JAR-OPS 1.575. En-Route-All Engines Operating.
(a) An operator shall ensure that the aeroplane will, in the meteorological conditions expected for the flight, at any point on its route or on any planned diversion therefrom, be capable of a rate of climb of at least 300 ft per minute with all engines operating within the maximum continuous power conditions specified at:
(1) The minimum altitudes for safe flight on each stage of the route to be flown or of any planned diversion therefrom specified in, or calculated from the information contained in, the Operations Manual relating to the aeroplane; and
(2) The minimum altitudes necessary for compliance with the conditions prescribed in JAR - OPS 1.580 and 1.585, as appropriate.

JAR-OPS 1.580. En-Route-One Engine Inoperative. (See AMC OPS 1.580)
(a) An operator shall ensure that the aeroplane will, in the meteorological conditions expected for the flight, in the event of any one engine becoming inoperative at any point on its route or on any planned diversion therefrom and with the other engine or engines operating within the maximum continuous power conditions specified, be capable of continuing the flight from the cruising altitude to an aerodrome where a landing can be made in accordance with JAR-OPS 1.595 or JAR-OPS 1.600 as appropriate, clearing obstacles within 9.3 km (5 nm) either side of the intended track by a vertical interval of at least:
(1) 1000 ft when the rate of climb is zero or greater; or
(2) 2000 ft when the rate of climb is less than zero.

(b) The flight path shall have a positive slope at an altitude of 450 m (1500 ft) above the aerodrome where the landing is assumed to be made after the failure of one engine.

(c) For the purpose of this sub-paragraph the available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than the gross rate of climb specified.

(d) When showing compliance with this paragraph, an operator must increase the width margins of sub-paragraph (a) above to 18.5 km (10 nm) if the navigational accuracy does not meet the 95% containment level.

(e) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used.

JAR-OPS 1.585. En-Route-Aeroplanes With Three Or More Engines, Two Engines Inoperative.
(a) An operator shall ensure that, at no point along the intended track, will an aeroplane having three or more engines be more than 90 minutes at the all-engine long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met unless it complies with sub-paragraphs (b) to (e) below.

(b) The two-engines inoperative flight path shown must permit the aeroplane to continue the flight, in the expected meteorological conditions, clearing all obstacles within 9.3 km (5 nm) either side of the intended track by a vertical interval of at least 2000 ft, to an aerodrome at which the performance requirements applicable at the expected landing mass are met.

(c) The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met.

(d) The expected mass of the aeroplane at the point where the two engines are assumed to fail must not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of a least 450 m (1500 ft) directly over the landing area and thereafter to fly level for 15 minutes.

(e) For the purpose of this sub-paragraph the available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than that specified.

(f) When showing compliance with this paragraph, an operator must increase the width margins of sub-paragraph (a) above to 18.5 km (10 nm) if the navigational accuracy does not meet the 95% containment level.

(g) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used.

JAR-OPS 1.590. Landing-Destination and Alternate Aerodromes. (See AMC OPS 1.590 and 1.595)
An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) does not exceed the maximum landing mass specified in the Aeroplane Flight Manual for the altitude and, if accounted for in the Aeroplane Flight Manual, the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.

JAR-OPS 1.595. Landing-Dry Runways. (See AMC OPS 1.590 and 1.595)
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) for the estimated time of landing allows a full stop landing from 50 ft above the threshold within 70% of the landing distance available at the destination and any alternate aerodrome.

(b) When showing compliance with sub-paragraph (a) above, an operator must take account of the following:
(1) The altitude at the aerodrome;
(2) Not more than 50% of the head-wind component or not less than 150% of the tail-wind component;
(3) The type of runway surface (see AMC OPS 1.595(b)(3)); and
(4) The slope of the runway in the direction of landing (see AMC OPS 1.595(b)(4)).

(c) For despatching an aeroplane in accordance with sub-paragraph (a) above it must be assumed that:
(1) The aeroplane will land on the most favourable runway in still air; and
(2) The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain. (See IEM OPS 1.595(c).)

(d) If an operator is unable to comply with sub-paragraph (b)(2) above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with sub-paragraphs (a), (b) and (c).

JAR-OPS 1.600. Landing-Wet and Contaminated Runways.
(a) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is equal to or exceeds the required landing distance, determined in accordance with JAR - OPS 1.595, multiplied by a factor of 1.15.

(b) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the landing distance determined by using data acceptable to the Authority for these conditions, does not exceed the landing distance available.

JAR-OPS 1.605. General. (See Appendix 1 to JAR - OPS 1.605)
(a) An operator shall ensure that during any phase of operation, the loading, mass and centre of gravity of the aeroplane complies with the limitations specified in the approved Aeroplane Flight Manual, or the Operations Manual if more restrictive.

(b) An operator must establish the mass and the centre of gravity of any aeroplane by actual weighing prior to initial entry into service and thereafter at intervals of 4 years if individual aeroplane masses are used and 9 years if fleet masses are used. The accumulated effects of modifications and repairs on the mass and balance must be accounted for and properly documented. Furthermore, aeroplanes must be reweighed if the effect of modifications on the mass and balance is not accurately known.

(c) An operator must determine the mass of all operating items and crew members included in the aeroplane dry operating mass by weighing or by using standard masses. The influence of their position on the aeroplane centre of gravity must be determined.

(d) An operator must establish the mass of the traffic load, including any ballast, by actual weighing or determine the mass of the traffic load in accordance with standard passenger and baggage masses as specified in JAR-OPS 1.620.

(e) An operator must determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the Operations Manual. (See IEM OPS 1.605(e).)

JAR-OPS 1.607. Terminology.
(a) Dry Operating Mass. The total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. This mass includes items such as:
(1) Crew and crew baggage;
(2) Catering and removable passenger service equipment; and
(3) Potable water and lavatory chemicals.

(b) Maximum Zero Fuel Mass. The maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuel contained in particular tanks must be included in the zero fuel mass when it is explicitly mentioned in the Aeroplane Flight Manual limitations.

(c) Maximum Structural Landing Mass. The maximum permissible total aeroplane mass upon landing under normal circumstances.

(d) Maximum Structural Take Off Mass. The maximum permissible total aeroplane mass at the start of the take-off run.

(e) Traffic Load. The total mass of passengers, baggage and cargo, including any non-revenue load.

JAR-OPS 1.610. Loading, mass and balance.
An operator shall specify, in the Operations Manual, the principles and methods involved in the loading and in the mass and balance system that meet the requirements of JAR-OPS 1.605. This system must cover all types of intended operations.

JAR-OPS 1.615. Mass values for crew.
(a) An operator shall use the following mass values to determine the dry operating mass:
(1) Actual masses including any crew baggage; or
(2) Standard masses, including hand baggage, of 85 kg for flight crew members and 75 kg for cabin crew members; or
(3) Other standard masses acceptable to the Authority.

(b) An operator must correct the dry operating mass to account for any additional baggage. The position of this additional baggage must be accounted for when establishing the centre of gravity of the aeroplane.

JAR-OPS 1.620. Mass values for passengers and baggage.
(a) An operator shall compute the mass of passengers and checked baggage using either the actual weighed mass of each person and the actual weighed mass of baggage or the standard mass values specified in Tables 1 to 3 below except where the number of passenger seats available is less than 6, when the passenger mass may be established by a verbal statement by or on behalf of each passenger or by estimation. The procedure specifying when to select actual or standard masses must be included in the Operations Manual.

(b) If determining the actual mass by weighing, an operator must ensure that passengers' personal belongings and hand baggage are included. Such weighing must be conducted immediately prior to boarding and at an adjacent location.

(c) If determining the mass of passengers using standard mass values, the standard mass values in Tables 1 and 2 below must be used. The standard masses include hand baggage and the mass of any infant below 2 years of age carried by an adult on one passenger seat. Infants occupying separate passenger seats must be considered as children for the purpose of this sub-paragraph.

(d) Mass values for passengers-20 seats or more.
(1) Where the total number of passenger seats available on an aeroplane is 20 or more, the standard masses of male and female in Table 1 are applicable. As an alternative, in cases where the total number of passenger seats available is 30 or more, the 'All Adult' mass values in Table 1 are applicable.
(2) For the purpose of Table 1, holiday charter means a charter flight solely intended as an element of a holiday travel package.

Table 1
Passenger seats:20 and moreMale Female30 and moreAll adultAll flights except holiday charters88 kg 70 kg84 kgHoliday charters83 kg 69 kg76 kgChildren35 kg 35 kg35 kg(e) Mass values for passengers - 19 seats or less.
Table 2
Passenger seats1 – 56 – 910 - 19Male104 kg96 kg92 kgFemale86 kg78 kg74 kgChildren35 kg35 kg35 kg(1) Where the total number of passenger seats available on an aeroplane is 19 or less, the standard masses in Table 2 are applicable.(2) On flights where no hand baggage is carried in the cabin or where hand baggage is accounted for separately, 6 kg may be deducted from the above male and female masses. Articles such as an overcoat, an umbrella, a small handbag or purse, reading material or a small camera are not considered as hand baggage for the purpose of this sub-paragraph.

(f) Mass values for baggage.
(1) Where the total number of passenger seats available on the aeroplane is 20 or more the standard mass values given in Table 3 are applicable for each piece of checked baggage. For aeroplanes with 19 passenger seats or less, the actual mass of checked baggage, determined by weighing, must be used.
(2) For the purpose of Table 3:
(i) Domestic flight means a flight with origin and destination within the borders of one State;
(ii) Flights within the European region means flights, other than Domestic flights, whose origin and destination are within the area specified in Appendix 1 to JAR - OPS 1.620(f); and
(iii) Intercontinental flight, other than flights within the European region, means a flight with origin and destination in different continents.

Table 3 - 20 or more seats
Type of flightBaggage standard massDomestic11 kgWithin the European region13 kgIntercontinental15 kgAll other13 kg(g) If an operator wishes to use standard mass values other than those contained in Tables 1 to 3 above, he must advise the Authority of his reasons and gain its approval in advance. He must also submit for approval a detailed weighing survey plan and apply the statistical analysis method given in Appendix 1 to JAR-OPS 1.620(g). After verification and approval by the Authority of the results of the weighing survey, the revised standard mass values are only applicable to that operator. The revised standard mass values can only be used in circumstances consistent with those under which the survey was conducted. Where revised standard masses exceed those in Tables 1 - 3, then such higher values must be used. (See IEM OPS 1.620(g).)

(h) On any flight identified as carrying a significant number of passengers whose masses, including hand baggage, are expected to exceed the standard passenger mass, an operator must determine the actual mass of such passengers by weighing or by adding an adequate mass increment. (See IEM OPS 1.620(h) & (i).)
(i) If standard mass values for checked baggage are used and a significant number of passengers check in baggage that is expected to exceed the standard baggage mass, an operator must determine the actual mass of such baggage by weighing or by adding an adequate mass increment. (See IEM OPS 1.620(h) & (i).)
(j) An operator shall ensure that a commander is advised when a non-standard method has been used for determining the mass of the load and that this method is stated in the mass and balance documentation.

JAR-OPS 1.625. Mass and balance documentation. (See Appendix 1 to JAR-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 by inspection that the load and its distribution is such that the mass and balance limits of the aeroplane are not exceeded. The person preparing the mass and balance documentation must be named on the document. The person supervising the loading of the aeroplane must confirm by signature that the load and its distribution are in accordance with the mass and balance documentation. This document must be acceptable to the commander, his acceptance being indicated by countersignature or equivalent. (See also JAR-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.

Appendix 1 to JAR-OPS 1.605
Mass and Balance-General
See JAR-OPS 1.605
(a) Determination of the dry operating mass of an aeroplane
(1) Weighing of an aeroplane
(i) New aeroplanes are normally weighed at the factory and are eligible to be placed into operation without reweighing if the mass and balance records have been adjusted for alterations or modifications to the aeroplane. Aeroplanes transferred from one JAA operator with an approved mass control programme to another JAA operator with an approved programme need not be weighed prior to use by the receiving operator unless more than 4 years have elapsed since the last weighing.
(ii) The individual mass and centre of gravity (CG) position of each aeroplane shall be re-established periodically. The maximum interval between two weighings must be defined by the operator and must meet the requirements of JAR - OPS 1.605(b). In addition, the mass and the CG of each aeroplane shall be re-established either by:
(A) Weighing; or
(B) Calculation, if the operator is able to provide the necessary justification to prove the validity of the method of calculation chosen,
whenever the cumulative changes to the dry operating mass exceed ± 0.5% of the maximum landing mass or the cumulative change in CG position exceeds 0.5% of the mean aerodynamic chord.
(2) Fleet mass and CG position
(i) For a fleet or group of aeroplanes of the same model and configuration, an average dry operating mass and CG position may be used as the fleet mass and CG position, provided that the dry operating masses and CG positions of the individual aeroplanes meet the tolerances specified in sub-paragraph (ii) below. Furthermore, the criteria specified in sub-paragraphs (iii), (iv) and (a)(3) below are applicable.
(ii) Tolerances
(A) If the dry operating mass of any aeroplane weighed, or the calculated dry operating mass of any aeroplane of a fleet, varies by more than ±0.5% of the maximum structural landing mass from the established dry operating fleet mass or the CG position varies by more than ±0.5 % of the mean aerodynamic chord from the fleet CG, that aeroplane shall be omitted from that fleet. Separate fleets may be established, each with differing fleet mean masses.
(B) In cases where the aeroplane mass is within the dry operating fleet mass tolerance but its CG position falls outsides the permitted fleet tolerance, the aeroplane may still be operated under the applicable dry operating fleet mass but with an individual CG position.
(C) If an individual aeroplane has, when compared with other aeroplanes of the fleet, a physical, accurately accountable difference (e.g. galley or seat configuration), that causes exceedance of the fleet tolerances, this aeroplane may be maintained in the fleet provided that appropriate corrections are applied to the mass and/or CG position for that aeroplane.
(D) Aeroplanes for which no mean aerodynamic chord has been published must be operated with their individual mass and CG position values or must be subjected to a special study and approval.
(iii) Use of fleet values
(A) After the weighing of an aeroplane, or if any change occurs in the aeroplane equipment or configuration, the operator must verify that this aeroplane falls within the tolerances specified in sub-paragraph (2)(ii) above.

(B) Aeroplanes which have not been weighed since the last fleet mass evaluation can still be kept in a fleet operated with fleet values, provided that the individual values are revised by computation and stay within the tolerances defined in sub-paragraph (2)(ii) above. If these individual values no longer fall within the permitted tolerances, the operator must either determine new fleet values fulfilling the conditions of sub-paragraphs (2)(i) and (2)(ii) above, or operate the aeroplanes not falling within the limits with their individual values.
(C) To add an aeroplane to a fleet operated with fleet values, the operator must verify by weighing or computation that its actual values fall within the tolerances specified in sub-paragraph (2)(ii) above.
(iv) To comply with sub-paragraph (2)(i) above, the fleet values must be updated at least at the end of each fleet mass evaluation.
(3) Number of aeroplanes to be weighed to obtain fleet values
(i) If 'n' is the number of aeroplanes in the fleet using fleet values, the operator must at least weigh, in the period between two fleet mass evaluations, a certain number of aeroplanes defined in the Table below:
Number of aeroplanes in the fleetMinimum number of weighings2 or 3n4 to 9n + 3210 or moren + 5110(ii) In choosing the aeroplanes to be weighed, aeroplanes in the fleet which have not been weighed for the longest time should be selected.(iii) The interval between 2 fleet mass evaluations must not exceed 48 months.(4) Weighing procedure(i) The weighing must be accomplished either by the manufacturer or by an approved maintenance organisation.
(ii) Normal precautions must be taken consistent with good practices such as:
(A) Checking for completeness of the aeroplane and equipment;
(B) Determining that fluids are properly accounted for;
(C) Ensuring that the aeroplane is clean; and
(D) Ensuring that weighing is accomplished in an enclosed building.
(iii) Any equipment used for weighing must be properly calibrated, zeroed, and used in accordance with the manufacturer's instructions. Each scale must be calibrated either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment must enable the mass of the aeroplane to be established within ±0.1%.

(b) Special standard masses for the traffic load. In addition to standard masses for passengers and checked baggage, an operator can submit for approval to the Authority standard masses for other load items.

(c) Aeroplane loading
(1) An operator must ensure that the loading of its aeroplanes is performed under the supervision of qualified personnel.
(2) An operator must ensure that the loading of the freight is consistent with the data used for the calculation of the aeroplane mass and balance.
(3) An operator must comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment, and/or the maximum seating limits.
(d) Centre of gravity limits
(1) Operational CG envelope. Unless seat allocation is applied and the effects of the number of passengers per seat row, of cargo in individual cargo compartments and of fuel in individual tanks is accounted for accurately in the balance calculation, operational margins must be applied to the certificated centre of gravity envelope. In determining the CG margins, possible deviations from the assumed load distribution must be considered. If free seating is applied, the operator must introduce procedures to ensure corrective action by flight or cabin crew if extreme longitudinal seat selection occurs. The CG margins and associated operational procedures, including assumptions with regard to passenger seating, must be acceptable to the Authority. (See IEM to Appendix 1 to JAR-OPS 1.605(d).)
(2) In-flight centre of gravity. Further to sub-paragraph (d)(1) above, the operator must show that the procedures fully account for the extreme variation in CG travel during flight caused by passenger/crew movement and fuel consumption/transfer.

Appendix 1 to JAR-OPS 1.620(f)
Definition of the area for flights within the European region
For the purposes of JAR - OPS 1.620(f), flights within the European region, other than domestic flights, are flights conducted within the area bounded by rhumb lines between the following points:
N7200 E04500
N4000 E04500
N3500 E03700
N3000 E03700
N3000 W00600
N2700 W00900
N2700 W03000
N6700 W03000
N7200 W01000
N7200 E04500
as depicted in Figure 1 below:

Figure 1 - European region

Appendix 1 to JAR - OPS 1.620(g)
Procedure for establishing revised standard mass values for passengers and baggage
(See IEM to Appendix 1 to JAR - OPS 1.620 (g))
(a) Passengers
(1) Weight sampling method. The average mass of passengers and their hand baggage must be determined by weighing, taking random samples. The selection of random samples must by nature and extent be representative of the passenger volume, considering the type of operation, the frequency of flights on various routes, in/outbound flights, applicable season and seat capacity of the aeroplane.

(2) Sample size. The survey plan must cover the weighing of at least the greatest of:
(i) A number of passengers calculated from a pilot sample, using normal statistical procedures and based on a relative confidence range (accuracy) of 1% for all adult and 2% for separate male and female average masses (the statistical procedure, complemented with a worked example for determining the minimum required sample size and the average mass, is included in IEM OPS 1.620(g)); and
(ii) For aeroplanes:
(A) With a passenger seating capacity of 40 or more, a total of 2000 passengers; or
(B) With a passenger seating capacity of less than 40, a total number of 50 x (the passenger seating capacity).
(3) Passenger masses
(i) Adults and children. Adults are defined as persons of an age of 12 years and above. They are further classified as male or female. No differentiation according to sex shall be made for children, who are defined as persons of an age of two years but who have not yet reached their twelfth birthday. Passenger masses must include the mass of the passengers' belongings which are carried when entering the aeroplane.
(ii) Infants. Infants are defined as persons who have not yet reached their second birthday. When taking random samples of passenger masses, infants shall be weighed together with the accompanying adult.
(4) Weighing location. The location for the weighing of passengers shall be selected as close as possible to the aeroplane, at a point where a change in the passenger mass by disposing of or by acquiring more personal belongings is unlikely to occur before the passengers board the aeroplane.
(5) Weighing machine. The weighing machine to be used for passenger weighing shall have a capacity of at least 150 kg. The mass shall be displayed at minimum graduations of 500 g. The weighing machine must be accurate to within 0.5% or 200 g whichever is the greater.
(6) Recording of mass values. For each flight the mass of the passengers, the corresponding passenger category (i.e. male/female/children) and the flight number must be recorded.

(b) Checked baggage. The statistical procedure for determining revised standard baggage mass values based on average baggage masses of the minimum required sample size is basically the same as for passengers and as specified in sub-paragraph (a)(1) (see also IEM OPS 1.620(g)). For baggage, the relative confidence range (accuracy) amounts to 1%. A minimum of 2000 pieces of checked baggage must be weighed.

(c) Determination of revised standard mass values for passengers and checked baggage.
(1) To ensure that, in preference to the use of actual masses determined by weighing, the use of revised standard mass values for passengers and checked baggage does not adversely affect operational safety, a statistical analysis (see IEM OPS 1.620(g)) must be carried out. Such an analysis will generate average mass values for passengers and baggage as well as other data.
(2) On aeroplanes with 20 or more passenger seats, these averages apply as revised standard male and female mass values.
(3) On smaller aeroplanes, the following increments must be added to the average passenger mass to obtain the revised standard mass values:
Number of passenger seatsRequired mass increment1 – 5 incl.16 kg6 – 9 incl.8 kg10 – 19 incl.4 kgAlternatively, all adult revised standard (average) mass values may be applied on aeroplanes with 30 or more passenger seats. Revised standard (average) checked baggage mass values are applicable to aeroplanes with 20 or more passenger seats.
(4) Operators have the option to submit a detailed survey plan to the Authority for approval and subsequently a deviation from the revised standard mass value provided this deviating value is determined by use of the procedure explained in this Appendix. Such deviations must be reviewed at intervals not exceeding 5 years. (See AMC to Appendix 1 to JAR-OPS 1.620(g), sub-paragraph (c)(4).)
(5) All adult revised standard mass values must be based on a male/female ratio of 80/20 in respect of all flights except holiday charters which are 50/50. If an operator wishes to obtain approval for use of a different ratio on specific routes or flights then data must be submitted to the Authority showing that the alternative male/female ratio is conservative and covers at least 84% of the actual male/female ratios on a sample of at least 100 representative flights.
(6) The average mass values found are rounded to the nearest whole number in kg. Checked baggage mass values are rounded to the nearest 0.5 kg figure, as appropriate.

Appendix 1 to JAR-OPS 1.625
Mass and Balance Documentation
See IEM to Appendix 1 to JAR-OPS 1.625
(a) Mass and balance documentation
(1) Contents
(i) The mass and balance documentation must contain the following information:
(A) The aeroplane registration and type;
(B) The flight identification number and date;
(C) The identity of the Commander;
(D) The identity of the person who prepared the document;

(E) The dry operating mass and the corresponding CG of the aeroplane;
(F) The mass of the fuel at take-off and the mass of trip fuel;
(G) The mass of consumables other than fuel;
(H) The components of the load including passengers, baggage, freight and ballast;
(I) The Take-off Mass, Landing Mass and Zero Fuel Mass;
(J) The load distribution;
(K) The applicable aeroplane CG positions; and
(L) The limiting mass and CG values.
(ii) Subject to the approval of the Authority, an operator may omit some of this Data from the mass and balance documentation.
(2) Last Minute Change. If any last minute change occurs after the completion of the mass and balance documentation, this must be brought to the attention of the commander and the last minute change must be entered on the mass and balance documentation. The maximum allowed change in the number of passengers or hold load acceptable as a last minute change must be specified in the Operations Manual. If this number is exceeded, new mass and balance documentation must be prepared.

(b) Computerised systems. Where mass and balance documentation is generated by a computerised mass and balance system, the operator must verify the integrity of the output data. He must establish a system to check that amendments of his input data are incorporated properly in the system and that the system is operating correctly on a continuous basis by verifying the output data at intervals not exceeding 6 months.

(c) Onboard mass and balance systems. An operator must obtain the approval of the Authority if he wishes to use an onboard mass and balance computer system as a primary source for despatch.

(d) Datalink. When mass and balance documentation is sent to aeroplanes via datalink, a copy of the final mass and balance documentation as accepted by the commander must be available on the ground.

JAR-OPS 1.630. General introduction.
(a) An operator shall ensure that a flight does not commence unless the instruments and equipment required under this Subpart are:
(1) Approved, except as specified in sub-paragraph (c), and installed in accordance with the requirements applicable to them, including the minimum performance standard and the operational and airworthiness requirements; and
(2) In operable condition for the kind of operation being conducted except as provided in the MEL (JAR-OPS 1.030 refers).

(b) Instruments and equipment minimum performance standards are those prescribed in the applicable Joint Technical Standard Orders (JTSO) as listed in JAR - TSO, unless different performance standards are prescribed in the operational or airworthiness codes. Instruments and equipment complying with design and performance specifications other than JTSO on the date of JAR - OPS implementation may remain in service, or be installed, unless additional requirements are prescribed in this Subpart. Instruments and equipment that have already been approved do not need to comply with a revised JTSO or a revised specification, other than JTSO, unless a retroactive requirement is prescribed.

(c) The following items shall not be required to have an equipment approval:
(1) Fuses referred to in JAR-OPS 1.635;
(2) Electric torches referred to in JAR-OPS 1.640(a)(4);
(3) An accurate time piece referred to in JAR-OPS 1.650(b) & 1.652(b);
(4) Chart holder referred to in JAR-OPS 1.652(n).
(5) First-aid kits referred to in JAR-OPS 1.745;
(6) Emergency medical kit referred to in JAR-OPS 1.755;
(7) Megaphones referred to in JAR-OPS 1.810;
(8) Survival and pyrotechnic signalling equipment referred to in JAR-OPS 1.835(a) and (c); and
(9) Sea anchors and equipment for mooring, anchoring or manoeuvring seaplanes and amphibians on water referred to in JAR-OPS 1.840.

(d) If equipment is to be used by one flight crew member at his station during flight, it must be readily operable from his station. When a single item of equipment is required to be operated by more than one flight crew member it must be installed so that the equipment is readily operable from any station at which the equipment is required to be operated.

(e) Those instruments that are used by any one flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his station, with the minimum practicable deviation from the position and line of vision which he normally assumes when looking forward along the flight path. Whenever a single instrument is required in an aeroplane operated by more than 1 flight crew member it must be installed so that the instrument is visible from each applicable flight crew station.

JAR-OPS 1.635. Circuit protection devices.
An operator shall not operate an aeroplane in which fuses are used unless there are spare fuses available for use in flight equal to at least 10% of the number of fuses of each rating or three of each rating whichever is the greater.

JAR-OPS 1.640. Aeroplane operating lights.
An operator shall not operate an aeroplane unless it is equipped with:

(a) For flight by day:
(1) Anti-collision light system;
(2) Lighting supplied from the aeroplane' s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the aeroplane;
(3) Lighting supplied from the aeroplane' s electrical system to provide illumination in all passenger compartments; and
(4) An electric torch for each required crew member readily accessible to crew members when seated at their designated station.

(b) For flight by night, in addition to equipment specified in paragraph (a) above:
(1) Navigation/position lights; and
(2) Two landing lights or a single light having two separately energised filaments; and
(3) Lights to conform with the International regulations for preventing collisions at sea if the aeroplane is a Seaplane or an Amphibian.

JAR-OPS 1.645. Windshield wipers.
An operator shall not operate an aeroplane with a maximum certificated take-off mass of more than 5700 kg unless it is equipped at each pilot station with a windshield wiper or equivalent means to maintain a clear portion of the windshield during precipitation.

JAR-OPS 1.650. Day VFR operations-Flight and navigational instruments and associated equipment.
(See AMC OPS 1.650/1.652) (See IEM OPS 1.650/1.652)
An operator shall not operate an aeroplane by day in accordance with Visual Flight Rules (VFR) unless it is equipped with the flight and navigational instruments and associated equipment and, where applicable, under the conditions stated in the following sub-paragraphs:
(a) A magnetic compass;

(b) An accurate timepiece showing the time in hours, minutes, and seconds;

(c) A sensitive pressure altimeter calibrated in feet with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight;

(d) An airspeed indicator calibrated in knots;

(e) A vertical speed indicator;

(f) A turn and slip indicator, or a turn co-ordinator incorporating a slip indicator;

(g) An attitude indicator;

(h) A stabilised direction indicator; and

(i) A means of indicating in the flight crew compartment the outside air temperature calibrated in degrees Celcius (see AMC OPS 1.650(i) & 1.652(i)).
(j) For flights which do not exceed 60 minutes duration, which take off and land at the same aerodrome, and which remain within 50 nm of that aerodrome, the instruments prescribed in sub-paragraphs (f), (g) and (h) above, and sub-paragraphs (k)(4), (k)(5) and (k)(6) below, may all be replaced by either a turn and slip indicator, or a turn co-ordinator incorporating a slip indicator, or both an attitude indicator and a slip indicator.

(k) Whenever two pilots are required the second pilot' s station shall have separate instruments as follows:
(1) A sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight;
(2) An airspeed indicator calibrated in knots;
(3) A vertical speed indicator;
(4) A turn and slip indicator, or a turn co-ordinator incorporating a slip indicator;
(5) An attitude indicator; and
(6) A stabilised direction indicator.

(l) Those aeroplanes with a maximum certificated take-off mass in excess of 5700 kg or having a maximum approved passenger seating configuration of more than 9 seats must additionally be equipped with airspeed indicating systems with heated pitot tubes or equivalent means for preventing malfunctioning due to either condensation or icing.

(m) Whenever duplicate instruments are required, the requirement embraces separate displays for each pilot and separate selectors or other associated equipment where appropriate.
(n) All aeroplanes must be equipped with means for indicating when power is not adequately supplied to the required flight instruments; and

(o) All aeroplanes with compressibility limitations not otherwise indicated by the required airspeed indicators shall be equipped with a Mach number indicator at each pilot' s station.

JAR-OPS 1.652. IFR or night operations-Flight and navigational instruments and associated equipment.
(See AMC OPS 1.650/1.652) (See IEM OPS 1.650/1.652)
An operator shall not operate an aeroplane in accordance with Instrument Flight Rules (IFR) or by night in accordance with Visual Flight Rules (VFR) unless it is equipped with the flight and navigational instruments and associated equipment and, where applicable, under the conditions stated in the following sub-paragraphs:
(a) A magnetic compass;

(b) An accurate time-piece showing the time in hours, minutes and seconds;

(c) Two sensitive pressure altimeters calibrated in feet with sub-scale settings, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight;

(d) An airspeed indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to either condensation or icing including a warning indication of pitot heater failure. The pitot heater failure warning indication requirement does not apply to those aeroplanes with a maximum approved passenger seating configuration of 9 or less or a maximum certificated take-off mass of 5700 kg or less and issued with an individual Certificate of Airworthiness prior to 1 April 2007 (see AMC OPS 1.652(d) & (k)(2));

Note: Applicability Date 1 April 1999 (for the pitot heater failure warning indication).

(e) A vertical speed indicator;

(f) A turn and slip indicator;

(g) An attitude indicator;

(h) A stabilised direction indicator;

(i) A means of indicating in the flight crew compartment the outside air temperature calibrated in degrees celsius (see AMC OPS 1.650 (i) & 1.652(i)); and

(j) Two independent static pressure systems, except that for propeller driven aeroplanes with maximum certificated take-off mass of 5700 kg or less, one static pressure system and one alternate source of static pressure is allowed.

(k) Whenever two pilots are required the second pilot's station shall have separate instruments as follows:
(1) A sensitive pressure altimeter calibrated in feet with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight and which may be one of the 2 altimeters required by sub-paragraph (c) above;
(2) An airspeed indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to either condensation or icing including a warning indication of pitot heater failure. The pitot heater failure warning indication requirement does not apply to those aeroplanes with a maximum approved passenger seating configuration of 9 or less or a maximum certificated take-off mass of 5700 kg or less and issued with an individual Certificate of Airworthiness prior to 1 April 1998 (see AMC OPS 1.652(d) & (k)(2));
Note: Applicability Date 1 April 1999 (for the pitot heater failure warning indication).
(3) A vertical speed indicator;
(4) turn and slip indicator;
(5) An attitude indicator; and
(6) A stabilised direction indicator.

(l) Those aeroplanes with a maximum certificated take-off mass in excess of 5700 kg or having a maximum approved passenger seating configuration of more than 9 seats must additionally be equipped with a single standby attitude indicator (artificial horizon), capable of being used from either pilot's station, that:
(1) Is powered continuously during normal operation and, after a total failure of the normal electrical generating system is powered from a source independent of the normal electrical generating system;
(2) Provides reliable operation for a minimum of 30 minutes after total failure of the normal electrical generating system, taking into account other loads on the emergency power supply and operational procedures;
(3) Operates independently of any other attitude indicating system;
(4) Is operative automatically after total failure of the normal electrical generating system; and
(5) Is appropriately illuminated during all phases of operation,
except for aeroplanes with a maximum certificated take-off mass of 5700 kg or less, already registered in a JAA Member State on 1 April 1995, equipped with a standby attitude indicator in the pilot-in-command's instrument panel.

(m) In complying with sub-paragraph (l) above, it must be clearly evident to the flight crew when the standby attitude indicator, required by that sub-paragraph, is being operated by emergency power. Where the standby attitude indicator has its own dedicated power supply there shall be an associated indication, either on the instrument or on the instrument panel, when this supply is in use. This requirement must be complied with no later than 1 April 2000.

(n) A chart holder in an easily readable position which can be illuminated for night operations.

(o) If the standby attitude instrument system is installed and usable through flight attitudes of 360° of pitch and roll, the turn and slip indicators may be replaced by slip indicators. Usable means that the system will operate through 360° in pitch and roll and will not tumble.

(p) Whenever duplicate instruments are required, the requirement embraces separate displays for each pilot and separate selectors or other associated equipment where appropriate;

(q) All aeroplanes must be equipped with means for indicating when power is not adequately supplied to the required flight instruments; and

(r) All aeroplanes with compressibility limitations not otherwise indicated by the required airspeed indicators shall be equipped with a Mach number indicator at each pilot's station.

JAR-OPS 1.655. Additional equipment for single pilot operation under IFR or at night.
(a) An operator shall not conduct single pilot IFR operations unless the aeroplane is equipped with an autopilot with at least altitude hold and heading mode.

(b) An operator shall not conduct single pilot IFR or night operations unless the aeroplane is equipped with a headset with boom microphone or equivalent and a transmit button on the control wheel. (See IEM OPS 1.655(b).)

JAR-OPS 1.660. Altitude alerting system.
(a) An operator shall not operate a turbine propeller powered aeroplane with a maximum certificated take-off mass in excess of 5700 kg or having a maximum approved passenger seating configuration of more than 9 seats or a turbojet powered aeroplane unless it is equipped with an altitude alerting system capable of:

(1) Alerting the flight crew upon approaching preselected altitude in either ascent or descent; and
(2) Alerting the flight crew by at least an aural signal, when deviating above or below a preselected altitude,
except for aeroplanes with a maximum certificated take-off mass of 5700 kg or less having a maximum approved passenger seating configuration of more than 9 and first issued with an individual certificate of airworthiness in a JAA Member State or elsewhere before 1 April 1972 and already registered in a JAA Member State on 1 April 1995.

JAR-OPS 1.665. Ground proximity warning system.
(a) An operator shall not operate a turbine powered aeroplane:
(1) Having a maximum certificated take-off mass in excess of 15 000 kg or having a maximum approved passenger seating configuration of more than 30; or
(2) First issued with an individual Certificate of Airworthiness either in a JAA Member State or elsewhere after 1 April 1999 and having a maximum approved passenger seating configuration of more than 9; or
(3) Having a maximum certificated take-off mass in excess of 5700 kg after 1 April 2001; or
(4) Having a maximum approved passenger seating configuration of more than 9 and a maximum certificated take-off mass not exceeding 5700 kg after 1 April 2002,
unless it is equipped with a ground proximity warning system.

(b) The ground proximity warning system required by this paragraph must automatically provide, by means of aural signals, which may be supplemented by visual signals, timely and distinctive warning to the flight crew of sink rate, ground proximity, altitude loss after take-off or go-around, incorrect landing configuration and downward glideslope deviation.

JAR-OPS 1.670. Airborne weather radar equipment.
(a) An operator shall not operate:
(1) A pressurised aeroplane; or
(2) An unpressurised aeroplane which has a maximum certificated take-off mass of more than 5700 kg; or
(3) An unpressurised aeroplane having a maximum approved passenger seating configuration of more than 9 seats after 1 April 1999,
unless it is equipped with airborne weather radar equipment whenever such an aeroplane is being operated at night or in instrument meteorological conditions in areas where thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather radar, may be expected to exist along the route.

(b) For propeller driven pressurised aeroplanes having a maximum certificated take-off mass not exceeding 5700 kg with a maximum approved passenger seating configuration not exceeding 9 seats the airborne weather radar equipment may be replaced by other equipment capable of detecting thunderstorms and other potentially hazardous weather conditions, regarded as detectable with airborne weather radar equipment, subject to approval by the Authority.

JAR-OPS 1.675. Equipment for operations in icing conditions.
(a) An operator shall not operate an aeroplane in expected or actual icing conditions unless it is certificated and equipped to operate in icing conditions.

(b) An operator shall not operate an aeroplane in expected or actual icing conditions at night unless it is equipped with a means to illuminate or detect the formation of ice. Any illumination that is used must be of a type that will not cause glare or reflection that would handicap crew members in the performance of their duties.

JAR-OPS 1.680. Cosmic radiation detection equipment.
An operator shall ensure that aeroplanes intended to be operated above 15 000 m (49 000 ft) are equipped with an instrument to measure and indicate continuously the dose rate of total cosmic radiation being received (i.e. the total of ionizing and neutron radiation of galactic and solar origin) and the cumulative dose on each flight.

JAR-OPS 1.685. Flight crew interphone system.
An operator shall not operate an aeroplane on which a flight crew of more than one is required unless it is equipped with a flight crew interphone system, including headsets and microphones, not of a handheld type, for use by all members of the flight crew, except that for aeroplanes registered in a JAA member State on 1 April 1995 and first issued with an individual certificate of airworthiness in a JAA member State or elsewhere before 1 April 1975 a flight crew interphone system is required by 1 April 2002.

JAR-OPS 1.690. Crew member interphone system.
(a) An operator shall not operate an aeroplane with a maximum certificated take-off mass exceeding 15 000 kg or having a maximum approved passenger seating configuration of more than 19 unless it is equipped with a crew member interphone system except for aeroplanes first issued with an individual certificate of airworthiness in a JAA member State or elsewhere before 1 April 1965 and already registered in a JAA member State on 1 April 1995.

(b) The crew member interphone system required by this paragraph must:
(1) Operate independently of the public address system except for handsets, headsets, microphones, selector switches and signalling devices;

(2) Provide a means of two-way communication between the flight crew compartment and:
(i) Each passenger compartment;
(ii) Each galley located other than on a passenger deck level; and
(iii) Each remote crew compartment that is not on the passenger deck and is not easily accessible from a passenger compartment;
(3) Be readily accessible for use from each of the required flight crew stations in the flight crew compartment;
(4) Be readily accessible for use at required cabin crew member stations close to each separate or pair of floor level emergency exits;
(5) Have an alerting system incorporating aural or visual signals for use by flight crew members to alert the cabin crew and for use by cabin crew members to alert the flight crew;
(6) Have a means for the recipient of a call to determine whether it is a normal call or an emergency call (see AMC OPS 1.690(b)(6)); and
(7) Provide on the ground a means of two-way communication between ground personnel and at least two flight crew members. (See IEM OPS 1.690(b)(7).)

JAR-OPS 1.695. Public address system.
(a) An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 19 unless a public address system is installed.

(b) The public address system required by this paragraph must:
(1) Operate independently of the interphone systems except for handsets, headsets, microphones, selector switches and signalling devices;
(2) Be readily accessible for immediate use from each required flight crew member station;
(3) For each required floor level passenger emergency exit which has an adjacent cabin crew seat, have a microphone which is readily accessible to the seated cabin crew member, except that one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated cabin crew members;
(4) Be capable of operation within 10 seconds by a cabin crew member at each of those stations in the compartment from which its use is accessible; and
(5) Be audible and intelligible at all passenger seats, toilets and cabin crew seats and work stations.

JAR-OPS 1.700. Cockpit voice recorders-1 (See IEM OPS 1.700)
(a) An operator shall not operate an aeroplane first issued with an individual Certificate of Airworthiness, either in a JAA Member State or elsewhere, on or after 1 April 1998, which:
(1) Is multi-engine turbine powered and has a maximum approved passenger seating configuration of more than 9; or
(2) Has a maximum certificated take-off mass over 5700 kg,
unless it is equipped with a cockpit voice recorder which, with reference to a time scale, records:
(i) Voice communications transmitted from or received on the flight deck by radio;
(ii) The aural environment of the flight deck, including without interruption, the audio signals received from each boom and mask microphone in use;
(iii) Voice communications of flight crew members on the flight deck using the aeroplane's interphone system;
(iv) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker; and
(v) Voice communications of flight crew members on the flight deck using the public address system, if installed.

(b) The cockpit voice recorder shall be capable of retaining information recorded during at least the last 2 hours of its operation except that, for those aeroplanes with a maximum certificated take-off mass of 5700 kg or less, this period may be reduced to 30 minutes.

(c) The cockpit voice recorder must start automatically to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power. In addition, depending on the availability of electrical power, the cockpit voice recorder must start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.

(d) The cockpit voice recorder must have a device to assist in locating that recorder in water.

(e) In complying with this section, aeroplanes with a maximum certificated take-off mass of 5700 kg or less may have the cockpit voice recorder combined with the flight data recorder.

(f) Any aeroplane may be despatched with the cockpit voice recorder required by this section inoperative provided that:
(1) It is not reasonably practicable to repair or replace the cockpit voice recorder before the commencement of the flight;
(2) The aeroplane does not exceed 8 further consecutive flights with the cockpit voice recorder unserviceable;
(3) Not more than 72 hours have elapsed since the cockpit voice recorder was found to be unserviceable; and
(4) Any flight data recorder required to be carried is operative, unless it is combined with a cockpit voice recorder.

JAR-OPS 1.705. Cockpit voice recorders-2 (See IEM OPS 1.705/1.710)

(a) After 1 April 2000 an operator shall not operate any multi-engined turbine aeroplane first issued with an individual certificate of airworthiness, either in a JAA Member State or elsewhere on or after 1 January 1990 up to and including 31 March 1998 which has a maximum certificated take-off mass of 5700 kg or less and a maximum approved passenger seating configuration of more than 9, unless it is equipped with a cockpit voice recorder which records:
(1) Voice communications transmitted from or received on the flight deck by radio;
(2) The aural environment of the flight deck, including where practicable, without interruption, the audio signals received from each boom and mask microphone in use;
(3) Voice communications of flight crew members on the flight deck using the aeroplane's interphone system;
(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker; and
(5) Voice communications of flight crew members on the flight deck using the public address system, if installed.

(b) The cockpit voice recorder shall be capable of retaining information recorded during at least the last 30 minutes of its operation.

(c) The cockpit voice recorder must start to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power. In addition, depending on the availability of electrical power, the cockpit voice recorder must start to record as early as possible during the cockpit checks, prior to the flight until the cockpit checks immediately following engine shutdown at the end of the flight.

(d) The cockpit voice recorder must have a device to assist in locating that recorder in water.

(e) An aeroplane may be despatched with the cockpit voice recorder required by this section inoperative provided that:
(1) It is not reasonably practicable to repair or replace the cockpit voice recorder before the commencement of the flight;
(2) The aeroplane does not exceed 8 further consecutive flights with the cockpit voice recorder unserviceable;
(3) Not more than 72 hours have elapsed since the cockpit voice recorder was found to be unserviceable; and
(4) Any flight data recorder required to be carried is operative unless it is combined with a cockpit voice recorder.

JAR-OPS 1.710. Cockpit voice recorders-3 (See IEM OPS 1.705/1.710)
(a) An operator shall not operate any aeroplane with a maximum certificated take-off mass over 5700 kg first issued with an individual certificate of airworthiness, either in a JAA Member State or elsewhere, before 1 April 1998 unless it is equipped with a cockpit voice recorder which records:
(1) Voice communications transmitted from or received on the flight deck by radio;
(2) The aural environment of the flight deck;
(3) Voice communications of flight crew members on the flight deck using the aeroplane's interphone system;
(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker; and
(5) Voice communications of flight crew members on the flight deck using the public address system, if installed.

(b) The cockpit voice recorder shall be capable of retaining information recorded during at least the last 30 minutes of its operation.

(c) The cockpit voice recorder must start to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power.

(d) The cockpit voice recorder must have a device to assist in locating that recorder in water.

(e) An aeroplane may be despatched with the cockpit voice recorder required by this section inoperative provided that:
(1) It is not reasonably practicable to repair or replace the cockpit voice recorder before the commencement of the flight;
(2) The aeroplane does not exceed 8 further consecutive flights with the cockpit voice recorder unserviceable;
(3) Not more than 72 hours have elapsed since the cockpit voice recorder was found to be unserviceable; and
(4) Any flight data recorder required to be carried is operative.

JAR-OPS 1.715. Flight data recorders-1 (See IEM OPS 1.715)
(a) An operator shall not operate any aeroplane first issued with an individual Certificate of Airworthiness either in a JAA Member State or elsewhere on or after 1 April 1998 which:
(1) Is multi-engine turbine powered and has a maximum approved passenger seating configuration of more than nine (9); or
(2) Has a maximum certificated take-off mass over 5700 kg,
unless it is equipped with a flight data recorder that uses a digital method of recording and storing data and a method of readily retrieving that data from the storage medium is available.

(b) The flight data recorder shall be capable of retaining the data recorded during at least the last 25 hours of its operation except that, for those aeroplanes with a maximum certificated take-off mass of 5700 kg or less, this period may be reduced to 10 hours.

(c) The flight data recorder must, with reference to a timescale, record (see AMC OPS 1.715(c)):
(1) The parameters necessary to determine altitude, airspeed, heading, acceleration, pitch and roll attitude, radio transmission keying, thrust or power on each engine, configuration of lift and drag devices, air temperature, use of automatic flight control systems and angle of attack;
(2) For those aeroplanes with a maximum certificated take-off mass over 27 000 kg, the additional parameters necessary to determine positions of primary flight controls and pitch trim, radio altitude and primary navigation information displayed to the flight crew, cockpit warnings and landing gear position; and
(3) For aeroplanes specified in (a) above, the flight data recorder must record any dedicated parameters relating to novel or unique design or operational characteristics of the aeroplane.

(d) Data must be obtained from aircraft sources which enable accurate correlation with information displayed to the flight crew.

(e) The flight data recorder must start automatically to record the data prior to the aeroplane being capable of moving under its own power and must stop automatically after the aeroplane is incapable of moving under its own power.

(f) The flight data recorder must have a device to assist in locating that recorder in water.

(g) Aeroplanes with a maximum certificated take-off mass of 5700 kg or less may have the flight data recorder combined with the cockpit voice recorder.

(h) An aeroplane may be despatched with the flight data recorder required by this section inoperative provided that (see IEM OPS 1.715(h)):
(1) It is not reasonably practicable to repair or replace the flight data recorder before the commencement of the flight;
(2) The aeroplane does not exceed 8 further consecutive flights with the flight data recorder unserviceable;
(3) Not more than 72 hours have elapsed since the flight data recorder was found to be unserviceable; and
(4) Any cockpit voice recorder required to be carried is operative, unless it is combined with the flight data recorder.

JAR-OPS 1.720. Flight data recorders-2 (See IEM OPS 1.720/1.725)
(a) An operator shall not operate any aeroplane first issued with an individual certificate of airworthiness, either in a JAA Member State or elsewhere on or after 1 January 1989 up to and including 31 March 1998 which has a maximum certificated take-off mass over 5700 kg unless it is equipped with a flight data recorder that uses a digital method of recording and storing data and a method of readily retrieving that data from the storage medium is available.

(b) The flight data recorder shall be capable of retaining the data recorded during at least the last 25 hours of its operation.

(c) The flight data recorder must, with reference to a timescale, record:
(1) The parameters necessary to determine altitude, airspeed, heading, acceleration, pitch and roll attitude, radio transmission keying unless an alternative means is provided to enable the recordings of the flight data recorder and the cockpit voice recorder to be synchronised, thrust or power on each engine, configuration of lift and drag devices, air temperature, use of automatic flight control systems and angle of attack; and
(2) For those aeroplanes with a maximum certificated take-off mass over 27 000 kg, the additional parameters necessary to determine positions of primary flight controls and pitch trim, radio altitude and primary navigation information displayed to the flight crew, cockpit warnings and landing gear position. (See AMC OPS 1.720(c)/1.725(c).)

(d) Data must be obtained from aeroplane sources which enable accurate correlation with information displayed to the flight crew.

(e) The flight data recorder must start to record the data prior to the aeroplane being capable of moving under its own power and must stop after the aeroplane is incapable of moving under its own power.

(f) The flight data recorder must have a device to assist in locating that recorder in water.

(g) An aeroplane may be despatched with the flight data recorder required by this section inoperative provided that:
(1) It is not reasonably practical to repair or replace the flight data recorder before the commencement of the flight;
(2) The aeroplane does not exceed 8 further consecutive flights with the flight data recorder unserviceable;
(3) Not more than 72 hours have elapsed since the flight data recorder was found to be unserviceable; and
(4) Any cockpit voice recorder required to be carried is operative, unless it is combined with the flight data recorder. (See IEM OPS 1.720(g)/1.725(g).)

JAR-OPS 1.725. Flight data recorders-3 (See IEM OPS 1.720/1.725)
(a) An operator shall not operate any turbine-engined aeroplane to which JAR - OPS 1.715 or JAR - OPS 1.720 is not applicable and which has a maximum certificated take-off mass over 5700 kg unless it is equipped with a flight data recorder that uses a digital method of recording and storing data and a method of readily retrieving that data from the storage medium is available, except that for aeroplanes registered in a JAA Member State on 1 April 1995 and first issued with an individual certificate of airworthiness in a JAA Member State or elsewhere before 1 April 1975, the continued use of non-digital recorders is acceptable until 1 April 2000.

(b) The flight data recorder shall be capable of retaining the data recorded during at least the last 25 hours of its operation.

(c) The flight data recorder must, with reference to a timescale, record:
(1) For aeroplanes first issued with an individual Certificate of Airworthiness, either in a JAA Member State or elsewhere before 1 January 1987:
(i) The parameters necessary to determine altitude, airspeed, heading and normal acceleration; and
(ii) For those aeroplanes with a maximum certificated take-off mass over 27 000 kg that are of a type first type certificated in a JAA Member State or elsewhere after 30 September 1969, the additional parameters necessary to determine:
(A) Radio transmission keying unless an alternative means is provided to enable the recordings of the flight data recorder and the cockpit voice recorder to be synchronised;
(B) The attitude of the aeroplane in achieving its flight path; and
(C) The basic forces acting upon the aeroplane resulting in the achieved flight path and the origin of such forces.
(2) For aeroplanes first issued with an individual certificate of airworthiness either in a JAA Member State or elsewhere on or after 1 January 1987 but before 1 January 1989:
(i) The parameters necessary to determine altitude, airspeed, heading and normal acceleration; and
(ii) For those aeroplanes with a maximum certificated take-off mass over 27 000 kg that are of a type first type certificated in a JAA Member State or elsewhere after 30 September 1969, the additional parameters necessary to determine:
(A) Radio transmission keying unless an alternative means is provided to enable the recordings of the flight data recorder and the cockpit voice recorder to be synchronised; and
(B) Pitch and roll attitude, thrust or power on each engine, configuration of lift and drag devices, air temperature, use of automatic flight control systems position, of primary flight controls and pitch trim, radio altitude and primary navigation information displayed to the flight crew, cockpit warnings and landing gear position. (See AMC OPS 1.720(c)/1.725(c).)
(d) Data must be obtained from aircraft sources which enable accurate correlation with information displayed to the flight crew.

(e) The flight data recorder must start to record the data prior to the aeroplane being capable of moving under its own power and must stop after the aeroplane is incapable of moving under its own power.

(f) The flight data recorder must have a device to assist in locating that recorder in water.

(g) Any aeroplane may be despatched with the flight data recorder required by this section inoperative provided that:
(1) It is not reasonably practicable to repair or replace the flight data recorder before the commencement of the flight;
(2) The aeroplane does not exceed 8 further consecutive flights with the flight data recorder unserviceable;
(3) Not more than 72 hours have elapsed since the flight data recorder was found to be unserviceable; and
(4) Any cockpit voice recorder required to be carried is operative, unless it is combined with the flight data recorder. (See IEM OPS 1.720(g)/1.725(g).)

JAR-OPS 1.730. Seats, seat safety belts, harnesses and child restraint devices.
(a) An operator shall not operate an aeroplane unless it is equipped with:
(1) A seat or berth for each person who is aged two years or more;
(2) A safety belt, with or without a diagonal shoulder strap, or a safety harness for use in each passenger seat for each passenger aged 2 years or more;
(3) A supplementary loop belt or other restraint device for each infant;
(4) Except as provided in sub-paragraph (b) below, a safety belt with shoulder harness for each flight crew seat and for any seat alongside a pilot's seat incorporating a device which will automatically restrain the occupant's torso in the event of rapid deceleration;
(5) Except as provided in sub-paragraph (b) below, a safety belt with shoulder harness for each cabin crew seat and observer's seats. However, this requirement does not preclude use of passenger seats by cabin crew members carried in excess of the required cabin crew complement; and
(6) Seats for cabin crew members located near required floor level emergency exits except that, if the emergency evacuation of passengers would be enhanced by seating cabin crew members elsewhere, other locations are acceptable. Such seats shall be forward or rearward facing within 15° of the longitudinal axis of the aeroplane.

(b) All safety belts with shoulder harness must have a single point release. A safety belt with a diagonal shoulder strap for aeroplanes with a maximum certificated take-off mass not exceeding 5700 kg or a safety belt for aeroplanes with a maximum certificated take-off mass not exceeding 2730 kg may be permitted in place of a safety belt with shoulder harness if it is not reasonably practicable to fit the latter.

JAR-OPS 1.731. Fasten Seat belt and No Smoking signs.
An operator shall not operate an aeroplane where the pilot-in-command cannot see all the passenger seats from his own seat unless it is equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.

JAR-OPS 1.735. Internal doors and curtains.
An operator shall not operate an aeroplane unless the following equipment is installed:
(a) In an aeroplane with a maximum approved passenger seating configuration of more than 19 passengers, a door between the passenger compartment and the flight deck compartment with a placard ' crew only' and a locking means to prevent passengers from opening it without the permission of a member of the flight crew;

(b) A means for opening each door that separates a passenger compartment from another compartment that has emergency exit provisions. The means for opening must be readily accessible;

(c) If it is necessary to pass through a doorway or curtain separating the passenger cabin from other areas to reach any required emergency exit from any passenger seat, the door or curtain must have a means to secure it in the open position;

(d) A placard on each internal door or adjacent to a curtain that is the means of access to a passenger emergency exit, to indicate that it must be secured open during take off and landing; and

(e) A means for any member of the crew to unlock any door that is normally accessible to passengers and that can be locked by passengers.

JAR-OPS 1.740. Intentionally blank

JAR-OPS 1.745. First-Aid Kits (See AMC OPS 1.745)
(a) An operator shall not operate an aeroplane unless it is equipped with first-aid kits, readily accessible for use, to the following scale:

(b) An operator shall ensure that first-aid kits are:
(1) Inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use; and
(2) Replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant.

JAR-OPS 1.750. Intentionally blank

JAR-OPS 1.755. Emergency Medical Kit. (See AMC OPS 1.755)
(a) An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 30 seats unless it is equipped with an emergency medical kit if any point on the planned route is more than 60 minutes flying time (at normal cruising speed) from an aerodrome at which qualified medical assistance could be expected to be available.

(b) The commander shall ensure that drugs are not administered except by qualified doctors, nurses or similarly qualified personnel.

(c) Conditions for carriage
(1) The emergency medical kit must be dust and moisture proof and shall be carried under security conditions, where practicable, on the flight deck; and
(2) An operator shall ensure that emergency medical kits are:
(i) Inspected periodically to confirm, to the extent possible, that the contents are maintained in the condition necessary for their intended use; and
(ii) Replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant.

JAR-OPS 1.760. First-aid oxygen. (See IEM OPS 1.760)
(a) An operator shall not operate a pressurised aeroplane, at altitudes above 25 000 ft, when a cabin crew member is required to be carried, unless it is equipped with a supply of undiluted oxygen for passengers who, for physiological reasons, might require oxygen following a cabin depressurisation. The amount of oxygen shall be calculated using an average flow rate of at least 3 litres Standard Temperature Pressure Dry (STPD)/minute/person and provided for the entire flight after cabin depressurisation at cabin altitudes of more than 8000 ft for at least 2% of the passengers carried, but in no case for less than one person. There shall be a sufficient number of dispensing units, but in no case less than two, with a means for cabin crew to use the supply.

(b) The amount of first-aid oxygen required for a particular operation shall be determined on the basis of cabin pressure altitudes and flight duration, consistent with the operating procedures established for each operation and route.

(c) The oxygen equipment provided shall be capable of generating a mass flow to each user of at least four litres per minute, STPD. Means may be provided to decrease the flow to not less than two litres per minute, STPD, at any altitude.

JAR-OPS 1.765. Intentionally blank

JAR-OPS 1.770. Supplemental oxygen-pressurised aeroplanes. (See Appendix 1 to JAR - OPS 1.770)
(See IEM OPS 1.770)
(a) General
(1) An operator shall not operate a pressurised aeroplane above 10 000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required by this paragraph, is provided.
(2) The amount of supplemental oxygen required shall be determined on the basis of cabin pressure altitude, flight duration and the assumption that a cabin pressurisation failure will occur at the altitude or point of flight that is most critical from the standpoint of oxygen need, and that, after the failure, the aeroplane will descend in accordance with emergency procedures specified in the Aeroplane Flight Manual to a safe altitude for the route to be flown that will allow continued safe flight and landing.

(3) Following a cabin pressurisation failure, the cabin pressure altitude shall be considered the same as the aeroplane altitude, unless it is demonstrated to the Authority that no probable failure of the cabin or pressurisation system will result in a cabin pressure altitude equal to the aeroplane altitude. Under these circumstances, this lower cabin pressure altitude may be used as a basis for determination of oxygen supply.

(b) Oxygen equipment and supply requirements
(1) Flight crew members
(i) Each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Appendix 1. If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply. Flight deck seat occupants, not supplied by the flight crew source, are to be considered as passengers for the purpose of oxygen supply.
(ii) Flight crew members, not covered by sub-paragraph (b)(1)(i) above, are to be considered as passengers for the purpose of oxygen supply.
(iii) Oxygen masks shall be located so as to be within the immediate reach of flight crew members whilst at their assigned duty station.
(iv) Oxygen masks for use by flight crew members in pressurised aeroplanes operating above 25 000 ft shall be a quick donning type of mask.
(2) Cabin crew members, additional crew members and passengers
(i) Cabin crew members and passengers shall be supplied with supplemental oxygen in accordance with Appendix 1. Cabin crew members carried in addition to the minimum number of cabin crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply.
(ii) When operating above 25 000 ft there shall be provided sufficient spare outlets and masks and/or sufficient portable oxygen units with masks for use by all required cabin crew members. The spare outlets and/or portable oxygen units are to be distributed evenly throughout the cabin to ensure immediate availability of oxygen to each required cabin crew member regardless of his location at the time of cabin pressurisation failure.
(iii) When operating above 25 000 ft there shall be provided an oxygen dispensing unit connected to oxygen supply terminals immediately available to each occupant, wherever seated. The total number of dispensing units and outlets shall exceed the number of seats by at least 10%. The extra units are to be evenly distributed throughout the cabin.
(iv) The oxygen supply requirements, as specified in Appendix 1, for aeroplanes not certificated to fly at altitudes above 25 000 ft, may be reduced to the entire flight time between 10 000 ft and 14 000 ft cabin pressure altitudes for all required cabin crew members and for at least 10% of the passengers if, at all points along the route to be flown, the aeroplane is able to descend safely within 4 minutes to a cabin pressure altitude of 14 000 ft.

JAR-OPS 1.775. Supplemental oxygen-Non-pressurised aeroplanes. (See Appendix 1 to JAR-OPS 1.775)
(a) General
(1) An operator shall not operate a non-pressurised aeroplane at altitudes above 10 000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required, is provided.
(2) The amount of supplemental oxygen for sustenance required for a particular operation shall be determined on the basis of flight altitudes and flight duration, consistent with the operating procedures established for each operation in the Operations Manual and with the routes to be flown, and with the emergency procedures specified in the Operations Manual.
(3) An aeroplane intended to be operated above 10 000 ft shall be provided with equipment capable of storing and dispensing the oxygen supplies required.

(b) Oxygen supply requirements
(1) Flight crew members. Each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Appendix 1. If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply.
(2) Cabin crew members, additional crew members and passengers. Cabin crew members and passengers shall be supplied with oxygen in accordance with Appendix 1. Cabin crew members carried in addition to the minimum number of cabin crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply.

JAR-OPS 1.780. Crew Protective Breathing Equipment.
(a) An operator shall not operate a pressurised aeroplane or, after 1 April 2000, an unpressurised aeroplane with a maximum certificated take-off mass exceeding 5700 kg or having a maximum approved seating configuration of more than 19 seats unless:
(1) It has equipment to protect the eyes, nose and mouth of each flight crew member while on flight deck duty and to provide oxygen for a period of not less than 15 minutes. The supply for Protective Breathing Equipment (PBE) may be provided by the supplemental oxygen required by JAR-OPS 1.770(b)(1) or JAR-OPS 1.775(b)(1). In addition, when the flight crew is more than one and a cabin crew member is not carried, portable PBE must be carried to protect the eyes, nose and mouth of one member of the flight crew and to provide breathing gas for a period of not less than 15 minutes; and

(2) It has sufficient portable PBE to protect the eyes, nose and mouth of all required cabin crew members and to provide breathing gas for a period of not less than 15 minutes.

(b) PBE intended for flight crew use must be conveniently located on the flight deck and be easily accessible for immediate use by each required flight crew member at their assigned duty station.

(c) PBE intended for cabin crew use must be installed adjacent to each required cabin crew member duty station.

(d) An additional, easily accessible portable PBE must be provided and located at or adjacent to the hand fire extinguishers required by JAR - OPS 1.790(c) and (d) except that, where the fire extinguisher is located inside a cargo compartment, the PBE must be stowed outside but adjacent to the entrance to that compartment.
(e) PBE while in use must not prevent communication where required by JAR-OPS 1.685, JAR-OPS 1.690, JAR-OPS 1.810 and JAR-OPS 1.850.

JAR-OPS 1.785. Intentionally blank

JAR-OPS 1.790. Hand fire extinguishers. (See AMC OPS 1.790)
An operator shall not operate an aeroplane unless hand fire extinguishers are provided for use in crew, passenger and, as applicable, cargo compartments and galleys in accordance with the following:
(a) The type and quantity of extinguishing agent must be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used and, for personnel compartments, must minimise the hazard of toxic gas concentration;

(b) At least one hand fire extinguisher, containing Halon 1211 (bromochlorodifluoromethane, CBrCIF2), or equivalent as the extinguishing agent, must be conveniently located on the flight deck for use by the flight crew;

(c) At least one hand fire extinguisher must be located in, or readily accessible for use in, each galley not located on the main passenger deck;

(d) At least one readily accessible hand fire extinguisher must be available for use in each Class A or Class B cargo or baggage compartment and in each Class E cargo compartment that is accessible to crew members in flight; and

(e) At least the following number of hand fire extinguishers must be conveniently located in the passenger compartment(s):

When two or more extinguishers are required, they must be evenly distributed in the passenger compartment.

(f) At least one of the required fire extinguishers located in the passenger compartment of an aeroplane with a maximum approved passenger seating configuration of at least 31, and not more than 60, and at least two of the fire extinguishers located in the passenger compartment of an aeroplane with a maximum approved passenger seating configuration of 61 or more must contain Halon 1211 (bromochlorodifluoromethane, CBrCIF2), or equivalent as the extinguishing agent.

JAR-OPS 1.795. Crash axes and crowbars.
(a) An operator shall not operate an aeroplane with a maximum certificated take-off mass exceeding 5700 kg or having a maximum approved passenger seating configuration of more than 9 seats unless it is equipped with at least one crash axe or crowbar located on the flight deck. If the maximum approved passenger seating configuration is more than 200 an additional crash axe or crowbar must be carried and located in or near the most rearward galley area.

(b) Crash axes and crowbars located in the passenger compartment must not be visible to passengers.

JAR-OPS 1.800. Marking of break-in points.
An operator shall ensure that, if designated areas of the fuselage suitable for break-in by rescue crews in emergency are available on an aeroplane, such areas shall be marked as shown below. The colour of the markings shall be red or yellow, and if necessary they shall be outlined in white to contrast with the background. If the corner markings are more than 2 metres apart, intermediate lines 9 cm x 3 cm shall be inserted so that there is no more than 2 metres between adjacent marks.

JAR-OPS 1.805. Means for emergency evacuation.
(a) An operator shall not operate an aeroplane with passenger emergency exit sill heights:
(1) Which are more than 1.83 metres (6 feet) above the ground with the aeroplane on the ground and the landing gear extended; or
(2) Which would be more than 1.83 metres (6 feet) above the ground after the collapse of, or failure to extend of, one or more legs of the landing gear and for which a Type Certificate was first applied for on or after 1 April 2000,
unless it has equipment or devices available at each exit, where sub-paragraphs (1) or (2) apply, to enable passengers and crew to reach the ground safely in an emergency.

(b) Such equipment or devices need not be provided at overwing exits if the designated place on the aeroplane structure at which the escape route terminates is less than 1.83 metres (6 feet) from the ground with the aeroplane on the ground, the landing gear extended, and the flaps in the take off or landing position, whichever flap position is higher from the ground.

(c) In aeroplanes required to have a separate emergency exit for the flight crew and:
(1) For which the lowest point of the emergency exit is more than 1.83 metres (6 feet) above the ground with the landing gear extended; or,
(2) For which a Type Certificate was first applied for on or after 1 April 2000, would be more than 1.83 metres (6 ft) above the ground after the collapse of, or failure to extend of, one or more legs of the landing gear,
there must be a device to assist all members of the flight crew in descending to reach the ground safely in an emergency.

JAR-OPS 1.810. Megaphones. (See AMC OPS 1.810)
(a) An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 60 and carrying one or more passengers unless it is equipped with portable battery-powered megaphones readily accessible for use by crew members during an emergency evacuation, to the following scales:
(1) For each passenger deck:
(2) For aeroplanes with more than one passenger deck, in all cases when the total passenger seating configuration is more than 60, at least 1 megaphone is required.

JAR-OPS 1.815. Emergency lighting.
(a) An operator shall not operate a passenger carrying aeroplane which has a maximum approved passenger seating configuration of more than 9 unless it is provided with an emergency lighting system having an independent power supply to facilitate the evacuation of the aeroplane. The emergency lighting system must include:
(1) For aeroplanes which have a maximum approved passenger seating configuration of more than 19:
(i) Sources of general cabin illumination;
(ii) Internal lighting in floor level emergency exit areas; and
(iii) Illuminated emergency exit marking and locating signs.
(iv) For aeroplanes for which the application for the type certificate or equivalent was filed in a JAA Member State or elsewhere before 1 May 1972, and when flying by night, exterior emergency lighting at all overwing exits, and at exits where descent assist means are required.
(v) For aeroplanes for which the application for the type certificate or equivalent was filed in a JAA Member State or elsewhere on or after 1 May 1972, and when flying by night, exterior emergency lighting at all passenger emergency exits.
(vi) For aeroplanes for which the type certificate was first issued in a JAA Member State or elsewhere on or after 1 January 1958, floor proximity emergency escape path marking system in the passenger compartment(s).
(2) For aeroplanes which have a maximum approved passenger seating configuration of 19 or less and are certificated to JAR-23 or JAR-25:
(i) Sources of general cabin illumination;
(ii) Internal lighting in emergency exit areas; and
(iii) Illuminated emergency exit marking and locating signs.
(3) For aeroplanes which have a maximum approved passenger seating configuration of 19 or less and are not certificated to JAR - 23 or JAR - 25, sources of general cabin illumination.

(b) After 1 April 1998 an operator shall not, by night, operate a passenger carrying aeroplane which has a maximum approved passenger seating configuration of 9 or less unless it is provided with a source of general cabin illumination to facilitate the evacuation of the aeroplane. The system may use dome lights or other sources of illumination already fitted on the aeroplane and which are capable of remaining operative after the aeroplane's battery has been switched off.

JAR-OPS 1.820. Automatic Emergency Locator Transmitter. (See IEM OPS 1.820)
(a) An operator shall not operate an aeroplane unless it is equipped with an automatic Emergency Locator Transmitter (ELT) attached to the aeroplane in such a manner that, in the event of a crash, the probability of the ELT transmitting a detectable signal is maximised and the possibility of the ELT transmitting at any other time is minimised.
(b) An operator must ensure that the ELT is capable of transmitting on the distress frequencies prescribed in ICAO Annex 10.

JAR-OPS 1.825. Life Jackets. (See IEM OPS 1.825)
(a) Land aeroplanes. An operator shall not operate a land aeroplane:
(1) When flying over water and at a distance of more than 50 nautical miles from the shore; or
(2) When taking off or landing at an aerodrome where the take-off or approach path is so disposed over water that in the event of a mishap there would be a likelihood of a ditching,
unless it is equipped with life jackets equipped with a survivor locator light, for each person on board. Each life jacket must be stowed in a position easily accessible from the seat or berth of the person for whose use it is provided. Life jackets for infants may be substituted by other approved flotation devices equipped with a survivor locator light.

(b) Seaplanes and amphibians. An operator shall not operate a seaplane or an amphibian on water unless it is equipped with life jackets equipped with a survivor locator light, for each person on board. Each life jacket must be stowed in a position easily accessible from the seat or berth of the person for whose use it is provided. Life jackets for infants may be substituted by other approved flotation devices equipped with a survivor locator light.

JAR-OPS 1.830. Life-rafts and survival ELTs for extended overwater flights.
(a) On overwater flights, an operator shall not operate an aeroplane at a distance away from land, which is suitable for making an emergency landing, greater than that corresponding to:
(1) 120 minutes at cruising speed or 400 nautical miles, whichever is the lesser, for aeroplanes capable of continuing the flight to an aerodrome with the critical power unit(s) becoming inoperative at any point along the route or planned diversions; or
(2) 30 minutes at cruising speed or 100 nautical miles, whichever is the lesser, for all other aeroplanes,
unless the equipment specified in sub-paragraphs (b) and (c) below is carried.

(b) Sufficient life-rafts to carry all persons on board. Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts must accommodate all occupants of the aeroplane in the event of a loss of one raft of the largest rated capacity. The life-rafts shall be equipped with:
(1) A survivor locator light; and
(2) Life saving equipment including means of sustaining life as appropriate to the flight to be undertaken (see AMC OPS 1.830(b)(2)); and

(c) At least two survival Emergency Locator Transmitters (ELT). (See IEM OPS 1.820.)

JAR-OPS 1.835. Survival equipment. (See IEM OPS 1.835)
An operator shall not operate an aeroplane across areas in which search and rescue would be especially difficult unless it is equipped with the following:
(a) Signalling equipment to make the pyrotechnical distress signals described in ICAO Annex 2;

(b) At least one ELT; and

(c) Additional survival equipment for the route to be flown taking account of the number of persons on board (see AMC OPS 1.835(c)),
except that the equipment specified in sub-paragraph (c) need not be carried when the aeroplane either:
(1) Remains within a distance from an area where search and rescue is not especially difficult corresponding to:
(i) 120 minutes at the one engine inoperative cruising speed for aeroplanes capable of continuing the flight to an aerodrome with the critical power unit(s) becoming inoperative at any point along the route or planned diversions; or
(ii) 30 minutes at cruising speed for all other aeroplanes, or,
(2) For aeroplanes certificated to JAR - 25 or equivalent, no greater distance than that corresponding to 90 minutes at cruising speed from an area suitable for making an emergency landing.

JAR-OPS 1.840. Seaplanes and amphibians-Miscellaneous equipment.
(a) An operator shall not operate a seaplane or an amphibian on water unless it is equipped with:
(1) A sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the aircraft on water, appropriate to its size, weight and handling characteristics; and
(2) Equipment for making the sound signals prescribed in the International Regulations for preventing collisions at sea, where applicable.

Appendix 1 to JAR-OPS 1.770.
Oxygen-Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes during and following Emergency Descent (Note 1)
Table 1
(a)(b)SUPPLY FOR:DURATION AND CABIN PRESSURE ALTITUDE1. All occupants of flight deck seats on flight deck dutyEntire flight time when the cabin pressure altitude exceeds 13 000 ft and entire flight time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 13 000 ft after the first 30 minutes at those altitudes, but in no case less than:

(i) 30 minutes for aeroplanes certificated to fly at altitudes not exceeding 25 000 ft (Note 2)
(ii) 2 hours for aeroplanes certificated to fly at altitudes more than 25 000 ft (Note 3).2. All required cabin crew membersEntire flight time when cabin pressure altitude exceeds 13 000 ft but not less than 30 minutes (Note 2), and entire flight time when cabin pressure altitude is greater than 10 000 ft but does not exceed 13 000 ft after the first 30 minutes at these altitudes.3. 100% of passengers (Note 5)10 minutes or the entire flight time when the cabin pressure altitude exceeds 15 000 ft whichever is the greater (Note 4).4. 30% of passengers (Note 5)Entire flight time when the cabin pressure altitude exceeds 14 000 ft but does not exceed 15 000 ft.5. 10% of passengers (Note 5)Entire flight time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 14 000 ft after the first 30 minutes at these altitudes.Note 1: The supply provided must take account of the cabin pressure altitude and descent profile for the routes concerned.
Note 2: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane's maximum certificated operating altitude to 10 000 ft in 10 minutes and followed by 20 minutes at 10 000 ft.
Note 3: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane's maximum certificated operating altitude to 10 000 ft in 10 minutes and followed by 110 minutes at 10 000 ft. The oxygen required in JAR - OPS 1.780(a)(1) may be included in determining the supply required.

Note 4: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane's maximum certificated operating altitude to 15 000 ft.
Note 5: For the purpose of this table ' passengers' means passengers actually carried and includes infants.
Appendix 1 to JAR - OPS 1.775. Supplemental Oxygen for non-pressurised Aeroplanes.
Table 1
(a)(b)SUPPLY FOR:DURATION AND PRESSURE ALTITUDE1. All occupants of flight deck seats on flight deck dutyEntire flight time at pressure altitudes above 10 000 ft2. Air required cabin crew membersEntire flight time at pressure altitudes above 13 000 ft and for any period exceeding 30 minutes at pressure attitudes above 10 000 ft but not exceeding 13 000 ft.3. 100% of passengers (See Note)Entire flight time at pressure altitudes above 13 000 ft.4. 10% of passengers (See Note)Entire flight time after 30 minutes at pressure altitudes greater than 10 000 ft but not exceeding 13 000 ft.Note: For the purpose of this table ' passengers' means passengers actually carried and includes infants under the age of 2.JAR-OPS 1.845. General introduction.(a) An operator shall ensure that a flight does not commence unless the communication and navigation equipment required under this Subpart is:(1) Approved and installed in accordance with the requirements applicable to them, including the minimum performance standard and the operational and airworthiness requirements;
(2) Installed such that the failure of any single unit required for either communication or navigation purposes, or both, will not result in the inability to communicate and/or navigate safely on the route being flown;
(3) In operable condition for the kind of operation being conducted except as provided in the MEL (JAR - OPS 1.030 refers); and
(4) So arranged that if equipment is to be used by one flight crew member at his station during flight it must be readily operable from his station. When a single item of equipment is required to be operated by more than one flight crew member it must be installed so that the equipment is readily operable from any station at which the equipment is required to be operated.

(b) Communication and navigation equipment minimum performance standards are those prescribed in the applicable Joint Technical Standard Orders (JTSO) as listed in JAR - TSO, unless different performance standards are prescribed in the operational or airworthiness codes. Communication and navigation equipment complying with design and performance specifications other than JTSO on the date of JAR - OPS implementation may remain in service, or be installed, unless additional requirements are prescribed in this Subpart. Communication and navigation equipment which has already been approved does not need to comply with a revised JTSO or a revised specification, other than JTSO, unless a retroactive requirement is prescribed.

JAR-OPS 1.850. Radio Equipment.
(a) An operator shall not operate an aeroplane unless it is equipped with radio required for the kind of operation being conducted.

(b) Where two independent (separate and complete) radio systems are required under this Subpart, each system must have an independent antenna installation except that, where rigidly supported non-wire antennae or other antenna installations of equivalent reliability are used, only one antenna is required.

(c) The radio communication equipment required to comply with paragraph (a) above must also provide for communications on the aeronautical emergency frequency 121.5 MHz.

JAR-OPS 1.855. Audio Selector Panel.
An operator shall not operate an aeroplane under IFR unless it is equipped with an audio selector panel accessible to each required flight crew member.

JAR-OPS 1.860. Radio equipment for operations under VFR over routes navigated by reference to visual landmarks.
An operator shall not operate an aeroplane under VFR over routes that can be navigated by reference to visual landmarks, unless it is equipped with the radio equipment (communication and SSR transponder equipment) necessary under normal operating conditions to fulfil the following:
(a) Communicate with appropriate ground stations;

(b) Communicate with appropriate air traffic control facilities from any point in controlled airspace within which flights are intended;

(c) Receive meteorological information; and

(d) Reply to SSR interrogations as required for the route being flown.

JAR-OPS 1.865. Communication and Navigation equipment for operations under IFR, or under VFR over routes not navigated by reference to visual landmarks.
(a) An operator shall not operate an aeroplane under IFR, or under VFR over routes that cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with communication and navigation equipment in accordance with the requirements of air traffic services in the area(s) of operation, but not less than:
(1) Two independent radio communication systems necessary under normal operating conditions to communicate with an appropriate ground station from any point on the route including diversions;

(2) One VOR receiving system, one ADF system, one DME and one Marker Beacon receiving system;
(3) One ILS or MLS where ILS or MLS is required for approach navigation purposes;
(4) An Area Navigation System when area navigation is required for the route being flown;
(5) An additional VOR receiving system on any route, or part thereof, where navigation is based only on VOR signals;
(6) An additional ADF system on any route, or part thereof, where navigation is based only on NDB signals; and
(7) SSR transponder equipment as required for the route being flown.

(b) An operator may operate an aeroplane that is not equipped with the navigation equipment specified in sub-paragraph(s) (a)(5) and/or (a)(6) above, provided that it is equipped with alternative equipment authorised, for the route being flown, by the Authority. The reliability and the accuracy of alternative equipment must allow safe navigation for the intended route.

JAR-OPS 1.870. Additional navigation equipment for operations in MNPS airspace. (See IEM OPS 1.870)
(a) An operator shall not operate an aeroplane in MNPS airspace unless it is equipped with navigation equipment that complies with minimum navigation performance specifications prescribed in ICAO Doc 7030 in the form of Regional Supplementary Procedures.

(b) The navigation equipment required by this paragraph must be visible and usable by either pilot seated at his duty station.

(c) For unrestricted operation in MNPS airspace an aeroplane must be equipped with two independent Long Range Navigation Systems (LRNS).

(d) For operation in MNPS airspace along notified special routes an aeroplane must be equipped with one Long Range Navigation System (LRNS), unless otherwise specified.

JAR-OPS 1.875. General. (See IEM OPS 1.875)
(a) An operator shall not operate an aeroplane unless it is maintained and released to service by an organisation appropriately approved/accepted in accordance with JAR-145 except that pre-flight inspections need not necessarily be carried out by the JAR 145 organisation.

(b) This Subpart prescribes aeroplane maintenance requirements needed to comply with the operator certification requirements in JAR-OPS 1.180.

JAR-OPS 1.880. Terminology.
The following definitions from JAR-145 shall apply to this Subpart:
(a) Preflight inspection-means the inspection carried out before flight to ensure that the aeroplane is fit for the intended flight. It does not include defect rectification.

(b) Approved standard-means a manufacturing/design/maintenance/quality standard approved by the Authority.
(c) Approved by the Authority-means approved by the Authority directly or in accordance with a procedure approved by the Authority.

JAR-OPS 1.885. Application for and approval of the operator's maintenance system.
(a) For the approval of the maintenance system, an applicant for the initial issue, variation and renewal of an AOC shall submit the documents specified in JAR-OPS 1.185(c). (See IEM OPS 1.885(a).)

(b) An applicant for the initial issue, variation and renewal of an AOC who meets the requirements of this Subpart, in conjunction with an appropriate JAR-145 approved/accepted maintenance organisation's exposition, is entitled to approval of the maintenance system by the Authority. (See IEM OPS 1.885(b).)
Note: Detailed requirements are given in JAR-OPS 1.180(a)(3) and 1.180(b), and JAR-OPS 1.185.

JAR-OPS 1.890. Maintenance responsibility.
(a) An operator shall ensure the airworthiness of the aeroplane and the serviceability of both operational and emergency equipment by (see AMC OPS 1.890(a)):
(1) The accomplishment of preflight inspections (see AMC OPS 1.890(a)(1));
(2) The rectification to an approved standard of any defect and damage affecting safe operation, taking into account the minimum equipment list and configuration deviation list if available for the aeroplane type;
(3) The accomplishment of all maintenance in accordance with the approved operator's aeroplane maintenance programme specified in JAR - OPS 1.910;
(4) The analysis of the effectiveness of the operator's approved aeroplane maintenance programme (see AMC OPS 1.890(a)(4));
(5) The accomplishment of any operational directive, airworthiness directive and any other continued airworthiness requirement made mandatory by the Authority. Until formal adoption of JAR - 39, the operator must comply with the current national aviation regulations; and
(6) The accomplishment of modifications in accordance with an approved standard and, for non-mandatory modifications, the establishment of an embodiment policy. (See AMC OPS 1.890(a)(6).)

(b) An operator shall ensure that the Certificate of Airworthiness for each aeroplane operated remains valid in respect of:
(1) The requirements in sub-paragraph (a) above;
(2) Any calendar expiry date specified in the Certificate; and
(3) Any other maintenance condition specified in the Certificate.

(c) The requirements specified in sub-paragraph (a) above must be performed in accordance with procedures acceptable to the Authority.

JAR-OPS 1.895. Maintenance Management.
(a)An operator must be appropriately approved in accordance with JAR-145 to carry out the requirements specified in JAR-OPS 1.890(a)(2), (3), (5) and (6) except when the Authority is satisfied that the maintenance can be contracted to an appropriate JAR-145 approved/accepted organisation. (See AMC OPS 1.895(a).)

(b) An operator must employ a person or group of persons acceptable to the Authority to ensure that all maintenance is carried out on time to an approved standard such that the maintenance responsibility requirements prescribed in JAR-OPS 1.890 are satisfied, and to ensure the functioning of the quality system required by JAR-OPS 1.900. The person, or senior person as appropriate, is the nominated postholder referred to in JAR-OPS 1.175(i)(2). (See AMC OPS 1.895(b).)

(c) When an operator is not appropriately approved in accordance with JAR-145, arrangements must be made with such an organisation to carry out the requirements specified in JAR-OPS 1.890(a)(2), (3), (5) and (6). A written maintenance contract must be agreed between the operator and the JAR-145 approved/accepted maintenance organisation detailing the functions specified in JAR-OPS 1.890(a)(2), (3), (5) and (6) and defining the support of the quality functions of JAR-OPS 1.900. This contract, together with all amendments, must be acceptable to the Authority. The Authority does not require the commercial elements of a maintenance contrac. (See AMC OPS 1.895(c).)

(d) An operator must provide suitable office accommodation at appropriate locations for the personnel specified in sub-paragraph (b) above. (See AMC OPS 1.895(d).)

JAR-OPS 1.900. Quality System. (See AMC OPS 1.900) (See IEM OPS 1.900)
(a) For maintenance purposes, the operator's quality system, as required by JAR-OPS 1.035, must additionally include at least the following functions:
(1) Monitoring that the activities of JAR-OPS 1.890 are being performed in accordance with the accepted procedures;
(2) Monitoring that all contracted maintenance is carried out in accordance with the contract; and
(3) Monitoring the continued compliance with the requirements of this Subpart.

(b) Where the operator is approved in accordance with JAR - 145, the quality system may be combined with that required by JAR-145.

JAR-OPS 1.905. Operator's Maintenance Management Exposition.
(a) An operator must provide an operator's Maintenance Management exposition containing details of the organisation structure (see AMC OPS 1.905(a)) including:
(1) The nominated postholder responsible for the maintenance system required by JAR-OPS 1.175(i)(2) and the person, or group of persons, referred to in JAR-OPS 1.895(b);
(2) The procedures that must be followed to satisfy the maintenance responsibility of JAR-OPS 1.890 and the quality functions of JAR-OPS 1.900, except that where the operator is appropriately approved as a maintenance organisation in accordance with JAR-145, such details may be included in the JAR-145 exposition.

(b) An operator's maintenance management exposition and any subsequent amendment must be approved by the Authority.

JAR-OPS 1.910. Operator's aeroplane maintenance programme.
(a) An operator must ensure that the aeroplane is maintained in accordance with the operator's aeroplane maintenance programme. The programme must contain details, including frequency, of all maintenance required to be carried out. The programme will be required to include a reliability programme when the Authority determines that such a reliability programme is necessary. (See AMC OPS 1.910(a).)

(b) An operator's aeroplane maintenance programme and any subsequent amendment must be approved by the Authority. (See AMC OPS 1.910(b).)

JAR-OPS 1.915. Operator's Aeroplane Technical Log. (See AMC OPS 1.915)
(a) An operator must use an aeroplane technical log system containing the following information for each aeroplane:
(1) Information about each flight necessary to ensure continued flight safety;
(2) The current aeroplane certificate of release to service;
(3) The current maintenance statement giving the aeroplane maintenance status of what scheduled and out of phase maintenance is next due except that the Authority may agree to the maintenance statement being kept elsewhere;
(4) All outstanding deferred defects that affect the operation of the aeroplane; and
(5) Any necessary guidance instructions on maintenance support arrangements.

(b) The aeroplane technical log and any subsequent amendment must be approved by the Authority.

JAR-OPS 1.920. Maintenance Records. (See AMC OPS 1.920)
(a) An operator shall ensure that the aeroplane technical log is retained for 24 months after the date of the last entry.

(b) An operator shall ensure that a system has been established to keep, in a form acceptable to the Authority, the following records for the periods specified:
(1) All detailed maintenance records in respect of the aeroplane and any aeroplane component fitted thereto-24 months after the aeroplane or aeroplane component was released to service;

(2) The total time and flight cycles as appropriate, of the aeroplane and all life-limited aeroplane components-12 months after the aeroplane has been permanently withdrawn from service;
(3) The time and flight cycles as appropriate, since last overhaul of the aeroplane or aeroplane component subjected to an overhaul life-Until the aeroplane or aeroplane component overhaul has been superseded by another overhaul of equivalent work scope and detail;
(4) The current aeroplane inspection status such that compliance with the approved operator's aeroplane maintenance programme can be established-Until the aeroplane or aeroplane component inspection has been superseded by another inspection, of equivalent work scope and detail;
(5) The current status of airworthiness directives applicable to the aeroplane and aeroplane components-12 months after the aeroplane has been permanently withdrawn from service; and
(6) Details of current modifications and repairs to the aeroplane, engine(s), propeller(s) and any other aeroplane component vital to flight safety-12 months after the aeroplane has been permanently withdrawn from service.

(c) An operator shall ensure that when an aeroplane is permanently transferred from one operator to another operator the records specified in paragraphs (a) and (b) are also transferred and the time periods prescribed will continue to apply to the new operator.

JAR-OPS 1.925. Intentionally blank

JAR-OPS 1.930. Continued Validity of the Air Operator Certificate in Respect of the Maintenance System. (See IEM OPS 1.930)
An operator must comply with JAR-OPS 1.175 and 1.180 to ensure continued validity of the air operator's certificate in respect of the maintenance system .

JAR-OPS 1.935. Equivalent Safety Case. (See IEM OPS 1.935)
An operator shall not introduce alternative procedures to those prescribed in this Subpart unless needed and an equivalent safety case has first been approved by the Authority and supported by JAA Member Authorities.
Subpart N - Flight Crew

JAR-OPS 1.940. Composition of Flight Crew. (See Appendices 1 & 2 to JAR-OPS 1.940)
(a) An operator shall ensure that:
(1) The composition of the flight crew and the number of flight crew members at designated crew stations are both in compliance with, and no less than the minimum specified in, the Aeroplane Flight Manual;
(2) The flight crew includes additional flight crew members when required by the type of operation, and is not reduced below the number specified in the Operations Manual;
(3) All flight crew members hold an applicable and valid licence acceptable to the Authority and are suitably qualified and competent to conduct the duties assigned to them;
(4) Procedures are established, acceptable to the Authority, to prevent the crewing together of inexperienced flight crew members;
(5) One pilot amongst the flight crew is designated as the commander who may delegate the conduct of the flight to another suitably qualified pilot; and
(6) When a dedicated System Panel Operator is required by the AFM, the flight crew includes one crew member who holds a Flight Engineer s licence or is a suitably qualified flight crew member and acceptable to the Authority.

(b) Minimum flight crew for operations under IFR or at night. For operations under IFR or at night, an operator shall ensure that:
(1) For all turbo-propeller aeroplanes with a maximum approved passenger seating configuration of more than 9 and for all turbo-jet aeroplanes, the minimum flight crew is 2 pilots; or
(2) Aeroplanes other than those covered by sub-paragraph (b)(1) above are operated by a single pilot provided that the requirements of Appendix 2 to JAR-OPS 1.940 are satisfied. If the requirements of Appendix 2 are not satisfied, the minimum flight crew is 2 pilots.

JAR-OPS 1.945. Conversion Training and checking. (See Appendix 1 to JAR-OPS 1.945)
(See AMC OPS 1.945) (See IEM OPS 1.945)
(a) An operator shall ensure that:
(1) A flight crew member completes a Type Rating course which satisfies the applicable requirements of JAR-FCL when changing from one type of aeroplane to another type or class for which a new type or class rating is required;
(2) A flight crew member completes an operator s conversion course before commencing unsupervised line flying;
(i) When changing to an aeroplane for which a new type or class rating is required; or
(ii) When changing operator;
(3) Conversion training is conducted by suitably qualified persons in accordance with a detailed course syllabus included in the Operations Manual acceptable to the Authority;
(4) The amount of training required by the operator s conversion course is determined after due note has been taken of the flight crew member s previous training as recorded in his training records prescribed in JAR-OPS 1.985;
(5) The minimum standards of qualification and experience required of flight crew members before undertaking conversion training are specified in the Operations Manual;

(6) Each flight crew member undergoes the checks required by JAR-OPS 1.965(b) and the training and checks required by JAR-OPS 1.965(d) before commencing line flying under supervision;
(7) Upon completion of line flying under supervision, the check required by JAR-OPS 1.965(c) is undertaken;
(8) Once an operator s conversion course has been commenced, a flight crew member does not undertake flying duties on another type or class until the course is completed or terminated; and
(9) Crew Resource Management training is incorporated in the conversion course. (See AMC OPS 1.945(a)(9)/1.955(b)(6)/1.965(e) & IEM OPS 1.945(a)(9)/1.955(b)(6)/1.965(e).)

(b) In the case of changing aeroplane type or class, the check required by 1.965(b) may be combined with the type or class rating skill test required by JAR - FCL.

(c) The operator s conversion course and the Type or Class Rating course required by JAR - FCL may be combined.

JAR-OPS 1.950. Differences Training and Familiarisation training.
(a) An operator shall ensure that a flight crew member completes:
(1) Differences training
(i) When operating another variant of an aeroplane of the same type or another type of the same class currently operated; or
(ii) When a change of equipment and/or procedures on types or variants currently operated, requires additional knowledge and training on an appropriate training device.
(2) Familiarisation training
(i) When operating another aeroplane of the same type or variant; or
(ii) When a change of equipment and/or procedures on types or variants currently operated, requires the acquisition of additional knowledge.

(b) The operator shall specify in the Operations Manual when such differences training or familiarisation training is required.

JAR-OPS 1.955. Nomination as commander.
(a) An operator shall ensure that for upgrade to commander from co-pilot and for those joining as commanders:
(1) A minimum level of experience, acceptable to the Authority, is specified in the Operations Manual; and
(2) For multi-crew operations, the pilot completes an appropriate command course.

(b) The command course required by sub-paragraph (a)(2) above must be specified in the Operations Manual and include at least the following:
(1) Training in a flight simulator (including Line Orientated Flying Training) and/or flying training;
(2) An operator proficiency check operating as commander;
(3) Commander s responsibilities;
(4) Line training in command under supervision. A minimum of 10 sectors is required for pilots already qualified on the aeroplane type;
(5) Completion of a commander s line check as prescribed in JAR-OPS 1.965(c) and route and aerodrome competence qualifications as prescribed in JAR-OPS 1.975; and
(6) Crew Resource Management training. (See AMC OPS 1.945(a)(9)/1.955(b)(6)/1.965(e) & IEM OPS 1.945(a)(9)/1.955(b)(6)/1.965(e).)

JAR-OPS 1.960. Commanders holding a Commercial Pilot Licence.
(a) An operator shall ensure that:
(1) A Commercial Pilot Licence (CPL) holder does not operate as a commander of an aeroplane certificated in the Aeroplane Flight Manual for single pilot operations unless:
(i) When conducting passenger carrying operations under Visual Flight Rules (VFR) outside a radius of 50 nm from an aerodrome of departure, the pilot has a minimum of 500 hours total flight time on aeroplanes or holds a valid Instrument Rating; or
(ii) When operating on a multi-engine type under Instrument Flight Rules (IFR), the pilot has a minimum of 700 hours total flight time on aeroplanes which includes 400 hours as pilot-in-command of which 100 hours have been under IFR including 40 hours multi-engine operation. The 400 hours as pilot-in-command may be substituted by hours operating as co-pilot on the basis of two hours co-pilot is equivalent to one hour as pilot-in-command provided those hours were gained within an established multi-pilot crew system prescribed in the Operations Manual;
(2) In addition to sub-paragraph (a)(1)(ii) above, when operating under IFR as a single pilot, the requirements prescribed in Appendix 2 to JAR-OPS 1.940 are satisfied; and
(3) In multi-pilot crew operations, in addition to sub-paragraph (a)(1) above, and prior to the pilot operating as commander, the command course prescribed in JAR-OPS 1.955(a)(2) is completed.

JAR-OPS 1.965. Recurrent Training and Checking. (See Appendices 1 & 2 to JAR-OPS 1.965)
(See AMC OPS 1.965) (See IEM OPS 1.965)
(a) General. An operator shall ensure that:
(1) Each flight crew member undergoes recurrent training and checking and that all such training and checking is relevant to the type or variant of aeroplane on which the crew member is certificated to operate;
(2) A recurrent training and checking programme is established in the Operations Manual and approved by the Authority;
(3) Recurrent training is conducted by the following personnel:
(i) Ground and refresher training - by a suitably qualified person;
(ii) Aeroplane/flight simulator training - by a Type Rating Instructor/Examiner or by a Type Rating Instructor (synthetic flight instruction);

(iii) Emergency and safety equipment training and checking - by suitably qualified personnel; and
(iv) Crew Resource Management (CRM) training - by suitably qualified personnel;
(4) Recurrent checking is conducted by the following personnel:
(i) Operator proficiency checks - by a Type Rating Examiner; and
(ii) Line checks - by commanders nominated by the operator and acceptable to the Authority; and
(5) Each flight crew member undergoes operator proficiency checks as part of a normal flight crew complement.

(b) Operator Proficiency Check
(1) An operator shall ensure that:
(i) Each flight crew member undergoes operator proficiency checks to demonstrate his competence in carrying out normal, abnormal and emergency procedures; and
(ii) The check is conducted without external visual reference when the flight crew member will be required to operate under IFR.
(2) The period of validity of an operator proficiency check shall be 6 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous operator proficiency check, the period of validity shall extend from the date of issue until 6 calendar months from the expiry date of that previous operator proficiency check.

(c) Line Check. An operator shall ensure that each flight crew member undergoes a line check on the aeroplane to demonstrate his competence in carrying out normal line operations described in the Operations Manual. The period of validity of a line check shall be 12 calendar months, in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous line check the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous line check.

(d) Emergency and Safety Equipment training and checking. An operator shall ensure that each flight crew member undergoes training and checking on the location and use of all emergency and safety equipment carried. The period of validity of an emergency and safety equipment check shall be 12 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous emergency and safety check, the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous emergency and safety equipment check.

(e) Crew Resource Management. An operator shall ensure that each flight crew member undergoes Crew Resource Management training as part of recurrent training. (See AMC OPS 1.945(a)(9)/1.955(b)(6)/1.965(e) & IEM OPS 1.945(a)(9)/1.955(b)(6)/1.965(e).)

(f) Ground and Refresher training. An operator shall ensure that each flight crew member undergoes ground and refresher training every 12 calendar months.

JAR-OPS 1.968. Pilot qualification to