Ncc operations manual rev. 0 of [August 2016] Disclaimer
Visual signals to warn an unauthorised aircraft flying in or about restricted prohibited and danger areas
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- 13.9Procedures for flight crew observing an accident or receiving a distress transmission
- 13.10Ground air visual codes for use by survivors, use of signals
- 13.11Distress and urgency signals
- 14.Portable Electronic Devices (PED) and Electronic Flight Bags (EFB)
- 14.1.1EFB general philosophy, environment and dataflow
- 14.1.2EFB system architecture
- 14.1.3Limitations of the EFB system
- 14.1.4Hardware description
- 14.1.6Detailed presentation of the EFB applications
- 14.1.8.1Data administration
- 14.1.8.4Data revision procedure
13.8Visual signals to warn an unauthorised aircraft flying in or about restricted prohibited and danger areasA series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting, red and green lights or stars are used as visual signals to warn unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area by day and by night. The aircraft is to take such remedial action as may be necessary. 13.9Procedures for flight crew observing an accident or receiving a distress transmissionWhenever a distress transmission is intercepted by a Pilot-in-Command of an aircraft, the pilot shall, if feasible: acknowledge the distress transmission; record the position of the craft in distress if given; take a bearing on the transmission; inform the appropriate rescue coordination centre or air traffic services unit of the distress transmission, giving all available information; and at the pilot’s discretion, while awaiting instructions, proceed to the position given in the transmission. 13.10Ground air visual codes for use by survivors, use of signalsUpon observing any of the signals in the Appendix of ICAO Annex 12, aircraft shall take such action as may be required by the interpretation. Handouts of these signals are provided in every aircraft of the company. 13.11Distress and urgency signalsThe following signals, used either together or separately, mean that grave and imminent danger threatens, and immediate assistance is requested: a signal made by radiotelegraphy or by any other signalling method consisting of the group SOS (.. .— — — . .. in the Morse Code); a radiotelephony distress signal consisting of the spoken word MAYDAY; a distress message sent via data link which transmits the intent of the word MAYDAY; rockets or shells throwing red lights, fired one at a time at short intervals; a parachute flare showing a red light; setting of the transponder to Mode A Code 7700. The following signals, used either together or separately, mean that an aircraft wishes to give notice of difficulties which compel it to land without requiring immediate assistance: repeated switching on and off of the landing lights; or repeated switching on and off of the navigation lights in such manner as to be distinct from flashing navigation lights. the following signals, used either together or separately, mean that an aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on board or within sight: a signal made by radiotelegraphy or by any other signalling method consisting of the group XXX (—..— —..— —..— in the Morse Code); a radiotelephony urgency signal consisting of the spoken words PAN, PAN; an urgency message sent via data link which transmits the intent of the words PAN, PAN. 14.Portable Electronic Devices (PED) and Electronic Flight Bags (EFB)(Ref. NCC.GEN.130 according to AMC 20-25) Note: This chapter is optional and some operators may find it non-applicable. 14.1Introduction[EFB Administrator – to be filled in by the Operator] 14.1.1EFB general philosophy, environment and dataflowThe content and structure of this Manual are based on the EASA recommendation in AMC 20-25 and its guidance material. Non-relevant items from the AMC and GM have been reduced or omitted in this Manual, considering the size of operation (1 aircraft and 5 pilots). The operator is operating EFB Type 1 on the basis of IPAD hardware with Type A and B Software, in combination with the Aircraft MFD Chart Display. The EFB Type 1 is not intended to be used in critical phases of flight, whereas the MFD Chart Display may be used during all phases of flight. There is no paper backup except the QRH retained on board. The EFB system is designed and approved to be used during the following phases of flight:
The flight phases indicated in amber are considered ‘CRITICAL FLIGHT PHASES’ for all intents and purposes with regards to the EFB. This means that for those phases of flight, certain restrictions on operating the EFB may exist. In any case, pilots must be aware and extremely careful in operating the EFB (if approved) during those phases to avoid distraction from critical flying duties and related tasks. 14.1.2EFB system architectureClass 1 EFB Systems are generally Commercial-Off-The-Shelf (COTS)-based computer systems used for aircraft operations (e.g. IPAD),
Class 1 EFB is used in combination with the Aircraft MFD Chart Display. The MFD Chart Display is certified through the Aircraft Type Certification. If the MFD Chart Display is not functional or not up to date further limitations apply. A Class 1 EFB is not considered to be part of the certified aircraft configuration, i.e. not in the aircraft type design nor installed by a change to the type design nor added by a Supplemental Type Certificate. Therefore, Class 1 EFB systems do not require airworthiness approval.
Type A software applications are the electronic library and the Weather APP. Type B software applications include dynamic, interactive applications that can manipulate data and presentation. 14.1.3Limitations of the EFB system
If one or both EFB are NOT available before the flight, Performance Data, System Descriptions, Limitation etc. are missing. As the electronic library is a reference Library, dispatch is allowed until the next stop where a replacement EFB can be obtained with reasonable effort. In case Performance calculations which are not covered by the Simplified Performance Data in the QRH are required, the Performance Data concerned will have to be obtained by Paper (FAX, EMAIL etc.) before the flight in order to complete the calculations. All emergency procedures, Checklists and simplified Performance Data are available in the Paper QRH, which is maintained up-to-date and on board at all times and represents the simplified Critical Data Reference Backup to the EFB Library. 14.1.4Hardware description[The operator to fill in as appropriate. A short introduction will be given by the EFB Administrator if required.] 14.1.5Operating system description[The operator to fill in as appropriate. A short introduction will be given by the EFB Administrator if required.] 14.1.6Detailed presentation of the EFB applications[To be developed by the operator] 14.1.7EFB application customizationThe operator is operating only non-customised Applications. All Applications are in their respective original issue state and are controlled and updated by the Application supplier. 14.1.8Data management14.1.8.1Data administration[To be developed by the operator] 14.1.8.2Organization & workflowsWithin [Operator’s name], the EFB Administrator is responsible for the maintenance and control of the EFBs. 14.1.8.3Data loadingThe EFB is strictly for flight operational use. Non-flight operational use is strictly forbidden. Loading of applications is restricted by a passcode and is only done by the EFB Administrator. 14.1.8.4Data revision procedure[To be developed by the operator] The PIC and FO have to check prior to each flight the issue dates of the last revision to ensure that proposed flights are within the effective date listed. If, for any unforeseen circumstances, the pilots are not able to download the latest revision, current paper backup charts will have to be obtained. The possibility of downloading the latest revision via WLAN is still available to the flight crew. Terminal Chart Data is no longer valid and must not be used after the “Effective until” date. In case an update of the EFB is not possible, the Flight Crew can contact [service provider] directly in order to check if the airports intended to be used are affected by the missing update. If there are no updates for the airports to be used, the flight can be commenced up to the next station where an update is possible. If there are updates for the airports intended for use, the crew must attain copies of the updated charts. Important flight operational issues with the documentation will be communicated directly via email to the flight crew by the EFB Administrator and are therefore not affected by the possibility of missing internet connection for the update. Compared to the old-fashioned paper manuals, the electronic updates are about 1 week faster available to the crew. 14.1.8.5Data publishing[To be developed by the operator] 14.1.9Data authoringNavigational and Chart Data is provided by [XXX]. They are certified and produce controlled valid data. No further authoring of the data is required by the Operator. Flight operational aircraft documentation is supplied by the manufacturer and requires no further authoring of the data. Directory: system -> files files -> Haiti Relief – esf 15 Support Organization Situation Report # 17 1/28/10 files -> Haiti Relief – esf 15 Support Organization Situation Report # 16 1/27/10 files -> Right to Carbon or Right to Life: Human Rights Approaches to Climate Change files -> Enhancing interactive learning in the classroom with Turning Point files -> Curriculum vita files -> - files -> Acknowledgements files -> Nw, Washington D. C 20037 Telephone: (202)884-1080, (202)939-6125/7 files -> Grey-headed Flying-fox Management Strategy for the Lower Hunter Grey-headed Flying-fox Download 0.99 Mb. Share with your friends:
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