Key Benefits:
On 23 November 1973 (State 1 Er February 2014)
Clearance Aerodrome:
Aerodrome specified in the flight plan to which the flight may be continued when it appears inappropriate to land at the scheduled landing aerodrome.
AFM:
See aircraft flight manual.
Theoretical Altitude:
Atmospheric pressure expressed by the altitude corresponding to this pressure in the normal atmosphere.
Maintenance release (Maintenance Release):
Confirmation that maintenance work on an aircraft has been completed and completed in accordance with the relevant maintenance documentation.
Aircraft:
Aérodyne with an engine organ and whose performance in flight is provided mainly by aerodynamic reactions on surfaces that remain fixed under the conditions of flight.
Continuing Airworthiness Management Exposition:
See "Maintenance of Airworthiness Management Specifications"
Continuing Airworthiness Management Organization:
See "Airworthiness Management Agency".
Commanding Officer (PIC):
Pilot responsible for the conduct and safety of the aircraft during the flight time.
EMS (Emergency Medical Service):
Air and helicopter interventions to respond to medical emergencies.
Flight Recorder:
Flight Data Recorder, Conversation Recorder and other recording devices that are mounted in aircraft to complete accident and incident investigations.
Operator:
Holder of a concession or authorization for the commercial transport of persons and goods.
"Flight operations":
Preparation, execution and completion of a flight or series of flights.
FOM/OM:
See "Operating Manual".
Large Aircraft:
Avion which has a maximum permissible take-off weight of 5700 kg or more or which is stored in the standard airworthiness category, subcategory of transport aircraft, or which has more than ten seats, including those of the crew.
IFR:
Abbreviation for instrument flight rules.
Local day:
Period from 00 h 00 to 24 h local hours that the crew member can spend on his/her place of residence in service.
Operational Manual (FOM/OM):
A collection of documents in which the operator regulates, in particular, the organisation, conduct and monitoring of the operation, in particular the tasks of the operating staff and the procedures to be applied.
Aircraft Flight Manual (AFM):
Instructions for service associated with the airworthiness certificate in which the limits of employment in which the aircraft is to be considered to be in airworthiness are recorded, as well as the information and instructions required to The flight crew to ensure the safe use of the aircraft.
Crew member:
A person who is charged by a function operator on board an aircraft during the flight time.
Flight Crew Member:
A crew member who holds the required licences to perform functions essential to the conduct of the aircraft during the flight time.
Aerodrome ("Aerodrome operating minima"):
Limit values such as runway visibility or visual range, decision height, cloud conditions, established to determine whether an aerodrome can be used for take-off or landing.
Operations Manual:
See "Operating Manual".
Continuing Airworthiness Management Organization (C) A MB):
Organization of an operator responsible for maintaining the airworthiness of its aircraft.
Break:
An exempt period of any service, which is counted as working time, being less than a rest period.
Rest period:
A period of time on the ground during which a crew member is discharged from any service by the operator and may rest uninterrupted in an appropriate place.
Flight Service Period:
Total time from the time a flight crew member takes on duty after a rest period up to the time of the flight or series of flights and related duties.
Operating Staff:
Individuals who participate directly in the preparation of a flight or the preparation of an aircraft, or who are charged by the operator to perform certain tasks in an aircraft during the flight time.
Small plane:
Avion which has a maximum permissible take-off weight of less than 5700 kg or which is not classified in the standard airworthiness category, subcategory of transport aircraft, or which has fewer than eleven seats, including those of the crew.
Flight Plan (ATC-PLN):
Information specified about a proposed flight or part of a flight, transmitted to the air traffic services bodies.
Operational flight plan: Operational flight plan:
Plan established by the operator to ensure the safety of a flight based on the performance of the aircraft and other operational limitations, and the expected conditions of the route to be followed and the aerodromes concerned.
Operating Regulations:
A collection of documents in which the operator regulates, in particular, the organization of the business, the operation (Operational Manual), the maintenance of the aircraft (Manual of the Maintenance Organisation) and the training of the operating staff.
Meteorological information:
Generic term for weather observations, meteorological analyses and weather forecasts ("Meteorological reports, analysis and forecasts").
Standby:
The period during which, on the order of the operator, the crew member is immediately available for a flight service.
Rotations:
Repeated flights with helicopters for the purpose of transporting people or things between two points with return to the starting point.
Service d' astreinte:
The period during which, on the order of the operator, the crew member is permanently reachable and available for a flight service. During this period, the crew member is in his or her home or in another suitable place to engage in private activity or rest. The on-call duty service can be counted as a rest period.
Split duty:
Extended flight service time including a break.
Maintenance of Airworthiness Management (AME) Specifications:
A collection of documents in which the operator shall, in particular, organize, chronologically and monitor aircraft maintenance in order to maintain its airworthiness.
Crew service time:
Generic term for the flight service period, the bilge flight time and the rest period.
Working time:
The time during which the crew member is at the disposal of the operator and in the performance of his or her activity or duties.
In contrast to the on-call service, the reserve time is regarded as working time.
Flight time bilge (Block time):
The amount of time between the time the aircraft leaves its parking space to take off until the time at which it stops at the designated parking spot, once all engines are switched off.
In the case of helicopters, the bilge flight time is the time between the time the aircraft begins to move for takeoff and the complete stop at the end of the flight.
Effective Flight Time:
The amount of time that elapses between the time an aircraft leaves the ground and the moment it resumes contact with the ground.
Maintenance work:
The work of control, revision, modification and repair and the exchange of aircraft parts. The preparation work is not considered to be maintenance.
The distinction between maintenance and routine maintenance, as well as between maintenance and preparation work, is governed by the guidelines of the Federal Office of Civil Aviation (OFAC).
VFR:
Abbreviation for visual flight rules.
IFR Flight:
Theft in accordance with the instrument flight rules.
VFR Flight:
Flight carried out in accordance with visual flight rules.
2.1.1 This Order governs the operation of aircraft that are:
2.1.1.1 It does not apply to aircraft operations. It is governed by:
2.1.1.2 It applies to the operation of helicopters as long as the Regulation (EU) n O 965/2012 is not applicable.
2.1.2 In the case of aircraft which are not registered in Switzerland but which are employed, for the commercial air transport of persons and goods, by an air transport undertaking in Switzerland having the obligation to hold a Authorisation to operate or a concession, the OFAC may, subject to reciprocity, waive the application of the operating rules in force if the aircraft are operated according to the operating rules of the State Of registration and compliance with international standards and recommendations Recognized by Switzerland.
2.1.3 ...
In duly substantiated cases, the OFAC may grant exceptions to the provisions of this order, in particular to prevent cases of rigour or to take account of technological developments. It may limit the length of the exceptions and include conditions or obligations. These derogations should be included in the operating regulations.
3.1.1 In the operating regulations, the operator shall, in accordance with this order, in particular, regulate the organization of the business, the operation, maintenance of the aircraft and the training of the operating personnel and establish the list Crew members, operating technical officers and aircraft used. To this end, it shall designate the appropriate responsible services.
3.1.2 Prior to commencement of operations, the operating regulations must be approved by the OFAC. It must be submitted in triplicate.
3.1.3 The operating regulations must be in an official language; the manuals can also be written in English.
3.1.4 For those operating personnel who do not sufficiently possess the language of the manuals, the essential requirements and instructions must be written in a language which it can easily understand.
3.1.5 The amendments to the Operating Regulations must be approved by the OFAC.
3.1.6 If it is deemed necessary for operational safety reasons, the OFAC may, at any time, prescribe certain modifications to the operating rule.
3.1.7 In special cases, the OFAC may submit amendments to the Regulations to different approval procedures.
3.2.1 The operator or a service designated by the operator shall be responsible for the management of the operation.
3.2.2 The type and extent of operation monitoring will be set out in the operating regulations.
The operator shall ensure that his staff is informed, that he or she must, abroad, comply with the requirements and procedures in force in the State concerned.
The operator shall ensure that his pilots are aware of the requirements and procedures in place in the overflown areas, on the aerodromes used and for the corresponding services. Other crew members shall be aware of the requirements and procedures relating to the performance of their duties.
3.5.1 Where a distress incident endangers the safety of the aircraft or persons, the aircraft commander shall, without delay, notify the appropriate local authority of any action resulting in a violation of local procedures and procedures. If the State in which the incident occurred requires it, it will send it a written report.
3.5.2 The operator will immediately send a duplicate report to the OFAC.
The permitted material which is not necessary for the operation of the aircraft, nor for the safety of persons on board, shall be carried only in accordance with the requirements of the air transport regulation of 3 October 1952 7 .
The operator must ensure that the Commanding Officer has all the necessary information concerning the search and rescue services of the over-flying areas on board the aircraft.
4.1.1 Availability of aerodrome and air safety facilities
The operator shall ensure that no flights are undertaken before it can be accepted on the basis of the available documents, that the aerodrome and air safety facilities are available and functioning properly, as they are Necessary for the safety of the aircraft and for the protection of passengers.
4.1.2 Disturbances, technical defects and special incidents
4.1.2.1 The operator shall ensure that the disturbance and technical defects of aircraft or parts of aircraft as well as specific incidents that have been recorded during operation by operating personnel are noted and Brought to his knowledge.
4.1.2.2 Disturbances and technical defects in aircraft or parts of aircraft as well as specific incidents occurring during the operation, except those of minor importance, shall be immediately announced to the OFAC.
4.1.2.3 Disturbances and deficiencies in aerodrome or aviation safety facilities that have been identified during the operation shall be immediately announced to the competent authority.
4.2.1 The operator shall fix the operation in an Operations Manual (FOM).
4.2.2 The FOM shall at least contain the instructions and indications provided for in the figure 11.1; it shall be adapted as the requirements of the time are applicable. The operator may add service instructions and additional indications in the JTF.
4.2.3 The operator shall provide the FOM or parts thereof to its operating staff and to all services to be used; it shall provide an amendment service.
4.3.1 The operation shall establish control lists for each aircraft that the crew will use before take-off, take-off, flight, landing, after landing and in case of emergency. The checklists will ensure that the operating procedures contained in the FOM and in the Aircraft Flight Manual (AFM) will be observed.
4.3.2 The operator shall establish a checklist for each major aeroplane in the event of an explosive attack.
4.4.1 The operator shall provide in the JTF, for each road travelled regularly, the minimum altitudes of flight and, for routes not regularly travelled, the procedure for setting such altitudes. They shall not be less than those prescribed by the different States, unless they are authorised by those States and by the OFAC.
4.4.2 To determine the minimum altitudes of flight, consideration must be given to the following factors:
4.4.3 To set cruise levels, consideration should be given to the discomfort caused to third parties by aircraft noise.
4.5.1 The operator shall provide in the JTF for each aerodrome used regularly, the meteorological minima and, for each aerodrome not regularly used, the procedure for setting these minima. They shall not be less than those prescribed by the different States, unless they are authorised by those States and by the OFAC. For aerodromes the weather minima must be increased in an appropriate manner.
4.5.2 In setting the meteorological minima, the following factors should be taken into account in particular:
4.6.1 The operator shall carry out a fuel check in such a manner as to justify at all times that the requirements of the figure 4.11.5 have been observed for each flight.
4.6.2 The OFAC may issue rules on how to carry out this control.
4.6.3 Control records shall be kept for three months.
4.7.1 Governing Law and Exceptions
4.7.1.1 Organisation of working time is governed by Council Directive 2000 /79/EC of 27 November 2000 8 Concerning the implementation of the European Agreement on the organisation of the working time of the mobile professional in civil aviation, concluded by the Association of European Air Navigation Services (AEA), the European Federation Transport Workers (ETF), European Association of Technical Aircrew (ECA), European Association of Aviation Companies of Europe Regions (ERA) and International Air Charter Association (AICA) (Directive 2000 /79/EC). In this respect, the most recent version of the directive applicable in Switzerland is authentic. 9
4.7.1.2 The OFAC may provide for exceptions to the provisions of this chapter. 4.7 for air transport undertakings which carry out tasks related to EMS, emergency and disaster relief, and remote operations, provided that their regulations are equivalent.
4.7.1.3 The operator shall make any exceptions to the provisions of this c. 4.7 in the OM.
4.7.2 Working Time
4.7.2.1 Working time in a calendar year is limited to 2000 hours.
4.7.2.2 Work time that has accumulated in the course of another occupational activity must be included in the calculation.
4.7.2.3 The maximum annual working time shall be allocated as evenly as possible to the calendar year.
4.7.2.4 Standard values may be used for ground activities.
4.7.3 General provisions on crew service time
4.7.3.1 The operator shall adjust the periods of flight, bilge, and rest periods (crew service time) in the MOF, within the limits of the following provisions.
4.7.3.2 Crew service times shall be fixed for each crew member in such a way that safety is not compromised for overwork or during an isolated flight, during a series of flights, or during a long period of Flight service.
4.7.3.3 Both the operator and the crew member in issue respond to the observation of crew service times.
4.7.3.4 No flights shall be commenced if it is expected that the crew service time provisions would be violated.
4.7.3.5 A crew member shall refuse a new assignment to a flight service if he or she feels fatigue such that flight safety cannot be guaranteed.
4.7.3.6 When, during the period of flight service, unexpected delays may result in exceeding the maximum crew time, the commander shall decide whether the flight will be continued, taking into account the physical condition of the aircraft. Crew members. If the crew service time requirements are violated, the operator shall immediately impress the advertisement in writing to the OFAC.
4.7.3.7 Every operator shall be required to demonstrate to the OFAC on the basis of operational experience and other perti nents, such as current scientific knowledge, that the extension of the flight service time Achieves an equivalent level of safety. It is required to adjust the extended flight service time in the OM with a break (split service). Specific cases are subject to the approval of the OFAC.
4.7.4 Flight Service Periods
4.7.4.1 Subject to c. 4.7.3.2 and 4.7.4.2 to 4.7.4.11, flight duty periods of flight crew members shall be limited as follows:
| Minimum driving force according to AFM and OM |
Number of landings |
Flight Service Period (Number of Hours) |
| 1 driver |
Up to |
|
| 4 |
12 |
|
| 5 |
11 |
|
| 6 |
10 |
|
| 7 |
9 |
|
| 2 drivers or |
4 |
14 |
| 2 drivers and |
5 |
13 |
| A Flight Engineer |
6 |
12 |
| 7 |
11 |
|
| Increased Workforce Conduct Team |
Number of landings |
Flight Service Period (Number of Hours) |
| 3 drivers or |
Up to 3 |
20 |
| 3 drivers and |
Up to 4 |
18 |
| 2 Flight Engineers |
||
4.7.4.2 When undertaking a helicopter with a single pilot, the flight service period may not exceed 12 hours per day.
4.7.4.3 For mariners and cabin crew members, the flight service period shall not exceed 20 hours, with a navigator not to be in office for more than 12 hours during this period.
4.7.4.4 For flight preparation and completion work, a period of at least one hour before the flight and at least half an hour after the flight must be counted and, in the case of helicopter flights, a period of at least half an hour before The flight and at least half an hour after the flight.
4.7.4.5 There is a need to fairly take into account such things as night services, time lags, unusual weather conditions, by reducing flight service periods or by extending periods of time. Of rest.
4.7.4.6 The duration of the journey from the place of residence to the work location beyond 3 hours shall be considered as a period of flight service.
4.7.4.7 The duration of a service trip ordered by the operator prior to a flight shall be considered as a period of flight duty.
4.7.4.8 The duration of a principal or accessory professional activity within the ten days preceding a flight shall be considered as a period of flight service.
4.7.4.9 A helicopter pilot should not run more than 160 rotations in one day. Exceptionally, the number of rotations may, one day per calendar month, increase to a maximum of 200.
4.7.4.10 In so far as a helicopter pilot performs successive flights of less than 30 minutes each time, he shall interrupt his/her undertaking at the latest after 4 hours of bilge flight and at least for 1 hour.
4.7.4.11 To the extent that a helicopter pilot performs successive flights of a duration each time less than 10 minutes, he shall interrupt his/her commitment at the latest after 2 ½ hours of bilge flight and at least 10 minutes.
Periods of rest
4.7.5.1 Between two periods of flight service, each crew member shall have a rest period, which shall immediately precede the flight service period. The rest period shall be calculated from the longest of the two periods of flight service and shall include, subject to c. At least 4.7.3.2 and 4.7.4.5.
| Flight Service Period |
Rest Period |
| Up to 12 hours |
8 hours |
| From 12 to 14 hours |
10 a.m. |
| More than 14 hours |
12 Hours |
4.7.5.2 In addition, without prejudice to the minimum duration of vacation under s. 329 A The code of obligations 10 , any crew member will benefit from:
4.7.5.3 The rest period referred to in c. 4.7.5.1 may be included in local days free from any work or on-call duty provided for in c. 4.7.5.2.
4.7.5.4 The right to rest periods provided for in c. 4.7.5.2 decreases Pro rata temporis In the case of a holiday, part-time work or military service.
4.7.5.5 Each crew member shall, for a period of 10 days, have a rest period of two times 36 hours or, once 54 hours, the rest period provided for in the c. 4.7.5.1 which may be included. This rule does not apply to the commitment of helicopter pilots.
When a helicopter is engaged with a single pilot, the rest period shall be set as follows:
| Pilot consecutive flight service days |
Minimum duration in continuous hours of rest after the flight service period |
| 4 |
36 |
| 5 |
60 |
| 6 |
84 |
4.7.6 Flight time bilge
4.7.6.1 Total bilge flight time for crew members is limited as follows:
For a civilian half-month: 60 hours
For two consecutive calendar months: 110 hours
For three consecutive calendar months: 280 hours
During a calendar year: 900 hours
4.7.6.2 In addition, during the engagement of a helicopter with a single pilot, the flight time shall be limited to a maximum of 7 hours per day; exceptionally, the bilge flight time may, one day per calendar month, rise to Maximum 8 hours.
4.7.7 Surveys
4.7.7.1 The operator shall be responsible for working time and crew duty time.
4.7.7.2 The OFAC may prescribe the manner in which these statements are to be held.
4.7.7.3 Records shall be kept for two years.
4.7.7.4 The OFAC shall be informed, at its request, of working hours, crew service times and specific working rhythms for crew members.
4.8.1 The operator shall ensure that passengers are made aware of the location and manner of use:
4.8.2 In the event of an emergency, passengers will receive instructions appropriate to the circumstances.
4.9.1 The operator shall ensure that, during takeoff, in the case of turbu lence and emergency and during landing, all persons on board are attached with belts. Exempt from this requirement are OFAC inspectors as well as ex-plowing examiners. The figure 4.12.4.3 is reserved.
4.9.2 During takeoff, in the event of turbulence and emergency as well as during landing, children under 2 years of age, for whom, allegedly in figure 4.10.2.1, no individual seat with seat belt shall be provided. Held on the knees of an adult person, in front of his belt.
4.10.1 General
4.10.1.1 The loading and refuelling and the use of pallets and containers shall be settled in the FOM in accordance with any requirements of the AFM.
4.10.1.2 An aircraft shall be charged only under the supervision of the operator designated by the operator.
4.10.2 Maximum number of persons admitted
4.10.2.1 The operator shall only carry on an aircraft the number of persons per person admitted in accordance with the AFM, except in the case of children under 2 years of age carried in accordance with the figure 4.9.2.
4.10.2.2 In exceptional cases, two children between 2 and 12 years of age may travel in one seat only when the seat and seat belt dimensions permit and the children's representatives have given their consent. The total number of individual seats occupied by two children, however, cannot exceed one-half of the authorized number of seats for passengers. Children must be under the supervision of at least one adult non-flight crew member.
4.10.2.3 At least one passenger seat shall be made available to each member of a flight crew with an increase in strength, for the time during which he is not engaged in driving.
Calculation of weight ("Load sheet")
4.10.3.1 For large aeroplanes and small turbojet aeroplanes, a calculation shall be made of the weight of the weight and position of the centre of gravity on take-off and landing; for small propeller aeroplanes, The weights and position of the centres of gravity must be checked at least by means of diagrams or tables.
4.10.3.2 If the calculation is made on the basis of unit weights, these shall be fixed in the FOM.
4.10.3.3 The OFAC may issue guidelines for the calculation of weight for the chip propi.
4.10.3.4 The calculation will be signed by the person who is responsible for establishing the calculation.
4.10.3.5 The CO shall certify by his signature, prior to the flight, that he has entered into the calculation.
4.10.3.6 The calculations shall be retained for three months.
4.11.1 General
4.11.1.1 No flights shall be undertaken until the flight preparation documents have been prepared and the Commanding Officer has verified that:
4.11.1.2 Flight preparation documents shall be kept for at least three months by the operator.
Operational flight plan (operational flight plan)
4.11.2.1 For each flight, subject to 4.11.2.2, a flight plan shall be established which shall be controlled and signed by the CO.
4.11.2.2 For VFR flights operated within Switzerland by small propeller or helicopter aeroplanes, it is not necessary to establish an operational flight plan if an ATC flight plan or flight notice has been filed. In this case, the corresponding indications must be checked at least by using diagrams or tables.
4.11.2.3 A copy of the flight plan shall be kept at the place of departure until the flight has been terminated on a regular basis, except:
4.11.2.4 The operational flight plan maintained during the flight shall be kept for at least three months.
4.11.3 Clearance Aerodromes
4.11.3.1 Both the flight plan and the operating flight plan shall indicate at least one alternate aerodrome for each flight.
4.11.3.2 It is not necessary to mention clearance aerodromes if:
4.11.4 Minimum Weather Conditions
Vols VFR Vols
A VFR flight shall only be commenced if the latest available weather information provides that the weather conditions along the road, at the destination aerodrome and, subject to the figure 4.11.3.2, at least An alternate aerodrome can be used.
4.11.4.2 IFR flights
An IFR flight must be commenced only if the latest available weather information provides that the rological conditions on the aerodrome of departure and at the time of the expected landing at the destination aerodrome and, under Reserve of the figure 4.11.3.2, on at least one alternate aerodrome shall meet the aerodrome meteorological minima fixed in the FOM.
4.11.5 Fuel and Lubricant Reserves
4.11.5.1 Principles
4.11.5.1.1 A flight shall be undertaken only with a quantity of fuel and lubricant which, for the meteorological conditions given and for foreseeable delays during the flight, shall ensure the safe completion of the flight.
4.11.5.1.2 In addition, an additional reserve should be carried in accordance with the number 4.11.5.4 to deal with unforeseen circumstances.
4.11.5.1.3 When modifying the operating flight plan during flight, it is necessary to be able to meet the conditions of the figure 4.11.5.2 letters a to c, or of the figure 4.11.5.3 letters to C , from the beginning of the change.
4.11.5.2 Propeller aircraft
On propeller-driven aircraft, the fuel and lubricant reserve will be sufficient to allow the aircraft to:
4.11.5.3 Turbojet Aircraft
On aircraft equipped with turbojet engines, the fuel and lubricant reserve will be sufficient to allow the aircraft to:
4.11.5.4 Additional fuel and lubricant reserves
The calculation of additional fuel and lubricant reserves must, in accordance with the JTF, take into account the following:
4.11.6. Oxygen reserve
A flight shall not be commenced if the atmospheric pressure in the compartments of the crew and passengers is less than 700 mb (theoretical altitude 10 000 ft), unless there is sufficient oxy gene to supply:
4.11.6.2 A flight with a pressurized aircraft shall not be commenced if there is not enough oxygen to fuel in the event of a drop of pressure the crew members as well, to a reasonable extent, the passengers during the period Where the atmospheric pressure in the compartments they occupy will be less than 700 mb (theoretical altitude 10 000 ft).
4.12.1 Weather Minima
4.12.1.1 VFR Vols
A VFR flight will be continued in the direction of the destination aerodrome only if the current weather conditions and the latest meteorological information provide that the weather conditions along the Route, at the destination aerodrome or at least one alternate aerodrome will allow it to be carried out.
4.12.1.2 IFR flights
4.12.1.2.1 An IFR flight will be continued in the direction of the destination aerodrome only if the latest available weather information indicates that the aerodrome minima prescribed in the FOM for the aerodrome concerned or At least one alternate aerodrome is reached at the expected time of arrival.
Except in emergency situations, approach flights shall be suspended at the decision altitude fixed in the FOM when the minimum logical meteoro conditions specified in the FOM for the aerodrome concerned are not met.
4.12.2 Weather Observations
Weather observations on board an aircraft will be carried out and transmitted according to recommended international standards and practices.
4.12.3 Dangerous flight conditions announced
The dangerous flight conditions encountered along the way will be announced at the appropriate aeronautical station, with all the details that may be useful for the safety of other aircraft.
4.12.4 Crew Members of Conduct for their Position
4.12.4.1 During flight time, each flight crew member shall be in his/her position.
4.12.4.2 In exceptional circumstances, the Commanding Officer may, on a cruise flight, authorize flight crew members to leave their seats for a short period of time; a pilot seat must be continuously occupied.
4.12.4.3 At their workstations, flight crew members shall be attached during the flight time, unless the performance of specific duties prevents them.
4.12.5 Use of oxygen by the flight crew
4.12.5.1 Each flight crew member shall use the oxy gene when the atmospheric pressure in the cockpit falls below 620 mb (theoretical elevation 13000 ft) or is taken for more than 30 minutes Between 700 mb (theoretical altitude 10 000 ft) and 620 mb (theoretical altitude 13000 ft).
4.12.5.2 All crew members for the conduct of pressurized aircraft at an altitude where atmospheric pressure is less than 376 mb (theoretical altitude 25 000 ft) shall have an oxygen mask at their work station Rapid, capable of providing immediate oxygen when needed. When a single pilot is in the mandes, he shall use the oxygen mask at an altitude where the atmospheric pressure is less than 239 11 Mb (theoretical altitude 35,000 ft).
Protection of passengers and cabin crew in the event of pressure drop
In the event of a fall in pressure, passengers and cabin crew members shall be effectively protected by appropriate technical devices and emergency descent procedures.
4.12.7 Operating instructions provided in flight
4.12.7.1 Operating instructions provided in flight that involve a modification of the flight plan shall, if possible, be coordinated with the air traffic control body prior to being transmitted to the aircraft.
4.12.7.2 The instructions and information of the operator, in particular those of the operating technical agent, shall not interfere with the activity of the air traffic control department or the meteorological and meteorological service. Telecommunications service.
4.12.8 Transport in the cockpit
4.12.8.1 The "Cockpit permit" established by the OFAC may, subject to 4.9.1 and 4.10.2.1, travel to the flight deck.
4.12.8.2 The following persons do not require access authorization:
4.12.8.3 Access to the flight deck may not take place without the consent of the Commanding Officer.
4.12.8.4 The OFAC may assign the operator the authority to establish access authority for certain categories of persons. The terms and conditions must be addressed in the JTF.
4.12.9 Access to the cockpit
During the flight, but not on take-off or landing, the CO may authorize passengers to stand in the flight deck.
4.13 Specific Operations
The operator shall rule in the FOM for specific operations, including:
4.14.1 The inappropriate rotation of an aircraft should be prevented.
4.14.2 When the engine is running, a responsible person must be seated at the controls.
A flight must be carried out only if it is certain that the performance and employment limitations of the aircraft contained in the AFM and the related documents, as well as the procedures contained in the Aeronautical Information Publications (AIP) Can be observed in the data flight conditions.
A single-engine aircraft shall be used only in accordance with visual flight rules, day-to-day, and if the routes and weather conditions for the intended flight make it possible to execute at all times, in the event of engine failure, a forced landing without the Occupants or third parties are exposed to a particular hazard.
5.3.1 Failure of an engine to take off
In the event of an engine failure on takeoff, the aircraft must be able to stop on the "Accelerate-stop distance available" or continue the takeoff. All obstacles located on the flight path, to the point where the aircraft can continue the flight in accordance with the provisions of 5.3.2, must be capable of being crossed with sufficient margin.
5.3.2 Panne of a driving engine
In the event of a failure of an engine en route, the flight shall be capable of being continued in such a way that the aircraft is able to reach an appropriate aerodrome without ever descending below the minimum altitudes and landing in accordance with the standards of the figure 5.3.4.
5.3.3 Panne of a second motor on the road
For an aircraft equipped with three or more engines, the flight must, in the event of a second engine failure, be able to be continued in such a way that the minimum altitude is observed and that the aircraft is able to land at the nearest appropriate aerodrome, Subject to 5.3.4.
5.3.4 Landing
At the destination aerodrome and on each alternate aerodrome, the aircraft must be able to cross the obstacles along the approach path with a sufficient margin of safety and to stop over the landing distance Usable.
6.1.1 Depending on the particulars of an aircraft or a flight, the minimum equipment prescribed in the airworthiness requirements shall be completed in accordance with figures 6.2 to 6.10 or in accordance with the special provisions of the OFAC.
6.1.2 The operator shall fix in the FOM under what conditions a flight may be carried out or continued when instruments, systems or equipment of the aircraft are no longer usable in accordance with their intended purpose.
6.2.1 General
Each aircraft shall be equipped with:
6.2.1.2 On large aeroplanes assigned to the carriage of passengers, the lift station shall be separated from the passenger compartment by a door to be locked from the cockpit.
6.2.2 Dashboards
Must be in each aircraft, in addition to the logbooks prescribed in s. 22 of the Order of 18 September 1995 on Airworthiness of Aircraft (ONAE) 12 The following documents:
6.2.3 Indication of Aircraft Penetration Areas
If penetration areas are marked on an aircraft, they must be marked in accordance with international standards and practices.
6.2.4 Flight recorders (Flight recorder)
6.2.4.1 In accordance with nationally recognized standards and recommendations, large aeroplanes with turbine engines 13 Must be trimmed:
Flight recorders must be able to record the data allowing the flight to be reconstructed as a result of an accident or an inci.
6.2.4.2 The flight data recorder shall be able to keep the ren lords registered for at least the last 25 hours of its operation.
6.2.4.3 The recording recorder must be able to keep the recorded information for at least the last 30 minutes of its operation.
6.2.4.4 Flight recorders shall be initiated for the duration of the flight time.
6.2.5 Evacuation ramps and similar devices
Aircraft with exits with a threshold of more than 2 m from the ground shall be equipped with evacuation ramps or equivalent devices.
6.3.1 General
For flights over the water, each person on board a lifejacket or an equivalent piece of equipment to be seized from any seat or berth should be carried. The exception is:
6.3.2 Long-range flights over water
In aircraft that are employed in accordance with numbers 5.3.2 and 5.3.3 and which depart more than 120 minutes of flight at cruising speed or more than 400 nautical miles (NM) of land suitable for emergency landing, and in all Other aircraft which depart more than 30 minutes of flight at cruising speed or more than 100 nautical miles (NM) of land suitable for an emergency landing, shall be carried in addition to that prescribed in 6.3.1. The following equipment for the marine emergency:
6.3.3 Life jackets
6.3.3.1 Lifejackets or equivalent equipment shall be equipped with electrical lighting to facilitate, in the dark, the identification of shipwrecked persons.
6.3.3.2 Life belts are not considered equivalent equipment.
6.3.3.3 For children under 2 years of age, life jackets or equivalent special equipment should be carried.
6.4.1 Emergency equipment
6.4.1.1 Aircraft used over specially designated areas where search and rescue are particularly difficult must be equipped with at least one suitable portable VHF transmitter, which is suitable for use Independently of the aircraft by non-specialized persons. This transmitter will be placed in such a way that it can be immediately used in an emergency.
6.4.1.2 In addition, appropriate signalling devices and means of survival should be carried.
6.4.2 Automatic Standby Transmitter (ELBA/ELT)
All aircraft shall be equipped with an automatic standby transmitter (ELBA/ELT) meeting international standards and best practices, except for VFR flights within a 5 km radius of the aerodrome of departure.
6.5.1 Aircraft without pressurized cabin shall be equipped with oxygen dissorting devices in accordance with the figure 4.11.6.1.
6.5.2 Aircraft with a pressurized cabin shall be equipped with oxygen delivery devices in accordance with the figure 4.11.6.2.
6.5.3 pressurized aircraft flying at altitudes to which atmospheric pressure may fall below 376 mb (theoretical altitude 25 000 ft) shall be equipped with a prominent warning device to indicate to The flight crew a dange pressure drop.
Aircraft operating on flights for which an icing risk is to be expected must be equipped with anti-icing equipment.
6.7.1 For IFR flights, aircraft shall be equipped with:
6.7.2 Large aeroplanes equipped with electrically-equipped measuring instruments shall also be equipped with a back-up power supply, independent of the on-board network, capable of operating and illuminating at least 30 minutes an instrument, an artificial plate (artificial horizon) laid out in the commander's visual field. The emergency power supply shall be automatically triggered in the event of a flight network failure. A visible warning device will indicate that the emergency power supply is triggered.
6.7.3 The flight monitoring instruments used by the pilots shall be carried out in such a way that they can easily access them from their place of work by looking ahead.
6.7.4 The instruments mentioned in paragraph 6.7.1, in particular the letters a to c, may be grouped into a single instrument.
6.7.5 All instruments, in particular those mentioned in the chif fre 6.7.1, letters a to c, shall be mounted in such a way that in the event of normal operation and failure of an instrument, the other instructs shall not be disturbed.
Aircraft flying at night will be equipped with:
For IFR flights with passenger transport, large aircraft as well as small pressurised aircraft must be equipped with a weather radar.
Turbojet aircraft must be equipped with a machmeter.
An aircraft shall be equipped with communication equipment enabling the following:
7.1.2 In the event of a breakdown of a part of the communications equipment, the conditions of the number 7.1.1, letters a to c, shall be capable of being observed.
7.1.3 Aircraft admitted exclusively for day VFR flights do not need to meet the requirements of numbers 7.1.1 and 7.1.2.
7.2.1 Aircraft operated in accordance with instrument or flight rules on routes in which navigation cannot be carried out by means of ground-based landmarks shall be equipped with the equipment of na vigation that allows the aircraft to To operate in accordance with its operational flight plan and the requirements of the aerial circumference control bodies.
7.2.2 In the event of a failure of any part of the navigation equipment at any point on the road, the conditions set out in number 7.2.1 shall be capable of being observed.
7.3.1 For landings in instrument flight conditions, the AVN shall be equipped with navigation equipment to receive, at all landing and decommitment aerodromes, the signals to be guided up to a Point from where he will be able to make a wise landing on sight.
7.3.2 In the event of a breakdown of a portion of the approach or landing navigation equipment at any point in the road, the approach and landing shall be capable of being carried out in accordance with the conditions set out in section 7.3.1.
Depending on the use and the road, the OFAC may prescribe the installation of additional communications and navigation equipment.
All equipment must be mounted in such a way that if one of them fails, the others are not affected.
8.1.1 The operator shall be required to operate a Management of Airworthiness Management Organization (CAMO) in accordance with Regulation (EC) n O 2042/2003 of the Commission of 20 November 2003 14 Relating to the continuing airworthiness of aircraft and aircraft products, parts and equipment, and relating to the approval of bodies and personnel participating in these tasks (Regulation (EC) No O 2042/2003), Annex 1, part A, Subpart G. In this respect, the most recent version of the EC Regulation applicable in Switzerland is authentic. 15
8.1.2 Also apply to the maintenance of aircraft and aircraft components:
8.2.1 The operator shall maintain an AME.
8.2.2 The CAME shall comply with the requirements of the Regulation (EC) n O 2042/2003, Annex I, part A, Subpart G. 19 .
9.1.1 The operator shall establish the minimum driving experience and flight experience requirements for flight crew members in the MFA.
9.1.2 The operator shall employ only flight crews referred to in the list of flight crews approved by the OFAC.
9.1.3 The operator shall ensure that the official licenses of the flight crew members are valid and equipped with the Sami inscriptions. Licenses must be carried on board.
9.2.1 Principles
9.2.1.1 The composition of the flight crew shall be at least the same as that provided for in the AFM or in additional OFAC guidelines.
9.2.1.2 If operating conditions pose special requirements to the driving page, the operating conditions shall be increased in accordance with the circumstances. If the number of pilots is increased according to the figure 4.7.3, at least two pilots must be able to assume the function of commander. Flight crew members must be occupied as much as possible.
9.2.1.3 The increase in the crew of the flight crew will be addressed in the JTF.
9.2.2 Responsibilities on board
9.2.2.1 For each flight, a pilot shall be designated as a commander; the pilot shall be responsible during the flight time, in accordance with the order of 22 January 1960 on the rights and duties of the aircraft commander 20 .
9.2.2.2 The Commanding Officer may assign the aircraft to a qualified pilot.
9.2.2.3 For a crew of conduct on strength, the CO shall be competent to assign the positions.
9.2.3 Flight Engineer
9.2.3.1 The operator shall rule in the FOM the use of flight engineers for the types of aircraft for which the MFA prescribes such a mechanic.
9.2.3.2 The notes taken by the flight engineers shall be kept for at least three months.
9.2.4 Navigator
9.2.4.1 On flights where pilots in service are unable to handle navigation themselves, it is necessary to use a browser.
9.2.4.2 The operator shall rule in the FOM the use of the navigators on the various road sections.
9.2.4.3 Navigation documents shall be kept for at least three months.
The operator shall fix in the FOM or in other documents whose use is authorized by the OFAC, for each type of aircraft and for each crew member, the tasks to be performed in emergency situations.
9.4.1 The operator shall ensure that the training of flight crew members is sufficient for the tasks assigned to them on board. It is required to monitor the level of training of flight crew members.
9.4.2 The operator shall establish a training and flight training program in the training manual or other documents that are part of the operating regulations. The program includes:
9.4.3 The operator shall ensure that each flight crew member conducts this training at least once per calendar year and less than sixteen months apart. All types of aircraft on which the flight crew member is employed should be considered. The types of aircraft included in the licence under a general application, as well as the types of single-piston aircraft with a maximum allowable take-off weight of 2500 kg, are considered to be a single type.
9.4.4 The operator shall be required to control the level of training of flight crew members once a calendar year and less than sixteen months apart. The internal examinations shall take place in accordance with a programme of examination consisting of a theoretical part and a part in flight, including in particular the matters referred to in number 9.4.2, letters a to g; these examinations shall be dealt with in the training manual or In other documents that form part of the Regulations. A flight crew member employed on various aircraft types must pass the internal examination on each aircraft type at least once every twenty months. The types of aircraft included in the licence under a general registration, as well as the types of single piston aircraft with a maximum allowable take-off weight of 2500 kg, are considered to be a single type.
9.4.5 The OFAC may authorize the completion of training and internal review in whole or in part through appropriate training devices.
9.4.6 Flight training according to the figure 9.4.3 is considered to be accom and the flight test 21 Internal according to the number 9.4.4 as successful as, within the time limits fixed in figure 9.4.4, the pilots passed a control flight IFR ("Proficiency check"), the navigators and the flight engineers the flight of control required for the Renewal of their licen.
9.4.7 The results of internal reviews shall be retained for five years.
The operator shall ensure that no passengers are transported on flights during which emergency situations are simulated.
9.6.1 General
9.6.1.1 The operator shall not assign to the flight only flight crew members who have completed the training according to 9.4.2 and 9.4.3 and have passed the internal examination according to the figure 9.4.4.
9.6.1.2 The operator shall not affect the IFR flights only of the pilots who have passed the IFR control flight ("Proficiency check") according to the figure 9.7.
9.6.1.3 Crew members shall be employed only at the workstations and functions for which they have been instructed and examined.
9.6.2 Commander's Flight Experience
The operator shall ensure that only pilots who have performed during the preceding 90 days, at least three take-offs and three landings on the aircraft type are employed as commander on VFR and IFR flights. The types of aircraft included in the licence under general registration, as well as the types of single piston aircraft with a maximum allowable take-off weight of 2500 kg, are considered to be a single type.
9.6.3 Flight experience of copilot
The operator shall ensure that the orders are not assigned during take-off and landing to a co-pilot who would not have performed the duties of a CO or co-pilot on the aircraft type within 90 days. Before, or who has not demonstrated, by means of appropriate training devices, his or her competence in the duties of co-pilot. The types of aircraft included in the licence under a general registration are considered to be a single type.
9.6.4 Commander's Route Qualification
Principle of principle
Before a pilot works as a commander, the operator must ensure that he meets the conditions set out in 9.6.4.2 to 9.6.4.4.
9.6.4.2 Knowledge required
Before a pilot works for the first time as a commander on a specific route, the operator must ensure either that the pilot has sufficient knowledge, or that he/she has the necessary documentation. Provide, within an appropriate time frame, sufficient knowledge of:
9.6.4.3 Initiation flight
9.6.4.3.1 Prior to the assignment, each Commanding Officer shall execute an initiation flight consisting of a landing on each airfield, under the supervision of a qualified pilot for those aerodromes.
9.6.4.3.2 Exceptions to this rule are permitted in the following cases:
9.6.4.3.3 In order to be assigned to regular flight lines, the CO shall, in each case, conduct an initiation flight as a flight crew member or as an observer for roads or road sections where navigation is carried out Only from landmarks on the ground.
9.6.4.4 Validity of qualification to be assigned on certain routes
The qualification to be assigned as a commander on a specified route shall be valid for twelve months from the day on which the pilot in question was last posted on that road as a crew member, control pilot or observer.
9.6.5 Records of the Qualification of Flight Crew Members
9.6.5.1 The operator shall maintain, for each flight crew member, the training and examination statements provided for in numbers 9.4 and 9.7, as well as those relating to the qualifications required for the numbers 9.6.2 to 9.6.4.
9.6.5.2 When a flight crew member is employed by several former plotters, each of them shall keep these records up to date.
9.6.5.3 Records shall be kept for five years or returned to the OFAC.
9.7.1 The operator shall ensure that the proficiency of the pilots assigned to the instrument flight is controlled by the OFAC. The pilot must demonstrate that he controls the flight of the aircraft in flight to the instruments and that the emergency procedures are fully operational. The OFAC may authorize the flight of control to be carried out in whole or in part by means of an appropriate training device and approved.
9.7.2 The control flight shall take place within the time limits set for the renewal of the special instrument flight permit.
9.7.3 When a pilot is assigned to more than one aircraft type, it shall take place, for each type, at least once within twenty months. The types of aircraft included in the licence under a general application are considered to be a single type.
9.7.4 The OFAC may determine on which routes, aerodromes and aircraft types the control flight will take place.
9.7.5 The OFAC may entrust the execution of the control flight in whole or in part to the operator. Only the control pilots admitted by the OFAC on the proposal of the operator are, however, allowed to pass these control flights.
9.7.6 The operator shall communicate the results of the control flights to the OFAC. The documents of the control flights shall be retained for the duration of the undertaking and at the time of termination they shall be retained for another five years or given to the OFAC.
9.7.7 In addition, the provisions of the Regulation of 25 March 1975 concerning the licences of aircraft cabin crew are applicable 22 .
The operator must establish once a year a qualification for each flight crew member. Qualifications must provide general information on the suitability of a flight crew member's duties. They must be kept for the duration of the undertaking and at the time of termination they must be kept for another five years or handed over to the OFAC.
A flight crew member whose licence requires the wearing of glasses or contact lenses shall be required to have spare glasses or spare contact lenses within his or her scope while performing his or her duties.
The operator may assign certain tasks of the flight crew to an operating technical officer, who will assume them independently.
The tasks of the Technical Operations Officer will be set out in the JTF, including:
In particular, the operator will set out in the JTF:
11.2.1 The operator shall maintain an AME.
11.2.2 The AME must comply with the requirements of the Regulation (EC) n O 2042/2003, Annex I, part A, Subpart G. 23
...
The operator shall at all times have lists of the rescue and survival equipment carried by each aircraft, so as to be able to send them without delay to the Search and Rescue Coordination Centres. These lists will contain, among other things, information on the number, colour and type of lifeboats, lifejackets, type and frequencies of emergency transmitters, supplies of drugs and drinking water, and Equipment for carrying out pyrotechnic signals.
12.1.1 The OFAC may determine the number and font of cabin crew members for each aircraft type.
12.1.2 If operating conditions impose special requirements on the cabin crew, the crew complement shall be increased in accordance with the circumstances. This increase will be addressed in the JTF.
12.1.3 The operator shall establish the minimum requirements for cabin crew members in the MFA.
12.1.4 The operator shall employ only cabin crew members in the list of cabin crew members approved by the OFAC.
The operator shall fix in the FOM or in other documents, the use of which is authorized by the OFAC, for each aircraft type and for each cabin crew member, the tasks to be performed in emergency situations.
12.3.1 Training and Review
The operator is responsible for ensuring that cabin crew members are trained in their duties on board and undergo a review.
12.3.2 Training
12.3.2.1 Each cabin crew member shall, once per calendar year, undergo training in particular on the subjects listed under number 12.3.3.2.
12.3.2.2 A cabin crew member assigned to several aircraft types shall conduct the training for each aircraft type.
12.3.2.3 Training for the same type of aircraft shall not be conducted at less than six months and no more than sixteen months apart.
12.3.3 Training, Review and Training Programs
12.3.3.1 Training, examination and training programs shall be established by the operator in the training manual or in other documents included in the operating regulations.
12.3.3.2 Programs include the following:
12.3.3.3 Load Leader ("Loadmaster") , the programmes also contain the application of the loading requirements in accordance with the figure 4.10.
The operator shall ensure that only cabin crew members who have completed the training, examination and training according to 12.3 on the aircraft type concerned are employed.
12.5.1 The operator shall maintain records relating to the suitability of cabin crew members to determine whether the provisions of 12.3 are observed.
12.5.2 Where a cabin crew member is employed by several operators, each operator shall keep these records up to date.
12.5.3 Records shall be retained for five years or returned to the OFAC.
13.1.1 The OFAC shall set a time limit for each operator during which it shall adapt the operation and the operating regulations to the provisions of the present order.
13.1.2 Until the appropriate operating regulations are approved, the former rule remains applicable.
13.2.1 The operators shall have until December 31, 2007, to operate their operations with the amendment of this Order of 1 Er August 2007.
13.2.2 They have until October 31, 2007 to submit amended operating regulations for the approval of the OFAC.
This order shall enter into force on 1 Er Jan 1974.
The OFAC shall set a time limit for each operator to adapt the operation and the operating regulations to this amendment. The former Regulation shall remain applicable until the relevant operating regulations have been approved.
The operating regulations must be adapted to this amendment and submitted to the OFAC for approval until 31 December 1992 at the latest. The former Regulation shall remain applicable until the relevant operating regulations have been approved.
1 Text updated as per c. I of the O of the DETEC of 10 Nov 1975 (RO 1975 2196), of 8 July. 1985 (RO 1985 1545), of 26 June 1986 (RO 1986 1252), 23 June 1992 (RO 1992 1366), art. 8 of the DETEC of 8 O. 1997 (RO 1997 2268), c. 1 of Annex 2 to O 2 of 19 March 2004 on aircraft maintenance undertakings (RO 2004 1661), c. I of the O du DETEC of 20 jul. 2007 (RO 2007 3653), art. 24 of the DETEC's 26 O. 2008 on flight and service time (RO 2008 4505), art. 16 of the 14 Oct DETEC O. 2008 on the operation of helicopters for the commercial transport of persons or goods (RO 2008 4699), c. I of the O du DETEC of 7. 2009 (RO 2009 5031) and art. 7 of the 17 Dec DETEC O. 2013 on the implementation of air operations requirements in accordance with R (EU) n O 965/2012, effective from 1 Er Feb 2014 (RO 2014 181).
2 New name according to the ACF of Dec. 1997 (unpublished).
3 RS 748.01
4 RS 748.0
5 RS 0.748.127.192.68 . The binding version for Switzerland is mentioned in the Annex to this Ac. And can be consulted or ordered against payment from the Federal Office of Civil Aviation, 3003 Berne (www.bazl.admin.ch).
6 RS 748.127.8
7 [RO 1952 1087, 1953 25 art. 2, 1963 676, 1994 3028 hp. II 2, 1997 2779 ch. II 54. RO 2005 4243 Annex, c. I]. See currently the O of 17 August 2005 on Air Transport (RS 748.411 ).
8 JO n O L 302 of 1.12.2000 p. 57. The text of the Directive can be obtained from the Federal Office for Civil Aviation, 3003 Berne (www.aviation.admin.ch).
9 The most recent version of the directive applicable in Switzerland is indicated in the Annex to the Ac. Between Switzerland and the EC on air transport (RS 0.748.127.192.68 ).
10 RS 220
11 RO 1977 1458
12 RS 748.215.1
13 RO 1980 156
14 OJ L 315, 28.11.2003, p.1. The text of the R can be obtained from the Federal Office of Civil Aviation, 3003 Berne (www.aviation.admin.ch).
15 The most recent version of the directive applicable in Switzerland is indicated in the Annex to the Ac. Between Switzerland and the EC on air transport (RS 0.748.127.192.68 )
16 RS 748.215.1
17 RS 748.127.4 . Currently: O du DETEC on Aircraft Maintenance Organizations (OOMA).
18 RS 748.127.2
19 JO n O L 315 of 28.11.2003, p.1. The text of the R can be obtained from the Federal Office of Civil Aviation, 3003 Berne (www.aviation.admin.ch).
20 RS 748.225.1
21 RO 1981 1760
22 RS 748.222.1
23 JO n O L 315 of 28.11.2003, p.1. The text of the R can be obtained from the Federal Office of Civil Aviation, 3003 Berne (www.aviation.admin.ch).
24 RO 1975 2196
25 RO 1992 1366
