Interim Report - Introduction - EASA

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INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B <strong>EASA</strong>.2009.OP.21 OPS 1.625 Mass and balance documentation (See Appendix 1 to OPS 1.625) (a) An operator shall establish mass and balance documentation prior to each flight specifying the load and its distribution. The mass and balance documentation must enable the commander to determine that the load and its distribution is such that the mass and balance limits of the aeroplane are not exceeded. The person preparing the mass and balance documentation must be named on the document. The person supervising the loading of the aeroplane must confirm by signature that the load and its distribution are in accordance with the mass and balance documentation. This document must be acceptable to the commander, his/her acceptance being indicated by countersignature or equivalent. (See also OPS 1.1055 (a)12). (b) An operator must specify procedures for last minute changes to the load. (c) Subject to the approval of the Authority, an operator may use an alternative to the procedures required by paragraphs (a) and (b) above. This Rule is included because of the similarities with de-icing / anti-icing in respect of the effect on airworthiness if the task of loading is incorrectly carried out, and the fact that loading and the creation of the documentation is often conducted by sub-contracted service providers. It is conceivable that a similar regulation for de-icing / anti-icing could be proposed. That is, any documentation and/or communication passed from the de-icing / anti-icing service provider to the operator and/or captain, must enable the captain to determine an accurate holdover time and that the aircraft is free of contamination. If operators want to use alternative procedures, then they would be required to seek Authority approval. Details of the anti-icing code can be placed in an Appendix. This would confirm that the anti-icing code has a specific purpose, and that service providers, flight crew and flight operations were all interpreting the code in the same way: thus eliminating confusion as to the meaning of the code. Operators would have to amend contracts in order to ensure that service providers were aware of their post de-icing / antiicing inspection and communication responsibilities. airsight GmbH - 16 -
INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B <strong>EASA</strong>.2009.OP.21 OPS 1.873 Electronic navigation data management (a) An operator shall not use a navigation database which supports an airborne navigation application as a primary means of navigation unless the navigation database supplier holds a Type 2 Letter of Acceptance (LoA) or equivalent. (b) If the operator’s supplier does not hold a Type 2 LoA or equivalent, the operator shall not use the electronic navigation data products unless the Authority has approved the operator’s procedures for ensuring that the process applied and the delivered products have met equivalent standards of integrity. (c) An operator shall not use electronic navigation data products for other navigation applications unless the Authority has approved the operator’s procedures for ensuring that the process applied and the delivered products have met standards of integrity acceptable for the intended use of the data. (d) An operator shall continue to monitor both the process and the products according to the requirements of OPS 1.035. (e) An operator shall implement procedures that ensure timely distribution and insertion of current and unaltered electronic navigation data to all aircraft that require it. Agency Opinion 01/2005 On the acceptance of navigation database suppliers In the Agency’s view the best solution would certainly be that the industry organizes itself to verify the quality of the navigation data provided by the suppliers and used by the aircraft operators. Such an option, similar to that developed by IATA for the operational safety audit of its member airlines (IOSA). In line with the above policy a stand-alone document is produced which will be used for the investigation of navigation database suppliers in Europe and, after satisfactory results, for the issuance of a letter of acceptance (LoA). This document consists of “Conditions” and “Guidance”. Finally, to facilitate the work of the investigation team and to allow for a better preparation by the organisation to be assessed, a compliance checklist in line with the above document is provided. The letter of acceptance does not constitute a mandatory requirement since it is not a mandatory certification attesting compliance with a binding act. The letter of acceptance will not attest that the data produced by these organisations can be used by operators, but airsight GmbH - 17 -
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Interim Report - Introduction - EASA

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