of engine/APU inlets; removal of all snow and ice; trailing and leading edges free of snow and ice and covered completely with de-icing fluid) • Correct procedures used by service contractors (caterers; cleaners; lavatory and water servicing personnel; correct use of switches and controls) • Vehicle operation near aircraft (general condition and proper servicing of vehicles and equipment)

(E). Ramp and Gate Condition and Activity Inspection Area. During ramp inspections, Inspectors should observe and evaluate the ramp and gate surface condition as well as any support activities being conducted during an inspection. Inspectors should observe vehicular operations on the ramp and around gate areas and other aircraft operations during marshalling, taxiing, or towing operations. Inspectors should report any condition that appears to be unsafe or could


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potentially be unsafe. The following is a list of some items that should be observed and evaluated in this inspection area:

• Ramp, apron, and taxiway surfaces (general condition; cracks; holes; uneven surfaces) • Contamination debris (FOD; fuel, oil, or hydraulic spills; snow and ice accumulations; taxi lines; gate markings; signs; signals) • Construction (appropriate barriers; signs; markings; flags) • Vehicular operations (conducted safely around aircraft and gate areas by qualified personnel)

3.11.4 Report Inspection Results

Ensure that all Audit Findings are entered into the ADMS system and a copy has been forwarded to the Operator for corrective action.

Analyze each finding to determine if the discrepancies are the result of improper maintenance and/or missing or inadequate maintenance/inspection procedures.

Submit the completed HCAA Checklist 09-Ramp Inspection with any Audit Finding forms attached to the FSD Secretariat office (incoming document) according to "Incoming Documents" procedure of the HCAA’ Administration Procedures Manual, Chapter 5.


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CHAPTER 3.12

GRANTING AN EXEMPTION


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3. 12 Granting of Exemptions

Ref : EEC No 3922/91 as amended

3.12.1 General The grant of an Exemption constitutes a “a deviation from a legal requirement" and, as such, is the privilege of HCAA. HCAA is responsible for ensuring that, when granting an Exemption, an acceptable level of safety can be maintained by the Operator. HCAA may grant exemptions from the technical requirements and administrative procedures specified by the reference Regulation in the case of unforeseen urgent operational circumstances or operational needs of a limited duration. 3.12.2 Exemption Process An Exemption from any of technical requirements prescribed in Commission Regulation 859/2008 or another applicable Community or National requirement may only be granted after consideration of a written request from an operator. All such requests for an Exemption must be supported by full justification in writing that is the case of unforeseen urgent operational circumstances or operational needs of a limited duration. The applicant must also indicate to the Authority the means by which an equivalent level of safety can be maintained. Once an application has been received by an Operator, requesting exemption under EC 3922/1991, Article 8 (as amended) the Flight Standards Division Director assigns a Team consisting of

One Flight Operations inspector One Airworthiness inspector or Avionics inspector One Cabin Safety inspector

(As applicable) to examine the specific request.


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The Team, after contacting appropriate manufacture or any other reliable source, in order to collect any useful information, or evidence will advise the FSDirector and the Head of Flight Operations Section, accordingly. The power to grant an Exemption should, in principle, rest with the Governor of HCAA after proposal made by the FSDD. His authority may be delegated to the FSDD. Before proposing an Exemption, the FSDD, must be satisfied that there exists a need, of unforeseen urgent operational circumstances or operational needs of a limited duration. An Exemption should not be granted unless the request is supported by all relevant material and officially proposed by the assigned Inspector(s). HCAA should attach such conditions to an Exemption, as they are necessary to ensure an equivalent level of safety is maintained.

a. The Operator is required to provide evidence that risk assessment (doc 9859) is performed for the particular requested exemption.

b. HCAA will impose restrictions or implement rules in order to maintain equivalent level of safety.

c. Evaluation after the initial implementation of the exemption will be performed by the assigned Inspector(s) to verify that all limitations and described procedures are followed and equivalent level of safety is maintained.

3.12.3 Validity of Exemptions Exemptions granted by HCAA to an Operator must be limited to a maximum validity of 2 months under Article 8.2 of EC 3922/91. Exemptions may also be granted for a period of more than 2 months provided that HCAA has been convinced that is a case where a safety level equivalent to that attained by the application of the common technical requirements and administrative procedures set out in Annex III can be achieved by other means, HCAA may, without discrimination on grounds of the nationality of the applicants and having regard to the need not to distort competition, grant an approval derogating from these provisions. In such cases HCAA shall notify the Commission of its intention to grant such approval under the provision of EC 3922/91 Article 8.2, the reasons thereof and the conditions laid down in order to ensure that an equivalent level of safety is achieved. . Requests for such an agreement should be forwarded to the permanent representative of Hellas to EC (Transport Attaché) for consideration. HCAA may not grant successive exemptions from the same requirement to the same Operator as a means of extending the 2-month validity period. The text of an Exemption, being a deviation from a legal requirement, must be drawn up in accordance with HCAA’s national law and should be in the Greek language as well as in English. Copies of all Exemptions granted under the terms of EC 3922/99 must be retained by HCAA shall be made available for the general information of Operators and a copy shall be forwarded to the EASA, as applicable


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CHAPTER 3.13

GRANTING A DEROGATION


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13.0 GRANTING AN APPROVAL FOR A DEROGATION

Vary a regulation in accordance with article 8.3 of Council Regulation (EEC) No 1899/2006 amending Regulation (EEC) 3922/91. a) If an air contractor Greek AOC holder requests to grand an approval for a derogation to meet an operational need. The Authority will study Operator’s submission for granting an approval for a derogation and if the opinion that the request is justifiable and provides an equivalent level of safety by placing sufficient mitigation measures in place to avoid impact on safety standards. b) Then the intention of granting an approval for Derogation, well documented, will be submitted to ΜΟΝΙΜΗ ΕΛΛΗΝΙΚΗ ΑΝΤΙΠΡΟΣΩΠΕΙΑ ΣΤΗΝ ΕΥΡΩΠΑΪΚΗ ΕΝΩΣΗ to FWD to EUROPEAN Committee (Permanent Hellenic Representation in E.U.) c) The responsible principal Inspector along with his documented recommendation will present the case to the committee appointed by the FSDD. The committee will be not less than the head of section(s) of the derogation mater requested. The decision of the committee will be subject to Director’s approval. d) The approval of derogation will be granted within specific time limitation or until revoked or suspended. e) All records related to the oversight of the requested operation will be retained at the HCAA D2 library in the Operator’s file


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CHAPTER 3.14

DESIGNATED TEST PILOT


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3.14 Designated Test Pilot (for specific aircraft type) A test flight may be performed after special maintenance and/ or repair work on an aeroplane, whenever the maintenance program requires and on special request of Hellenic Civil Aviation Authority.

Hellenic Civil Aviation Authority in order to accept a pilot to act as a commander of test flight of a specific aircraft type, the pilot shall:

1. be a TRI (preferably a TRE) 2. 1500 hours on type as a commander 3. More than 5000 total flight time 4. Participated in a flight test as a flight crew member or crew member 5. Attend an awareness course organised by the airline’s maintenance

organisation (Part M). The endurance of the course shall be minimum of 4 hours and shall make the pilot fully aware of the test flight’s: reason program requirements demands, checklist used and an other particularities that may affect the flight characteristics of the

aircraft.

The awareness course instructor shall be an authorised engineer or Inspector, who is familiar with test flights and performed at least one in the past. Then the airline has to propose the pilot to HCAA for acceptance. If accepted, the pilot concerned, will be then invited to the HCAA's Airworthiness department for briefing as to his duties and responsibilities. After successful completion of all of the above the pilot receives a letter of Authority (Designated Test Pilot), with which he may be a commander of a test flight. In order a designated Test Pilot to perform Test Flights on other aircraft type variants, types, or Operators, he/she must undergo item 5 above only, and then proposed, by the Operator, to HCAA, for final acceptance, (without invitation of the Airworthiness Department, unless the FSDD so commands).


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CHAPTER 3.15

IMPLEMENTATION OF ARTICLE 83 bis


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3.15 Implementation of Article 83 bis (Ref. ICAO Circular 295-LE/2) 3.15.1 General

According to the Chicago Convention the State of Registry of an aircraft

engaged in international air navigation is responsible for the ability of this aircraft to operate safely.

More particularly the State of Registry is responsible for the compliance with laws and regulations relating to the flight of aircraft (article 12) and for the certification of the aircraft’s airworthiness (article 31), radio and crew licensing (articles 30 & 32/a) regardless of where it is operated.

The growing trend in commercial agreements such as lease, charter or interchange of aircraft may cause a major difficulty for the State of Registry to carry out the above mentioned oversight responsibilities regardless of where the aircraft is operated.

In response to concerns about the safety implications Article 83 bis of the Chicago Convention was developed that allows placement of safety oversight responsibilities with the State where the aircraft or operator is based.

The transfer of duties and responsibilities is not general but very specific since it is limited to the functions and duties attached to articles 12, 30, 31 and 32 a) of the Chicago Convention, and these may be totally or partially transferred.

Also it does not happen automatically, but has to be arranged through a detailed agreement between the States concerned. The duration of this agreement should not exceed the period covered by the corresponding commercial agreement (e.g. the lease).

The level of authority for signing transfer agreements should be equivalent to that required for administrative arrangements between national aviation authorities.

3.15.2 Implementation of article 83 bis

Greece ratified article 83 bis by Law 1434 in 1984.

In order to enter into a transfer agreement, HCAA evaluates whether it can adequately perform the duties and functions that are demanded, depending each time on the type or size of operations required, taking into account the available HCAA resources.


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The delegation of authorities can be inbound, meaning that Greece takes over responsibilities from another member-state, or outbound, meaning that Greece surrenders its responsibilities to another member-state. Outbound: In this case Greece delegates responsibilities to another member-state only if it is

assured that this other State has at least the same standards as Greece.

Inbound: In this case Greece, in order to carry out effective safety oversight of an aircraft and its crew, exercises its supervision taking into account the requirements of the relevant Annexes to the Convention or the EU regulations if applicable. In case there are some specific requirements that the other state requires, these will be evaluated and taken into account accordingly. 3.15.3 Acknowledgement of bilateral agreements Pursuant to Article 83 bis all bilateral agreements for transfer of oversight responsibilities are recognized by Greece on condition that this agreement has been registered with the Council and made public pursuant to Article 83 bis or this agreement has been communicated to Greece by a way of direct notification by any State party to the agreement. In this case Greece recognizes the C of A’s, as well as radio and crew licenses issued by the State of Operator in addition to those issued by the State of Registry.


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CHAPTER 3.16

HCAA DIRECTIVE 122/2007


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3.16 HCAA Directive (ΜΟΔ) 122/2007 The HCAA Directive 122/2007 establishes a uniform procedure leading to the initial issue of Air Operator’s Certificate (AOC) and the issue of Commercial License. For the completion of this task the co-operation of the following HCAA Divisions/Department is required:

Legal Affairs Div.

Air Transport Administration and International Agreements Div.

Flight Standards Div.

Airport Div.

Security Div.

Department of Environmental Protection

FIRST PHASE

At the initial contact with the applicant, the HCAA/Flight Standards Div. (D2) will schedule a pre application meeting. This meeting will take place at the HCAA/D2 offices where the applicant’s representatives will be met with the representatives of the above HCAA Divisions/Department. During this meeting the applicant’s team will be informed for the required documents, which must be submitted to each of the above HCAA Divisions/Department for the beginning of the procedure. The required documents will be made available in electronic format. Furthermore, HCAA employees will explain the flow of actions and will answer any explanatory questions raised by the applicant’s team and supply all the necessary telephone and fax numbers for contact purposes.

SECOND PHASE:

Following the pre application meeting the applicant is expected to submit the relevant application forms to all of the above HCAA Divisions/Department followed by the proper manuals / documents. Upon receipt and after official registration (protocol number is issued) of the application documentation, the application will be processed within 90 days. The 90 day period is obligatory for all the above HCAA Divisions/Department but will not commence until all the documentation has been submitted. The quality of the documentation submitted will also have an effect on the 90 day period.

(4) Upon completion of the task of each HCAA Divisions/ Department a detailed report will be submitted to the others and the Director General Air Transport (DGAT). Following this the Flight Standards Division will prepare the AOC file and the Air Transport Administration and International Agreements Div. their own file and should submit them to the DGAT for further evaluation prior to final


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signature by the HCAA Governor. Then DGAT will, after examining both files and find them ok, forward them to the HCAA Governor for final signature.

(5) After the final signature by the HCAA Governor, both the Flight Standards Division and the Air Transport Administration and International Agreements Division will inform in writing all the rest HCAA divisions and all the airports by sending them a letter and a copy of the AOC and the Commercial License.

THIRD PHASE

After the issue of AOC and Commercial License the Operator enters in Continuous Surveillance phase. If any of the HCAA Divisions/Department realizes that a non compliance exists and is not corrected by the Operator in a timely manner then informs the DGAT and the appropriate division for taking action.


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CHAPTER 3.17

CERTIFICATION FOR SINGLE ENGINE NIGHT IFR OPERATION


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3.17 Certification for Single Engine Night IFR Operations. Even though SE NIGHT IFR Flights are not authorized by EASA(EU OPS par. 1.525), an EU country may allow under certain circumstances, operations of SE NIGHT IFR cargo flights, after notifying a derogation to the Commission and to EASA according to article 14 par.6 of EC 216/2008. ICAO allows the certification for SE NIGHT IFR according to ANNEX 6, PART I, PARA 5.4 under the provisions of ICAO Annex 6, APPENDIX 3, and Attachment I. Some restrictions may be applied by HCAA in relation to A/C type and terrain structure bellow a requested route, as well as operation in icing conditions. Due to the operational restrictions involved, extreme caution should be exercised when examining all individual data prior to the issuance of any authorization.

Procedure is as follows:

SINGLE ENGINE IFR Approval Procedure

REF: ICAO ANNEX 6 ICAO ANNEX 6 APP.3 ICAO ANNEX 6 ATT.1,

Additional Ref: ΝPA OPS-29

3.17.1 Initial Contact and Pre-Application Meeting At the initial contact with the applicant, usually by telephone, fax or a letter of intent, HCAA will schedule a pre-application meeting. This meeting will take place at HCAA's premises and the applicant will be given the «Single Engine IFR Application Package Documents» in electronic form (disk/Cd-rom) which includes the following:

SE-IFR Application Form and Compliance Statement (Appendix A).

Appropriate chapters of ICAO Annex 6

A briefing is also given to the applicant during this meeting on the SE-IFR certification process, including guidance on the completion of the application form and conformance document. The Head of the Airworthiness Chapter, or his delegates, is the personnel responsible to conduct and offer guidance at this pre-


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application meeting. The applicant should be represented (at a minimum), by the Post Holders of Maintenance and Training. It should also be explained to the applicant at this time the need for an appropriate person designated as the focal. Point for the company during the SE-IFR certification process. This designated person will serve as the coordinator for the applicant during the Certification Process. One of the functions of this person will be to assure that all the findings issued by HCAA are directed to, and properly addressed by the appropriate personnel within the company. It will be much more efficient for the certification team to track the status of findings and comments through this person rather than several persons responsible, for specific areas. Another function of this company coordinator will be to arrange the on-site visits and ensure that the appropriate company personnel will be present and available. Guidance on the completion of the SE-IFR Compliance list will be provided to the applicant during the Pre-Application meeting. 3.17.2 Application and Application Meeting The applicant must submit the completed HCAA SE-IFR Application Form and Compliance Statement in accordance with the Incoming Documents procedure described in the HCAA Administration Procedures Manual, Chapter 5. Upon receipt of the application documentation, and prior to the Application Meeting, a "Certification Team" is assigned to oversee the SE-IFR certification process of the new applicant by the Flight Standard Division (FSD/D2) Director. The composition of the team will be tailored to the size and the complexity of the company, but will include at least: 1 Flight Operations Inspector (FOI) 1 Airworthiness Inspector (Avionics) 1 Airworthiness Inspector The knowledge, experience and background of the persons assigned will be considered in the appointment of the team and matched to the type of aircraft and the requested SE-IFR approval. The Flight Operations Inspector has the primary responsibility to grant the Operator SE-IFR operation approval. The Airworthiness Inspector's (Avionics) responsibility is to evaluate and approve the avionics requirements and support programs. Final approval of all initial SE-IFR operations should therefore be coordinated between HCAA Operations and Airworthiness Section. In order for the Application to be considered officially submitted, the above HCAA SE-IFR Application Form must be submitted along with all required Manuals/Documentation as described in detail in paragraph 15 of the application form. If complete, the application will be attempted to be processed within 30 days.


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The 30 day period will not commence until all the documentation has been submitted. The quality of the documentation submitted will also have an effect on the 30 day period. The Application Meeting, which officially starts the SE-IFR certification process, should not be held unless it is assured that all the documents required with the application will be completed and ready to be officially submitted at least three days prior to the Application Meeting. The Application Meeting should be cancelled and rescheduled if the application documentation is not complete as stated. The Application Meeting is only held if the appropriate personnel are present. As mentioned above the operator's management personnel in attendance should include at least the Post Holders of Maintenance and Training, The main objectives of the Application Meeting are to: Introduce the Operator's Management personnel to the HCAA Maintenance Certification Team. Assure that the applicant's maintenance team understands the SE-IFR certification process. Answer any questions the Applicant may have. Distribute the documents/manuals to the appropriate maintenance members of the Certification Team. Discuss and agree upon the target dates for the various phases of the certification process. 3.17.3 Required Manual(s)/Documentation The operator's management personnel should submit the following: Completed HCAA SE-IFR Application Form and Compliance Statement including: Type Certificate/TCDS Aero plane certification by other JAA Member State Engine Trend Monitoring Program Oil consumption Monitoring Program Engine

details Systems and equipment Appropriate chapters of MEL Appropriate chapters AFM information Procedures for event reporting Operator planning Appropriate chapters of Maintenance program Flight crew experience Flight crew training Pre flight inspection form Any additional document requested by the Certification Team (if required)


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3.17.4 ManuaI(s)/Documentation Review The review of the submitted Manual(s)/Documentation is carried out by the Airworthiness Certification Team to assess EASA requirements. This is conducted by a general review of the documents/manuals submitted by the applicant with the application. This review provides the applicant with timely initial feedback and assesses the applicants understanding of the requirements.. The Certification Team will evaluate the SE-IFR compliance list. If the Compliance List needs further work, it should be returned to the operator together with the comments summary as an attachment to an Audit Finding Form, shown in Appendix 6 of Chapter 3.22. The Compliance List i s shown in chapter 5. 3.17.5 Aircraft Flight Manual (AFM) The Aircraft Flight Manual will be reviewed by the Certification Team only to the extent of its chapters that document SE-IFR approval. 3.17.6 Minimum Equipment List (MEL) The Operator's MEL is evaluated by the Certification Team to ensure that the appropriate chapters are revised to identify SE-IFR-required systems and special procedures, if applicable. The Inspector's evaluation of the MEL document is accomplished by reference to the GL-MEL-03 Evaluation List, shown in Appendix 17. If the MEL needs further work, it should be returned to the operator together with the comments summary as an attachment to an Audit Finding Form. 3.17.7 Aircraft Maintenance Program The aircraft maintenance program should identify all special techniques, maintenance/inspection frequencies, and test equipment requirements to support the program and specify the method of controlling the operational status of the aircraft. The aircraft maintenance program established by the operator must ensure that the airborne equipment continues to operate in service to the required performance level and it should be capable of detecting any deterioration in the over-all level of equipment performance. In reviewing the aircraft maintenance program, the Airworthiness Inspector & the Avionics Inspector must emphasize the importance of maintenance in the following areas: Engine Trend Monitoring Program Oil consumption Monitoring Program Systems and equipments


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3.17.8 Training Programs (if applicable) The Certification Team should review the personnel training requirements to ensure that procedures are established for the following: Ensuring personnel contracted to perform SE-IFR related maintenance are qualified and the program requirements are made available to these persons Initial and/or recurrent training for the Operator's maintenance personnel. Personnel performing maintenance on SE-IFR systems and equipment should be appropriately trained in the airworthiness release requirements. 3.17.9 Aircraft Downgrade/Upgrade Procedure A suitable system for monitoring and recording the aircraft status with regard to SE-IFR operational capability must be established by the Operator. The system should include an acceptable method for monitoring IFR capability of the aircraft at all times, as well as detailed procedures to downgrade/upgrade the aircraft's IFR operational capability. Authorized technical personnel performing IFR -related maintenance must be identified as well as specific initial/recurrent training requirements. 3.17.10 Corrective Actions Manuals/Documentation submitted by the applicant are checked by reviewing the completed SE-IFR Conformance Report that has been submitted, against the manuals/documents. If any non-compliance's are found and/or if corrections are needed, the assigned FO Inspectors will notify in writing the applicant of the non-compliance's and/or corrections needed. A copy of this notification letter should also be inserted in the Operator's file appropriate chapter (correspondence). It is important that all correspondence with the Applicant should abide by the procedures for Incoming and Outgoing Documents described in HCAA Administration Manual, Chapter 13. On the basis of the findings against the Manuals, the Operator is responsible for the relevant corrective actions / modifications required by HCAA. Furthermore, the certification team members must properly track each item in order to ensure its rectification. 3.17.11 On-Site Inspections During the on-site inspection phase the facilities, services, maintenance procedures, aircraft(s) and equipment proposed for the operation are assessed for acceptability. The following steps can be used as general guideline: 1. Determine the areas to be audited and who will do what.


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2. From the SE-IFR Conformance Report and Maintenance Program pick specific items/tasks and subjects for the audit — schedule, the provisional number of days, plan travel arrangements (if applicable), etc.

3. Notify the applicant of the start of the audit and request an opening meeting with the attendance of the Post holder of Maintenance.

3.17.12 Opening Meeting The purpose of the opening meeting is to: Introduce the HCAA Certification Team to the applicant's Management. Briefly explain the purpose of the approval procedure to comply with JAA

requirements. Describe the process to be followed Explain the Audit Finding Forms and the Level of Findings Clearly explain that the level of the finding is provisional until endorsed by

the Audit Manager Explain that all Level 1 & 2 findings must be closed before the approval can be

granted Request the Closing Meeting - This will either be a debrief at the end of the

on-site audit or a specific meeting set for a few days later when the report has been produced and can be handed to the Operator.

3.17.13 On-Site Audit During the on-site Audit: Each member of Team to be accompanied by representative of the Operator. Follow the Audit Plan and audit against the Requirements. Follow-up on any Audit Findings that have been issued during the

Manual(s)/Documentation Review phase of the Approval. Record any findings in Audit Finding Form(s). Draft any Finding Forms and provide provisional copy to the operator. Team Leader to monitor progress of audit against the plan and time-scale what

was projected. Confirm time and date for Closing Meeting. 3.17.14 Validation Flight The Airworthiness Inspector(s) may request to participate in a Validation Flight where SE-IFR required accuracy can be demonstrated.


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3.17.15 Inspection Results and Closing of Findings (a) Team Report To be produced in the standard format identifying both positive and negative features of the organization. Comments in the report can be subjective but any finding of non-compliance with the requirement must be objective and supported by an audit finding attached as an appendix to the report. The report must be signed by the Team and endorsed by the Airworthiness Section Head. Closing Meeting (Held at HCAA or the Company). Thank organization for co-operation during the audit. Review the content of the report highlighting both positive and negative aspects. Review the specific findings that must be resolved and closed before approval. Provide the opportunity for queries and clarification. Confirm the process of follow-up and closure of the findings (b) Assemble Certification File At this stage the following documents should be placed in the Certification File: SE-IFR Conformance Report Completed SE-IFR Application Form & Compliance Statement Any correspondence with the operator (in the appropriate Chapter) (c) Audit Follow-up (if applicable) The Operator responds to findings (if applicable) and resubmits the Audit -Finding Form with either the full corrective action described on the form or cross referenced as an attachment. Certification Team evaluates the closures, where necessary, carrying out a follow-up audit and close the findings. 3.17.16 Preparation for Issue of the Approval Once the Certification Team is satisfied that all the relevant findings are closed for the applicable items, as described above, it will prepare the Certification folder according to HCAA Administration Procedures Manual, Chapter XIX, to be presented to the FSDirector. The following is a list of the Certification folder contents: Completed HCAA SE-IFR Application Form and Compliance Statement including: Type Certificate/TCDS Aeroplane certification by other EASA Member State Engine Trend Monitoring Program Oil consumption Monitoring Program Engine details Systems and equipments


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Appropriate chapters of MEL Appropriate chapters AFM information Procedures for event reporting Operator planning Appropriate chapters of Maintenance program Flight crew experience Flight crew training Pre flight inspection form IFR Letter of Approval Any additional document requested by the Certification Team (if required) 3.17.17 Quality Check The Team Leader will present the Certification File to the Airworthiness Section Head, who will carry out the ‘quality check'. This must include a review of all documents from the initial application through to the drafted SE-IFR Letter of Approval. At this time the annual provisional monitoring plan for the Operator is reviewed and approved. Provided the quality check is satisfactory the Airworthiness Section Head or the FSD Director will endorse the drafted SE-IFR Letter of Approval. 3.17.18 Issue of the Approval Following the Quality Check, the FSDirector will sign and stamp the SE-IFR Letter of Approval and pass them back to the Team Leader for processing. The original signed and stamped SE-IFR Letter of Approval is sent to the Operator with a cover letter, whereas one copy remains in the operator's certification file and another copy is transmitted internally to Flight Ops Section where the Operator's AOC Certificate is issued/updated according to HCAA Operations Procedures Manual, to include the SE-IFR approval and limitations (if any). 3.17.19 Annual Monitoring Provisions The FSDirector will appoint the Principal Avionics Inspector (PMI) for the Operator and issue a Protocol for the annual monitoring requirements. 3.17.20 HCAA Certification File The completed Certification File is then placed in the allocated space in the library.


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3.17.21 Update ADMS System All findings recorded on the Audit Finding forms during the on-site inspection's phase of the approval process will be entered into the ADMS system for tracking purposes. Upon satisfactory completion of the approval process all relevant data is. also be entered into the ADMS System [SE-IFR , Aircraft Type(s), Limitations (if any), etc.] so that the AOC can be 'issued/updated by the Flight Operations Section, according to HCAA Operations Procedures Manual


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CHAPTER 3.18

FLIGHT DATA MONITOR


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3.18 Flight Data Monitoring Definition of Flight Data Monitoring. Flight Data Monitoring (FDM) is the systematic, pro-active and non-punitive use of digital flight data from routine operations to improve aviation safety EU OPS 1.037 In a similar manner to the ICAO Accident Prevention Manual (Doc 9422) & elements of Doc 9859 SMS, this document outlines good practice and indicates what may constitute an Operator’s FDM program system that is acceptable to HCAA. It is intended to be regularly reviewed and revised by HCAA in consultation with Industry as widespread FDM experience develops. 3.18.1 Objectives of an Operator’s FDM System An FDM system allows an Operator to compare their Standard Operating Procedures (SOPs) with those actually achieved in everyday line flights. A feedback loop, preferably part of a Safety Management System (SMS), will allow timely corrective action to be taken where safety may be compromised by significant deviation from SOPs. The FDM system should be constructed so as to: a. Identify areas of operational risk and quantify current safety margins. b. Identify and quantify changing operational risks by highlighting when non-standard, unusual or unsafe circumstances occur. c. To use the FDM information on the frequency of occurrence, combined with an estimation of the level of severity, to assess the risks and to determine which may become unacceptable if the discovered trend continues. d. To put in place appropriate risk mitigation techniques to provide remedial action once an unacceptable risk, either actually present or predicted by trending, has been identified. e. Confirm the effectiveness of any remedial action by continued monitoring.


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3.18.2 Description of a Typical FDM System


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3.18.3 FDM within a Safety Program 1 Safety Prevention Systems 2 The Safety Culture (Safety Management Policy) 3 Risk Identification

Category 4 Results in one or more of the following effects

Catastrophic

• Loss of the aircraft • Multiple fatalities

3 Hazardous

• A large reduction in safety margins • Physical distress or workload such that the flight crew cannot be relied upon to perform their tasks accurately or completely • Serious or fatal injury to a relatively small number of occupants

2 Major

• Significant reduction in safety margins • Reduction in the ability of the flight crew to cope with adverse

operating condition impairing their efficiency • Injury to occupants

1 Minor

• Nuisance • Operating limitations or emergency procedures

Probability of Occurrence

Quantitative definition Qualitative definition

1 Extremely improbable

• less than 10-9 per flight hour

• Should virtually never occur in the whole fleet life.

2 Extremely remote • between 10-7 and 10-9 per flight hour

• Unlikely to occur when considering several systems of the same type, but nevertheless, has to be considered as possible.

3 Remote • betwee 10-5 and 10-7 per flight hour

• Unlikely to occur during total operational life of each system but may occur several times when considering several systems of the same type.

4 Probable • between1 and • 10-5 per flight hour life

May occur once or several times during operational


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A Summary of FSP Benefits from the Implementation of FDM

1. Gives knowledge of actual operations rather than assumed. 3.19 Gives a depth of knowledge beyond accidents and incidents. 3. Setting up a FDM program gives insight into operations. 4. Helping define the buffer between normal and unacceptable operations. 5. Indicates potential as well as actual hazard. 6. Provides risk-modeling information. 3.22. Indicates trends as well as levels. 8. Can provide evidence of safety improvements. 9. Feeds data to cost-benefit studies. 10. Provides a continuous and independent audit of safety standards.

3.18.4 Planning and Introduction of FDM 3.18.4.1 FDM Guiding Principles Checklist

1. Definition 3.19 Accountability 3. Objectives 4. Flight Recorder Analysis Techniques 5. Flight Recorder Analysis Assessment and Process Control Tools 6. Education and Publication 7. Accident and Incident Data Requirements 8. Significant Risk Bearing Incidents Detected by FDM 9. Data Recovery Strategy 10. Data Retention Strategy 11. Data Access and Security 13.19 Conditions of Use and Protection of Participants 13. Airborne Systems and Equipment

3.18.4.2 The Implementation Plan

1. Confirm CEO approval and support for FDM implementation. 3.19 Identify Key team members. 3. Agree Aims and Objectives. 4. Develop crew agreements and involvement. 5. Conduct feasibility study and develop business plan people, processes, software and hardware. 6. Obtain funding and organizational approval. 3.22. Survey key areas in Operation for targets of opportunity.


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8. Produce detailed specification and place contracts. 9. Put in place operating procedures. 10. Installation of airborne equipment (if required). 11. Provision of ground analysis station. 13. Conduct staff training. 13. Test data acquisition and analysis, complete manuals. 14. Produce Completion Report.

3.18.4.3 Aims and Objectives Define Objectives of Program Set Both Short and Long Term Goals Aim for Known "Hot Spots" Record Successes and Failures 3.18.4.4 The FDM Team Team Leader Flight Operations Interpreter Airworthiness Interpreter Air Safety Co-coordinator 3.18.4.5 Technical Specification Mandatory Crash Recorders (EU OPS 1.715-1.727, EUROCAE Minimum Operational Performance Specification for Flight Data Recorder Systems, Document ED 55 and ED 113.19) Quick Access Recorders (QARs) latest versions of ED 14 or DO160. DFDR Downloads - SSDFDR and Tape DFDR (Details of the EU OPS Subpart B 1.160 requirements are given in Chapter 8). 3.18.4.6 Analysis Program Specification Process Definition from Aircraft to Archive Complete Documentation Including Reasoning and all Changes Thorough Testing Procedures - Both Initial and Ongoing Exceedance Detection Modified Standard Event Limits to Reflect Operator’s SOPs and Requirements New Events for Specific Problem Areas All Flights Measurement Onboard Event and Measurement


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3.18.5 Organization and Control of FDM Information Rationalized Data Stream Data Flow Data Security and Control Crew Participation 3.18.6 Interpretation and Use of FDM Information Interpretation of Results - The Raw FDR Data (PINAKAS) Interpretation of Results - The Operational Assessment 3.18.7 Legislation and Requirements Related to FDM Accident Prevention and Flight Safety Programs (ICAO Annex 6, Part 1, International Commercial Air Transport – Aero planes 3.6.1 – DOC 9422 & 9859 OPS 1.037 IEM Requirements – EU OPS Rules for Retention of Data for Accidents and Reported Occurrences (EU OPS 1.160 Preservation, production and use of flight recorder recordings) Requirements – Mandatory Occurrence Reporting Scheme (HCAA) Requirements - DFDR Carriage Requirements (EUOPS 1.715, 1.720, 1.725 Flight data recorders, EUROCAE Document ED 55., ICAO Annex 6 (Operation of Aircraft) fifth edition of Part I Requirements - DFDR Engineering Data Decoding Specification (ED 55’s general standards) Requirements - QAR Installation (EUROCAE ED-14 or RTCA DO160.) Requirements - QAR Serviceability and MELs (10 Maintaining Aircraft FDM Systems) 3.18.8 Mandatory Occurrence Reporting and FDM Air Safety Reports and Mandatory Occurrence Reporting FDM and Mandatory Occurrence Reporting Air Safety Reports (ASRs) Mandatory Occurrence Reports (MORs) Retention of FDR data for MORs NOTE: HCAA expects to use flight recorder data only when this is necessary for the proper investigation of the more significant occurrences. It is not intended to use such data to check on information contained in a written report, but to supplement and extend the written information. Examples of the types of occurrence for which flight data records would be most useful are: significant excursion from the intended flight parameters; significant loss of control or control difficulties; unexpected loss of performance; a genuine GPWS warning. However the more comprehensive recorders fitted to some aircraft are capable of providing valuable


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data on a wider range of occurrences and HCAA would expect to make judicious use of such information in relation to appropriate occurrences.

3.18.9 Maintaining Aircraft FDM Systems Equipment Specification (EU OPS - the EUROCAE Document ED-112) Maintaining Equipment Performance (EUROCAE Document ED-112) Serviceability and MELs Typical FDM Exceedance Detection and Routine Parameter Analysis Traditional Basic Operational Event Set Extended Operational Event Set Operational Parameter Analysis Variables


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CHAPTER 3.19

E.T.O.P.S


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HELLENIC REPUBLIC

MINISTRY FOR DEVELOPMENT, COMPETITIVENESS

INFRASTRUCTURE, TRANSPORT AND NETWORKS

CIVIL AVIATION AUTHORITY

DIRECTORATE GENERAL OF AIR TRANSPORT

FLIGHT STANDARDS DIVISION

Flight Operations ETOPS Application

AOC Number: Operator’s Name: Date:

Document Reference

Issue date Revision No.

Approval No.

ΥΠΑ/Δ2

Prepared by

Released by

Distribution

Application for ETOPS Approval Applicability: ETOPS operations in accordance with ED AMC 20-6, & HCAA Administration procedures Manual. Completion of form: Each relevant box should be completed with a tick (√) or a (X). Items marked with an asterisk (*) to be completed only for first aeroplane of each aeroplane type / model in operator’s fleet. Where form must be completed by referring to a document of applicant's documentation system, add manual reference, chapter and sub-chapter. Please ensure all applicable areas are completed. Application: Applications for ETOPS approval shall be made using this equivalent with (44.20 EU OPS Οperators or Form 44.40 VBR I operators), HCAA FΟRΜ ETOPS Application along with the Compliance Form. Submit forms and application package referenced in paragraph 4 of this ETOPS application form to: HCAA D2

1. GENERAL

General Information

1. Applicant: 19. Aιrplane Registration:

3. Airplane Manufacturer:

4. Aιrplane Type Designation / Model Designation:

5. Airplane Serial No.:


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6. Engine Manufacturer:

3.22. Engine Type Designation / Model Designation:

8. APU Manufacturer:

9. APU Type Designation:

Scope of Application Yes No

10. Application for ETOPS 90 minutes?





15. other:

16. Initial request for ETOPS approval for aeroplane type / model referenced in 1.4.

13.22. Application for accelerated ETOPS?

18. Application is based on CMP Document Nr.:

19. APPLICATION PACKAGE

3. APPLICANT’S STATEMENT

The undersigned certifies the above information to be correct and true and that aeroplane system installation, continuing airworthiness of systems, minimum equipment for dispatch, operating procedures and flight crew training comply with the requirements of AMC 20-6 and HCAA Ops Manual.

Name of Post Holder Maintenance:

Signature: Date:

Name of Post Holder Operations:

Signature: Date:

Name of Post Holder Training:

Signature: Date:

Documentation to be submitted to the HCAA Submitted?

Yes No 1. Compliance list (Appendix 17 of HCCA Ops Manual) and statement which shows how the criteria of AMC 20-6 , EU OPS and HCAA have been satisfied (*).

19. CMP Document (latest revision) (*). 3. Sections of the AFM or AFM Supplements that document ETOPS airworthiness approval. 4. CMP compliance list showing compliance with the titles and numbers of all modifications, addition and changes which were made in order to substantiate the incorporation of the CMP standard in the aιrplane.

5. ETOPS Manual (*) 6. Supplements and revisions to the existing Maintenance Program and Maintenance Procedures (*) 3.22. Flight crew ETOPS training programmes and syllabi for initial and recurrent training (*). 8. Operation manuals and checklists that include ETOPS operating practices and procedures (OM-A, OM-B, OM-D, AOM, FCOM, Route Manuals, stand-alone ETOPS manual, etc.) (*).

9. Minimum Equipment List (MEL) that include items pertinent to ETOPS operations (*).


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(For official use)

Subject Responsible Date Signature 1.Form in Appendix 16 Application, Compliance list Appendix 17 ETOPS and item 4 application package: Checked for completeness.

Certification Teem

19.Airworthiness Approval granted (Certificate of Airworthiness, approval).

AWI/D2/A

3.Operational Approval granted (AOC, AOC Extract, or Letter of Authorisation, acceptance).

FI/D2/G

4.ETOPS approval process administratively completed (OPS Up-date and Exchange of Certificates).

Certification Teem

ETOPS Approval

Rank: Name: Signature: Date:

Withdrawal of ETOPS Approval Reason: Rank: Name: Signature: Date:


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3.19. : AIRWORTHINESS, MAINTENANCE AND OPERATIONAL REQUIREMENTS FOR EXTENDED RANGE OPERATIONS WITH TWIN ENGINE AEROPLANES FOR COMMERCIAL AIR TRANSPORT OPERATIONS. ETOPS. 3.19.1 INTRODUCTION: This Civil Aviation Requirements provides requirements for obtaining HCAA approval for twin engine aeroplanes to operate over a route that contains a point farther than one hour flying time at the normal one-engine inoperative cruise speed (in still air) from an adequate airport. Extended Twin Engine Operations (ETOPS) requirements are applicable to routes over water as well as remote areas over land. The purpose of ETOPS is to provide very high level of safety while facilitating the use of twin engines on routes, which were previously restricted to three or four engine aircraft. ETOPS operation also permits more effective use of an airline resource. This part of the HCAA OPS Manual is being issued under the provision of N 3922/91 as amended, ICAO Annex 6 Part I Attachment E and lays down the procedures and the requirement for ETOPS approval which is complimentary to the requirements of FAA Advisory Circular No. AC120-42A and JAR information leaflet No. 20 (EASA(ED) AMC 20-6) for such operations. This part of the Operations Manual is informative for Ops Operations chapter as far as the airworthiness parts concern. The Application and compliance lists are in the airworthiness manual appendixes. 3.19.2 APPLICABILITY: This part of the operational manual. lays down the minimum requirements for turbo propeller, turbojet and turbofan aeroplanes transiting oceanic areas or routes entirely over land, registered in Greece, and engaged in Commercial Air Transport Operations. Operators cannot operate a twin engine aircraft of AUW more than 5700 kg beyond 60 minutes on single engine inoperative cruise speed unless approved by HCCA for ETOPS. The segment of operation beyond 60 minutes will be termed as Extended Twin Engine Operation (ETOP) and this will require prior approval of HCCA. This is identical to Extended Range operations (EROPS) To be eligible for extended range operations the specified airframe/engine combination

should have been certificated to the Airworthiness Standards of Transport Category aeroplanes by FAA of USA or EASA or by any other regulatory authority acceptable to HCCA


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3.19.3 DEFINITIONS: Adequate airport: Adequate airport is an airport meeting the safety requirements for takeoff and landing for commercial and non-commercial operations. It should be anticipated that at the expected time of use: (a) The aerodrome will be compatible with the performance requirements for the expected landing mass and will be available and equipped with necessary ancillary services such as ATC, sufficient lighting, communications, weather reporting, navigation aids, refuelling and emergency services and (b) at least one let down aid (ground radar would so qualify) will be available for an Instrument approach. Suitable airport Suitable airport is an adequate airport with weather reports or forecast or any combination thereof indicating that the weather conditions are at or above operating minima as specified in the operations specification and the field condition report indicates that a safe landing can be accomplished at the time of the intended operations. Diversion/ Enroute alternate airport Diversion/ Enroute alternate airport means an airport at which an aircraft may land if a landing at the intended airport is inadvisable. The aerodrome will be available and equipped with necessary ancillary services such as ATC, sufficient lighting, communications, weather reporting, navigation aids, emergency services etc. Auxiliary Power Unit (APU): A gas turbine engine intended for use as a power source for driving generators, hydraulic pumps and other aeroplane accessories, equipment and/or to provide compressed air for aeroplane pneumatic system. Extended Range Operation: Extended Range Operations are those flights conducted over a route that contains a point farther than one hour flying time at the approved one engine inoperative cruise speed ( under standard conditions in still air ) from an adequate airport. Extended Range entry Point: The extended range entry point is the point on the aeroplanes out bound route which is one hour flying time at the approved single engine inoperative cruise speed (under standard conditions in still air) from an adequate airport.


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ETOPS Segment: ETOPS segment starts at the ETOPS entry point and finishes when the flight path is back and remains within 60-minute area from an adequate airport. In - Flight Shutdown (IFSD): When an engine ceases to function in flight and is shutdown, whether self-induced, crew initiated or caused by some other external influence (i.e. IFSD for all cases; for example due to flameout, internal failure, crew initiated shutoff, foreign object ingestion, icing, inability to obtain and/or control desired thrust etc.). Propulsion System: A system consisting of power unit and all other equipment utilized to provide those functions necessary to sustain, monitor and control the power/thrust output of any one-power unit following installation on the airframe. ETOPS Configuration, Maintenance and Procedures (CMP) Standard: The particular aeroplane configuration minimum requirements including any special inspection, hardware life limits, master minimum equipment list constraints and maintenance practices found necessary to establish the suitability of an airframe engine combination for an extended range operation. Maximum Diversion time: The maximum diversion time is the maximum flying time authorised from any point of the route to the nearest adequate airport for landing. 3.19.4 ETOPS RANGE CATEGORIES AND REQUIREMENTS: The Extended Range Operations are covered under categories viz. 75 minutes, 120 minutes and 180-minutes diversion time (the approval to operate may be extended in steps of 15 minutes), as explained below: a) 75 minute operation: Approval to carry out extended range operation with 75 minutes diversion time may be granted by HCAA to an operator with minimal or no in-service experience with particular airframe engine combination. This approval will be based on such factors as the proposed areas of operation; the Οperators demonstrated ability to successfully introduce aircraft into operation, and the quality of the proposed maintenance and operation program. Special case by case operational approval may be granted beyond 75 minutes diversion time (in steps of 15 minutes) with limited evaluation of service experience at the time of the application. For this approval, the


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service experience of Airframe –engine combination may be less than 250,000 hours in the world fleet. b) Up to 120-minute operation: Each operator requesting approval to conduct extended range operations with a maximum diversion time of 120 minutes (in still air) should have minimum of 12 consecutive months of operational in service experience with the specified airframe engine combination. Normally the accumulation of at least 250,000 engine hours in the world fleet (not necessarily on a particular airframe) will be necessary before the proposal is considered. Where the engine experience on another type of aeroplane is applicable to the candidate aeroplane, the candidate aeroplane should normally obtain a significant portion of the 250,000-engine hrs experience. This number of engine hours maybe reduced if sufficient data is available to prove reliability of the engine. In the event that a particular engine is derived from an existing engine the required operational experience is subject to establishing the degree of hardware commonalties and operating similarities. c) Above 120 minute and up to 180 minutes operation: Each operator requesting approval for maximum diversion time of 180 minutes (in still air) should have held current approval for 120 minutes ETOPS for a minimum period of 12 months with a corresponding high level of demonstrated propulsion system reliability. 3.19.5 PROPULSION SYSTEM MONITORING The operator should establish firm criteria as to what action has to be taken when adverse trend in propulsion system conditions are detected. When the propulsion system IFSD (computed on 12 month rolling average) exceeds 0.05/1000 engine hours for a 120 minute operation or exceeds0.02/1000 engine hours for a 180 minutes operation, an immediate evaluation should be accomplished and a report on problems identified and corrective action taken must be forwarded to HCAA to consider additional corrective action or operational restriction. Further the operator should compile necessary data on propulsion system reliability which should include. a) A list of all engine shutdown events both on ground and in flight (excluding normal training events) for all causes including flame out. b) Unscheduled engine removal rate and summary c) Total engine hours and cycles. d) Mean time between failures of propulsion system components that affect reliability. e) IFSD rate based on 6 and 12 months rolling average. f) Any other relevant data.


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3.19.6 ETOPS APPROVAL: 3.19.6.1 Procedure for seeking approval for ETOPS General: Any Οperator requesting approval for extended range operations with twin engine aeroplanes should submit the request with the supporting data to the Regional D2 of HCAA at least three months prior to the proposed start of extended range operation with the specific airframe/engine combination. Each Οperator requesting approval to conduct extended range operations should have operational in service experience as given in Para 4 appropriate to the operation proposed. This data shall include the details of compliance of modifications, additions and changes in the maintenance practices, which were made to qualify the aeroplane system for ETOPS operations. It should also be shown that an acceptable level of propulsion system reliability has been achieved in service by the world fleet for that particular airframe-engine combination. The Οperator must obtain sufficient maintenance and operations familiarity with the particular airframe engine combination in question before seeking approval. Each applicant/Οperator for extended range approval should show that the particular airframe/engine combination is sufficiently reliable. Systems required for extended range operations should be shown by the operator to be continuously maintained and operated at levels of reliability appropriate for intended operation Extended Range Operations approval of an aeroplane by the manufacturer/Regulatory Authority of the country of manufacture is normally reflected by a statement in the approved Aeroplane Flight Manual (AFM) / Type Certificate Data Sheet (TDS) or Supplemental Type Certificate (STC), which specifies the Configuration, Maintenance and Procedures (CMP) Standard requirements for suitability. The CMP standards shall be of latest revision. The standards and its revisions may require priority actions to be implemented before the next ETOP flight and other actions to be implemented according to a schedule acceptable to HCAA. Operators in service experience may be reduced or increased based on evaluation of the operator’s ability and competence to achieve the necessary reliability for the particular airframe engine combination for extended range operations. For example, a reduction in in service experience may be considered for an operator who can show extensive in service experience with a related engine on another aeroplane, which has achieved acceptable reliability. In contrast an increase in service experience may be considered for those cases where heavy maintenance is yet to occur and/or abnormally low number of takeoffs has occurred.


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3.19.6.2 Initial Contact and Pre-Application Meeting At the initial contact with the applicant, usually by telephone, fax or a letter of intent, HCAA will schedule a pre-application meeting. This meeting will take place at HCAA premises and the applicant will be given the «ETOPS Application Documents» which includes the following:

ETOPS Application Form (Appendix 16 )

ETOPS Compliance List and Statement (Appendix 17)

A list of the required Manuals/Documents for submission (p. 4 Application Package)

A briefing is also given to the applicant during this meeting on the ETOPS certification process, including guidance on the completion of the application form and conformance document. The Head of the Airworthiness Section, or his delegates, is the personnel responsible to conduct and offer guidance at this pre-application meeting. The applicant should be represented (at a minimum), by the Post Holders of Maintenance and Training. It should also be explained to the applicant at this time the need for an appropriate person designated as the focal point for the company during the ETOPS certification process. This designated person will serve as the coordinator for the applicant during the Certification Process. One of the functions of this person will be to assure that all the findings issued by HCAA are directed to, and properly addressed by the appropriate personnel within the company. It will be much more efficient for the certification team to track the status of findings and comments through this person rather than several persons responsible for specific areas. Another function of this company coordinator will be to arrange the on-site visits and ensure that the appropriate company personnel will be present and available. Guidance on the completion of the ETOPS Conformance Document will be provided to the applicant during the Pre-Application meeting 3.19.6.3 Application and Application Meeting HCAA receives application as described below and determines what type of ETOPS approval the applicant is requesting. The applicant must submit the completed HCAA ETOPS Application Form and Compliance Statement (shown in Appendix 17) in accordance with the Incoming Documents procedure described in the HCAA Administration Procedures Manual. Upon receipt of the application documentation, and prior to the Application Meeting, a “Certification Team” is assigned to oversee the ETOPS certification process of the new applicant by the Flight Standard Division (HCAA/FSD/D2) Director. The composition of the team will be tailored to the size and the complexity of the company, but will include at least: 1 Flight Operations Inspector (FOI) 2 Airworthiness Inspectors (Maintenance and Avionics)


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The knowledge, experience and background of the persons assigned will be considered in the appointment of the team and matched to the type of aircraft and the requested ETOPS approval. Additional ASI inspectors of another specialty (e.g. Maintenance) will also be assigned to the Certification Team if deemed necessary. The Flight Operations Inspector has the primary responsibility to grant the Operator approval. The Airworthiness Inspector’s responsibility is to evaluate and approve the avionics requirements and support programs. Final approval of all initial ETOPS operations should therefore be coordinated between HCAA Operations and Airworthiness Sections. In order for the Application to be considered officially submitted, the above HCAA ETOPS Application Form must be submitted along with the compliance form (appendix 17) and all required Manuals/Documentation as described in detail in ETOPS APPLICATION form Part 4 (APPLICATION PACKAGE) and paragraphs 3.19.6.4 and 3.19.14 below. If complete, the application will be attempted to be processed within 30 days. The 30-day period will not commence until all the documentation has been submitted. The quality of the documentation submitted will also have an effect on the 30-day period. The Application Meeting, which officially starts the ETOPS certification process, should not be held unless it is assured that all the documents required with the application will be completed and ready to be officially submitted at least three days prior to the Application Meeting. The Application Meeting should be cancelled and rescheduled if the application documentation is not complete as stated. The Application Meeting is only held if the appropriate personnel are present. As mentioned above the operator's management personnel in attendance should include at least the Post Holders of Maintenance and Training. The main objectives of the Application Meeting are to: ♦Introduce the Operator's Management personnel to HCAA Maintenance Certification Team. ♦Assure that the applicant’s maintenance team understands the ETOPS certification process. ♦Answer any questions the Applicant may have. ♦Distribute the documents/manuals to the appropriate maintenance members of the Certification Team. ♦Discuss and agree upon the target dates for the various phases of the certification process. 3.19.6.4 Application for approval: An applicant seeking approval for ETOPS shall submit the proposal on the prescribed application given in Annex 16, additionally the compliance form given in Appendix 17 should be submitted and Witnessed for Organisation/Operator. The Application for grant of approval for extended range operations should contain:


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1. Name of the operator: (Valid AOC Number) 2 Aircraft registration number: 3. Type and Serial Number of the Aircraft: 4. Type and model of the Engines fitted: 5. Route of operation, Maximum diversion time, Minimum altitude to be flown: 6. Diversion/ En route alternate airport desired: 7. Copy of the ETOPS Manual: 8. Details of Crew Training: 9. Applicants in service operational experience: 10. Total engine hours of the type in the world fleet: 11. Proof of propulsion system reliability in the world fleet: 12. Propulsion system reliability of the applicant in terms of IFSD: 13. Maximum diversion time certified by the manufacture for the applicants aircraft: 14. Any other additional data as required in the HCAA Ops Manual. The operator should further furnish details of the procedure/instructions and methodology for continued capability to adhere to conditions laid down at the time of grant of approval in a separate ETOPS Manual for use by personnel involved in ETOPS, which may form part of the Quality Manual. Any amendment to the ETOPS manual requires HCAA approval. 3.19.6.5 Contents of the ETOPS manual: ETOPS Manual should include procedures and guidelines for the maintenance program and other requirements for extended range operations. In addition, all ETOPS requirements, including supportive programs, procedures, duties and responsibilities including actions to be taken in case of adverse trend, including IFSD rate, reliability level etc. should be identified and documented. This manual should be submitted two months in advance to the Regional Airworthiness office before seeking approval of ETOPS flight. The Operator should lay special emphasis on the following programme: (i) Oil Consumption program: The Operators oil consumption program should reflect manufacturer recommendations and be sensitive to oil consumption trends. It should consider the amount of oil added at the departing ETOPS stations with reference to the running average consumption i.e. the monitoring must be continuous up to and including oil added at the ETOPS departure stations. Routine quality control checks and SOAP check where applicable to this make and model should be included in the program. If the APU is required for ETOPS operation it should be added to the oil consumption program (ii) Engine Condition Monitoring: This program should describe the parameters to be monitored, method of data collection and corrective action process. This monitoring


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shall be used to detect deterioration at an early stage to allow for corrective action before safe operation is affected. This program should ensure that engine limit margins are maintained so that a prolonged single engine diversion may be conducted without exceeding approved engine limits at all approved power levels and expected environmental conditions. (iii) Reliability Program: the operator or the existing reliability program supplemented shall develop An ETOPS reliability program. This program should be designed for early identification and prevention of ETOPS related problems as the primary goal. This program should be event oriented and incorporate reporting and rectification procedures for significant events detrimental to ETOPS flight. This information should be readily available for use by the operator and HCAA to help establish that the reliability level is adequate and to assess the operators competence and capability to safely continue ETOPS. The Operator shall intimate the office of HCAA within 48 hours the following reportable events: - a) In flight shut downs. b) Diversion or turn back. c) Uncommented power changes or surges. d) Inability to control the engine or obtain desired power. e) Problems with systems critical to ETOPS. f) Any other event detrimental to ETOPS. The report should identify the following: a) The aircraft identification including make and serial number. b) Engine identification make and serial number. c) Total time, cycles and time since last shop visit. d) For systems, time since overhaul or last inspection of the defective unit. e) Phase of flight f) Corrective action (iv) The APU installation, if required, for extended range operations, should meet all the requirements necessary to demonstrate its ability to perform the intended functions and if certain extended range operation necessitate in flight start and run of the APU after prolonged cold soaking, it must be substantiated that the APU has adequate reliability for that operation. (v) Propulsion System Monitoring: The operator shall lay down actions to be taken when adverse trends in propulsion system conditions are detected. When the IFSD exceeds 0.05/1000engine hours for 120-min operation or exceeds 0.02/1000 engine hours for a 180-minute operation, an immediate evaluation shall be accomplished with the problem identified and corrective action taken. D2/A Airworthiness Office of HCAA shall be provided with information in this regard.


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(vi) Maintenance Training: The operator should evolve a maintenance-training program for all the maintenance engineers engaged in the maintenance of aircraft approved for ETOPS focussing on the special nature of ETOPS. This program shall be included in the normal maintenance-training program. The object of this program is to ensure that all personnel involved in ETOPS are provided with the necessary training on the special nature of ETOPS maintenance requirements. (vii) ETOPS Parts Control Program: The operator shall evolve a program that ensures that proper parts and configuration are maintained for satisfactory ETOPS operation while borrowing / procuring/ pooling parts. The program should also cover those parts used during repair or overhaul to maintain the necessary ETOPS configuration (viii) Aircraft Performance Monitoring: The continued airworthiness Program mentioned in para 3.19. 7 should cover Aircraft Performance Monitoring to assess any degradation in the aircraft performance. This monitoring programme should form part of ETOPS manual. (ix) Sub-Contract Maintenance: When maintenance is sub-contracted, the Operator must ensure that: a) The maintenance personnel of the sub-contractor involved are qualified for ETOPS. b) All airworthiness flight dispatch procedures and additional maintenance requirements as identified in the operators maintenance system manual is complied with. 3.19.7 Continued Airworthiness Program a. Operators intending to carry out extended range operations should have the ability to maintain aeroplane in a continuous state of airworthiness and adhere to the well-defined programmes and procedures. b. The basic maintenance program for the aeroplane being considered for ETOPS is the continued airworthiness maintenance program currently approved for that Operator. This will cover the particular model airframe engine combination. c. The Continued Airworthiness program should contain the standards, guidance and direction necessary to support the intended operations. The maintenance personnel involved in effecting this program should be made aware of the special nature of ETOPS and have the knowledge, skills and ability to accomplish the requirement of the program. ETOPS maintenance requirements will be approved as supplemental requirements. . The Operator should adhere to a policy of avoiding maintenance by the same maintenance staff on both units of a dual system or on similar system, which are critical to ETOPS operation, such as engines during a single maintenance visit. (e.g. fuel control change on both engines.)


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However at outstations a single maintenance crew action may be verified by suitable ground tests including BITE tests, functional checks or operational checks etc d. ETOPS related tasks should be identified on the Operator’s routine work procedures and related instructions. e. The Operator should develop ETOPS maintenance checks to ensure that the status of the airplane and critical items related to ETOPS operations are acceptable. This check should be accomplished and certified by an ETOPS qualified maintenance person prior to an ETOPS flight. f. The Operator shall develop a program for prompt implementation of modifications and inspections, which could affect propulsion system reliability. g. Minimum Equipment List (MEL): The Operator should develop MEL exclusively for ETOPS operations which may be more restrictive than MMEL considering the nature of operation proposed and service problems that may be encountered and unique to the Operator. h. Flight Report Books should be reviewed and documented as appropriate to ensure proper MEL procedures deferred items, maintenance checks and that system verification procedure has been properly performed. i. A separate defect report should be submitted to HCAA on all defects experienced on ETOPS sectors. j. Procedure to be established to ensure that the airborne equipment will continue to be maintained at the level of performance and reliability required for extended range operations. 3.19.8 OPERATIONS SPECIFICATIONS: An Operator’s twin engine aircraft should not be operated on an extended range flight unless approved by HCAA for both maintenance and operations and endorsed on the Air Operators Certificate /operating permit or an equivalent document as part of the operations specifications. The Operator shall, therefore, evolve an Operations Specification for Extended Range operations, which should cover at least the following before seeking approval: - a) Should define particular airframe-engine combination including the current approved CMP standard required for extended range operations. b) Authorised area of operation and minimum altitude to be flown along the planned and diversionary route. c) Maximum diversion time at the approved one engine cruise speed. d) Airports authorised for use including alternates and associated instrument approaches and operating minima. e) Procedure to preclude an aeroplane being dispatched for Extended Range operation after propulsion system shut down, engine/major engine module change or primary airframe system failure etc on a previous flight without appropriate corrective action having been taken. The Operator shall develop verification program or procedure to ensure corrective action following an engine shut down, primary system


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failure, or any prescribed events, which require a verification flight or other action. Such a case requires aircraft to undergo verification flight of either non-revenue or revenue but non-ETOP flight before releasing for extended range operations. This verification flight can be combined with regular ETOP revenue flight provided verification phase is documented as satisfactorily completed upon reaching the ETOP entry point. 3.19.9 CREW TRAINING AND EVALUATION a. Operator shall evolve a training program for the flight crew covering initial and recurrent training. This training should cover various aspects including standby generator as the sole power source. Established contingency procedures should be emphasised for each area of operation intended to be used. In addition, special, initial and recurrent training should be given to prepare flight crews to evaluate probable engine and airframe system failures. The object of this training should be to establish crew competency in dealing with most probable operating contingency (diversion decision making). b. The training should also cover proficiency check in performance like flight planning, procedure on diversion, abnormal and emergency procedures, air start of propulsion system, crew incapacitation etc. c. The flight crew-training programme shall be submitted to D2 of HCAA for approval. The training and checks of the crew shall be carried out as approved by the FID. 3.19.10 DISPATCH CONSIDERATIONS: While dispatching the aeroplane for Extended Range operations the following factors apart from airworthiness aspects may be considered: a) System redundancy levels appropriate to extended range operations should be as specified in the MEL. b) At normal conditions of propagation and normal one engine inoperative cruise altitude, reliable two-way voice communications between aeroplane and appropriate ATC unit over the planned route should be available. c) Non visual ground navigation aids should be available for the planned route and alternate flight path. Visual and non-visual aids should be available at the specified and alternate airports for the authorised types of approaches and operations minima. d) Should have fuel reserve necessary to fly to the most critical point and execute a diversion to a suitable alternate airport under various operating conditions. e) Required take-off destination and alternate airports to be used in the event of engine or other mechanical failure to be identified and reflected in the related documents. f) Operations manual should contain sufficient data to support the critical fuel reserves and area of operation and calculations considering the drift down condition and cruise altitude coverage etc.,


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g) Operational limitations like route of operation, maximum diversion time, minimum altitude to be flown ,airports authorised for use etc., h) An operator should substantiate that the weather information system which it utilises can be relied upon to forecast terminal and enroute weather with a reasonable degree of accuracy and reliability in the proposed area of operation. 3.19.11 AIRPLANE FLIGHT MANUAL INFORMATION Operators holding ETOPS approval shall ensure that the applicable flight manual contain at least the following information a) The maximum flight time with one power–unit inoperative, for which the systems reliability has been approved in accordance with the airworthiness requirements established for extended range operations; b) A list of additional equipment installed to meet the airworthiness requirements for extended range operations. c) Additional performance data, including limitations, and flight procedures appropriate to extended range operations; and d) Statement to the effect that the aeroplane systems associated with extended range operations meet the required airworthiness and performance criteria but that the meeting of such criteria does not by itself constitute approval to conduct extended range operations. 3.19.12 Operators prove of competence The Operator shall demonstrate to HCAA using the specified airframe engine combination that the flight can continue to a safe landing under anticipated degraded operating conditions, which could arise from: a) Total loss of thrust from one engine; or b) Total loss of engine generated electric power; or c) Any other condition which HCAA considers to be equivalent in airworthiness and performance risks. d) The Operator’s crew training program is adequate for the proposed operation and e) The documentation accompanying the approval covers all relevant aspects f) It has the competence and capability to safely conduct and adequately support the extended range operation. When the operational validation flight has been evaluated and found acceptable then the Operator may be authorised to conduct Extended Range operations with the specified airframe engine combinations. Approval to conduct ETOPS is made by the issuance of operation specification by the HCAA containing appropriate limitations


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3.19.13 CONTINUED SURVEILLANCE The fleet average IFSD rate for the specified airframe engine combination shall continue to be monitored in accordance with propulsion system reliability assessment and ETOPS maintenance requirements. As with all other operations the Regional Airworthiness office will also monitor all aspects of the extended range operations. HCAA is authorised to ensure that the operation continues to be conducted safely. In the event that an acceptable level of reliability is not maintained, significant adverse trend exists or if significant deficiencies are detected in the conduct of ETOPS operation, the Regional Airworthiness Office will initiate a special evaluation, impose operational restriction if necessary, to resolve the problem in a timely manner so as to ensure safe ETOPS operations. 3.19.14 THE APPLICATION FOR GRANT OF APPROVAL FOR EXTENDED RANGE OPERATIONS SHOULD BE CONTAINING: 1. Name of the operator: (Valid AOC Number) 2 Aircraft registration number: 3. Types and Serial Number of the Aircraft: 4. Type and model of the Engines fitted: 5. Route of operation, Maximum diversion time, and Minimum altitude to be flown: 6. Diversion/ En route alternate airport desired: 7 Copy of the ETOPS Manual: 8. Details of Crew Training: 9. Applicants in service operational experience: 10. Total engine hours of the type in the world fleet: 11. Proof of propulsion system reliability in the world fleet: 12. Propulsion system reliability of the applicant in terms of IFSD: 13. Maximum diversion time certified by the manufacture for the applicants aircraft: 14. Compliance list as described in Appendix 17 of the airworthiness manual 15. Date and Signature of the operator

3.19.15: AIRWORTHINESS, MAINTENANCE AND OPERATIONAL REQUIREMENTS

FOR EXTENDED RANGE OPERATIONS WITH TWIN ENGINE AEROPLANES FOR COMMERCIAL AIR TRANSPORT OPERATIONS. ETOPS. 3.19.15.1 INTRODUCTION: This Civil Aviation Requirements provides requirements for obtaining HCAA approval for twin engine aeroplanes to operate over a route that contains a point farther than


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one hour flying time at the normal one-engine inoperative cruise speed (in still air) from an adequate airport. Extended Twin Engine Operations (ETOPS) requirements are applicable to routes over water as well as remote areas over land. The purpose of ETOPS is to provide very high level of safety while facilitating the use of twin engines on routes, which were previously restricted to three or four engine aircraft. ETOPS operation also permits more effective use of an airline resource. This part of the HCAA OPS Manual is being issued under the provision of N 3922/91 as amended , ICAO Annex 6 Part I Attachment E and lays down the procedures and the requirement for ETOPS approval which is complimentary to the requirements of FAA Advisory Circular No. AC120-42A and JAR information leaflet No. 20 (EASA(ED)AMC 20-6) for such operations. This part of the Operations Manual is informative for Ops Operations chapter as far as the airworthiness parts concern. The Application and compliance lists are in the airworthiness manual appendixes. 3.19.15.2 APPLICABILITY: This part of the operational manual. lays down the minimum requirements for turbo propeller, turbojet and turbofan aeroplanes transiting oceanic areas or routes entirely over land, registered in Greece, and engaged in Commercial Air Transport Operations. Operators cannot operate a twin engine aircraft of AUW more than 5700 kg beyond 60 minutes on single engine inoperative cruise speed unless approved by HCCA for ETOPS. The segment of operation beyond 60 minutes will be termed as Extended Twin Engine Operation (ETOP) and this will require prior approval of HCCA. This is identical to Extended Range operations (EROPS) To be eligible for extended range operations the specified airframe/engine combination should have been certificated to the Airworthiness Standards of Transport Category aeroplanes by FAA of USA or EASA or by any other regulatory authority acceptable to HCCA 3.19.15.3 DEFINITIONS: Adequate airport: Adequate airport is an airport meeting the safety requirements for takeoff and landing for commercial and non-commercial operations. It should be anticipated that at the expected time of use: (a) The aerodrome will be compatible with the performance requirements for the expected landing mass and will be available and equipped with necessary ancillary services such as ATC, sufficient lighting, communications, weather reporting, navigation aids, refuelling and emergency services and


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(b) at least one let down aid (ground radar would so qualify) will be available for an Instrument approach. Suitable airport Suitable airport is an adequate airport with weather reports or forecast or any combination thereof indicating that the weather conditions are at or above operating minima as specified in the operations specification and the field condition report indicates that a safe landing can be accomplished at the time of the intended operations. Diversion/ En route alternate airport Diversion/ En route alternate airport means an airport at which an aircraft may land if a landing at the intended airport is inadvisable. The aerodrome will be available and equipped with necessary ancillary services such as ATC, sufficient lighting, communications, weather reporting, navigation aids, emergency services etc. Auxiliary Power Unit (APU): A gas turbine engine intended for use as a power source for driving generators, hydraulic pumps and other aeroplane accessories, equipment and/or to provide compressed air for aeroplane pneumatic system. Extended Range Operation: Extended Range Operations are those flights conducted over a route that contains a point farther than one hour flying time at the approved one engine inoperative cruise speed ( under standard conditions in still air ) from an adequate airport. Extended Range entry Point: The extended range entry point is the point on the aeroplanes out bound route which is one hour flying time at the approved single engine inoperative cruise speed (under standard conditions in still air) from an adequate airport. ETOPS Segment: ETOPS segment starts at the ETOPS entry point and finishes when the flight path is back and remains within 60-minute area from an adequate airport. In - Flight Shutdown (IFSD):


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When an engine ceases to function in flight and is shutdown, whether self-induced, crew initiated or caused by some other external influence (i.e. IFSD for all cases; for example due to flameout, internal failure, crew initiated shutoff, foreign object ingestion, icing, inability to obtain and/or control desired thrust etc.). Propulsion System: A system consisting of power unit and all other equipment utilized to provide those functions necessary to sustain, monitor and control the power/thrust output of any one-power unit following installation on the airframe. ETOPS Configuration, Maintenance and Procedures (CMP) Standard: The particular aeroplane configuration minimum requirements including any special inspection, hardware life limits, master minimum equipment list constraints and maintenance practices found necessary to establish the suitability of an airframe engine combination for an extended range operation. Maximum Diversion time: The maximum diversion time is the maximum flying time authorised from any point of the route to the nearest adequate airport for landing. 3.19.15.4 ETOPS RANGE CATEGORIES AND REQUIREMENTS: The Extended Range Operations are covered under categories viz. 75 minutes, 120 minutes and 180-minutes diversion time (the approval to operate may be extended in steps of 15 minutes), as explained below: a) 75 minute operation: Approval to carry out extended range operation with 75 minutes diversion time may be granted by HCAA to an operator with minimal or no in-service experience with particular airframe engine combination. This approval will be based on such factors as the proposed areas of operation, the Operators demonstrated ability to successfully introduce aircraft into operation, and the quality of the proposed maintenance and operation program. Special case by case operational approval may be granted beyond 75 minutes diversion time (in steps of 15 minutes) with limited evaluation of service experience at the time of the application. For this approval, the service experience of Airframe –engine combination may be less than 250,000 hours in the world fleet. b) Up to 120-minute operation:


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Each operator requesting approval to conduct extended range operations with a maximum diversion time of 120 minutes (in still air) should have minimum of 12 consecutive months of operational in service experience with the specified airframe engine combination. Normally the accumulation of at least 250,000 engine hours in the world fleet (not necessarily on a particular airframe) will be necessary before the proposal is considered. Where the engine experience on another type of aeroplane is applicable to the candidate aeroplane, the candidate aeroplane should normally obtain a significant portion of the 250,000-engine hrs experience. This number of engine hours maybe reduced if sufficient data is available to prove reliability of the engine. In the event that a particular engine is derived from an existing engine the required operational experience is subject to establishing the degree of hardware commonalties and operating similarities. c) Above 120 minute and up to 180 minutes operation: Each operator requesting approval for maximum diversion time of 180 minutes (in still air) should have held current approval for 120 minutes ETOPS for a minimum period of 12 months with a corresponding high level of demonstrated propulsion system reliability. 3.19.15.5 PROPULSION SYSTEM MONITORING The operator should establish firm criteria as to what action has to be taken when adverse trend in propulsion system conditions are detected. When the propulsion system IFSD (computed on 12 month rolling average) exceeds 0.05/1000 engine hours for a 120 minute operation or exceeds0.02/1000 engine hours for a 180 minutes operation, an immediate evaluation should be accomplished and a report on problems identified and corrective action taken must be forwarded to HCAA to consider additional corrective action or operational restriction. Further the operator should compile necessary data on propulsion system reliability which should include. a) A list of all engine shutdown events both on ground and in flight (excluding normal training events) for all causes including flame out. b) Unscheduled engine removal rate and summary c) Total engine hours and cycles. d) Mean time between failures of propulsion system components that affect reliability. e) IFSD rate based on 6 and 12 months rolling average. f) Any other relevant data.


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3.19.15.6 ETOPS APPROVAL Procedure for seeking approval for ETOPS General: Any operator requesting approval for extended range operations with twin engine aeroplanes should submit the request with the supporting data to the Regional D2 of HCAA at least three months prior to the proposed start of extended range operation with the specific airframe/engine combination. Each operator requesting approval to conduct extended range operations should have operational in service experience as given in Para 4 appropriate to the operation proposed. This data shall include the details of compliance of modifications, additions and changes in the maintenance practices, which were made to qualify the aeroplane system for ETOPS operations. It should also be shown that an acceptable level of propulsion system reliability has been achieved in service by the world fleet for that particular airframe-engine combination. The operator must obtain sufficient maintenance and operations familiarity with the particular airframe engine combination in question before seeking approval. Each applicant/operator for extended range approval should show that the particular airframe/engine combination is sufficiently reliable. Systems required for extended range operations should be shown by the operator to be continuously maintained and operated at levels of reliability appropriate for intended operation Extended Range Operations approval of an aeroplane by the manufacturer/Regulatory Authority of the country of manufacture is normally reflected by a statement in the approved Aeroplane Flight Manual (AFM) / Type Certificate Data Sheet (TDS) or Supplemental Type Certificate (STC), which specifies the Configuration, Maintenance and Procedures (CMP) Standard requirements for suitability. The CMP standards shall be of latest revision. The standards and its revisions may require priority actions to be implemented before the next ETOP flight and other actions to be implemented according to a schedule acceptable to HCAA. Operators in service experience may be reduced or increased based on evaluation of the operator’s ability and competence to achieve the necessary reliability for the particular airframe engine combination for extended range operations. For example, a reduction in in service experience may be considered for an operator who can show extensive in service experience with a related engine on another aeroplane, which has achieved acceptable reliability. In contrast an increase in in service experience may be considered for those cases where heavy maintenance is yet to occur and/or abnormally low number of takeoffs has occurred. 3.19.15.6.1 Initial Contact and Pre-Application Meeting At the initial contact with the applicant, usually by telephone, fax or a letter of intent, HCAA will schedule a pre-application meeting. This meeting will take place at HCAA


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premises and the applicant will be given the «ETOPS Application Documents» which includes the following:

ETOPS Application Form (Appendix 16 )

ETOPS Compliance List and Statement (Appendix 17)

A list of the required Manuals/Documents for submission (p. 4 Application Package)

A briefing is also given to the applicant during this meeting on the ETOPS certification process, including guidance on the completion of the application form and conformance document. The Head of the Airworthiness Chapter, or his delegates, is the personnel responsible to conduct and offer guidance at this pre-application meeting. The applicant should be represented (at a minimum), by the Post Holders of Maintenance and Training. It should also be explained to the applicant at this time the need for an appropriate person designated as the focal point for the company during the ETOPS certification process. This designated person will serve as the coordinator for the applicant during the Certification Process. One of the functions of this person will be to assure that all the findings issued by the HCAA are directed to, and properly addressed by the appropriate personnel within the company. It will be much more efficient for the certification team to track the status of findings and comments through this person rather than several persons responsible for specific areas. Another function of this company coordinator will be to arrange the on-site visits and ensure that the appropriate company personnel will be present and available. Guidance on the completion of the ETOPS Conformance Document will be provided to the applicant during the Pre-Application meeting. 3.19.15.6.2 Application and Application Meeting HCAA receives application as described below and determines what type of ETOPS approval the applicant is requesting. The applicant must submit the completed HCAA ETOPS Application Form and Compliance Statement (shown in Appendix 17) in accordance with the Incoming Documents procedure described in the HCAA Administration Procedures Manual. Upon receipt of the application documentation, and prior to the Application Meeting, a “Certification Team” is assigned to oversee the ETOPS certification process of the new applicant by the Flight Standard Division (HCAA/FSD/D2) Director. The composition of the team will be tailored to the size and the complexity of the company, but will include at least: 1 Flight Operations Inspector (FOI) 2 Airworthiness Inspectors (Maintenance and Avionics) The knowledge, experience and background of the persons assigned will be considered in the appointment of the team and matched to the type of aircraft and the requested ETOPS approval. Additional ASI inspectors of another specialty (e.g. Maintenance) will also be assigned to the Certification Team if deemed necessary.


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The Flight Operations Inspector has the primary responsibility to grant the operator approval. The Airworthiness Inspector’s responsibility is to evaluate and approve the avionics requirements and support programs. Final approval of all initial ETOPS operations should therefore be coordinated between HCAA Operations and Airworthiness Sections. In order for the Application to be considered officially submitted, the above HCAA ETOPS Application Form must be submitted along with the compliance form (appendix 17) and all required Manuals/Documentation as described in detail in ETOPS APPLICATION form Part 4 (APPLICATION PACKAGE) and paragraphs 3.19.6.4 and 3.19.14 below. If complete, the application will be attempted to be processed within 30 days. The 30-day period will not commence until all the documentation has been submitted. The quality of the documentation submitted will also have an effect on the 30-day period. The Application Meeting, which officially starts the ETOPS certification process, should not be held unless it is assured that all the documents required with the application will be completed and ready to be officially submitted at least three days prior to the Application Meeting. The Application Meeting should be cancelled and rescheduled if the application documentation is not complete as stated. The Application Meeting is only held if the appropriate personnel are present. As mentioned above the operator's management personnel in attendance should include at least the Post Holders of Maintenance and Training. The main objectives of the Application Meeting are to: ♦Introduce the Operator's Management personnel to the HCAA Maintenance Certification Team. ♦Assure that the applicant’s maintenance team understands the ETOPS certification process. ♦Answer any questions the Applicant may have. ♦Distribute the documents/manuals to the appropriate maintenance members of the Certification Team. ♦Discuss and agree upon the target dates for the various phases of the certification process. 3.19.15.6.3 Application for approval: An applicant seeking approval for ETOPS shall submit the proposal on the prescribed application given in Annex 16, additionally the compliance form given in Appendix 17 should be submitted and Witnessed for Organisation/Operator. The Application for grant of approval for extended range operations should contain: 1. Name of the operator: (Valid AOC Number) 3.19 Aircraft registration number: 3. Type and Serial Number of the Aircraft: 4. Type and model of the Engines fitted:


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5. Route of operation, Maximum diversion time, Minimum altitude to be flown: 6. Diversion/ En route alternate airport desired: 3.22. Copy of the ETOPS Manual: 8. Details of Crew Training: 9. Applicants in service operational experience: 10. Total engine hours of the type in the world fleet: 11. Proof of propulsion system reliability in the world fleet: 119.19 Propulsion system reliability of the applicant in terms of IFSD: 13. Maximum diversion time certified by the manufacture for the applicants aircraft: 14. Any other additional data as required in the HCAA Ops Manual. The operator should further furnish details of the procedure/instructions and methodology for continued capability to adhere to conditions laid down at the time of grant of approval in a separate ETOPS Manual for use by personnel involved in ETOPS, which may form part of the Quality Manual. Any amendment to the ETOPS manual requires HCAA approval. 3.19.15.6.4 Contents of the ETOPS manual: ETOPS Manual should include procedures and guidelines for the maintenance program and other requirements for extended range operations. In addition, all ETOPS requirements, including supportive programs, procedures, duties and responsibilities including actions to be taken in case of adverse trend, including IFSD rate, reliability level etc. should be identified and documented. This manual should be submitted two months in advance to the Regional Airworthiness office before seeking approval of ETOPS flight. The Operator should lay special emphasis on the following programme: (i) Oil Consumption program: The Operators oil consumption program should reflect manufacturer recommendations and be sensitive to oil consumption trends. It should consider the amount of oil added at the departing ETOPS stations with reference to the running average consumption i.e. the monitoring must be continuous up to and including oil added at the ETOPS departure stations. Routine quality control checks and SOAP check where applicable to this make and model should be included in the program. If the APU is required for ETOPS operation it should be added to the oil consumption program (ii) Engine Condition Monitoring: This program should describe the parameters to be monitored, method of data collection and corrective action process. This monitoring shall be used to detect deterioration at an early stage to allow for corrective action before safe operation is affected. This program should ensure that engine limit margins are maintained so that a prolonged single engine diversion may be conducted without exceeding approved engine limits at all approved power levels and expected environmental conditions.


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(iii) Reliability Program: the operator or the existing reliability program supplemented shall develop An ETOPS reliability program. This program should be designed for early identification and prevention of ETOPS related problems as the primary goal. This program should be event oriented and incorporate reporting and rectification procedures for significant events detrimental to ETOPS flight. This information should be readily available for use by the operator and HCAA to help establish that the reliability level is adequate and to assess the operators competence and capability to safely continue ETOPS. The operator shall intimate the office of HCAA within 48 hours the following reportable events: - a) In flight shut downs. b) Diversion or turn back. c) Uncommented power changes or surges. d) Inability to control the engine or obtain desired power. e) Problems with systems critical to ETOPS. f) Any other event detrimental to ETOPS. The report should identify the following: a) The aircraft identification including make and serial number. b) Engine identification make and serial number. c) Total time, cycles and time since last shop visit. d) For systems, time since overhaul or last inspection of the defective unit. e) Phase of flight f) Corrective action (iv) The APU installation, if required, for extended range operations, should meet all the requirements necessary to demonstrate its ability to perform the intended functions and if certain extended range operation necessitate in flight start and run of the APU after prolonged cold soaking, it must be substantiated that the APU has adequate reliability for that operation. (v) Propulsion System Monitoring: The operator shall lay down actions to be taken when adverse trends in propulsion system conditions are detected. When the IFSD exceeds 0.05/1000engine hours for 120-min operation or exceeds 0.02/1000 engine hours for a 180-minute operation, an immediate evaluation shall be accomplished with the problem identified and corrective action taken. D2/A Airworthiness Office of HCAA shall be provided with information in this regard. (vi) Maintenance Training: The operator should evolve a maintenance-training program for all the maintenance engineers engaged in the maintenance of aircraft approved for ETOPS focussing on the special nature of ETOPS. This program shall be included in the normal maintenance-training program. The object of this program is to ensure that all personnel involved in ETOPS are provided with the necessary training on the special nature of ETOPS maintenance requirements. (vii) ETOPS Parts Control Program: The operator shall evolve a program that ensures that proper parts and configuration are maintained for satisfactory ETOPS


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operation while borrowing / procuring/ pooling parts. The programme. should also cover those parts used during repair or overhaul to maintain the necessary ETOPS configuration (viii) Aircraft Performance Monitoring: The continued airworthiness Program mentioned in para 3.193. 7 should cover Aircraft Performance Monitoring to assess any degradation in the aircraft performance. This monitoring programme should form part of ETOPS manual. (ix) Sub-Contract Maintenance:- When maintenance is sub-contracted, the operator must ensure that a) The maintenance personnel of the sub-contractor involved are qualified for ETOPS. b) All airworthiness flight dispatch procedures and additional maintenance requirements as identified in the operators maintenance system manual is complied with. 3.19.15.6.5 Continued Airworthiness Program a. Operators intending to carry out extended range operations should have the ability to maintain aeroplane in a continuous state of airworthiness and adhere to the well-defined programmes and procedures. b. The basic maintenance program for the aeroplane being considered for ETOPS is the continued airworthiness maintenance program currently approved for that Operator. This will cover the particular model airframe engine combination. c. The Continued Airworthiness program should contain the standards, guidance and direction necessary to support the intended operations. The maintenance personnel involved in effecting this program should be made aware of the special nature of ETOPS and have the knowledge, skills and ability to accomplish the requirement of the program. ETOPS maintenance requirements will be approved as supplemental requirements. . The operator should adhere to a policy of avoiding maintenance by the same maintenance staff on both units of a dual system or on similar system, which are critical to ETOPS operation, such as engines during a single maintenance visit. (e.g. fuel control change on both engines.) However at outstations a single maintenance crew action may be verified by suitable ground tests including BITE tests, functional checks or operational checks etc d. ETOPS related tasks should be identified on the operators routine work procedures and related instructions. e. The operator should develop ETOPS maintenance checks to ensure that the status of the aeroplane and critical items related to ETOPS operations are acceptable. This check should be accomplished and certified by an ETOPS qualified maintenance person prior to an ETOPS flight. f. The operator shall develop a program for prompt implementation of modifications and inspections, which could affect propulsion system reliability.


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g. Minimum Equipment List (MEL): The operators should develop MEL exclusively for ETOPS operations which may be more restrictive than MMEL considering the nature of operation proposed and service problems that may be encountered and unique to the operator. h. Flight Report Books should be reviewed and documented as appropriate to ensure proper MEL procedures deferred items, maintenance checks and that system verification procedure has been properly performed. i. A separate defect report should be submitted to the HCAA on all defects experienced on ETOPS sectors. j. Procedure to be established to ensure that the airborne equipment will continue to be maintained at the level of performance and reliability required for extended range operations. 3.19.15.7 OPERATIONS SPECIFICATIONS: An Operator’s twin engine aircraft should not be operated on an extended range flight unless approved by HCAA for both maintenance and operations and endorsed on the Air Operators Certificate /operating permit or an equivalent document as part of the operations specifications. The Operator shall, therefore, evolve an Operations Specification for Extended Range operations, which should cover at least the following before seeking approval: - a) Should define particular airframe-engine combination including the current approved CMP standard required for extended range operations. b) Authorised area of operation and minimum altitude to be flown along the planned and diversionary route. c) Maximum diversion time at the approved one engine cruise speed. d) Airports authorised for use including alternates and associated instrument approaches and operating minima. e) Procedure to preclude an aeroplane being dispatched for Extended Range operation after propulsion system shut down, engine/major engine module change or primary airframe system failure etc on a previous flight without appropriate corrective action having been taken. The Operator shall develop verification program or procedure to ensure corrective action following an engine shut down, primary system failure, or any prescribed events, which require a verification flight or other action. Such a case requires aircraft to undergo verification flight of either non-revenue or revenue but non-ETOP flight before releasing for extended range operations. This verification flight can be combined with regular ETOP revenue flight provided verification phase is documented as satisfactorily completed upon reaching the ETOP entry point.


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3.19.15.8 CREW TRAINING AND EVALUATION a. Operator shall evolve a training program for the flight crew covering initial and recurrent training. This training should cover various aspects including standby generator as the sole power source. Established contingency procedures should be emphasised for each area of operation intended to be used. In addition, special, initial and recurrent training should be given to prepare flight crews to evaluate probable engine and airframe system failures. The object of this training should be to establish crew competency in dealing with most probable operating contingency (diversion decision making). b. The training should also cover proficiency check in performance like flight planning, procedure on diversion, abnormal and emergency procedures, air start of propulsion system, crew incapacitation etc. c. The flight crew-training programme shall be submitted to D2 of HCAA for approval. The training and checks of the crew shall be carried out as approved by the FID. 3.19.15.9 DISPATCH CONSIDERATIONS: While dispatching the aeroplane for Extended Range operations the following factors apart from airworthiness aspects may be considered: a) System redundancy levels appropriate to extended range operations should be as specified in the MEL. b) At normal conditions of propagation and normal one engine inoperative cruise altitude, reliable two-way voice communications between aeroplane and appropriate ATC unit over the planned route should be available. c) Non visual ground navigation aids should be available for the planned route and alternate flight path. Visual and non-visual aids should be available at the specified and alternate airports for the authorised types of approaches and operations minima. d) Should have fuel reserve necessary to fly to the most critical point and execute a diversion to a suitable alternate airport under various operating conditions. e) Required take-off destination and alternate airports to be used in the event of engine or other mechanical failure to be identified and reflected in the related documents. f)Operations manual should contain sufficient data to support the critical fuel reserves and area of operation and calculations considering the drift down condition and cruise altitude coverage etc., g) Operational limitations like route of operation, maximum diversion time, minimum altitude to be flown ,airports authorised for use etc., h) An operator should substantiate that the weather information system which it utilises can be relied upon to forecast terminal and enroute weather with a reasonable degree of accuracy and reliability in the proposed area of operation .


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3.19.15.10 AIRPLANE FLIGHT MANUAL INFORMATION Operators holding ETOPS approval shall ensure that the applicable flight manual contain at least the following information a) The maximum flight time with one power–unit inoperative, for which the systems reliability has been approved in accordance with the airworthiness requirements established for extended range operations; b) A list of additional equipment installed to meet the airworthiness requirements for extended range operations. c) Additional performance data, including limitations, and flight procedures appropriate to extended range operations; and d) Statement to the effect that the aeroplane systems associated with extended range operations meet the required airworthiness and performance criteria but that the meeting of such criteria does not by itself constitute approval to conduct extended range operations. 3.19.15.11 OPERATIONS APPROVAL The operator shall demonstrate to HCAA using the specified airframe engine combination that the flight can continue to a safe landing under anticipated degraded operating conditions, which could arise from: a) Total loss of thrust from one engine; or b) Total loss of engine generated electric power; or c) Any other condition which HCAA considers to be equivalent in airworthiness and performance risks. d) The operators crew training programme is adequate for the proposed operation and e) The documentation accompanying the approval covers all relevant aspects f) It has the competence and capability to safely conduct and adequately support the extended range operation. When the operational validation flight has been evaluated and found acceptable then the Operator may be authorised to conduct Extended Range operations with the specified airframe engine combinations. Approval to conduct ETOPS is made by the issuance of operation specification by the HCAA containing appropriate limitations 3.19.15.12 CONTINUED SURVEILLANCE The fleet average IFSD rate for the specified airframe engine combination shall continue to be monitored in accordance with propulsion system reliability assessment and ETOPS maintenance requirements. As with all other operations the Regional Airworthiness office will also monitor all aspects of the extended range operations. The HCAA is authorised to ensure that the operation continues to be conducted safely. In the event that an acceptable level of reliability is not maintained, significant


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adverse trend exists or if significant deficiencies are detected in the conduct of ETOPS operation, the Regional Airworthiness Office will initiate a special evaluation, impose operational restriction if necessary, to resolve the problem in a timely manner so as to ensure safe ETOPS operations. 3.19.15.13 THE APPLICATION FOR GRANT OF APPROVAL FOR EXTENDED RANGE

OPERATIONS SHOULD BE CONTAINING: 1. Name of the operator: (Valid AOC Number) 2 Aircraft registration number: 3. Types and Serial Number of the Aircraft: 4. Type and model of the Engines fitted: 5. Route of operation, Maximum diversion time, Minimum altitude to be flown: 6. Diversion/ En route alternate airport desired: 7 Copy of the ETOPS Manual: 8. Details of Crew Training: 9. Applicants in service operational experience: 10. Total engine hours of the type in the world fleet: 11. Proof of propulsion system reliability in the world fleet: 13.19 Propulsion system reliability of the applicant in terms of IFSD: 13. Maximum diversion time certified by the manufacture for the applicants aircraft: 14. Compliance list as described in Appendix 17 of the airworthiness manual 15. Date and Signature of the operator


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CHAPTER 3.20

INTERNAL STANDARDISATION


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3.20.1 Internal Standardization Audits

HCAA/D2/C has establish a system to monitor the Certification and the Continuous Surveillance process in order to ensure that all HCAA Operation Procedures are properly implemented and documented by auditing the respective files twice a year. Flight Standards Director publishes an Internal Order authorizing the Auditing Team to perform the audits and inform Operations Inspectors for the incoming audits. The assigned Auditor performs the internal standardization audits using the “internal Standardization Audit” check list for compliance, shown in Appendix 16 in chapter four of this Manual and examines the Certification and Continuous Surveillance files to verify:

i) The structure and contents ii) The performance of minimum required inspections

iii) The reporting, corrective actions and follow up of an inspection is properly documented.

During the audit all related findings are also reported on the same form indicated above. One form is completed for each Operator/Organization In order to proceed to the relevant corrective actions, each Principal Inspector receives and signs the Audit Report. Completed forms are submitted through the FSD to the appropriate FOIs and CSIs responsible for the specific Operator/Organization for corrective actions The summation of audit results is submitted through the Head of Flight Operations Section to the Flight Standards Director. When the proposed resolution date expires, the Auditor follows up the audit in order to confirm that effective and corrective actions have been implemented and closes the finding. Follow up documentation process is the same as the normal audit. Internal standardization audit forms are filed in the “Internal Audit” folder in the Division’s library for five years.


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CHAPTER 3.21

APPROVAL OF ELECTRONIC BAGS (EFBs)


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3.21 APPROVAL OF ELECTRONIC FLIGHT BAGS (EFBs)

3.21.1 Restrictions on use of PEDs by Flight Crew PEDs provided to assist the flight crew in their duties will need to be used in compliance with the procedures and conditions stated in the Operations Manual of the aircraft Operator. Such equipment will need to be switched off and stowed during all phases of flight unless: (a) Tests have been performed which confirm that these PEDs are not a source of unacceptable interference or distraction; (b) The PEDs do not pose a loose-item risk or other hazard, and; (c) The conditions for their use in flight are stated in the Operations Manual. Note: It is outside of the scope of this paragraph to define the characteristics, functionality and performance necessary for a PED to assist the flight crew in their duties. These are described below in the EFB use procedures. (HCAA Restricts EFB approval to class 1 only). 3.21.2. LEGISLATION Ref 46-20 Electronic Flight Bag CS/FAR 25.1301, 25.1309, 25.1316, 25.1321, 25.1322, 25.1431, 25.1581 CS/FAR 23.1301, 23.1309, 23.1321, 23.1322, 23.1431, 23.1581 CS/FAR 27.1301, 27.1309, 27.1321, 27.1322, 27.1581 CS/FAR 23.21.1301, 23.21.1309, 23.21.1321, 23.21.1322, 23.21.1431, 23.21.1581 Appendices A to CS-27 and CS-29: Instructions for Continued Airworthiness EU OPS 3.21.110, 3.21.130, 3.21.135, 3.21.140, 3.21.150, 3.21.155, 3.21.175, 3.21.185, 3.21.200, 3.21.290, 3.21.625, 3.21.915, 3.21.920,3.21.965, 3.21.1040, 3.21.1045, 3.21.1055, 3.21.1060, 3.21.1065, 3.21.1071 JAR OPS 3.243, 3.845, 3.865 as amended by NPA-OPS-8 HCAA operating regulations. TGL 36& 29 3.21.3. SYSTEM DESCRIPTION AND CLASSIFICATION OF EFB SYSTEMS This section is divided into two parts. The first part deals with the host platform i.e. the hardware used to run the software programs and the second part deals with the software programs or applications installed to provide the relevant functionality. For information, a matrix showing the relationship between airworthiness and operational approval processes is provided in Appendix E.


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3.21.3.1 Hardware Classes of EFB Systems Leaflet 36 defines three hardware classes of EFB systems, Class 1, 2, and 3. HCAA Restricts EFB approval to class one only. 3.21.3.1.1 Class 1 Class 1 EFB systems are:

Generally Commercial-Off-The-Shelf (COTS)-based computer systems used for aircraft operations,

Portable, Connect to aircraft power through a certified power source, Not attached to an aircraft mounting device, Considered as a controlled PED, Normally without aircraft data connectivity except under specific condition Class 1 EFB systems do not require airworthiness approval.

3.21.3.2 Software Applications for EFB Systems The functionality associated with the EFB System depends upon the applications loaded on the host. The classification of the applications into two Types (A and B) is intended to provide clear divisions between the scope and therefore the approval process applied to each one. Although guidelines and examples are provided in this leaflet to provide guidance as to the Type associated with a particular application, there is still the potential for misclassification. Applicants should be aware of two particular issues. The Type of application will influence the level of participation of the operations authority i.e. National Authority Flight Operations Inspectorate (FOI) or EASA safety committee and indeed the involvement or otherwise of the airworthiness authorities in the assessment exercise. For example, a misclassification may later be shown to have impacted the underlying airworthiness approval granted for the aircraft systems. In particular where there is data connectivity or interactive information the assumptions made by the Original Equipment Manufacturer (OEM) during initial certification may no longer hold e.g. data integrity, accuracy of performance calculations, primary use versus situational use. Therefore, if there is any doubt as to the classification of an application, applicants should seek advice early on in the approval process from either the respective HCAA Team or EASA. 3.21.3.2.1 Type A Type A software applications include pre-composed, fixed presentations of data currently presented in paper format. Type A software applications:


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May be hosted on any of the hardware classes Require Operational approval. This may be undertaken at the National Authority

FOI level. Do not require an airworthiness approval Typical examples of Type A software applications may be found in Appendix A.

3.21.3.2.2 Type B Type B software applications include dynamic, interactive applications that can manipulate data and presentation. Type B applications:

May be hosted on any of the hardware classes Require Operational approval. This will be undertaken at the JOEB level or where a JOEB does not exist for the particular aircraft type, EASA may delegate to a National Authority FOI. Do not require an airworthiness approval Typical examples of Type B software applications may be found in Appendix B. 3.21.4. AIRWORTHINESS APPROVAL The following airworthiness criteria are applicable to EFB installation. 3.21.4.1 Class 1 EFB A Class 1 EFB does not require an airworthiness approval because it’s a non-installed equipment however paragraph 6.3.21.3.21.a) through 6.3.21.3.21.d) here below should be assessed if relevant. During the operational approval process an assessment should be made of the physical use of the device on the flight deck. Safe stowage, crashworthiness, security and use under normal environmental conditions including turbulence should be addressed.

a) EMI Demonstrations or the purpose of EMI demonstrations, EFB Class 1 devices may be considered as PEDs and should satisfy the criteria contained within TGL No. 29 or AC 93.21.21-1A. If the EFB system is to be used during critical phases of flight (e.g., during take-off and landing), further EMI demonstrations (laboratory, ground or flight test) are required to provide greater assurance of non-interference and ensure compatibility. For use during critical flight phases, the EFB system should comply with the requirements of ED-14()/DO-160() Section 21, Emission of Radio Frequency Energy. b) Lithium Batteries During the procurement of Class 1 EFBs, special considerations should be given to the intended use and maintenance of devices incorporating lithium batteries. In particular, the operator should address the following issues:


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Risk of leakage Safe storage of spares including the potential for short circuit Hazards due to on-board continuous charging of the device, including battery

overheat. As a minimum specification, the lithium battery incorporated within the EFB device should have been tested to Underwriters Laboratory Inc (UL) Standard for Safety for Lithium Batteries reference UL1642. The operator is responsible for the maintenance of EFB system batteries and should ensure that they are periodically checked and replaced when required. c) Power Source The EFB power source should be designed such that it may be deactivated at any time. Where there is no possibility for the flight crew to quickly remove or un-plug the power to the EFB system, a clearly labelled and conspicuous means (e.g., on/off switch) should be provided. Circuit breakers are not to be used as switches; their use for this purpose is prohibited. In order to achieve an acceptable level of safety, certain software applications, especially when used as a source of required information, may require that the EFB system have access to an alternate power supply. d) Data Connectivity Data connectivity to other systems is not authorised except if connected to a system completely isolated from the avionics/aircraft systems (e.g., EFB system connected to a transmission media that receives and transmits data for AAC purposes on the ground only). Any other type of data connectivity requires an airworthiness approval. 3.21.5. OPERATIONAL APPROVAL The Authority will consider applications from operators to use an EFB system on a case-by-case basis using the process described hereafter. Operators planning to implement the use of EFB systems will need to demonstrate to the Authority that the EFB system is robust and will not provide inaccurate or misleading information to crews. The operator may demonstrate the fidelity and reliability of the system in a number of ways. Where it is the intention to start EFB operations with no paper back up a full Operational Risk Assessment and suitable means of mitigation against failure or malfunction will be required. Alternatively, the operator may choose to keep the paper back up, as a cross check against the EFB information and as a means of mitigation against failure or malfunction. A combination of the above methods where some risk assessment and limited paper back up is carried may also be used at the discretion of


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the authority. The final Operational Evaluation Test (see section 7.7) will depend on the method used. Note: Where the term Authority is used in this Section, it applies to either the JOEB or the National Authority depending on who has primary responsibility for conducting the assessment. Ultimately an individual operator would expect to receive an operational approval from their National Authority. 3.21.5.1 Operational Risk Analysis The Authority will need to be satisfied that the operator has considered the failure of the complete EFB system as well as individual applications including corruption or loss of data and erroneously displayed information. The objective of this process is to demonstrate that the software application achieves at least the same level of integrity and availability as the “traditional” means that it is intended to replace 3.21.5.1.2 Scope The analysis will be specific to the operator concerned but will need to address at least the following points:

Minimisation of undetected erroneous application output Ease or otherwise to detect erroneous outputs from the software application

o Description of corruption scenarios o Description of mitigation means (crew monitoring)

Upstream development quality process o Reliability of root data used in applications (qualified/verified input data) o Application verification and validation checks o Partitioning of application software having safety effect from application software without safety effect e.g., partitioning of Type A, B from other application.

Description of the mitigation means following detected loss of application, or detected erroneous output due to internal EFB error e.g., availability of back up data, procedures etc. This may be in the form of an alternative EFB possibly supplied from a different power source or some form of paper back up system e.g., Quick Reference Handbook (QRH). The operator may then propose to the Authority that the EFB system be used as an alternative system to paper documentation. The proposal to the Authority should specify which paper documentation need not be carried and/or any operational credit sought. The Authority may require a trial period during which paper documentation is retained to confirm the robustness of the system. The impact of the EFB system on the Minimum Equipment List (MEL) should be assessed. The operator should demonstrate how the availability of the EFB is confirmed by pre-flight checks .Instructions to flight crew should clearly define actions


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to be taken in the event of any EFB system deficiency and whether dispatch is allowed. 3.21.5.2 Human Machine Interface Assessment for Type A and B Software

applications The operator will need to carry out an assessment of the human machine interface and aspects governing Cockpit Resource Management (CRM), when using the EFB system. This should include a review of the complete system to include at least the following points.

Human / machine interface Legibility of text Approach/departure and navigation chart display Responsiveness of application Off-screen text and content Active regions Managing multiple open applications and documents Messages and the use of colours System error messages Data entry screening and error messages

Note: Further guidance and means of compliance are provided in Appendix D. 3.21.5.3 Flight Crew Operating Procedures. 3.21.5.3.1 Procedures for Using EFB Systems with other Flight Deck Systems Procedures should be designed to ensure that the flight crew know which aircraft system (e.g., Engine Indicating and Crew Alerting System (EICAS), Flight Management System (FMS), or EFB system) to use for a given purpose, especially when both the aircraft and EFB systems provide similar information. Procedures should also be designed to define the actions to be taken when information provided by an EFB system does not agree with that from other flight deck sources, or when one EFB system disagrees with another. If an EFB system generates information similar to that generated by existing cockpit automation, procedures should clearly identify which information source will be primary, which source will be used for back up information, and under what conditions to use the back up source. Whenever possible and without compromising innovation in design/use, EFB/user interfaces should be consistent (but not necessarily identical) with the flight deck design philosophy.


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3.21.5.3.2 Flight Crew Awareness of EFB Software/Database Revisions The operator should have a procedure in place to allow flight crews to confirm prior to flight the revision number and/or date of EFB application software including where applicable, database versions. However, flight crews should not be required to confirm the revision dates for other databases that do not adversely affect flight operations, such as maintenance log forms, a list of airport codes, or the Captain’s Atlas. An example of a date sensitive revision is an aeronautical chart software applications or databases loaded on the EFB system are out-of-date. 3.21.5.3.2 Procedures to Mitigate and/or Control Workload Procedures should be designed to mitigate and/or control additional workloads created by using an EFB system. The operator should develop procedures such that both flight crewmembers do not become preoccupied with the EFB system at the same time. Workload should be apportioned between flight crewmembers to ensure ease of use and continued monitoring of other flight crew functions and aircraft equipment. These procedures should be strictly applied in flight and should specify the times at which the flight crew may not use the EFB system. 3.21.5.3.4 Defining Flight Crew Responsibilities for Performance Calculations Procedures should be developed that define any new roles that the flight crew and dispatch office may have in creating, reviewing, and using performance calculations supported by EFB systems. 3.21.5.4 3.21.5.5 Quality Assurance The operator should document procedures for the quality control of the EFB system. This should detail who will be in overall charge of the EFB system, i.e. the EFB Administrator, and who will have authority to authorise and activate amendments to the hardware and software. Procedures should be established for the maintenance of the EFB system and how unserviceabilities and failures will be dealt with to ensure that the integrity of the EFB system is assured. Maintenance procedures will also need to include the handling of updated information and how this will be accepted and then promulgated in a timely and complete format to all users and aircraft platforms. Should a fault or failure of the system come to light it is essential that such failures are brought to the immediate attention of the flight crew and that the system is isolated until rectification action is taken. As well as back up procedures to deal with system failures a reporting system will need to be in place so that any action necessary, either to a particular EFB system, or to the whole system, is taken in order to prevent the use of erroneous information by flight crews. The EFB system will need


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to be secure from unauthorised intervention. This should include the use of password protected system updates as well as physical security of the hardware. Measures should also include the control of laptop software installations to prevent use of unauthorised data. 3.21.5.5 Role of the EFB Administrator The role of the EFB Administrator is a key factor in the running of the EFB system. He/she will need to receive appropriate training in the role and should have a good working knowledge of the proposed system hardware and operating system. The EFB system supplier should provide guidelines to clearly identify, which parts of the system can be accessed and modified by the EFB Administrator and which parts are only accessible by the supplier. It should also be clearly stated which changes and modifications may be further delegated by the EFB Administrator to maintenance and support staff. The EFB Administrator should establish procedures to ensure that these guidelines are strictly adhered to and that no unauthorised changes take place. The EFB Administrator will also be responsible for conducting audits and for ensuring that company procedures are complied with by all personnel. This should include systematic audits/checks against the procedures and random checks of reports to ensure that any detected errors are correctly followed up. 3.21.5.6 Flight Crew Training Flight crew will need to be given specific training in the use of the EFB system before any approval is given. Training should include at least the following:

An overview of the system architecture Limitations of the system Specific training on the use of each application and the conditions under which the

EFB may and may not be used Restrictions on the use of the system, including where some or all of the system is

not available Procedures for cross checking of data entry and computed information Phases of flight when the EFB system may and may not be used CRM and human factor considerations on the use of the EFB Additional training for new applications or changes to the hardware configuration

Consideration should also be given to the role that the EFB system plays in Operator Proficiency Checks as part of Recurrent training and checking. 3.21.5.7 Operational Evaluation Test The object of the Operational Evaluation Test will be to verify that the above elements have been satisfied before final approval of the EFB in place of paper documentation.


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3.21.5.7.1 Initial Retention of Paper Back Up Where paper is initially retained as back up, the operational evaluation test will typically be conducted in two stages. The first stage should run in parallel with the equivalent paper format to verify the correctness and reliability of the system. This will normally be for a six-month period but may be varied at the discretion on the National Authority. The evaluation should include audits of the procedures used as well as checks on the accuracy of any computed data. On completion of the first stage a report should be sent to the National Authority who will then issue an approval for the use of the system in place of the paper format. As a precaution, the paper documentation must be retained during a second stage for use in the event of the EFB system not being available or any fault being detected with the system. When the National Authority is satisfied that the back-up procedures are sufficiently robust, approval may be given to allow removal of the paper documentation. 3.21.5.7.2 Commencement of Operations without Paper Back Up Where the applicant / operator seeks credit to start of operations without paper back up the Operational evaluation test will consist of the following elements:

A detailed review of the operational risk analysis A simulator LOFT session to verify the use of the EFB under operational

conditions including normal, abnormal and emergency conditions. Items such as a late runway change and diversion to an alternate should also be included. This should be conducted before any actual line flights, as the outcome may need a change to the flight crew training and/or administrative procedures.

Observation by the authority of the initial line flights. The authority must also be satisfied that operator will be able to continue to maintain the EFB to the required standard through the actions of the administrator and quality assurance system. 3.21.5.8 Final Operational Report (Operational Compliance Summary) The Operator should produce a final operational report, which summarises all activities conducted as demonstrated means of compliance, supporting the issue of an operational approval of the EFB system. The report should include, but not be limited to, the following:

EFB platform/hardware description Description of each software application to be included in the approval Risk analysis summary for each application and mitigation means put in place


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Appendix A Examples of Type A Software Applications Based on FAA AC 120-76A. Differences from AC 120-76A are highlighted in bold text.

Flight Crew Operations Manuals (FCOM) (Without contextual access based on sensed aircraft parameters)

Company Standard Operating Procedures (SOP) Airport diversion policy guidance, including a list of Special Designated Airports

and/or approved airports with emergency medical service (EMS) support facilities Operations Specifications (OpSpecs) Cockpit observer briefing cards Airplane Flight Manuals (AFM) and Airplane Flight Manual Supplements (AFMS) Aircraft performance data (fixed, non-interactive material for planning purposes) Airport performance restrictions manual (such as a reference for takeoff and

landing performance calculations)

Maintenance manuals Aircraft maintenance reporting manuals Aircraft flight log and servicing records Autopilot approach and autoland records Flight Management System/Flight Management and Guidance System problem

report forms Aircraft parts manuals Service bulletins/published Airworthiness Directives, etc. Air Transport Association (ATA) 100 format maintenance discrepancy write-up

codes Required VHF Omni directional Range (VOR) check records Minimum Equipment Lists (MEL) (Without contextual access based on sensed

aircraft parameters) Configuration Deviation Lists (CDL) Federal, state, and airport-specific rules and regulations Airport/Facility Directory (A/FD) data (e.g., fuel availability, LAHSO distances for

specific runway combinations, etc.) Noise abatement procedures for arriving and departing aircraft Published (graphical) pilot Notices to Airmen (NOTAM) International Operations Manuals, including regional supplementary information

and International Civil Aviation Organization (ICAO) differences

Aeronautical Information Publications (AIP) Oceanic navigation progress logs

Pilot flight and duty-time logs Captain’s report (i.e., captain’s incident reporting form) Flight crew survey forms (various)


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Cabin Staff Manuals EMS reference library (for use during medical emergencies) Trip scheduling and bid lists Aircraft’s captain’s logs Aircraft’s CAT II/CAT III landing records Antiterrorism profile data Hazardous Materials (HAZMAT)/oxidizer look-up tables Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods

(ICAO Doc 9481-AN/928) Customs declaration Special reporting forms, such as Safety Reports, Airprox and Bird Strike reports. Incidents of interference to aircraft electronic equipment from devices carried

aboard aircraft Current fuel prices at various airports Aircraft operating and information manuals Flight operations manuals including emergency procedures Airline policies and procedures manuals Aircraft Maintenance Manuals Flight crew qualifications record keeping, including aircraft qualifications, CAT II/III,

high minimums, landing currency, flight and duty time, etc. PIC currency requirements Weather information in a pre-composed format

Appendix B

Human factor assessment for the complete EFB system, human machine interface and all software applications o Pilot workload in both single-pilot and multi-crew flown aircraft o Size, resolution, and legibility of symbols and text o For navigation chart display: access to desired charts, access to information within a chart, grouping of information, general layout, orientation (e.g., track-up, north-up), depiction of scale information.

Training EFB Administrator qualification

Once the Authority is satisfied that the EFB may be used in place of, or as an alternative to paper based information, it will issue an approval based on the submission described above. examples of Type B Software Applications Based on FAA AC 120-76A with additional notes highlighting potential need for airworthiness authority involvement during the operational approval process.

Flight Crew Operations Manuals (FCOM) with contextual access based on sensed aircraft parameters

Takeoff, en route, approach and landing, missed approach, go-around, etc., performance calculations. Data derived from algorithmic data or performance calculations based on software algorithms [1]


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Power settings for reduced thrust settings [1] Runway limiting performance calculations [1] Weight and balance calculations [1] Minimum Equipment Lists (MEL) with contextual access based on sensed aircraft

parameters Panning, zooming, scrolling, and rotation for approach charts Pre-composed or dynamic interactive electronic aeronautical charts (e.g., en

route, area, approach, and airport surface maps) including, centring and page turning but without display of aircraft/own-ship position [2]

Electronic checklists, including normal, abnormal, and emergency (Without contextual access based on sensed aircraft parameters) [3]

Applications that make use of the Internet and/or other aircraft operational communications (AAC) or company maintenance-specific data links to collect, process, and then disseminate data for uses such as spare parts and budget management, spares/inventory control, unscheduled maintenance scheduling, etc. (Maintenance discrepancy logs need to be downloaded into a permanent record at least weekly)

Weather information with graphical interpretation Cabin-mounted video and aircraft exterior surveillance camera displays

[1] Performance computation application including pre-composed and interactive data may be classified as a Type B, subject to consultation and agreement with the responsible airworthiness authority during the operational approval process. Otherwise, such applications should follow a normal airworthiness approval process. [2] Dynamic interactive charts may need to follow a normal airworthiness approval process if functionality, accuracy, refresh rate and resolution enable to use this application as a navigation display. [3] Electronic checklist may be classified as a Type B, subject to consultation and agreement with the responsible airworthiness authority during the operational approval process. Otherwise, such applications should follow a normal airworthiness approval process. Appendix C Applications Ineligible for Type A or Type B EFB Classification When classifying the EFB Type, it is important that software applications are correctly classified and the appropriate level of airworthiness and operational assessment is clearly identified. Appendices A and B of this Leaflet list software applications which may be classified as either Type A or Type B and which may be approved through an operational approval process. The distinction between Type B and a software application that should undergo a normal airworthiness process is more difficult and will require negotiation between the applicant and the relevant National Authority. The Notes within Appendix B are intended to highlight those applications that may require airworthiness review prior to operational approval. The list below includes software


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applications that are considered by HCAA to be ineligible for classification as either Type A or B and will need to go through a full airworthiness approval process:

Any application displaying information which may be directly used by the flight crew to control aircraft attitude, speed, altitude (e.g., PFD type of display)

Any application displaying information which may be directly used by the flight crew to check or control the aircraft trajectory, either to follow the intended navigation route or to avoid adverse weather, obstacles or other traffic, in flight or on ground. Moving maps, or presentation of weather maps, terrain, other aircraft positions relative to own ship’s position could fall into this category if accuracy, refresh rate and resolution are sufficient

Any application displaying information which may be directly used by the flight crew to assess the status of aircraft critical and essential systems status, and/or to manage aircraft essential and critical systems following failure

Any application enabling primary means of communications related to air traffic services, or whereby the flight path of the aircraft is authorised, directed or controlled

Any application substituting or duplicating any certified avionics systems Applications which due to automatic interactions with other aircraft systems,

displays and controls would raise significant human factors issues Note 1: the wording “may directly be used by the flight crew” in the above criteria is intended to assess the potential use by the crew considering the functional capability of the application. Note 2: applications covered by an airworthiness approval may contain user-modifiable software or data. The boundaries of the user-modifiable parts should be defined as part of the airworthiness approval. Note 3: In case of doubt on the applicability of the above criteria, the application developer should contact the responsible authority and seek advice.

Appendix D Human Machine Interface Assessment and Human Factors considerations D1 General Principles This appendix provides guidance material for the assessment of the human machine interface associated with the EFB system. It provides general criteria that may be applied during assessments conducted during both the airworthiness and operational approvals and is restricted to human factors assessment techniques and means of compliance. The process for division of responsibilities and who does what, is contained within the main body of the Leaflet. Note: Where an assessment is conducted as part of an airworthiness approval i.e. for a Class 3 EFB system, JAA INT/POL/25/14 titled Human Factors Aspects of Flight Deck Design, should be applied.


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D2 Common Considerations D2.1 Human Machine Interface The EFB system should provide a consistent and intuitive user interface, within and across the various hosted applications. This should include, but not be limited to, data entry methods, colour coding philosophies, and symbology. D2.2 Legibility of Text Text displayed on the EFB should be legible to the typical user at the intended viewing distance(s) and under the full range of lighting conditions expected on a flight deck, including use in direct sunlight. Users should be able to adjust the screen brightness of an EFB independently of the brightness of other displays on the flight deck. In addition, when automatic brightness adjustment is incorporated, it should operate independently for each EFB in the flight deck. Buttons and labels should be adequately illuminated for night use. All controls must be properly labelled for their intended function. Consideration should be given to the long-term display degradation as a result of abrasion and aging. D2.3 Input Devices In choosing and designing input devices such as keyboards or cursor-control devices, applicants should consider the type of entry to be made and flight deck environmental factors, such as turbulence, that could affect the usability of that input device. Typically, the performance parameters of cursor control devices should be tailored for the intended application function as well as for the flight deck environment. D2.4 General EFB design guidelines D2.4.1 Messages and the Use of Colours. For any EFB system, EFB messages and reminders should meet the requirements in CS 23.1322 or 25.1322, as is appropriate for the intended aircraft. While the regulations refer to lights, the intent should be generalised to extend to the use of colours on displays and controls. That is, the colour “red” shall be used only to indicate a warning level condition. “Amber” shall be used to indicate a caution level condition. Any other colour may be used for items other than warnings or cautions, providing that the colours used, differ sufficiently from the colours prescribed to avoid possible confusion. EFB messages and reminders should be integrated with (or compatible with) presentation of other flight deck system alerts. EFB messages, both visual and auditory, should be inhibited during critical phases of flight. Flashing text or symbols should be avoided in any EFB application. Messages should be prioritised and the message prioritisation scheme evaluated and documented. Additionally, during critical phases of flight, required flight information should be continuously presented without un-commanded overlays, pop-ups, or preemptive


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messages, excepting those indicating the failure or degradation of the current EFB application. However, if there is a regulatory or Technical Standard Order (TSO) requirement that is in conflict with the recommendation above, those should have precedence. D2.4.2 System Error Messages. If an application is fully or partially disabled, or is not visible or accessible to the user, it may be desirable to have a positive indication of its status available to the reports may require an error message when the user actually attempts to access the function rather than an immediate status annunciation when a failure occurs. EFB status and fault messages should be prioritised and the message prioritisation scheme evaluated and documented. D2.4.3 Data Entry Screening and Error Messages. If user-entered data is not of the correct format or type needed by the application, the EFB should not accept the data. An error message should be provided that communicates which entry is suspect and specifies what type of data is expected. The EFB system should incorporate input error checking that detects input errors at the earliest possible point during entry, rather than on completion of a possibly lengthy invalid entry. D2.5 Error and Failure Modes D2.5.1 Flight Crew Error. The system should be designed to minimise the occurrence and effects of flight crew error and maximise the identification and resolution of errors. For example, terms for specific types of data or the format in which latitude/longitude is entered should be the same across systems. Data entry methods, colour-coding philosophies and symbology should be as consistent as possible across the various hosted EFB applications. These applications should also be compatible with other flight deck systems. D2.5.2 Identifying Failure Modes. The EFB system should be capable of alerting the flight crew of probable EFB system failures. D2.6 Responsiveness of Application The system should provide feedback to the user when user input is accepted. If the system is busy with internal tasks that preclude immediate processing of user input (e.g., calculations, self-test, or data refresh), the EFB should display a “system busy” indicator (e.g., clock icon) to inform the user that the system is occupied and cannot process inputs immediately. The timeliness of system response to user input should be consistent with an application’s intended function. The feedback and system response times should be predictable to avoid flight crew distractions and/or uncertainty.


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D2.7 Off-Screen Text and Content If the document segment is not visible in its entirety in the available display area, such as during “zoom” or “pan” operations, the existence of off-screen content should be clearly indicated in a consistent way. For some intended functions it may be unacceptable if certain portions of documents are not visible. This should be evaluated based on the application and intended operational function. If there is a cursor, it should be visible on the screen at all times while in use. D2.8 Active Regions Active regions are regions to which special user commands apply. The active region can be text, a graphic image, a window, frame, or other document object. These regions should be clearly indicated. D2.9 Managing Multiple Open Applications and Documents If the electronic document application supports multiple open documents, or the system allows multiple open applications, indication of which application and/or document is active should be continuously provided. The active document is the one that is currently displayed and responds to user actions. Under non-emergency, normal operations, the user should be able to select which of the open applications or documents is currently active. In addition, the user should be able to find which flight deck applications are running and switch to any one of these applications easily. When the user returns to an application that was running in the background, it should appear in the same state as when the user left that application – other than differences associated with the progress or completion of processing performed in the background. D2.10 Flight Crew Workload The positioning, of the EFB should not result in unacceptable flight crew workload. Complex, multistep data entry tasks should be avoided during takeoff, landing, and other critical phases of flight. An evaluation of EFB intended functions should include a qualitative assessment of incremental pilot workload, as well as pilot system interfaces and their safety implications D3 Specific Application Considerations D3.1 Approach/Departure and Navigation Chart Display The approach, departure, and navigation charts that are depicted should contain the information necessary, in appropriate form, to conduct the operation to at least a level of safety equivalent to that provided by paper charts. It is desirable that the EFB display size is at least as large as current paper approach charts and that the format


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be consistent with current paper charts. Alternate approach plate presentations may be acceptable, but will need to be evaluated and approved by the Authority for functionality and human factors. Appendix E EFB classification matrix and derived certification and operational approval This appendix provides a matrix showing the relationship between the respective airworthiness and operational approval processes for all EFB Classes and Types

EFB Applications

Hardware Class

Airworthiness Involvement (Section 4)

Operational Involvement (Section 5)

Type A Refer to AppendixA

Class 1,2,3

1) Class 1: No 2) Class 2: Yes, for Mounting device Power Data Connectivity 3) Class 3: Yes for the EFB installation and human factor aspects 4) Type A: No

National Authority FOI: Risk Analysis Human Factor assessment Quality Assurance

System Administration Crew Training Operational Evaluation Test Statement approval

Type B Refer to Appendix B

Class 1,2,3

1) Class 1: No 2) Class 2: Yes, for

Mounting device Power Data Connectivity

3) Class 3: Yes for the EFB installation and human factor aspects 4) Type B: No*

JOEB or Central JAA who may delegate to a nominated National Authority FOI: Risk Analysis Human Factor assessment

Quality Assurance System Administration Crew Training

Ops Evaluation Test

Final report

* Subject to consultation and agreement with the responsible airworthiness authority during the operational approval process, see Appendix B.


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CHAPTER 3.22

FLIGHT DUTY TIME LIMITATION


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Table of Contents

Flight Time Limitations (FTL)

PARAG. TITLE

3.22.1 General

3.22.2 Terms and Definitions

3.22.3 Adequate Facilities

3.22.4 Augmented Crew (FLT-AC)

3.22.5 Basic Cabin Crew (FLT-BC)

3.22.6 Basic Flight Crew (FLT-BC)

3.22.7 Block Time

3.22.8 Break

3.22.9 Calendar Day

3.22.10 Crew Member

3.22.11 Day

3.22.12 Day Off (DOF)

3.22.13 Double Crew (FLT-DC)

3.22.14 Duty

3.22.15 Duty Period

3.22.16 Flight Crew Member

3.22.17 Flight Duty Period (FDP)

3.22.18 Home Base

3.22.19 Local Night

3.22.20 Minimum Crew


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3.22.21 Notification Time

3.22.22 Operating Crew Member

3.22.23 Positioning

3.22.24 Reporting Time

3.22.25 Rest Period

3.22.26 Sector

3.22.27 Split Duty

3.22.28 Standby

3.22.29 Suitable Accommodation

3.22.30 Time Difference

3.22.31 Travelling

3.22.32 Window of Circadian Low-WOCL

3.22.33 Operator's Responsibilities

3.22.34 Crew Member’s Responsibilities

3.22.35 Competence of the Civil Aviation Authority

3.22.36 Duty Periods

3.22.36.1 Cumulative Duty Hours

3.22.36.2 Duty period encompasses

3.22.36.3 Duty Period Credit


3.22.37.1 Flight Duty Period Credit

3.22.37.2 Reporting Time

3.22.38 Post-flight Activities

3.22.39 The maximum basic daily FDP


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3.22.40 Planned FDP Extensions

3.22.41 Mixed operations


3.22.43 Double crew (FLT-DC)

3.22.44 Split duty

3.22.45 Block Times

3.22.46 Rest Requirements

3.22.46.1 Rest period

3.22.47 Rest Period increase in sequence of planned Duty Period

3.22.48 Days Off (DOF)


3.22.50 Rest Period at a Place of a Suitable Accommodation


3.22.51.1 Rest Period Requirements upon Changing Time Zones

3.22.51.2 Rest Period Requirements at Crew Member’s Home Base

3.22.52 Return to Home Base

3.22.53 Accumulation of Duties with change of 4 or more Time Zones

3.22.54 Standby

3.22.54. 1 Forms of Standby Based on the Place of Standby

3.22.54.2 Standby Limits

3.22.54.3 Standby within a Sequence of Planned Duty Periods

3.22.54.4 Standby as a Part of a FDP

3.22.54.5 Notification Time

3.22.55 Unforeseen Circumstances in Actual Flight Operations

3.22.55.1 FDP Extension or Rest Period Reduction


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3.22.56 Change of a FDP into a Split Duty

Flight Duty Time Limitations (FDTL)

3.22.0 Recommendations

1. Operators should plan the necessary amendments to their OM in line with the submission timescales specified above to ensure that their FTL Approval remains current after April first 2010.

2. Operators should ensure that their company travel policy meets the requirements of their approved FTL scheme, whilst noting the additional Standard Variations now available. 3. Operators should ensure that commanders, when completing the Discretion report,

note the factors on which the decision was based. 4. Operators should ensure that operational staff is familiar with the intent and

clarification of HCAA Operations Manual terminology, as outlined above. 5. Operators should ensure a copy of all Discretion Reports and the details there on, form part of a monthly Management Report and be made available for HCAA audit purposes.

3.22.1 General

These Requirements contains regulations determining the maximum permissible duty periods, flight duty periods and block times for crewmembers. Also the rules concerning the assignment of crew member’s standby duties are prescribed.

Utilization of flight crewmembers shall be limited in such a way as not to jeopardize the safety of flight by overloading the crewmember on a given single duty or by the cumulative fatigue in cases where a flight crew member is scheduled to complete a row of consecutive duties.

Flights shall be planned so that duty periods, flight duty periods and minimum rest periods are within prescribed limits taking into consideration other factors such as daytime and night time duty, the positioning of crew, breaks between flights and the availability of prone rest.

If the flight crewmembers conduct other flight activities aside from commercial air transport they must observe the requirements given by paragraph 3.22.46. Rest period

3.22.2 Terms and Definitions

For the purpose of these requirements the terms listed below have the following meaning:

3.22.3 Adequate Facilities


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A quiet and suitably furnished place, not open to the public intended for crewmember’s break or standby.


A crew which comprises more crew members than the basic flight crew, but less than the double crew for a given aircraft and in which each crewmember can leave his post and be replaced by another suitably qualified crewmember for some part of the flight.

3.22.5 Basic Cabin Crew (FLT-BC)

A crew complement of flight attendants set forth by the Operations Manual, Part A as a minimum required for aircraft emergency evacuation of maximum permissible number of passengers on board. The actual number of flight attendants assigned to a cabin crew may be increased by the operator because of commercial reasons.

3.22.6 Basic Flight Crew (FLT-BC)

A crew complement consisting of the number of crew members set forth by the Operations Manual, Part A. The basic flight crew shall not consist of a smaller number of crewmembers than that required in subparagraph 3.22.16.

3.22.7 Block Time

The time period between an aircraft first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position or until the last engine is stopped, whichever takes place later.

3.22.8 Break

An uninterrupted time period of less than 11 hours and longer than 2 hours and 59 minutes that counts as part of a split duty. During this time period the crew member is free of all duties.

3.22.9 Calendar Day

A time period consisting of 24 consecutive hours commencing at 00:00 hours local time.

3.22.10 Crewmember

A flight crew member and/or a flight attendant with an appropriate license

3.22.11 Day

A time period consisting of 24 consecutive hours commencing at 00:00 UTC.

3.22.12 Day off (DOF)

A calendar day notified by the duty roster in advance as a day in which the crew member is relieved of all duties by the Operator. A single day off shall include two local nights. A rest period may be included as part of a day off. Days off shall be planned at crew member’s home base so that crew members are relieved of all duties by the Operator.


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3.22.13 Double Crew (FLT-DC)

A crew comprised of double the number of crewmembers for all positions required by the Operations Manual, Part A for a given type of aircraft. The composition of the double crew shall allow for each crewmember to be replaced by another crewmember of required qualification approximately half way through a flight duty period.

3.22.14 Duty

Any task that a crew member is required to carry out at the behest of the Operator or any other activities carried out by the crew member that are associated with flight operations or the business of an AOC holder.

3.22.15 Duty Period

The time period which starts when the crewmember reports for a duty at a time and place required by the Operator and ends when the crewmember is free from all duties.

3.22.16 Flight Crewmember

A pilot, flight engineer or panel operator designated by the Operator for a duty on board of an aircraft during the flight.


A time period which commences when a crewmember reports for a duty (at a time designated by the Operator or at the starting time of duty period) that includes a flight or a series of flights and which finishes at the end of the post-flight activities following the end of the block time of the final flight of this flight duty.

3.22.18 Home Base

The airport at a place nominated by the Operator to the crew member where, under normal conditions, the Operator is not responsible for the accommodation of the crew member concerned, unless utilizing the provisions of the split duty. In cases where the Operator temporarily designates a new home base abroad, the Operator is required to provide suitable accommodation to the crewmember concerned.

3.22.19 Local Night

A period of 8 hours falling between 22.00 hours and 08.00 hours local time.

3.22.20 Minimum Crew

A crew compliment set forth by the Aeroplane Flight Manual (AFM) for a given type of aircraft.

3.22.21 Notification Time


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The period of time that the Company allows between the time a crew member on standby receives a call requiring him to report for duty and the time he is required to report for that duty.

3.22.22 Operating Crewmember

A crewmember that carries out his/her duties in an aircraft during a flight or during any part of a flight.

3.22.23 Positioning

The transferring of a crewmember from one place of duty to another place of duty at the behest of an Operator excluding travelling as defined in the subparagraph 3.22.31.

3.22.24 Reporting Time

The time at which a crewmember is required by an Operator to report for any duty.

3.22.25 Rest Period

An uninterrupted time period of a minimum length defined by the provisions of these requirements between two consecutive duty periods during which a crew member is free of all duties and/or standby.

3.22.26 Sector

A flight segment between an aerodrome where an aircraft took off and an aerodrome of its subsequent landing.

3.22.27 Split Duty

A FDP, which consists of two duties separated by a break.

3.22.28 Standby

A defined period of time rostered in advance during which a crewmember is required by the Operator to be available to receive an assignment for flight duty.


A suitably furnished bedroom with single occupancy for each crewmember, which is subject to minimum noise, is well ventilated and should have the facility to control the levels of light and temperature in the room.


The number of hrs separating local standard time at two geographical locations (disregarding "daylight saving time")

3.22.31 Travelling

All travelling time spent by a crew member during a transfer between the place of duty and a place of suitable accommodation or break and vice versa.


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3.22.32 Window of Circadian Low – WOCL

The time period between 02:00 hours and 05:59 hours. Within a band of 3 time zones the WOCL refers to local time of a crewmember’s home base. Beyond these 3 time zones the WOCL refers to the local time of the aerodrome of departure, within the first 48 hours, and thereafter, to the local time of the destination aerodrome.

3.22.33 Operator's Responsibilities

The Company is required to

a) Ensure the observation of requirements as defined by the Flight and Duty Time Limitations and Rest Scheme (FTL)

b) Maintain records showing, total flight time per 24 hrs, 7 days, 28 days, 3 months and annually, block times, start and end times, for each crew member’s duty or FDP, rest periods, as well as number of days off for each crew member and store commander’s flight reports concerning each case of flight duty extension or rest reduction. These records will be maintained for the minimum period of 15 months.

c) Ensure that crew members who assigned to administrative or office duties will be credited with the total duty period when performing those duties.

d) Establish and constantly update own system of internal audit to ensure the observation of requirements as defined by the FTL. The system updates should result from Operator’s operational experience gathered from commander’s flight reports concerning abnormal situations, including reports of potentially dangerous situations arising from crew members’ fatigue. Proposed revisions of the FTL based on the operational experience gathered shall be presented to the Authority. e) Copies of the records as well as flight reports listed in paragraph(d) will be made available and in electronic format to HCAA and to crew members on their request.

The Company shall ensure that

a) In cases of FDP extension (as per paragraph 3.22.55.1a) or rest time reduction (as per paragraph 3.22.55.1c) due to unforeseen circumstances relating to actual flight operations, a written report of such an occurrence will be submitted by the aircraft commander.

b) In cases of maximum allowed FDP extension or minimum required rest period reduction exceeding 1 hour the Flight Operations Department submits the commander’s written report of such an occurrence with explanatory comments to the Authority within the period of 28 days of the occurrence.

3.22.34 Crewmember’s Responsibilities

Crewmember shall not


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a) Commence duty if he would not meet the requirements set forth by the FTL. In such a case the crew member shall notify the Crew Scheduling Officer or the Operations Control Officer on duty. Same consideration also applies before commencing another flight segment within a given FDP. Crewmember shall pay attention especially to the length of individual FDPs and their possible extensions, rest periods and their possible reductions, rest time required within the sequence of planned duty periods as well as cumulative block time limitations

b) Commence or continue a FDP if he knows that he is suffering from or is likely to suffer from fatigue, or feels unfit to the extent that the flight safety may be endangered.

Crewmember is required to

a) Participate in establishing of a company internal system for auditing the operational compliance of Operator’s FTL. Crew member required also to notify the Safety Officer or the Flight Operations Manager of any abnormal situation / occurrence where fatigue of crew member has been a cause or a contributing factor and during which flight safety may have been endangered

b) Maintain own records indicating the block times, flight duty periods, duty periods, and rest periods as well as a record of days off

c) Submit his personally maintained records to another Operator before commencement of a FDP on behalf of the other Operator

d) Submit his personally maintained records of any FDPs accomplished on behalf of another Operator to its own Air Crew Scheduling unit.

3.22.35 Competence of the Hellenic Civil Aviation Authority

HCAA may grant exemptions (According to HCAA Operations Manual “Granting an excemption”.EC 3922/91 as amended)

a) The Operator with a one-time / short term variations from the requirements of the FTL set forth in this Requirements in order to carry out a special flight

b) A variation only in exceptional cases and for individual flight/ series of flights on the basis of Operator’s request that must show justification for such a variation

c) A variation only if the Operator can demonstrate to the Authority that its request for a variation produces an equivalent level of safety.

HCAA is entitled to

a) Issue explanatory / methodical directives to the Operator that specifies detailed procedures for implementation of this scheme in an actual flight operation.

3.22.36 Duty Periods

3.22.36.1 Cumulative Duty Hours


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The Company shall ensure that crew member’s total cumulative duty hours do not exceed:

a) 1800 hours in any 12 consecutive calendar months. This limit may be further increased to 2000 hours in any 12 consecutive calendar months for crew members who have a significant share of contracted non-flying office duties

b) 190 hours in any 28 consecutive calendar days

c) 95 hours in any 14 consecutive calendar days *

d) 55 hours in any 7 consecutive calendar days. *

3.22.36.2 Duty period encompasses:

a) Time of an uninterrupted FDP

b) Time of a split duty period including break (the method for accounting split duty period in cumulative duty hours is described in paragraph 3.22.44)

c) Time spent by positioning or travelling of a crewmember (in accordance with paragraph3.22.23 and 3.22.31)

d) Time spent on standby (provisions for counting of standby credit towards duty/ cumulative duty hours are set forth in paragraph 3.22.54)

e) Time spent on ground/ flight training (including simulator training)

f) Time spent by accomplishment of administrative/ executive duties at the behest of the Operator

g) Time spent on examinations by an aero medical Examiner to evaluate crewmember’s medical fitness

h) Time spent on other duties accomplished on a request of the Operator.

3.22.36.3 Duty Period Credit

Activities not defined otherwise are to be credited towards the duty period by the entire time of their duration.


3.22.37.1 Flight Duty Period Credit

The FDP starts with the commencement of duty and it encompasses:

a) Block times, including the time reserved for pre-flight preparation duties

b) Waiting time spent during a delayed departure

c) Turnaround times

d) Time reserved for post-flight duties

e) Time period spent on standby (provisions for counting of standby credit towards a FDP are set forth in paragraph 3.22.54)


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f) Time spent by other activities, when a flight immediately follows these activities without intervening rest period.

3.22.37.2 Reporting Time

The reporting time for commencement of a FDP shall provide sufficient time for pre-flight preparation and other safety related ground duties and it is as follows:

a) 90 minutes before the first planned off block time for a FDP consisting of one or more ETOPS sectors

b) 60 minutes before the first planned off block time for all other FDPs

3.22.38 Post-flight Activities

The time period of 30 minutes for major Operators 15 min for others required to accomplish all post-flight tasks after completion of the last flight of a given FDP counts towards this FDP for all crew members including the cabin crew. Maximum Daily Flight Duty Period (FDP) for Multi-pilot Flight Crew and Cabin Crew Members

3.22.39 The maximum basic daily FDP

The maximum basic daily FDP is 13 hours.

These 13 hours shall be further reduced by 30 minutes for each sector from the 3rd sector onwards. Maximum FDP reduction for the number of sectors is 2 hours. When the FDP starts in the Window of Circadian Low (WOCL), the maximum FDP limit stated in paragraphs .7.4.1 and .7.4.2 shall be further reduced by 100% of its encroachment on the WOCL. This reduction shall be a minimum of 1 hour and up to a maximum of 2 hours. When the FDP ends in or fully encompasses the WOCL, the maximum FDP limit stated in paragraphs .7.4.1 and .7.4.2 shall be further reduced by 50% of its encroachment.

Planned schedules must allow for flights to be completed within the maximum permitted FDP. To assist in achieving these, Operators will take action to change a schedule or crewing arrangements where the operation fails to achieve 66% regularly within the maximum.

3.22.40 Planned FDP Extensions

Maximum FDP limits may be extended by 1 hour provided the following conditions are met:

a) The FDP extension is not allowed for FDP consisting of 6 sectors or more

b) Where the FDP encroaches on the WOCL by up to 2 hours, the FDP extension is limited by a maximum of 4 sectors

c) Where the FDP encroaches on the WOCL by more than 2 hours, the FDP extension is limited by a maximum of 2 sectors

d) The maximum number of extensions is 2 between the two periods of rest set forth by paragraph 9.2 (36 hours or 60 hours)


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e) The basic rest periods determined in accordance with paragraph 9.1 preceding and following the extended FDP shall be increased by 2 hours each or the basic rest period following the extended FDP shall be increased by 4 hours. In cases where 2 extended FDP follow in sequence the required extension of basic rest period in between them adds up

f) When the FDP with extension starts in the period between 22:00 hours and 04:59 hours, the maximum FDP is limited to 11 hours and 45 minutes.

FDP limits defined by paragraph 3.22.39 can be further extended by use of:

a) The split duty according to paragraph 3.22.44 or

b) Double or augmented crew in accordance with paragraphs 3.22.42 and 3.22.43

3.22.41 Mixed operations

If within same FDP a crewmember carries out either training flights or simulator training which is followed by a commercial air transportation flight, then the duration of flight simulator training or training flights shall be doubled for the purpose of calculating FDP limits in accordance with paragraph 3.22.39 above. The number of landings performed during the training flights or flight simulator training need not be taken into account.


If an augmented crew is used, the maximum permissible planned FDP is 16 hours irrespective of the FDP reporting time, with a maximum of 4 landings and provided the following conditions are met:

a) A comfortable reclining seat in the area of cabin arranged for higher than an economy class (for a multiple class cabin configuration) is available for each resting crew member

b) A common group of seats (row subsection) may be shared only by another crew member; under no circumstances may the common group of seats be shared by any crew member and a passenger

c) Seats intended for crew member(s) rest shall be separated from the flight deck and screened from the passengers, preferably by a cabin divider.

3.22.43 Double crew (FLT-DC)

If a double crew is used, the maximum permissible planned FDP is 18 hours irrespective of the FDP reporting time, with a maximum of 6 landings and provided the following conditions are met:

a) For crew members replacing other crew members in flight a sleeping bunk separated and screened both from the flight deck and from the passenger cabin is available, and

b) Also comfortable reclining seats which do not necessarily need to be screened from the passengers are available.


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3.22.44 Split duty

When a FDP consists of 2 duties separated by a break defined and notified to the crewmember in advance, the Company may increase the allowable planned FDP in accordance with the table below, subject all the conditions set forth below are met.

Consecutive hours break Permitted increase in FDP

From 0 hours to 2 hours and 59 minutes No increase permitted

From 3 hours to 6 hours and 59 minutes 1/2 lenght of break

From 7 hours to 10 hours and 59 minutes 2/3 length of break or ½ length of break if at least 7 hours of the break fall between 20:00-08:00 hours local time where the break occurs

The limits for a possible maximum FDP extension based on the length of break defined by table in paragraph 3.22.44 are subject to the following conditions:

a) The Company shall ensure that the parts of the FDP before and after the break do not exceed 10 hours, and the total FDP, as increased in accordance with the table above, does not exceed 20 hours. *

b) The Company shall ensure that split duty is not combined with augmented or doubled crew,

c) If the break is 4 hours or more, or the break covers 3 hours or more of the period between 22:00 – 06:00 hours local time at the place where it occurs, suitable accommodation shall be provided; in all other circumstances adequate facilities shall be provided,

d) With regard to the cumulative duty hours set forth in paragraph 3.22.44 the full period of the break is accountable, if the break is less than 8 hours; 50% of the period of the break is accountable provided the break is 8 hours or longer,

e) Only one break is used within one FDP,

f) If the total travelling time in both directions between the place of duty and adequate facilities or suitable accommodation exceeds one hour, any travelling time in excess of the 1 hour total is deducted from the break for the purposes of calculating the increased FDP (in accordance with the table above),

g) The time difference between the place of the beginning of the duty and the place at which the break is taken is not greater than two hours,

h) The minimum time period of 1 hour required to accomplish operation related duties in between flights (post-flight duties preceding the break and pre-flight duties after the break) can not be counted towards the break.


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3.22.45 Block Times, Absolute Limits on Flying Hours

The Company shall ensure that the total block times of the flights on which an individual flight crewmember is assigned as an operating crew member do not exceed: *

a) 100 hours in any 28 consecutive calendar days; and

b) 280 hours in any 90 consecutive calendar days; and

c) 900 hours in any 12 consecutive calendar months

3.22.46 Rest Requirements

3.22.46.1 Rest period

The Company shall ensure that:

a) Before the start of a FDP a crew member has been provided with a rest period at least as long as the preceding duty period, or 12 hours, whichever is the greater,

b) The minimum rest period following a FDP in which split duty credit has been used is at least as long as the total FDP including the break, except that, if suitable accommodation was provided with at least 8 hours sleep opportunity, the duration of the break need not be included in the rest period calculation. Crewmembers shall make optimum use of the opportunities and facilities for rest provided and plan to use their rest periods properly in order to report for their following flight duty both physically and mentally rested.

3.22.47 Rest Period Increase in a Sequence of Planned Duty Periods

The Company shall ensure that the minimum rest periods prescribed in paragraph 3.22.46.1 above are increased to at least: a) One 36 hour period of consecutive rest which includes at least 2 local nights within 7 consecutive days, or

b) 60 hour period of consecutive rest this includes at least 3 local nights within 10 consecutive days

The period of 7 or 10 consecutive days respectively commences at 00:00 hours UTC following the day when the crew member first reported for duty after completing his/her rest period prescribed by subparagraphs 3.22.46.1a or 3.22.46.1b.

3.22.48 Days off (DOF)

The Company shall provide the crew member with days off as follows:

a) A minimum of 7 days off which may include required rest periods within each calendar month, and

b) At least 24 days off which may include required rest periods within each calendar quarter.

b) A single day off will include 2 local nights and cover at least 34 hours


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c) A planed rest period may be included as part of a day off.

d) 3.22.49 Suitable Accommodation

The Company shall provide suitable accommodation when rest periods are required away from the home base.

3.22.50 Rest Period at a Place of a Suitable Accommodation

The Company shall ensure that:

a) If the total travelling time in both directions between the place of duty and suitable accommodation provided by the Operator exceeds 2 hours, then any excess is added to the minimum rest period; or

b) If the total travelling time in both directions between the place of duty and suitable accommodation provided by the Operator is less than 1½ hours, then the time difference by which the travelling time is shorter than 2 hours may be deducted from the minimum rest period but the rest time at the place of suitable accommodation shall not be less than 10 hours.


3.22.51.1 Rest Period Requirements upon Changing Time Zones

The Company shall ensure that when the time difference between the places of the beginning and the end of one FDP is 4 hours or more, the crew member is provided with a minimum rest period of 14 hours increased by additional 30 minutes per each time zone crossed.

3.22.51.2 Rest Period Requirements at Crew Member’s Home Base

The Company shall ensure that a crew member who performed one or more flight duties during which the time difference between the places of beginning and the end of duty is 4 hours or more and who finished his FDP at a place with a time difference of less than 1 hour from his home base is provided with a rest period in accordance with paragraphs 1. and 2. below.

1. When the time away from home base was 60 hours or less, the minimum required rest period shall be:

a) 24 hours; or

b) Four times the time difference between the crew member’s home base and the place with the greatest time difference at which a rest period was taken (up to 12 hours maximum), whichever is higher.

2. When the time away from home base was more than 60 hours, the minimum required rest period shall be:

a) 48 hours; or

b) Eight times the time difference between the crew member’s home base and the place with the greatest time difference at which a rest period was taken (up to 12


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hours maximum), whichever is higher. However, if the last rest period before returning to home base was 48 hours or more, and was taken at a place separated by less than 4 hours time difference from the home base, the factor 8, used to calculate the rest period (as defined above in paragraph 3.22.51.2 b), may be reduced to 4.

3.22.52 Return to Home Base

If the FDP mentioned in paragraph .10.2 above does not end at the home base, the crewmember is permitted to undertake only one single FDP ending at the home base before commencing a rest period calculated in accordance with paragraphs. 3.22.51.2 (1) and 3.22.51.2 (2) above, as applicable.

3.22.53 Accumulation of Duties with Change of 4 or More Time Zones

To determine required minimum rest periods the Company shall also take into account a frequency of FDPs where crew members cross 4 or more time zones or cases where only such duty periods are undertaken by a crew member. For these cases the Company will prepare a minimum required rest scheme designed to eliminate a cumulative fatigue caused by a composition of FDPs. Such a scheme shall be approved by the Hellenic Civil Aviation Authority.

3.22 54 Standby

3.22.54.1 Forms of Standby Based on the Place of Standby

The Company may elect to place crewmembers on standby:

a) Airport standby without an opportunity of rest in bed (STBY-W),

b) In suitable accommodation provided by the Company including suitable accommodation at home base (STBY-B),

c) At home (crewmember’s residence) (STBY-H)

3.22.54.2 Standby Limits

The Company may place crew members on standby for a maximum of:

a) 12 hours within one duty period,

b) 72 hours of actual standby within the period of 28 consecutive days (irrespective of the way standby duty credit is counted towards a duty period),

c) 400 hours of actual standby within the period of one calendar year (irrespective of the way standby duty credit is counted towards a duty period)

Counting of Standby Duty Credit towards the FDP and Cumulative Duty Hours

d) Airport standby without an opportunity of rest in bed leading to assignment on a flight duty counts by one half of the actual duration of standby towards this FDP, while the actual duration of standby counts in full towards the cumulative duty hours.

e) Standby undertaken in suitable accommodation does not count towards FDP, while its actual duration counts at half rate towards the cumulative duty hours.


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f) Standby duty undertaken at home (crewmember’s residence) does not count towards FDP, while its actual duration counts at half rate towards the cumulative duty hours, except for the first 4 hours of the standby for which no credit is given.

Provisions of Paragraph .3.22.54.2 in a Table Format: Form of Standby

Credit of Standby Period Towards:

FDP Cumulative Duty Hours

Airport standby without an opportunity of rest in bed

One half In full

In suitable accommodation No credit given One half

At home (crew member’s residence) No credit given One half except for the first 4 hours for which no credit is given

After completion of a preceding standby or duty period, the crewmember cannot undertake another standby or duty before completion of an appropriate rest period.

3.22.54.3 Standby within a Sequence of Planned Duty Periods

The days during which a crewmember has been undertaking standby shall be considered as days on duty (relating to paragraph 3.22.54.2). The days spent on standby can not be counted as the day off (relating to paragraph3.22.54.3) and a time period spent on standby can not be considered a rest period.

3.22.54.4 Standby as a Part of a FDP

a) In cases where a standby is planned to immediately precede or immediately succeed a FDP the entire actual length of the standby period shall be counted towards the FDP.

b) When a period of standby finishes without a call 12 hours rest prior to next duty period.*

3.22.54.5 Notification Time

The form, start and end time of a standby shall be defined and notified to a crewmember in advance and the minimum notification time shall be specified (2 Hrs recommended)*. The minimum required notification time should allow sufficient time for the crewmember to complete required pre-flight preparation duties. If the crew member undertaking standby at home does not manage to report for flight duty on time due to a late notification or other reasons out of his control (e.g. traffic jams), the flight shall be delayed in order to provide an ample time for pre-flight duties.

3.22.55 Unforeseen Circumstances in Actual Flight Operations


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3.22.55.1 FDP Extension or Rest Period Reduction at Commander’s discretion

If during the actual flight operation, which starts at the reporting time, a delay introduced by unforeseen circumstances preventing completion of a FDP in accordance with the FTL occurs, the limits on FDP, duty period and minimum rest periods may be modified at the commander’s discretion. Any such modifications shall be acceptable to the commander after consultation with all other crew members and shall, in all circumstances, comply with the following:

a) The allowable FDP shall not be increased by more than 2 hours unless the flight crew has been augmented or doubled, in which case the allowable FDP shall not be increased by more than 3 hours.

b) If on the final sector within a FDP unforeseen circumstances occur after take off that will result in the permitted increase set forth by paragraph 3.22.55 being exceeded, the flight may continue to the planned destination or alternate.

c) The required rest period may be reduced by a maximum of 2 hours but to not less than 10 hours and 30 minutes provided that a crewmember’s previous rest period was not reduced. The amount by which a rest period is reduced shall be added to the next rest period which shall not be further reduced. During any reduction of a required rest period a sleep opportunity of no less than 8 hours shall always be provided.

3.22.56 Change of a FDP into a Split Duty

If after the start of a FDP an unforeseen situation arises, as a result of which the Company requires a crewmember to take a break, the crewmember(s) concerned shall be informed before the break commences, and the split duty requirements set forth by paragraph 3.22.44 shall be observed.


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CHAPTER 3.23

SAFETY MANAGEMENT SYSTEM (SMS)


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2.11.1. Introduction SMS Following the International Civil Aviation Organization (ICAO ANNEX 6 Section 3.2.4/ICAO AN-12/51-07/74 SMS implementation for ANNEX 1.6 (Parts I and III)8,11,13 ,DOCs 9859, 9806, 9422 , 14, FAA INFO 08022 and CAP 739) harmonization of the Safety Management System (SMS) provisions for different types of aviation operators and Organizations and EC 859/2008 OPS 1.037, ACJ 1.037, HCAA establishes this implementation to harmonize the SMS requirements for aviation operators and organizations governed by HCAA aviation regulations. 2.11.2 Scope 1. An Operator-Organization is required to implement a Safety Management System (SMS). This regulation specifies the requirements for an operator-organization SMS. 2 Within the context of this regulation the term “operator-organization” refers to any organization providing aviation services. The term includes aircraft operators, approved maintenance organizations, air traffic services providers and certified aerodromes, as applicable. 3. This regulation addresses aviation safety related processes, procedures and activities rather than occupational safety, environmental protection, or customer service or product quality. 4. The Operator-Organization is responsible for the safety of services or products contracted or sub-contracted to or purchased from other organizations. 5. This regulation establishes the minimum acceptable requirements; the service provider can establish more stringent requirements. 2.11.3. Applicability and acceptance An Operator-Organization shall have in place a safety management system (SMS) acceptable to HCAA that, as a minimum: 1. Identifies safety hazards; 2 Ensures the implementation of remedial action necessary to maintain agreed safety performance; 3 Provides for continuous monitoring and regular assessment of the safety performance; and 4 Aims at a continuous improvement of the overall performance of the safety management system.


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In order to be acceptable to the HCAA, a service provider SMS shall meet the requirements set forth in this regulation. 2.11.4. Definitions In this regulation unless the context otherwise requires: Consequence means the potential outcomes of a hazard; Hazard means a condition or an object with the potential of causing injuries to personnel, damage to equipment or structures, loss of material, or reduction of ability to perform a prescribed function; Mitigation means measures to address the potential hazard or to reduce the risk probability or severity; Predictive in relation to safety data collection means capturing system performance as it happens in real-time normal operations to identify potential future problems; flight data analysis and normal operations monitoring are examples are predictive methods of safety data collection; Proactive in relation to safety data collection means looking actively for the identification of safety risks through the analysis of the organization’s activities; voluntary reporting systems, safety audits and surveys are examples of proactive methods of safety data collection; Probability means the likelihood that an unsafe event or condition might occur; Reactive in relation to safety data collection means responding to the events that already happened, such as incidents and accidents; mandatory occurrence reporting system and incident reporting system are examples of reactive methods of safety data collection; Risk means the assessment, expressed in terms of predicted probability and severity, of the consequence(s) of a hazard taking as reference the worst foreseeable situation. Risk and safety risk have the same meaning in this regulation; Safety means the state in which the possibility of harm to persons or of property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and safety risk management; Safety risk assessment means the analysis of the safety risks of the consequences of the hazards that have been determined as threatening the capabilities of an organization; Safety assurance means the processes and activities undertaken by an organization to provide confidence as to the performance and effectiveness of the safety risk controls; Safety audit means an activity which focuses in the integrity of the organization’s SMS and periodically assesses the status of safety risk controls; Safety performance indicator means short-term, tactical, measurable objectives expressed in numerical terms reflecting the safety performance of an SMS;


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Safety performance target means long-term, strategic measurable objectives expressed in numerical terms reflecting the safety performance of an SMS; Safety policy means a statement of a service provider’s fundamental approach to safety; Safety requirement means the tools and measures needed to achieve the safety performance indicators and safety performance targets of an SMS, such as procedures, technology, systems and programmes to which measures of reliability, availability, performance and/or accuracy can be specified; Safety survey means a process to examine particular elements or procedures of a specific operation, such as problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel and areas of dissent or confusion; Safety management system (SMS) means a systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures; and Severity means the possible consequences of an unsafe event or condition, taking as reference the worst foreseeable situation. 2.11.5. General An Operator-Organization shall establish, maintain and adhere to an SMS that is appropriate to the size, nature and complexity of the operations and the safety hazards and risks related to the operations. 2.11.6. Safety policy and objectives 1 General requirements 1.1 An Operator-Organization shall define the organization’s safety policy. 1.2 The safety policy shall be signed by the Accountable Executive of the organization. 1.3 The safety policy shall include the responsibilities of management and employees with respect to the safety performance of SMS. 1.4 The safety policy shall include a clear statement about the provision of the necessary human and financial resources for its implementation. 1.5 The safety policy shall also include, inter alias: 1.6.1 Commitment to continual improvement in the level of safety; 1.6.2 Commitment to the management of safety risks; 1.6.3 Commitment to encourage employees to report safety issues; 1.6.4 The conditions under which disciplinary action would be not applicable following hazard reporting by employees. 1.6 The safety policy shall be in accordance with all applicable legal requirements and international standards, best industry practices and shall reflect organizational commitments regarding safety.


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1.7 The safety policy shall be reviewed periodically to ensure it remains relevant and appropriate to the organization. 1.8 A service provider shall establish safety objectives for the SMS. 1.9 The safety objectives should be linked to the safety performance indicators, safety performance targets and safety requirements of the service provider SMS. 6.2 SMS organizational arrangements and safety accountabilities and responsibilities 6.2.1 An Operator-Organization shall identify an Accountable Executive to be responsible and accountable on behalf of the service provider for meeting the requirements of this regulation, and shall notify the HCAA the name of the person. 6.2.2 The Accountable Executive shall be a single, identifiable person who, irrespective of other functions, shall have the ultimate responsibility and accountability, on behalf of the organization for the implementation and maintenance of the SMS. 6.2.3 The Accountable Executive shall have: 6.2.3.1 Full control of the human resources required for the operations; 6.2.3.2 Full control of the financial resources required for the operations; 6.2.3.3 Final authority over the operations; 6.2.3.4 Direct responsibility for the conduct of the organization„s affairs; and 6.2.3.5 Final responsibility for all safety issues. 6.2.4 An Operator-Organization shall establish the necessary organizational arrangement for the implementation and maintenance of the organization’s SMS. 6.2.5 An Operator-Organization shall identify the safety accountabilities, responsibilities and authorities of all members of management as well as of all employees, irrespective of other responsibilities 6.2.6 Safety-related accountabilities, responsibilities and authorities shall be defined, documented and communicated throughout the organization. 6.2.7 An Operator-Organization shall identify a Safety Manager to be the member of management who shall be the responsible individual and focal point for the development and maintenance of an effective SMS. 6.2.8 The Safety Manager shall inter alias: 6.2.8.1 Ensure that processes needed for the SMS are established, implemented and maintained; 6.2.8.2 Report to the Accountable Executive on the performance of the SMS and on any need for improvement; and 6.2.8.3 Ensure safety promotion throughout the organization. 6.3 Coordination of emergency response planning


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6.3.1 A service provider shall ensure its emergency response plan is properly coordinated with the emergency response plans of those organizations it must interface with during the provision of its services. 6.3.2 The coordination of the emergency response planning shall ensure the orderly and efficient transition from normal to emergency operations and the return to normal operations. 6.3.3 The coordination of emergency response plan shall include, inter alias: 6.3.3.1 Designation of emergency authority within the service provider; 6.3.3.2 Assignment of emergency responsibilities during the coordinated activities; 6.3.3.3 The coordination of efforts to cope with the emergency; and 6.3.3.4 The compatibility with other emergency response plans of other organizations. 6.4 Documentation 6.4.1 An Operator-Organization shall develop and maintain SMS documentation to describe the following: 6.4.1.1 The safety policy and objectives; 6.4.1.2 The SMS requirements; 6.4.1.3 The SMS processes and procedures; 6.4.1.4 The accountabilities, responsibilities and authorities for processes and procedures 6.4.1.5 SMS outputs. 6.4.2 An Operator-Organization shall, as part of the development of the SMS implementation plan, complete a system description. 6.4.3 The system description shall include the following: 6.4.3.1 The system interactions with other systems in the air transportation system; 6.4.3.2 The system functions; 6.4.3.3 required human performance considerations of the system operation; 6.4.3.4 Hardware components of the system; 6.4.3.5 Software components of the system; 6.4.3.6 related procedures that define guidance for the operation and use of the system; 6.4.3.7 Operational environment; and 6.4.3.8 Contracted, sub-contracted and purchased products and/or services. 6.4.4 A service provider shall, as part of the SMS documentation, complete a gap analysis, in order to: 6.4.4.1 identify the safety arrangements and structures that may be already exist throughout an organization; and 6.4.4.2 Determine additional safety arrangements required to implement and maintain the organization’s SMS. 6.4.5 A service provider shall, as part of the SMS documentation, develop, adhere to and maintain an SMS implementation plan.


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6.4.6 The SMS implementation plan shall be the definition of the approach the organization will adopt for managing safety in a manner that will meet the organization’s safety objectives. 6.4.7 The SMS implementation plan shall explicitly address the coordination between the SMS of the service provider and the SMS of other organizations the service provider must interface with during the provision of services. 6.4.8 The SMS implementation plan shall include the following: 6.4.8.1 Safety policy and objectives; 6.4.8.2 System description; 6.4.8.3 Gap analysis; 6.4.8.4 SMS components; 6.4.8.5 Safety roles and responsibilities; 6.4.8.6 Safety reporting policy; 6.4.8.7 Means of employee involvement; 6.4.8.8 Safety training; 6.4.8.9 Safety communication; 6.4.8.10 Safety performance measurement; and 6.4.8.11 Management review of safety performance. 6.4.9 The SMS implementation plan shall be endorsed by the accountable executive and senior management of the organization. 6.4.10 An Operator-Organization shall, as part of the SMS documentation, develop and maintain a Safety Management System Manual (SMSM), to communicate the organization’s approach to safety throughout the organization. 6.4.11 The SMSM shall document all aspects of the SMS, and its contents shall include the following: 6.4.11.1 Scope of the safety management system; 6.4.11.2 Safety policy and objectives; 6.4.11.3 Safety accountabilities; 6.4.11.4 Key safety personnel; 6.4.11.5 Documentation control procedures; 6.4.11.6 Coordination of emergency response planning 6.4.11.7 Hazard identification and risk management schemes; 6.4.11.8 Safety performance monitoring and measurement; 6.4.11.9 Procedures for the management of change; 6.4.11.10 Safety promotion; and 6.4.11.11 Control of contracted activities. 2.11.7. Safety risk management 7.1 General 7.1.1 An Operator-Organization shall develop and maintain a formal process that ensures that hazards in operations are identified.


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7.1.2 An Operator-Organization shall develop and maintain safety data collection and processing systems (SDCPS) that provide for the identification of hazards and the analysis, assessment and mitigation of safety risks. 7.1.3 A An Operator-Organization _s SDCPS shall include reactive, proactive and predictive methods of safety data collection. 7.2 Hazard identification 7.2.1 An Operator-Organization shall develop and maintain formal means for effectively collecting, recording, acting on and generating feedback about hazards in operations, which combine reactive, proactive and predictive methods of safety data collection. Formal means of safety data collection shall include mandatory, voluntary and confidential reporting systems. 7.2.2 The hazard identification process shall include the following steps: 7.2.2.1 Reporting of hazards, events or safety concerns; 7.2.2.2 Collection and storing the safety data; 7.2.2.3 Analysis of the safety data; and 7.2.2.4 Distribution of the safety information distilled from the safety data. 7.3 Safety risk assessment and mitigation 7.3.1 An Operator-Organization shall develop and maintain a formal process that ensures analysis, assessment and control of the safety risks of consequences of hazards during the provision of its services. 7.3.2 The safety risks of the consequences of each hazard identified through the hazard identification processes described in section 7.2 of this regulation shall be analysed in terms of probability and severity of occurrence, and assessed for their tolerability. 7.3.3 The organization shall define the levels of management with authority to make safety risk tolerability decisions. 7.3.4 The organization shall define safety controls for each risk assessed as tolerable. 2.11.8. Safety assurance 8.1 General 8.1.1 An Operator-Organization shall develop and maintain safety assurance processes to ensure that the safety risks controls developed as a consequence of the hazard identification and risk management activities under paragraph 7 achieve their intended objectives.


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8.1.2 Safety assurance processes shall apply to an SMS whether the activities and/or operations are accomplished internally or outsourced. 8.2 Safety performance monitoring and measurement 8.2.1 An Operator-Organization shall, as part of the SMS safety assurance activities, develop and maintain the necessary means to verify safety performance of the organization in reference to the safety performance indicators and safety performance targets of the SMS, and to validate the effectiveness of safety risk controls. 8.2.2 Safety performance monitoring and measurement means shall include the following: 8.2.2.1 Hazard reporting systems; 8.2.2.2 Safety audits; 8.2.2.3 Safety surveys; 8.2.2.4 Safety reviews; 8.2.2.5 Safety studies; and 8.2.2.6 Internal safety investigations, including pro-active and non-punitive use of flight data monitoring system (FDM). 8.2.3 The hazard reporting procedure shall set out the conditions to ensure effective reporting, including the conditions under which disciplinary/administrative action shall not apply. 8.3 Management of change 8.3.1 An Operator-Organization shall, as part of the SMS safety assurance activities, develop and maintain a formal process for the management of change. 8.3.2 The formal process for the management of change shall: 8.3.2.1 Identify changes within the organization which may affect established processes and services; 8.3.2.2 Describe the arrangements to ensure safety performance before implementing changes; and 8.3.2.3 Eliminate or modify safety risk controls that are no longer needed due to changes in the operational environment. 8.4 Continuous improvement of the safety system 8.4.1 An Operator-Organization shall, as part of the SMS safety assurance activities, develop and maintain formal processes to identify the causes of below standard performance of the SMS, determine the implications in its operation, and rectify situations involving below standard performance in order to ensure the continual improvement of the SMS. 8.4.2 Continuous improvement of the service provider SMS shall include:


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8.4.2.1 Proactive and reactive evaluations of facilities, equipment, documentation and procedures, to verify the effectiveness of strategies for control of safety risks; and 8.4.2.2 Proactive evaluation of the individuals_ performance, to verify the fulfilment of safety responsibilities. 2.11.9. Safety promotion 9.1 General An Operator-Organization shall develop and maintain formal safety training and safety communication activities to create an environment where the safety objectives of the organization can be achieved.. 9.2 Safety training 9.2.1 An Operator-Organization shall, as part of its safety promotion activities, develop and maintain a safety training programme that ensures that personnel are trained and competent to perform the SMS duties. 9.2.2 The scope of the safety training shall be appropriate to the individual’s involvement in the SMS. 9.2.3 The Accountable Executive shall receive safety awareness training regarding: 9.2.3.1 Safety policy and objectives; 9.2.3.2 SMS roles and responsibilities; 9.2.3.3 SMS standards; and 9.2.3.4 Safety assurance. 9.3 Safety communication 9.3.1 An Operator-Organization shall, as part of its safety promotion activities, develop and maintain formal means for safety communication, to: 9.3.1.1 Ensure that all staff is fully aware of the SMS; 9.3.1.2 Convey safety critical information; 9.3.1.3 Explain why particular safety actions are taken; 9.3.1.4 Explain why safety procedures are introduced or changed; and 9.3.1.5 Convey generic safety information. 9.3.2 Formal means of safety communication shall include inter alias: 9.3.2.1 Safety policies and procedures;


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9.3.2.2 News letters; 9.3.2.3 Bulletins; and 9.3.2.4 Websites. 2.11.10. Quality policy 10.1 Quality interaction An Operator-Organization shall ensure that the organization quality policy is consistent with, and supports the fulfilment of the activities of the SMS.– 10.2 Obligation to the Authority Audits will perform regularly and written evidence will provided to HCAA proving the compliance and fulfilment of all the above requirements