時間：2015-01-22 15:21來源：藍(lán)天飛行翻譯公司 作者：民航翻譯 點(diǎn)擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. (b) Initial and annual recurrent ground training for flight crew and all other affected personnel (e.g. dispatchers/flight operations officers, ground crews, contract personnel) concerning the specific requirements of the approved programme and each person’s responsibilities and duties under the approved programme specifically covering the following areas: (1) The use of holdover times; (2) Aircraft deicing/anti-icing procedures including inspection and check procedures and responsibilities; (3) Communication procedures; (4) Aircraft surface contamination (i.e., adherence of frost, ice or snow) and critical area identification, and how contamination adversely affects aircraft performance and flight characteristics; (5) Types and characteristics of deicing/anti-icing fluids; (6) Cold weather pre-flight inspection procedures; and (7) Techniques for recognising contamination on the aircraft. (c) The AOC holder’s programme shall include procedures for flight crew members to increase or decrease the determined holdover time in changing conditions. The holdover time shall be supported by data acceptable to the Authority. If the maximum holdover time is exceeded, take-off is prohibited unless at least one of the following conditions exists— (1) A pre-take-off contamination check is conducted outside the aircraft (within five minutes prior to beginning take-off) to determine that the wings, control surfaces, and other critical surfaces, as defined in the AOC holder's programme, are free of frost, ice, or snow; (2) It is otherwise determined by an alternate procedure, approved by the Authority and in accordance with the AOC holder’s approved programme, that the wings, control surfaces, and other critical surfaces are free of frost, ice, or snow; or (3) The wings, control surfaces, and other critical surfaces are de-iced again and a new holdover time is determined. 14 CFR: 121.629(c)(1)(2)(3)(4) IS: 9.3.1.23 FLIGHT MONITORING SYSTEM (a) Each AOC holder shall have an approved flight following system established and adequate for the proper monitoring of each flight, considering the operations to be conducted. (b) For AOC holders having flight following centres, these centres shall be located at those points necessary to ensure— (1) The proper monitoring of the progress of each flight with respect to its departure at the point of origin and arrival at its destination, including intermediate stops and diversions; and (2) That the PIC is provided with all information necessary for the safety of the flight. (c) An AOC holder conducting charter operations may arrange to have flight following facilities provided by persons other than its employees, but in such a case the AOC holder continues to be primarily responsible for operational control of each flight. (d) Each AOC holder conducting charter operations using a flight following system shall show that the system has adequate facilities and personnel to provide the information necessary for the initiation and safe conduct of each flight to— (1) The flight crew of each aircraft; and (2) The persons designated by the certificate holder to perform the function of operational control of the aircraft. (e) Each AOC holder conducting charter operations shall show that the personnel required to perform the function of operational control are able to perform their duties. 14 CFR: 121.125 & 121.127 IS: 9.3 1. 24 FATIGUE MANAGEMENT SYSTEM REQUIREMENTS (a) A Fatigue Risk Management System (FRMS) shall contain as a minimum: (1) FRMS policy and documentation (2) Fatigue risk management processes (3) FRMS safety assurance process (4) FRMS promotion processes (b) The operator shall define its FRMS policy, with all elements of the FRMS clearly identified (c) The policy shall require that the scope of FRMS operations be clearly defined in the Operations Manual. (d) The FRMS policy shall: (1) Reflect the shared responsibility of management, flight and cabin crews, and other involved personnel; (2) Clearly state the safety objectives of the FRMS; (3) Be signed by the accountable executive of the organisations; (4) Be communicated, with visible endorsement, to all the relevant areas and levels of the organisation; (5) Declare management commitment to effective safety reporting; (6) Declare management commitment to the provision of adequate resources for the FRMS; (7) Declare management commitment to continuous improvement of the FRMS; (8) Require that clear lines of accountability for management, flight and cabin crews, and all other involved personnel are identified; and (9) Require periodic reviews to ensure it remains relevant and appropriate. Note. Effective safety reporting is described in Doc 9859, Safety Management Manual (SMM) (e) FRMS documentation (1) An operator shall develop and keep current FRMS documentation that describes and records: (i) FRMS policy and objectives; (ii) FRMS processes and procedures; (iii) Accountabilities, responsibilities and authorities for these processes and procedures; (iv) Mechanisms for ongoing involvement of management, flight and cabin crew members, and all other involved personnel; (v) FRMS training programmes, training requirements and attendance records; (vi) Scheduled and actual flight times, duty periods and rest periods with significant deviations and reasons for deviations noted; and Note. Significant deviations are described in the FRMS Manual (Doc 9966) (vii) FRMS outputs including findings from collected data, recommendations, and actions taken. (f) Fatigue Risk Management Processes –Identification of hazards, an operator shall develop and maintain three fundamental and documented processes for fatigue hazard identification: (1) Predictive – The predictive process shall identify fatigue hazards by examining crew scheduling and taking into account factors known to affect sleep and fatigue and their effects on performance. Methods of examination may include but are not limited to: (i) Operator or industry operational experience and data collected on similar types of operations; (ii) Evidence-based scheduling practices; and (iii) Bio-mathematical models. (2) Proactive – The proactive process shall identify fatigue hazards within current flight operations. Methods of examination may include but are not limited to: (i) Self-reporting of fatigue risks; (ii) Crew fatigue surveys; (iii) Relevant flight and cabin crew performance data; (iv) Available safety databases and scientific studies; and (v) Analysis of planned versus actual time worked. (3) Reactive – The reactive process shall identify the contribution of fatigue hazards to reports and events associated with potential negative safety consequences in order to determine how the impact of fatigue could have been minimised. At a minimum, the process may be triggered by any of the following: (i) Fatigue reports; (ii) Confidential reports; (iii) Audit reports; (iv) Incidents; and (v) Flight data analysis events. (g) Risk assessment (1) An operator shall develop and implement risk assessment procedures that determine the probability and potential severity of fatigue-related events and identify when the associated risks require mitigation. The risk assessments procedures shall review identified hazards and link them to: (i) Operational processes; (ii) Their probability; (iii) Possible consequences; and (iv) The effectiveness of existing safety barriers and controls. (h) Risk mitigation (1) An operator shall develop and implement risk mitigation procedures that: (i) Select the appropriate mitigation strategies; (ii) Implement the mitigation strategies; and (iii) Monitor the strategies implementation and effectiveness. (i) FRMS Safety Assurance Process – The operator shall develop and maintain FRMS safety assurance process to: (1) Provide for continuous FRMS performance monitoring, analysis of trend, and measurement to validate the effectiveness of the fatigue safety risk controls. The sources of data may include, but are not limited to: (i) Hazard reporting and investigations; (ii) Audits and surveys; and (iii) Reviews and fatigue studies; (2) Provide a formal process for the management of change which shall include but is not limited to: (i) Identification of changes in the operational environment that may affect FRMS; (ii) Identification of changes within the organisation that may affect FRMS; and (iii) Consideration of available tools which could be used to maintain or improve FRMS performance prior to implementing changes; and (3) Provide for the continuous improvement of the FRMS. This shall include but is not limited to: (i) The elimination and/or modification of risk controls have had unintended consequences or that are no longer needed due to changes in the operational or organisational environment; (ii) Routine evaluations of facilities, equipment, documentation and procedures; and (iii) The determination of the need to introduce new processes and procedures to mitigate emerging fatigue-related risks. (j) FRMS Promotion Process – support the ongoing development of the FRMS, the continuous improvement of its overall performance, and attainment of optimum safety levels. The following shall be established and implemented by the operator as part of its FRMS: (1) Training programmes to ensure competency commensurate with the roles and responsibilities of management, flight and cabin crew, and all other involved personnel under the planned FRMS; and |
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