DAR 91
General Operating and
Flight Rules
©Crown Copyright 2019.This document is the property of the New Zealand Defence Force.
The text in this document may be reproduced for use by members of the New Zealand
Defence Force. Crown Copyright material must not be used or reproduced for any other
purpose without prior permission of the Chief of Defence Force.
NZDF Airworthiness Authority
Headquarters New Zealand Defence Force
WELLINGTON
RELEASED UNDER THE OFFICIAL INFORMATION ACT 1982
UNCLASSIFIED
DAR 91 General Operating and Flight Rules
Version 1.02
Authority Order
29 April 2021
Authority order
DAR 91 General Operating and Flight Rules
Issued by NZDF Airworthiness Authority
Authority
1.
DAR 91 General Operating and Flight Rules is issued and promulgated under
the authority of the NZDF AA to regulate and administer specified functions and
activities within the NZDF.
2.
Every order, rule, instruction and procedure contained in this publication is to
be considered applicable to all whom it may concern and is to be complied with,
even though it may appear, in part, addressed to a particular function or area of
responsibility and accountability.
3.
Failure to comply with this rule is an offence under s 38 or s 39(a) of the
Armed Forces Discipline Act 1971 depending on the circumstance, and is negligence
as defined in the Civil Staff Code of Conduct.
Conflict
4.
Nothing in this publication is to be construed as prevailing over any relevant Act
of parliament or Regulations made under it, or Defence Force Orders issued and
promulgated by the Chief of Defence Force or under their delegated authority.
5.
Any conflict between the mandatory requirements stated in this publication and any
other NZDF policy, order, rule or procedure issued within New Zealand should be
reported through normal channels to the NZDF OAA without delay.
Signed on original
AVM Andrew Clark, Chief of Air Force
NZDF Airworthiness Authority, Headquarters New Zealand Defence Force
Dated 21 January 2020
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DAR 91 General Operating and Flight Rules
Version 1.02
Preliminary Provisions
29 April 2021
PRELIMINARy PROVISIONS
Purpose
1.
NZDF aviation operations are conducted in accordance with limitations and
instructions deemed necessary to ensure safety of flight. This system of operating
rules provides a basis for training and operations that are consistent and authorised.
Releasability
2.
This publication is available on the NZDF Intranet.
Standard of compliance
3.
The information in this publication—
a.
aligns with the standard required by relevant New Zealand legislation and
international standards; and
b.
uses the following terms to provide direction, instruction and suggested action—
(1)
Is to, are to, must and must not. The phrases ‘is to’, ‘are to’, ‘must’
and ‘must not’ are imperative and are used where an action or duty is
imposed and
must be performed. There is no alternative interpretation
of these words and they are deemed mandatory requirements.
(2)
May. ‘May’ is permissive and is used where a power, permission, benefit
or privilege given to a person may, or need not, be exercised; in these
circumstances, action is discretionary.
(3)
Shall. ‘Shall’, when used in this publication, means ‘must’.
(4)
Should. ‘Should’, when used in this publication, expresses the requirement
of a higher authority but leaves some discretion to the recipient/addressee.
4.
All members of the NZDF are required to comply with mandatory requirements set
out in this publication. Where an alternative action that has been taken does not
meet the standard required by the NZDF, this may result in disciplinary action for
breach of this publication.
Commencement date
5.
This publication is effective from the date of promulgation (Version 1.00) and any
ensuing amendments to the publication.
6.
A person submitting a proposed rule or amendment is to—
a.
send the proposed rule or amendment to the NZDF OAA;
b.
include the text or substance of the rule or amendment proposed or the rule
that the petitioner seeks to have repealed;
c.
state which interested persons have contributed to the development of the
draft rule or amendment; and
d.
include recommendation and supporting details for NZDF OAA consideration.
7.
Every page shows the current amendment status of the publication in the header.
8.
Revision bars identify only changes made at the current amendment status.
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Preliminary Provisions
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Approving Authority and Custodian
9.
The Approving Authority for
DAR 91 is the NZDF OAA.
10. The Custodian for
DAR 91 is the NZDF OAA.
Meanings of terms
11. Abbreviations used in
DAR 91, and not explained elsewhere, are de
fined in Annex A
of these Preliminary Provisions.
Statement of equity and inclusion
12. The content and tone of
DAR 91 is non-discriminatory and non-prejudicial.
Every effort has been made, so far as practicable, to ensure that there is no
disproportionate impact on gender, ethnicity, age, diversity or disabilities unless the
expression is relevant to the order, direction or instruction.
Authoritative version of DAR 91
13. The online copy of
DAR 91 is the authoritative version. Any printed copy or CD-ROM
copy is deemed uncontrolled and is to be used for guidance only. Users should check
the DAR online to ensure they are using the current release.
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Annex A
Meanings of Terms
Term
Meaning
AC
advisory circular
ACD
air cargo delivery
ADRAC
Aviation Decompression Sickness Risk Assessment Computer
AFIC
Air Force Interoperability Council (Five Eyes)
AGL
above ground level
AIP
Aeronautical Information Publication
ALSE
aeronautical life support equipment
AMC
acceptable means of compliance
AMSL
above mean sea level
AMU
Aviation Medicine Unit
ATC
air traffic control
AvMED
aviation medicine
AvRM
aviation risk management
CAA
Civil Aviation Authority of New Zealand
CAM
Continuing Airworthiness Manager
CAMO
Continuing Airworthiness Maintenance Organisation
CAR
Civil Aviation Rule
CO
commanding officer
CRM
crew resource management
CRE
configuration, role and operating environment
DAR
Defence Aviation Rule
DCI
decompression illness
DFO
Defence Force Order
DG
dangerous goods
DLRO
Defence long range operations
DRA
Defence registered aircraft
EDTO
extended diversion time operations
FID
flight information documents
FMS
flying management system
FOD
foreign object damage
ft
feet
G
gravity
GFE
government furninshed equipment
GM
guidance material
GPS
global positioning system
HAOW
height above obstacles within
HSWA
Health and Safety at Work Act 2015
IATA
International Air Transport Association
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Term
Meaning
ICA
Instructions for Continuing Airworthiness
ICAO
International Civil Aviation Organization
IFR
Instrument Flight Rules
KIAS
knots indicated airspeed
kts
knots
LFA
low flying area
LFR
low flying route
m
metres
MAA
military airworthiness authority
MAO
military air operator
MAOC
military air operator certificate
MEL
minimum equipment list
MRP
mission risk profile
MSD
minimum separation distance
NAA
national airworthiness authority
NDRA
non-Defence registered aircraft
NM
nautical miles
NSARS
non-standard aircraft restraint and seating
NZDF
New Zealand Defence Force
NZDF AA
New Zealand Defence Force Airworthiness Authority
NZDF MTC
New Zealand Defence Force Military Type Certificate
NZDF OAA
NZDF Operating Airworthiness Authority
OBOGS
on-board oxygen generation system
OEI
one engine inoperative
OIP
orders, instructions and procedures
OLS
obstacle limitation surfaces
OPS
operations
PANS
Procedures for Air Navigation Services
PED
portable electronic devices
PPE
personal protective equipment
PSD
point of safe diversion
PSR
point of safe return
RA
resolution advisory
RoA
rules of the air
SAR
search and rescue
SARPS
standards and recommended practices
SCBA
self-contained breathing apparatus
SFARP
so far as is reasonably practicable
SOIU
statement of operating intent and usage
SOP
standard operating procedure
TA
traffic advisory
TCAS
traffic collision avoidance system
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Term
Meaning
TS S&S
Technical Support Safety and Surface
VFR
Visual Flight Rules
VIP
very important person
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DAR 91 General Operating and Flight Rules
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Contents
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CONTENTS
GENERAL OPERATING AND FLIGhT RULES
91.1
Rules of the air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-1
91.2
Conduct of flying operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-1
91.3
Aircraft captaincy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-1
91.4
Aircraft crewing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-1
91.5
Portable electronic devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-2
91.6
Use of flying clothing and aeronautical life support equipment . . . . . . .91-2
91.7
Safety harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-3
91.8
Provision and use of oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-3
91.9
Use of role equipment and portable role equipment . . . . . . . . . . . . . . .91-3
91.10 Flight recorder and locating equipment . . . . . . . . . . . . . . . . . . . . . . . . . .91-3
91.11 Carriage of personnel on NZDF aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . .91-4
91.12 Low flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-4
91.13 Display flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-4
91.14 Formation flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-4
91.15 Aerobatic flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-5
91.16 Air navigation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-5
91.17 Dropping or jettisoning of articles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-5
91.18 Handing over control in aircraft with dual controls . . . . . . . . . . . . . . . . .91-5
91.19 Refuelling aircraft – engines and/or rotors running . . . . . . . . . . . . . . . . .91-5
91.20 Disabling traffic and terrain warning systems . . . . . . . . . . . . . . . . . . . . . .91-5
91.21 Defence long range operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-6
91.22 Air cargo delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-6
91.23 Stabilised Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91-6
END MATTER
Record of Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EM-1
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Defence AviAtion Rules
GeneRAl opeRAtinG AnD fliGht Rules
91.1 Rules of the air
The MAO is to ensure that the RoA as they apply to NZDF aviation as stipulated within
NZDF OIP are harmonised with ICAO and national civil practice, wherever practicable,
in order to ensure NZDF aviation interoperability with non-NZDF aviation activities, and
NZDF’s obligations under the HSWA.
AMC 91.1 – Rules of the air
GM 91.1 – Rules of the air
91.2 Conduct of flying operations
GM 91.2 – Conduct of flying operations
a.
The MAO is to ensure NZDF aircraft are operated with adequate controls to ensure
safety of flight.
b.
Aircraft captains should operate NZDF aircraft—
(1) within the approved SOIU CRE parameters;
(2) in accordance with NZDF MTC and MAOC limitations;
(3) in accordance with CAA AIP, except as required by the NAA of the state of
operation;
(4) as detailed in the aircraft flight manual;
(5) in accordance with applicable NZDF OIP; and
(6) at certified aerodromes, non-certified aerodromes and any other non-defined
areas where it is safe to do so.
91.3 Aircraft captaincy
The aircraft captain is entirely responsible for the safety of the aircraft, its occupants and
equipment, both in the air and on the ground until it is handed over to the appropriate
authority after flight.
AMC 91.3 – Aircraft captaincy
GM 91.3 – Aircraft captaincy
91.4 Aircraft crewing
a.
Aircraft captains are to ensure NZDF aircraft are crewed in accordance with minimum
and normal crew compositions promulgated by the MAO.
GM 1 91.4 – Aircraft crewing
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b.
The MAO is to ensure aircrew operating NZDF aircraft are proficient and authorised
in accor
dance with DAR 61.
c.
The MAO is to ensure the operation of DRA by civilian aircrew is approved on the
basis of—
(1) identification and attainment of prerequisite civil and military training,
qualifications and competency;
(2) familiarity and adherence to applicable NZDF and type-related OIPs;
(3) identification and provision of flying clothing and ALSE necessary to crew the
aircraft type; and
(4) approval is provided under the flight authorisation system.
GM 2 91.4 – Aircraft crewing
91.5 portable electronic devices
GM 91.5 – Portable electronic devices
a.
The MAO must ensure that portable electronic devices (PED) are only carried and
used in accordance with approved OIP that includes the requirements for their
carriage, stowage and operation by aircrew and passengers.
b.
Personnel are to carry, stow and use PED in accordance with OIP issued by the MAO.
91.6 Use of flying clothing and aeronautical life support equipment
a.
The MAO is to issue OIP covering the wearing and carriage of approved ALSE1 and
clothing by crew and passengers.
b.
The MAO must establish an ALSE management system to enable the acquisition,
integration and use of ALSE.
GM 1 91.6 – Aeronautical life support equipment
c.
Prior to approving ALSE, the MAO must ensure—
(1) that the ALSE is certified.
GM 2 91.6 – Aeronautical life support equipment certification
(2) the ongoing use of ALSE is risk-managed under the MAO SMS, seeking subject
matter expert (SME) advice to identify and manage ALSE hazards.
GM 3 91.6 – Aeronautical life support equipment risk management
(3) that maintainers and operators of ALSE are trained and their continued
competence in its use can be demonstrated.
GM 4 91.6 – Aeronautical life support equipment use
(4) that OIP contain when ALSE is to be used/operated/carried.
GM 5 91.6 – Aeronautical life support equipment OIP
1
ALSE is any survival and life support equipment, including personal locator beacons, armoured life preserver,
life saving vests, helmets, immersion suits, parachutes, cold weather clothing, dingy packs and life rafts.
91-2
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91.7 Safety harnesses
The aircraft captain is to ensure all aircraft occupants are suitably restrained in all phases
of flight.
AMC 91.7 – Safety harnesses
GM 91.7 – Safety harnesses
91.8 Provision and use of oxygen
a.
The MAO is to establish an oxygen management system that ensures appropriate
provision and use of oxygen on NZDF aircraft.
AMC 1 91.8 – Oxygen management system
GM 1 91.8 – Oxygen management system
b.
The MAO is to ensure that flight crew who are occupants of flight crew seats on flight
crew compartment duty use supplemental oxygen above 10 000 ft cabin altitude (CA).
AMC 2 91.8 – Flight crew oxygen requirements
GM 2 91.8 – Flight crew oxygen requirements
c.
The MAO must ensure passengers (including parachutists) and crew not regulated
under D
AR 91.8b. use supplemental oxygen whenever—
(1) flight is above 10 000 ft AMSL but not above 13 000 ft AMSL, and exceeds 30
minutes; or
(2) flight is above 13 000 ft AMSL.
AMC 3 91.8 – Supplemental oxygen requirements
GM 3 91.8 – Supplemental oxygen requirements
91.9 Use of role equipment and portable role equipment
The MAO is to ensure that aircraft role and portable role equipment is only carried and
operated in accordance with approved OIP.
GM 91.9 – Use of role equipment and portable role equipment
91.10 Flight recorder and locating equipment
The MAO is to ensure NZDF aircraft are fitted with flight recorder and locating equipment
appropriate to its military configuration, role and operating environment to—
a.
locate aircraft and personnel in the event of an aircraft crash; and
b.
provide data that can be downloaded, interpreted and analysed by approved
personnel to assist in the prevention of further aviation safety occurrences.
AMC 91.10 – Flight recorder and locating equipment
GM 91.10 – Flight recorder and locating equipment
91-3
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91.11 Carriage of personnel on NZDF aircraft
a.
The MAO is to ensure a system is established that ensures the carriage of personnel
in NZDF aircraft will not compromise suitability for flight.
AMC 1 91.11 – Carriage of personnel on NZDF aircraft
GM 1 91.11 – Carriage of personnel on NZDF aircraft
b.
The MAO is to establish a system that ensures a requirement to carry personnel
using NSARS is such that risk is eliminated or otherwise minimised, SFARP.
AMC 2 91.11 – Non-standard aircraft restraint and seating
GM 2 91.11 – Non-standard aircraft restraint and seating
c.
The MAO is to ensure that records of personnel carried in NZDF aircraft are raised,
maintained and preserved.
AMC 3 91.11 – Preservation of records
GM 3 91.11 – Passenger and flight crew manifest
91.12 Low flying
The MAO is to ensure low flying is specifically authorised and conducted in accordance
with OIP authorised by the MAO.
AMC 91.12 – Low flying
GM 91.12 – Low flying
91.13 Display flying
The MAO is to ensure all display flying and practices are managed, organised and delivered
in order to reduce the risk to life, SFARP.
AMC 91.13 – Display flying
GM 91.13 – Display flying
91.14 Formation flying
Aircraft captains are not to fly the aircraft in formation, except in an emergency, unless the
aircraft captains have agreed to do so and have been authorised for the activity.
AMC 91.14 – Formation flying
GM 91.14 – Formation flying
91-4
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91.15 Aerobatic flight
Aircraft captains are to only undertake aerobatic manoeuvres when authorised and in
accordance with OIP issued by the MAO.
AMC 91.15 – Aerobatic flight
91.16 Air navigation
The MAO is to issue OIP in relation to air navigation that ensure—
a.
fuel management requirements are specified;
b.
mission planning software management and use are specified;
c.
minimum safe altitude procedures are specified;
d.
additional IFR and VFR operations to those detailed in FID are defined;
e.
cold temperature altitude corrections are defined;
f.
minimum navigation equipment requirements are specified; and
g.
appropriate operational risk management processes are applied.
91.17 Dropping or jettisoning of articles
Aircraft captains are not to drop or jettison articles from aircraft unless authorised.
AMC 91.17 – Dropping or jettisoning of articles
91.18 Handing over control in aircraft with dual controls
Aircraft captains are to ensure handing over or taking over control of aircraft fitted with
dual controls is conducted formally.
AMC 91.18 – Handing over control in aircraft with dual controls
91.19 Refuelling aircraft – engines and/or rotors running
The MAO is to state in OIP how and when refuelling aircraft – engines and/or rotors
running shall be permitted.
AMC 91.19 – Refuelling aircraft – engines and/or rotors running
91.20 Disabling traffic and terrain warning systems
The MAO is to state in OIP the circumstances when disabling traffic and terrain warning
systems is permitted.
AMC 91.20 – Disabling traffic and terrain warning systems
GM 91.20 – Disabling traffic and terrain warning systems
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91.21 Defence long range operations
The MAO is to ensure a DLRO management system is established.
AMC 91.21 – Defence long range operations
GM 91.21 – Defence long range operations
91.22 Air cargo delivery
a.
The MAO is to ensure an operational document is established that details ACD procedures.
AMC 1 91.22 – Controls for an operational air cargo delivery document
GM 1 91.22 – Air cargo delivery suitability for flight
GM 2 91.22 – Air cargo delivery procedures
b.
The MAO must approve any waiver for IATA-identified DG that are not configured
and handled in accordance with IATA regulations unless the NZDF ACD document has
authorised a different procedure.
AMC 2 91.22 – Orders, instructions and procedures for carriage of dangerous goods
GM 3 91.22 – Dangerous cargo
c.
The aircraft captain must confirm that—
(1) aircraft weight and balance is within limits defined in approved OIP;
(2) the weight and balance limits will remain within those limits throughout the flight;
(3) all cargo is stowed and/or rigged in accordance with approved OIP;
(4) aircraft equipment is stowed in approved positions and secured; and
(5) any consignment of cargo classed as dangerous, restricted or classified goods
have been managed in accordance with approved OIP.
91.23 Stabilised approaches
The MAO is to issue OIP to define and apply stabilised approach procedures, including
criteria suitable for their operations, and for a mandatory go-around to be flown if they are
not met and maintained.
GM 91.23 – Stabilised approaches
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AcceptAble MeAns of coMpliAnce And GuidAnce MAteriAl
This page signifies the end of the rules section of this DAR.
The following pages detail the associated acceptable means of compliance (AMC) and
guidance material (GM), and should only be read in conjunction with their associated rule.
AMCs and GMs are best accessed by selecting the blue AMC and GM hyperlinks detailed
within the paragraph of each rule.
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AMC 91.1 – Rules of the air
RoA information sources that will ensure interoperability and compliance with
the HSWA include—
(1)
ICAO Annex 2 –
Rules of the Air
(2)
HSWA
(3)
Civil Aviation Act 1990
(4)
CAA CARs and associated ACs
Due Regard
In international airspace flying not conducted under ICAO flight procedures
should only be carried out under due regard (operational prerogative of military
aircraft). Due regard carries a personal responsibility on the part of the aircraft
captain and/or handling pilot to maintain separation from other aircraft, vessels
and objects (such as offshore platforms). In order to ensure an appropriate level
of safety, flight under due regard should only be conducted subject to one or
more of the following conditions—
(1)
Aircraft should be operated in visual meteorological conditions.
(2)
Aircraft may temporarily be operated in less than visual meteorological
conditions, when required by operational needs, provided the residual
risk has been reduced so far as reasonably practicable. All available
resources and information within the mission context should be used to
minimise risk before conducting such operations with due regard for all
other aircraft. Any aircraft operations in reduced visibility should be of no
greater extent or duration than required.
(3)
Aircraft should be operated within radar surveillance and under positive
control of a surface or airborne radar facility.
(4)
Aircraft should be equipped with airborne radar and qualified operators
sufficient to provide separation between themselves and other aircraft.
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GM 91.1- Rules of the air
a.
The Chicago Convention, including associated amending protocols, is set out in
the Schedules to the
Air Navigation Act 1920 and further implemented through
the
Civil Aviation Act 1990 (the Act). Consistent with Article 3 of the Chicago
Convention, s 3 of the Act states that ‘except as otherwise expressly provided
in this Act or any other Act, or in the regulations or rules concerned, nothing
in this Act or in any regulations or rules made under this Act shall apply to the
New Zealand Defence Force.’
b.
The CAA is the agency responsible for implementing CARs, which are derived
from the Act and other legislation.
c.
The ICAO implements the requirements set by the Chicago Convention
through the distribution of ICAO SARPS. ICAO publishes annexes to the Chicago
Convention containing SARPS and PANS documents, which provide guidance and
information facilitating the uniform application of the SARPS. ICAO annexes have
a higher status than PANS documents, therefore NZDF RoA will normally only
make mention of ICAO annexes when used for AMC.
d.
A significant consideration is that the use of the term State Aircraft may not
exempt all NZDF aviation from the Act because—
(1)
civil aircraft operate in NZDF-controlled airspace and NZDF aircraft
operate in civil-controlled airspace; NZDF, therefore, is well motivated
to align with the Act to ensure interoperability between NZDF and civil
aviation; and
(2)
where practicable, NZDF RoA harmonisation with civil RoA can ensure
NZDF aviation is conducted in a manner no less safe than civil aviation
except when there is an operational need as defined in the HSWA.
Due Regard
Freedom of the high seas includes the right of aircraft of all nations to use the
airspace over the high seas in accordance with the international Law of the
Sea Conventions of 1958 and 1982, which state that the freedom of the high
seas includes the right of military aircraft to use the airspace above those seas
without the permission of the coastal states for overflight and related military
operations.
The sovereignty of a nation state extends beyond its land area to the outer
limit of its territorial seas. The airspace beyond the territorial sea is considered
international airspace, where permission of the coastal state is not required
for overflight and related military operations. Where, for reasons of military
contingencies or other training, activities are over the high seas, the principles of
due regard apply.
The purpose of this rule is to provide a level of safety that fulfils New Zealand’s
obligations under Article 3 of the Chicago Convention that states there must be
‘due regard for the safety of navigation of civil aircraft’ when flight is not being
conducted under ICAO flight procedures. ICAO does not define or prescribe the
conditions to achieve ‘due regard’, as this responsibility is left to individual states.
However, the NZDF chooses to align its due regard policy with its partner military
nations of the UK and US.
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GM 91.2 – Conduct of flying operations
Purpose
The purpose of this rule is to assure NZDF aircraft are operated with adequate
controls to ensure safety of flight.
Overview
a.
Flying operations are concerned with ensuring aircraft are operated—
(1)
in approved roles;
(2)
with correct mission equipment;
(3)
by proficient and authorised individuals;
(4)
according to approved procedures and instructions; and
(5)
under a system of supervision and monitoring.
b.
This is achieved in practical terms through a structure of three interconnected
elements—
(1)
competent flying organisation;
(2)
approved operating standards and limitations; and
(3)
proficient and authorised aircrew.
Flying organisations
a.
The aviation community has learnt from experience that aircraft accidents are
normally the result of a linked sequence of errors, omissions or failures, the
prevention of any one of which would have broken the ‘chain’ and stopped the
accident from occurring. The community has also learned that such chains of
failure are unlikely to develop within structured organisations where activities are
performed and supervised by appointed individuals in accordance with refined
processes and instructions. The likelihood of accidents is further reduced where
such organisations are subjected to ongoing (internal and external) assessments of
their performance and compliance with prescribed requirements.
b.
Flying organisations provide local guidance, training, supervision and monitoring of
individual aircrew to ensure they are proficient and authorised to conduct specific
flying operations. To support the performance of this role, NZDF flying organisations
are required to establish and abide by local management practices, standards,
orders and instructions regarding flying operations. They are also required to
develop training and qualification requirements appropriate to the operations they
conduct. Collectively, such administrative arrangements, or elements, form the
organisation’s FMS.
DAR 119.4 identifies the key elements of an FMS.
c.
An FMS may be local in focus but, to allow organisations to safely operate with
one another and to provide for the movement of personnel between them,
there must be some consistency or commonality across organisations. For this
reason, FMSs are subject to NZDF-wide requirements relating to operating
standards and prerequisite training and qualification standards.
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Operating standards and limitations
a.
Operating rules establish boundaries for the conduct of flying operations. NZDF
operating rules and limitations are the set of approved guidelines, instructions
and restrictions within which aircraft are to be operated by personnel belonging
to a flying organisation. Such criteria are derived from a collective wisdom
that encompasses the engineering and operating field. Operating rules and
limitations may be high-level and general in nature or specific to an aircraft type,
operating locality, proficiency level, mission category or flying organisation. The
common feature is that operating standards and limitations should all promote
the attainment of a known level of safety for flying operations. They should also
be consistent and not susceptible to mixed interpretations or subject to arbitrary
alteration. Notwithstanding this, the nature of the considerations behind
operating standards and limitations means that they are not always permanent;
they may change as more becomes known about human behaviour and aircraft
design, or as other factors come into play.
b.
The NZDF flying operations concept operates on the principle of centralised
control and decentralised execution (or mission command). This allows
commanders the flexibility to exercise discretion and judgement in managing
the safe operation of aviation systems they are familiar with in roles and
environments they are accustomed to and approved for. There remains, though,
a need for operating standards to be based on minimum and consistent criteria,
so NZDF flying operations rules are intended to prescribe common minimum
requirements that are then supported by more focused and tailored rules
developed for individual flying organisations.
c.
At the level of a flying organisation, standards and limitations, whether locally or
externally developed, may take various forms (including flight manuals, orders,
authoritative FID and rules governing crew training and currency, low flying,
display flying, cargo carriage, the use of role equipment etc) Collectively, such
documentation comes under the title of OIP, which ar
e the subject of DAR 119.
Other MAAs and NAAs may use the term ICA in lieu of OIP.
Aircrew qualification and authorisation
a.
The safety of aviation systems depends upon them being designed, constructed,
maintained and operated by personnel who are proficient and authorised to do
so. The abilities of the end-user are key design considerations for any item of
equipment, but this is a particularly important principle in aviation. Designers,
however, still need to presume a certain level of proficiency in operators and
this manifests itself in design parameters covering such matters as handling
characteristics, cockpit and control layouts, and the coverage of automated
systems. Defining and attaining these operator abilities is a prerequisite to
achieving known minimum levels of operational safety and effectiveness.
b.
To help meet operating safety and effectiveness minima, NZDF only permits
aviation systems to be operated by proficient and authorised individuals who
have been assessed as proficient and fit to operate a particular type of aviation
system in specified roles. However, since NZDF aircraft may be operated in
multiple roles (many of which may be unusually demanding) it may not be
feasible for aircrew flying a particular type to be proficient in all of its intended
roles. There may necessarily be a range of competencies required within a flying
organisation. Furthermore, some roles that may be technically possible for an
aircraft to perform may not be approved for a particular flying organisation
because it is not practicable for its personnel to become and stay proficient in
performing the roles.
GM Continues
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c.
Proficiency in the context of NZDF flying operations refers to the capacity of
an individual to effectively and safely complete a task to a required standard
of performance through the application of appropriate skills, knowledge and
attitude. For aircrew, proficiency is achieved and recognised through a controlled
and progressive process of training, accumulated experience and formal
assessments.
d.
Since proficiency is measured against a standard of performance, flying
organisations must determine what these standards are. Certain competencies
are regarded as essential for the safe operation of all aircraft, so these are set
under NZDF-wide arrangements or articulated through common principles. For
example, NZDF has common principles relating to minimum levels of training and
proficiency required to safely operate aircraft in general.
e.
There are also minimum training and qualification requirements stipulated for
medical fitness and general aviation operations, such as basic flying training,
CRM, AvRM and
aviation safety. Flying organisations are responsible for
establishing local requirements that relate more particularly to the organisation’s
operating environment, roles and aviation systems. Proficiency requirements
must be sufficient in scope and detail to provide a suitable degree of confidence
that a known level of safety can be achieved in flying operations when aviation
systems are operated by personnel with prescribed qualifications and levels of
experience and proficiency.
f.
NZDF flying operations requirements regarding proficiency levels and the
management of local proficiency assurance regimes are prescribed in
DAR 61.
Operation of non-Defence registered aircraft
a.
Where NZDF personnel operate NDRA, the principles that underpin the NZDF
concept of flying operations remain relevant. Operating safety depends upon the
aircraft being flown in accordance with approved standards and limitations by
qualified, proficient and authorised individuals working within an effective flying
organisation.
b.
As with operations involving NZDF aircraft, commanders will need to make
determinations about criteria that must be satisfied in order to obtain a desired
level of safety in the operation of NDRA. Conformance to applicable civil aviation
requirements covering crew proficiency, and operating standards and limitations
is mandatory in making such determinations, but additional criteria may need
to be developed under some circumstances. Moreover, although NDRA may
be operated under arrangements that incorporate a level of oversight by a
civil flying organisation, NZDF flying organisations will nonetheless need to
supplement civil requirements with their own to ensure that NZDF personnel
continue to receive suitable guidance, supervision and monitoring. The nature of
such supplementation will depend upon the situation and the associated degree
of risk.
Aerodromes
a.
It is the responsibility of the MAO to determine which aerodromes are safe
and suitable for the operation of their aircraft. The suitability of an aerodrome
depends on aircraft capabilities, the declared features of the aerodrome and the
activity being carried out.
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b.
Certified aerodromes operated under the oversight of a recognised NAA or MAA
have systems in place to ensure the ongoing safety of the aerodrome. Defence
aerodromes are regulated under
DAR 139. NAA/MAA systems include design
and maintenance standards, operational controls and reporting mechanisms
to ensure that published data remains valid. Operations at these aerodromes,
therefore, have a lower level of risk than those at non-certified aerodromes.
c.
Non-certified aerodromes may still meet the physical and operational
characteristics as those of certified aerodromes but may have less oversight and
assurance by an NAA or MAA, due to potentially less stringent inspection and
maintenance regimes.
d.
Aircraft can be operated from a non-defined area. Non-defined areas are
not considered aerodromes but may be utilised subject to MAO-approved
procedures.
e.
The MAO should consider a system to assess, control and manage the risk
of operating at aerodromes other than those that are certified. The MAO is
expected to use professional judgement in determining whether an aerodrome
meets the requirements for safe operation of their aircraft in the absence of
formal certification.
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AMC 91.3 – Aircraft captaincy
Eligibility
An individual assigned as aircraft captain for each flight should be—
(1)
qualified for appointment on the aircraft type as an aircraft captain as
determined by the commander of the operating unit; or
(2)
a qualified pilot undergoing an approved conversion training course on
the aircraft type; or
(3)
a trainee pilot undergoing an approved pilot training course.
Authority of aircraft captain
Within the bounds of s 40 of the
Armed Forces Discipline Act 1971, all other legal
orders and the scope of the flight authorisation, the authorised aircraft captain
has total responsibility for the safe and effective operation of an aircraft. The
aircraft captain therefore has authority over all persons on board, irrespective of
rank, for the period of operation of the aircraft.
Flying instructors
In any aircraft in which dual controls are fitted and instruction is being given,
the instructor should be designated as aircraft captain and have authority,
irrespective of rank, over the student or pilot to whom instruction is being given
in all matters concerning the operation of the aircraft. Where the instructor is
non-pilot aircrew, the pilot should be designated captain.
Duties and responsibilities of aircraft captain
Pre-flight
The aircraft captain should ensure—
(1)
the crew is properly constituted and all members are proficient,
current and capable of performing their duties during flight;
(2)
the crew meet the medical requirements for flight;
(3)
the crew have received sufficient pre-flight detail by way of tasking
information, authorisation guidance, meteorological information,
mission briefing or syllabus description;
(4)
all crew members are—
(a)
properly clothed and equipped for their tasks;
(b)
current for all safety and survival drills appropriate to
aircraft type;
(c)
proficient in the use of the escape and survival equipment
carried; and
(d)
are familiar with all emergency procedures;
(5)
all necessary flight and fuel planning has been carried out and that,
when required, a flight plan has been filed with the ATC authorities;
(6)
the appropriate AIP or other national flight planning documents
relevant to the area in which they intend to operate are used;
(7)
the necessary publications to enable the safe operation of the
aircraft are carried on board the aircraft;
AMC Continues
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(8)
an adequate pre-flight briefing for any crew members is conducted;
(9)
passengers, if carried, have been briefed on—
(a)
the authority of the aircraft captain;
(b)
precautions to be taken when boarding and leaving the aircraft;
(c)
crash positions and emergency procedures;
(d)
the correct use of the aircraft oxygen, escape and survival
equipment carried; and
(e)
loose equipment to be properly stowed.
(10) the aircraft role and portable role equipment are serviceable,
and the aircraft is duly released by maintenance and accepted for
flight; and
(11) the requirements for all OIP relating to the aircraft and its
operations are observed and obeyed until the aircraft is handed to
the appropriate authority after flight.
In-flight
An aircraft captain is responsible for the effective operation of the aircraft
in meeting the assigned task. In particular, the captain should—
(1)
ensure the flight is conducted in accordance with the flight
authorisation;
(2)
deal with occurrences/emergencies outside the scope of the flight
authorisation in accordance with the aircraft flight manual and
applicable OIP;
(3)
use all the resources at their disposal to ensure the safe recovery
of their aircraft, crew members and passengers; and
(4)
contact the authorising officer for advice, and guidance when
necessary to deviate from the flight authorisation given, as soon as
circumstances allow.
Post-flight
The aircraft captain should—
(1)
conduct a post-flight crew debrief;
(2)
notify the authorising officer of any unusual occurrences or
deviations from the flight authorisation; and
(3)
comply with post-flight documentary requirements.
Aircraft marshalling
While taxiing an aircraft under the guidance of a marshaller, the aircraft
captain retains overall responsibility for its safe operation. The aircraft
captain should follow the marshaller’s directions except where the aircraft
captain considers that, in so doing, the safety or effective operation of
the aircraft would be compromised. The aircraft captain should stop the
aircraft immediately if, while receiving marshalling directions, sight of, or
confidence in, the marshaller is lost.
AMC Continues
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Aircraft serviceability and flight safety
The aircraft captain is responsible for ensuring that the aircraft
serviceability state, as indicated by the form RNZAF700 and associated
documentation, is adequate for the safe conduct of the flight.
In-flight occurrences
Occurrences outside the scope of the flight authorisation should be
handled in accordance with the flight manual and applicable OIP if
possible. Where that guidance is insufficient or inappropriate, aircraft
captains should exercise their best judgement and use all the resources
at their disposal to ensure the safe recovery of their aircraft, crew and
passengers. As soon as circumstances allow, the authorising officer should
be contacted for advice, or informed, when a captain finds it necessary
to deviate from the flight authorisation given. During normal peacetime
operations, captains should give overriding consideration to flight safety
during any deviation from flight authorisation.
Passenger and cargo requirements
The aircraft captain is responsible for all aspects associated with the
carriage of passengers and cargo, appropriate NZDF-specific OIP and
other approved publications relevant to the carriage of passengers and
cargo.
In-flight transfer of captaincy
a.
The in-flight transfer of aircraft captaincy is an undesirable practice that should
be avoided if possible. However, where the in-flight transfer of aircraft captaincy
becomes necessary for the successful completion of a task, the authorising
officer should—
(1)
clearly indicate to both pilots the point in the flight that aircraft captaincy
transfer should occur; and
(2)
record the transfer details in appropriate documentation.
b.
To make sure there is no uncertainty concerning who is acting as aircraft captain
at various stages of the flight or task, all pilots involved should—
(1)
advise all crew members on intended aircraft captaincy transfer
arrangements during the pre-flight briefing;
(2)
conduct a formal ‘hand-over/take-over’ of the aircraft captaincy; and
(3)
advise all crew members when the aircraft captaincy transfer is actually
completed.
Orders, instructions and procedures
The MAO should issue OIP in relation to aircraft captaincy that identify—
(1)
the responsibilities of aircraft captains;
(2)
the authority of the aircraft captain in all circumstances relating to flying
operations;
(3)
the responsibilities of the aircraft captain in relation to cargo and passengers;
(4)
consideration for flight authorisation regarding firearms and ammunition
carried on NZDF aircraft by crew members, the authorised degree of
weapon readiness and method of carriage; and
AMC Continues
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(5)
the circumstances and requirements under which an in-flight transfer of
captaincy may occur, including a mechanism to record the transfer in the
appropriate documentation.
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GM 91.3 – Aircraft captaincy
The aircraft captain is in the unique position of being the only person on the aircraft
who must be aware of all the factors and operational constraints affecting their
particular flight. The aircraft captain is assigned command of the aircraft and is legally
responsible for the safe and effective operation of the aircraft in performing its mission.
Being accountable for the safety of the aircraft and its crew and passengers while
underway, the captain has authority over all persons on board, regardless of their rank.
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GM 1 91.4 – Aircraft crewing
Purpose
a.
The purpose of this rule is to assure that aircraft are suitably crewed to deal
with normal operation and foreseeable emergencies so as to not compromise
suitability for flight. Aircrew crew composition (normal and minimum) should be
identified for the different tasks or missions an aviation system may perform as
stipulated in relevant OIP.
b.
To maintain the operating airworthiness integrity of NZDF flying activities,
aircraft operating within the NZDF airworthiness framework must be crewed
by an appropriate number of crew meeting specified proficiency and currency
requirements and who have been authorised to conduct the SOIU-approved role.
Aviation safety occurrences
All crew members have a responsibility to clearly advise the aircraft captain of
any circumstance that may compromise the safety of a flight. Where the captain
does not properly report a flight safety compromise or breach, it is incumbent on
the other crew members to ensure that the authorising officer and a flight safety
officer are informed.
Defence members crewing non-Defence aircraft
Defence aircrew may fly on duty as crew in aircraft operating outside of the
scope of the NZDF airworthiness framework provided the flight will further their
Service knowledge and experience and that any preconditions imposed by the
operating authority are satisfied.
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GM 2 91.4 – Aircraft crewing
Civilian aircrew medical fitness is to be in accor
dance with DAR 67.
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GM 91.5 – Portable electronic devices
Purpose
a.
The purpose of this rule is to ensure that electronic equipment that is not part
of the aircraft configuration and is carried aboard an aircraft does not introduce
hazards including—
(1)
electromagnetic interference;
(2)
overloaded electrical systems;
(3)
electrical fumes;
(4)
battery fires; or
(5)
physical interference with the safe operation of the aircraft.
b.
In the context of this rule PED includes—
(1)
personal electronic devices such as laptop computers, tablets and game
consoles;
(2)
personal communication devices such as mobile telephones; or
(3)
medical or monitoring equipment such as heart pacemakers, hearing aids
and blood glucose monitors.
c.
PED may be used without any physical/electrical connection to the aircraft, or
may be powered through aircraft power outlets such as 240/115V GPO or USB.
d.
In order to create the approved OIP, the MAO should seek engineering advice
through the CAMO.
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GM 1–5 91.6 – Aeronautical equipment
GM 1 91.6 – Aeronautical life support equipment
a.
Rule Purpose. The purpose of this rule is to ensure that ALSE is safely managed.
An MAO should gain reasonable knowledge of ALSE hazards to ensure that ALSE
is safe in the defined operational context. Use of ALSE on an aircraft without due
consideration of the elements in this rule may jeopardise aviation safety or
post-crash survivability.
b.
Scope of ALSE management system. The scope of the MAO’s ALSE management
system comprises all ALSE, including that subset of ALSE managed as part of an
aircraft’s type design. This ALSE subset is considered during an aircraft’s initial
type certification. Subsequent changes, additions or deletions are considered
through Supplemental Type Certification or as either major/minor changes to the
type design.
c.
MAO evaluations. The MAO should conduct evaluations of ALSE application,
integration and hazards associated with their applicable platform.
GM 2 91.6 – Aeronautical life support equipment certification
a.
In this context, the term ‘certified’ has two meanings—
(1)
For ALSE considered to be part of an aircraft’s type design, certification
refers to the outcome of the
DAR 21 processes associated with type
certification, supplemental type certification and major/minor changes.
The MAO may approve the use of the ALSE based on these certifications.
Before approval of any ALSE, the MAO should assess the adequacy of
the integration between certified and non-certified ALSE by seeking SME
advice.
(2)
For ALSE that is not part of an aircraft’s type design, certification refers
to a process in which the MAO ensures that the ALSE complies with the
relevant design requirements. Although some ALSE is not considered part
of an aircraft’s type design, it may still adversely impact broader aviation
safety matters.
GM 3 91.6 – Aeronautical life support equipment risk management
a.
ALSE-related hazards and their resultant risks should be considered in
conjunction with all other risks within the MAO’s SMS.
b.
The ability to eliminate or otherwise minimise ALSE risks SFARP does not remain
static throughout the ALSE operational lifecycle. The MAO ALSE management
system should enable investigation of ALSE technology improvements to ensure
ALSE-related hazards continue to be eliminated or minimised SFARP.
c.
Alse sMe advice. The CAM (Ohakea) is the NZDF centre of expertise for ALSE
and will provide authoritative airworthiness advice regarding ALSE. TS S&S can
provide advice on ALSE, eg earplugs or helmets, current capability and review
ALSE requests. TS S&S can also provide information on the various airworthiness
issues associated with the use of ALSE.
GM 4 91.6 – Aeronautical life support equipment use
a.
ALSE training. Aircrew and maintenance training, and their currency
requirements, need to be defined.
GM Continues
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GM 5 91.6 – Aeronautical life support equipment OIP
a.
Alse oip. ALSE carried on Defence registered aircraft should have associated OIP
to govern use, operation and carriage. Refer to
DAR 119 rule 119.9.
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AMC 91.7 – Safety harnesses
a.
Unless specifically authorised by the aircraft captains, crew should wear the
appropriate restraint harness, secured to a suitable anchorage point, at all times,
except when attached to a winch cable or, when required to move about within
the cabin (eg flight stewards). Aircraft captains should only allow crew safety
harnesses to be unfastened in flight when necessary to complete authorised
tasks. However, the pilot controlling the aircraft should be securely strapped into
their seat at all times.
b.
For take-off and landing, crew should be seated and restrained using a seat
harness. Specific circumstances where seat harness restraint for take-off and
landing is not appropriate should be detailed by the MAO in OIP.
c.
Passengers and troops should be strapped in and seated at all times using
standard seating and restraints when the aircraft is moving except when
authorised by the aircraft captain. Refer t
o AMC 2 91.11 Non-standard aircraft
restraint and seating criteria for any deviations from this rule.
d.
The aircraft captain should take the following into account when allowing
passengers and troops to unstrap or move about the aircraft—
(1)
the security of cabin doors and hatches;
(2)
the availability of dispatcher harnesses, or equivalent restraint;
(3)
connection to a serviceable intercom system;
(4)
essential mission or mission training requirements;
(5)
poor weather, especially anticipated turbulence; and
(6)
the ability of crew members to manage emergencies.
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GM 91.7 – Safety harnesses
Dispatcher harnesses, while preventing the wearer from inadvertent exit from the
aircraft, do not provide the same degree of restraint or protection as seat harnesses.
The time spent solely restrained in a dispatcher harness or attached to a winch cable
must be kept to a minimum consistent with the safe completion of the task.
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AMC 1 91.8 – Oxygen management system
controls
The oxygen management system controls should include the following—
(1)
Direction on determination of appropriate supplemental oxygen supply
duration periods and system design as they relate to flight crew, other
crew and passengers.
(2)
Direction that aircraft ejection seat occupants are provided a correctly
fitted oxygen mask and that maximum use of the oxygen mask is achieved
to the extent practicable during flight.
(3)
A suitable supplemental oxygen dispensing system within easy reach of
the personnel carried onboard the aircraft.
(4)
Methods for calculating supplementary oxygen requirements.
Calculations may consider aircraft performance characteristics with regard
to emergency requirements as a balance to total quantities of oxygen
carried.
(5)
Oxygen training requirements, unless covered under other OIP.
(6)
Pre-flight briefing requirements by a suitably qualified person that may
include appropriate briefings and demonstrations in the use of the oxygen
system.
(7)
For pressurised aircraft, give directions that ensure enhanced emergency
response for the pre-fitment of oxygen masks. Examples include—
(a)
Above 25 000 ft AMsl. At least one pilot is seated at the flight
controls using an oxygen mask, unless the aircraft is fitted with
a quick donning mask system for each pilot. Aircraft fitted with
a quick donning mask system must provide a warning of a
depressurisation that would necessitate the masks to be donned.
Flexibility provision. For legacy fleets (eg C-130(H)NZ and P-3K2),
the requirements of a quick donning oxygen system (as defined
in
AMC 2 91.8) above 25 000 ft AMSL and below 45 000 ft AMSL
may be waived by the MAO provided the intent of prompt oxygen
delivery to the seated pilot can still be achieved. The MAO should
seek AMU advice in order to exercise this flexibility provision.
(b)
Above 45 000 ft AMsl. At least one pilot will use an oxygen mask
that is properly fitted and supplying oxygen at all times.
(8)
Advice relating to high altitude management procedures for levels above
21 000 ft CA that r
educes the risk of DCI. AMC 2 91.8 provides examples.
High altitude exposure management
a.
In the absence of other DCI risk factors, the risk of DCI is considered very low at
or below 21 000 ft CA without the need for 100% oxygen or flight restrictions.
b.
When an on-board oxygen generation system (OBOGS) is used, the maximum
oxygen concentration output achieved by the OBOGS is sufficient when this AMC
refers to 100% oxygen.
c.
Unplanned flight above 21 000 ft CA. 100% oxygen should be applied and time
spent above that level should be kept to a minimum.
AMC Continues
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d.
Controls for aircrew and passengers (including parachutists) that may reduce the
risk of DCI for planned flight above 21 000 ft CA include—
(1)
Pre-oxygenation. Twenty minutes of pre-oxygenation with 100% oxygen
completed before ascending above 21 000 ft CA. Pre-oxygenation is to
commence at an altitude where the oxygen system is delivering 100%
oxygen (the altitude will vary dependent on the OBOGS) and continued
during the climb. If the oxygen system is unable to deliver 100% oxygen
prior to flight above 21 000ft CA, breathing oxygen system should be
selected. A single inadvertent brief break in pre-oxygenation of less than
or equal to 60 seconds does not require recommencement of the
pre-oxygenation time.
(2)
100% oxygen. Use of 100% oxygen during flight until final descent below
10 000ft CA.
(3)
Time at altitude. After pre-oxygenation, time limits above 21 000 ft CA
are applied as specified in Table 1. The time above 21 000 ft CA is based
on the highest cabin altitude reached during the sortie.
Pilots should descend to or below 10 000 ft CA before the Table 1 time
limit is reached. Any breach of Table 1 time limits requires an aviation
medical officer assessment before conducting further flight and requires
appropriate safety reporting.
(4)
Time between re-exposures within a sortie. Time spent at or below
10 000 ft CA resets the allowable duration above 21 000 ft CA at a
one-for-one rate. For example, when aircrew spend 60 minutes at
23 000 ft CA and descend to 10 000 ft CA or below for 60 minutes, they
regain 60 minutes of exposure time and may operate at 23 000 ft CA for
a further 120 minutes (allowable at Table 1) before having to descend
again. Use of 100% oxygen when resetting for exposure within a sortie,
including below 10 000 ft CA, is required.
(5)
Subsequent sorties. Following flight above 21 000 ft CA, within the
Table 1 time limits, crew or passengers may only conduct subsequent
sorties providing CA exposure does not exceed 21 000 ft CA again within
the next 24 hour period.
(6)
Aircraft equipped with irregular oxygen systems that prevent the use of
100% oxygen for pre-oxygenation, or other aspects of exposure to high
altitude requirements, should have alternative Aviation Medicine Unit-
(AMU) endorsed DCI risk reduction procedures published in type specific
OIP that provide an equivalent level of DCI protection.
(7)
The exposure limits at Table 1 are established using the Aviation
Decompression Sickness Risk Assessment Computer (ADRAC). These
limits do not eliminate the risk of DCI; a residual DCI risk of approximately
5-15% for a person engaged in mild physical activity remains.
Table 1 – Altitude exposure time limits
Time (minutes)
Cabin altitude (ft)
45
24 001–25 000
70
23 001–24 000
120
22 001–23 000
200
21 001–22 000
AMC Continues
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Very high altitude exposure management
a.
Planned flight at altitudes above 25 000 ft CA may not be conducted without
MAO approval as this incurs a significantly increased risk of DCI.
b.
MAO may not approve planned flight above 25 000 ft CA unless AMU has
provided written advice and special operational reasons exist, which inform a risk
assessment. AMU advice must be sought before operating above 25 000 ft CA.
c.
When an OBOGS is used, the maximum oxygen concentration output achieved
by the OBOGS is sufficient when this AMC refers to 100% oxygen.
d.
AMU advice will consider controls for aircrew and passengers (including
parachutists) that may reduce the risk of DCI for planned flight above 25 000 ft
CA to 38 000 ft CA, which may include—
(1)
Pre-oxygenation. Sixty minutes of pre-oxygenation with 100% oxygen
completed before ascending above 21 000 ft CA. Pre-oxygenation is to
commence at an altitude where the oxygen system is delivering 100%
oxygen (the altitude will vary dependent on the OBOGS) and continued
during the climb. If the oxygen system is unable to deliver 100% oxygen
before flight above 21 000ft CA, breathing oxygen system should be
selected. A single inadvertent brief break in pre-oxygenation of less than
or equal to 60 seconds does not require recommencement of the
pre-oxygenation time.
(2)
100% oxygen. Use of 100% oxygen during flight until final descent below
10 000ft CA.
(3)
Time at altitude. After pre-oxygenation, time limits above 25 000 ft
CA are applied as specified in Table 2. The time above 25 000 ft CA is
based on the highest cabin altitude reached during the sortie. Pilots
should descend to or below 10 000 ft CA before the Table 2 time limit is
reached. Any breach of Table 2 limits requires an AMO assessment before
conducting further flight and appropriate safety reporting.
(4)
Subsequent sorties. Following flight above 25 000 ft CA, within the
Table 2 time limits, crew or passengers may only conduct subsequent
sorties providing CA exposure does not exceed 21 000 ft CA again within
the next 24 hour period.
(5)
AMU advice will consider the ADRAC.
(6)
The exposure limits at Table 2 are established using the ADRAC. These
limits do not eliminate the risk of DCI; a residual DCI risk of approximately
2–6% at 25 001–30 000 ft and 3–16% at 30 001–38 000 ft for a person
engaged in mild physical activity remains.
Table 2 – Above 25 000 ft CA time limits
Time (minutes)
Cabin altitude (ft)
30
25 001–30 000
20
30 001–38 000
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AMC 2 91.8 – Flight crew oxygen requirements
Oxygen management system controls should include—
(1)
supplemental oxygen supply that is sufficient to ensure availability for
the flight crew for the planned time above 10 000 ft CA or, if unplanned,
15 minutes as a minimum period to allow descent to 10 000 ft CA;
(2)
pre-flight calculations that account for the anticipated flight profiles
above 10 000 ft CA, planned depressurisation aspects and potential
emergency descent profiles required to descend the aircraft to 10 000 ft
CA; and
(3)
access to supplemental oxygen for flight crew that includes—
(a)
individual oxygen dispensing units that are connected to the
oxygen supply terminal, can be readily and visually checked for
the flow and quantity of available oxygen, and are available for
immediate use;
(b)
a quick donning mask that can be placed on the face with one
hand from the ready position within five seconds, properly
secured, sealed and supplying oxygen (Aviation Medicine Unit
(AMU) written advice is required if time periods will exceed five
seconds);
(c)
a pressure-demand type mask. Use of a diluter-demand pressure
breathing regulator design is not mandatory;
(d)
an ability to access the aircraft communications system
simultaneously with the use of oxygen; and
(e)
a portable oxygen system and sufficient supply hose, or spare
oxygen outlets and masks to ensure immediate availability of
oxygen for flight crew members who are required to move around
in the aircraft to perform essential flight crew duties. For example:
a loadmaster who must oversee a parachute extraction mission
and the aircraft is depressurised above 10 000 ft CA.
DAR 91.8
AMC 1 91.8
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AMC 3 91.8 – Supplemental oxygen requirements
a.
Oxygen supply durations, means of supply and other considerations should
be provided under D
AR 91.8. NZDF aircraft are not always constructed to civil
design standards; however, use of any recognised NAA standard for the provision
of oxygen, or a hybrid of more than one such standard that may achieve the
required outcome, may be used provided technical endorsement and approval
has been obtained by the CAMO.
b.
If not considered as part of the initial NZDF type certification, and depending on
the complexity of the design, the introduction of a new passenger supplemental
oxygen system could be undertaken as—
(1)
a change to the NZDF MTC;
(2)
a supplemental NZDF MTC;
(3)
a modification; or
(4)
approved role equipment (refer to D
AR 91.9 for guidance on role
equipment.)
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GM 1 91.8 – Oxygen management system
Purpose
a.
The purpose of this rule is to assure suitability of supplemental oxygen systems
for use on NZDF aircraft.
b.
For NZDF aircraft that are not NZDF registered, unless agreement exists with
CAA that assigns oversight responsibility of the aircraft operation to NZDF, or
the aircraft is not deemed a State aircraft, the MAO may rely upon the oxygen
management provisions required by CAA.
c.
The regulatory outcome required is not intended to replace formal AvMED
training requirements. In developing the oxygen management system,
decompression illness (DCI) references should be balanced by limiting oxygen
management system to general prevention measures, leaving the more detailed
awareness and procedures to be prescribed by AvMED regulation outcomes.
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GM 2 91.8 – Flight crew oxygen requirements
Purpose
a.
The purpose of this rule is to ensure that reduced levels of oxygen do not
introduce performance deficiencies that could compromise safety of flight. The
rule does not consider mission capability beyond airworthiness aspects and
specifically addresses only the flight crew who are holding primary control of
aircraft flight systems. If deemed necessary, the MAO may also apply this rule to
those flight crew members who are deemed to be actively conducting essential
flight crew duties. In this manner, the Authority does not impose potentially
unneeded aircraft design features.
b.
The rule does not discriminate between pressurised or non-pressurised aircraft,
as a cabin altitude above 10 000 ft CA presents the same hazards and requires
the same controls.
Flexibility Provision
If required for operational reasons, the MAO may approve flight above
10 000 ft CA where the aircraft is not equipped with an adequate supplemental
oxygen system.
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GM 3 91.8 – Supplemental oxygen requirements
Purpose
a.
The purpose of this rule is to ensure that reduced levels of oxygen do not
introduce physiological harm to passengers and crew.
b.
The rule does not discriminate between pressurised or non-pressurised aircraft
as a cabin altitude above 10 000 ft CA presents the same hazards and requires
the same controls.
c.
This rule does not consider safety procedures and equipment for mission
essential passengers who are intending to egress an aircraft above 10 000 ft CA,
such as parachute operations. Should mission essential personnel be equipped
with mission commander-authorised self-contained breathing apparatus (SCBA)
for use upon egress of the aircraft, the SCBA may also be used as the onboard
aircraft support system for those personnel.
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GM 91.9 – Use of role equipment and portable role equipment
Purpose
a.
The purpose of this rule is to ensure adequate controls for, and oversight of,
aircraft role equipment and portable role equipment. In essence any equipment
that is to be used as role equipment during flight must be approved for that
use. Most aircraft will have a range of operating parameters and technical
specifications which govern, or constrain, the design and use of role equipment.
b.
Normally, role equipment approval would be given for a specific item part number.
However, for some types of generic role equipment, where variation between
items is so minor that it does not warrant assessing each item individually, MAO
approval may be given for a range of items, such as ‘electronic flight bag’ tablets,
hand held GPS or Special Forces field radios.
c.
In order to provide role equipment approval, the MAO should seek engineering
advice through its CAMO. For the purposes of determining technical input to the
approval process, role equipment is divided into the following categories—
(1)
certified. The ‘certified’ category includes all role equipment that
forms part of the certified aircraft design and thus is subject to
DAR 21
requirements. Examples would include external fuel tanks, missile
launchers and certified tablet/camera mounting hardware. This category
requires no additional technical inputs to the MAO’s role equipment
approvals. Technical consideration of this category of role equipment,
including the development and approval of any required Instructions for
Continuing Airworthiness, is provided through either the aircraft’s initial
type certification program, or approval of in-service design changes.
Where new or modified role equipment is proposed for use on DRA,
the CAMO should seek MTCH advice regarding whether the equipment
should be managed under the ‘Certified’ category; or
(2)
Specific Approval. Equipment in the ‘specific approval’ category does
not affect certified aircraft design. This equipment usually has a low level
of integration into the aircraft or no integration. The equipment in this
category would comprise role equipment—
(a)
that has been anchored to the aircraft, via a means that does not
need to be certified under
DAR 21 (eg a medical oxygen bottle
strapped to a stanchion);
(b)
that has been anchored via a certified means, but the equipment
itself is not certified (eg an ‘electronic flight bag’ tablet or a camera);
(c)
electronically/electrically connected to the aircraft via an existing
certified interface (eg aeromedical equipment using aircraft
power); or
(d)
unconnected (either electronically/electrically or physically) to
the aircraft (eg non-aircraft non-integrated radios to be used in
flight), noting that this equipment differs from portable electronic
equipment which is approved via DAR 91.5).
note: Specific Approval’ role equipment is not synonymous with ‘specific equipment’
per DAR 21 and is therefore not subject t
o DAR 21 Subpart K Parts and Appliances
requirements. ‘Specific Approval’ role equipment is approved under the provisions of
DAR 91.9, not under DAR 21.
d.
The MAO should seek advice through its CAMO on the degree of engineering
rigour necessary to inform any role equipment approvals. Where required,
the CAMO should undertake a technical evaluation of ‘specific approval’
role equipment for potential impact on aircraft safe flight or capability. The
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CAMO should provide a recommendation as to the embodiment and use of
the equipment, including the implementation of operation, installation and
maintenance instructions, and support associated with the equipment.
e.
Regardless of the role equipment category, risks associated with carriage and use
must be eliminated or otherwise minimised so far as is reasonably practicable
(SFARP). Robust technical evaluation of the role equipment supports the Risk
Management Authority in making this determination.
f.
The MAO should ensure that approval for any role equipment, its application
criteria and limitations are promulgated in appropriate OIP.
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AMC 91.10 – Flight recorder and locating equipment
Flight with unserviceable flight recorder or locating equipment
A system should be established for the approval of flight for aircraft with
unserviceable flight recorder or locating equipment components. When
assessing an approval, the nature, risk and urgency of the mission should be
considered. All approvals should be recorded.
Intentional disabling of flight recorder equipment
In the event of an aircraft operation where, following an aviation safety
occurrence or diversion, unauthorised recovery of flight recorder data could
significantly damage national security, the MAO may direct that a component(s)
of flight recorders be disabled for the duration of the particular mission, or that
part of the mission pertaining to national security.
Erasure of flight recorder data
Flight recorder data should only be erased where possible in the following
circumstances—
(1)
in accordance with the previous paragraph
Intentional disabling of flight
recorder equipment;
(2)
under an MAO system of approval, when any component of a flight
recorder/system containing a memory module is removed from an aircraft
before routine maintenance action not requiring data analysis; and
(3)
when otherwise authorised by the MAO.
Quarantine and release of flight recorder equipment
a.
In the event of an aviation safety occurrence requiring investigation, flight
recorder equipment from all aircraft involved should be quarantined and access
to the data managed in accordance with
AFGO.
b.
The process of quarantining equipment should ensure that flight recorder
information is not erased or corrupted.
c.
The Authority provides guidance for flight recorder quarantining after an aviation
safety occurrence.
Flight recorder data download, interpretation, analysis and management of data
Refer to
AFGO.
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GM 91.10 – Flight recorder and locating equipment
Purpose
a.
The purpose of this rule is to ensure—
(1)
that in the event of an aircraft crash—
(a)
aircraft and/or occupants are located in a timely manner to
increase their chances of survival. Locating equipment includes an
emergency locating transmitter; and
(b)
accident site hazards are controlled in a timely manner.
(2)
flight and voice recorded information is downloaded, interpreted and
analysed by approved personnel in a timely manner in support of a safety
investigation to aid in the prevention of a future aviation safety occurrence.
b.
The primary purpose of flight recorders is to record parametric aircraft flight data
and the aural environment of the cockpit, including communication to and from
the aircraft and between the flight crew members for aviation safety occurrence
investigative purposes. Flight recorders may include—
(1)
flight data recorder;
(2)
cockpit voice recorder;
(3)
voice flight data recorder; and
(4)
underwater locator device.
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AMC 1 91.11 – Carriage of personnel on NZDF aircraft
While aircraft configuration and mission requirements will vary, the system
controls should—
(1)
Address the hazards that are present when personnel are carried on NZDF
aircraft.
(2)
Vary depending on whether the person is classified as mission crew or
passenger, noting mission crew may not have the equivalent training as
flight crew regarding aircraft operations.
(3)
Where appropriate, consider and use requirements that exist to support
carriage of personnel in civil-registered aircraft. For example, a civil-
registered aircraft used to transport troops will already be under CAA
oversight, alleviating the need for NZDF to produce additional controls
and/or minimising any additional treatments that may be desired.
System controls
System controls supporting development of a carriage of personnel control
system may include—
Approval authorities
A system that delegates decisions to carry personnel on NZDF
aircraft using approved restraints and seating to relevant command
appointments. Approval authorities should be able to—
(1)
determine the classification of personnel;
(2)
approve the carriage of personnel; and
(3)
if required, assess documentation that supports judgement of an
individual’s fitness for flight and the suitability of the aircraft for
carriage of such personnel.
Safety assessments
Consideration of safety risks apply equally regarding personnel carriage
on operations or during training. Similarly, when engaged on operations,
in addition to the aircraft captain, the operational commander should be
jointly responsible for eliminating or otherwise minimising the safety risk
to personnel, SFARP.
Dedicated seats or crew stations
Personnel should only be carried in dedicated seats or crew stations
in accordance with the aircraft NZDF MTC and MAO-approved OIP.
Considerations include—
(1)
passenger capacity and seating configurations;
(2)
any passenger capacity limitations due to restricted access to
emergency exits by cargo or role equipment; and
(3)
requirement for the use of seatbelts, harnesses and aircraft fittings
and equipment.
AMC Continues
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Classification of personnel
Personnel are classified as crew or passengers, from which risk levels
should be determined. Classifying personnel travelling in NZDF aircraft
with precision ensures that the requirement for an individual’s presence
onboard an aircraft is balanced against the hazards of the aviation activity.
For example, the treatment of risk for a mission essential passenger may
be different to that of passenger, as one must fly while the other need not.
Classifying subcategories of passengers
When not classified as mission essential, passenger subcategories can
improve awareness of increased risks regarding carriage of a particular
passenger type in a crew station or in a specific aircraft type. For example,
opportunity travel, VIP, NZDF personnel, foreign Defence personnel,
Government employees, external service providers, other non-NZDF
personnel.
Restricting non-NZDF personnel from acting as crew
Non-NZDF personnel should not be permitted to fly as crew on NZDF
aircraft without approval from an appropriate authority.
Training mission crew and mission essential passengers
Identifying and training personnel who travel frequently on NZDF aircraft
may be considered a way of managing increased risk exposure.
Restrictions regarding flights of a hazardous nature
Unless classified as crew or a mission essential passenger, personnel
should be not be authorised for carriage on flights of a hazardous
nature. Hazardous flights may include test flights, low level operations,
operational missions, certain types of dangerous cargo carriage and
display flying.
Restrictions regarding flight crew stations
Before approving carriage of passengers in flight crew stations, where the
presence of the passenger could compromise flight safety, consideration
should be given to—
(1)
the potential for passengers to access aircraft systems or
equipment that may jeopardise the aircraft safety; and
(2)
the possibility of interference with essential crew functions.
Pre-flight briefings
NZDF has a duty of care for the carriage of passengers who may be
unaware of basic aircraft safety requirements. Personnel should be
briefed on aspects relating to passenger safety by an authorised
person, normally a crew member. At a minimum, all personnel should
be instructed on how to use restraint and seating systems and how
to operate relevant safety systems, such as emergency oxygen masks.
Consideration should be given to comfort breaks, repositioning within the
aircraft during flight and other reasons a person may be required to move
within an aircraft during flight time. Additionally, an authorised person
should brief passengers seated in crew stations on—
(1)
flight profiles and sequence of events, especially those sequences
that may cause concern;
AMC Continues
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(2)
emergency procedures;
(3)
any controls or switches that the passenger may be asked to
operate; and
(4)
securing or stowage of loose items.
Personnel are fit to fly
This particularly applies to aircraft where individuals could be exposed to
higher physiological stresses than transport aircraft or rotary wing aircraft.
Medical checks should be considered on advice of a medical subject
matter expert.
Use of aeronautical life support equipment and/or personal protective equipment
Use of such ALSE and PPE includes training in its use before flight.
Minimum levels of qualification
Minimum flight crew composition and qualification requirements should
be specified that support the safe carriage of passengers.
Restricting the carriage of loose articles
Requirements for carriage, stowing and restricted items should be defined
to ensure FOD hazards are minimised.
Personnel supervision requirement
Ratio of supervising flight crew to passengers is defined, particularly
with respect to cabin crew versus passengers on those flights dedicated
to passenger transport activities. While CAA standards provide an AMC
for this ratio, mission requirements may dictate differing ratios from civil
practice.
Requirements for the carriage of infants, sick or injured personnel, and
handicapped personnel
Any increased requirement for supervising crew members, or competent
passengers, to assist in the evacuation of personnel with limited mobility
should be considered.
Compliance examples
Examples of a management system supporting the carriage of personnel in NZDF
aircraft may include—
Example 1
For transport aircraft types with dedicated passenger seats that operate
in a CRE substantially similar to an equivalent civil aircraft type, may
choose to implement appropriate controls from civil aviation that may
include—
(1)
delegated approval authorities for crew and passengers;
(2)
passenger capacity, ratio of supervising crew and crew
qualifications are consistent with civil standards for operation of a
similar aircraft type;
(3)
verbal passenger briefs and briefing cards meet an acceptable civil
standard consistent with a similar aircraft type;
AMC Continues
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(4)
provisions for the carriage of loose articles onboard the aircraft meet
an acceptable civil standard consistent with a similar aircraft type;
(5)
special provisions for carriage of infants, sick or injured persons,
and handicapped persons meet civil standards consistent with a
similar aircraft type;
(6)
the quantity and type of available survival equipment meets an
acceptable civil standard consistent with a similar aircraft type;
(7)
minimum requirements for passenger medical fitness for flight are
defined; and
(8)
any other controls necessary to manage specific hazards identified.
Example 2
For aircraft types with dedicated passenger seats, but operating in
a specific military configuration and/or role that does not lend itself
to drawing from civil aviation controls, may choose to implement
appropriate controls that include—
(1)
delegated approval authorities for crew and passengers;
(2)
the passenger capacity and seating configurations are defined;
(3)
requirements for numbers and type of supervising crew are
defined, including crew qualifications and currency requirements;
(4)
passenger briefing requirements are defined, as applicable to the
role or mission;
(5)
requirement for the use of seatbelts, harnesses, and aircraft
fittings and equipment are identified;
(6)
requirements for stowage of loose articles and passenger related
cargo are identified;
(7)
survival equipment appropriate to the task or mission is carried;
(8)
requirements for the carriage of sick or injured personnel are defined;
(9)
any passenger capacity limitations due to restricted access to
emergency exits by cargo or role equipment are identified;
(10) minimum requirements for passenger medical fitness for flight are
defined; and
(11) requirements for the use of PPE appropriate to the task or mission
are defined.
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AMC 2 91.11 – Non-standard aircraft restraint and seating criteria
Use of NSARS should only occur where alternate methods of mission execution
present greater safety risk. NSARS requirements are based on criteria that may
include—
(1)
the required configuration of the aircraft provides insufficient seating for
the number of mission essential passengers;
(2)
the required configuration of the mission essential passenger’s equipment
being carried restricts use of the approved restraint and seating system;
(3)
one or more passengers are required to perform a mission essential
function that cannot be achieved if limited to the approved restraint and
seating system; and
(4)
the mission requires personnel in excess of the aircraft’s maximum
approved seating. This may involve the removal of some or all seats in
order to load mission essential passengers and their personal equipment
up to the maximum lift carrying capacity of the aircraft.
Non-standard aircraft restraint and seating criteria management system controls
The NSARS management system should define controls that may include—
Approval authorities
The MAO may agree with commanders on who should approve NSARS
activity; however, the approval of NSARS activities remains a joint
responsibility as follows—
(1)
The commander of the passenger being carried should authorise
activities associated with the reduced level of safety provided.
Where an operational commander is not readily apparent, is
unavailable or will not have sufficient knowledge of the NSARS
risks, the decision to approve an NSARS activity should fall to the
chain of command under which the aircraft is operated, which
includes the aircraft captain. For example, for a passenger being
winched from a ship by a helicopter, the aircraft captain may be
better placed to authorise the activity on behalf of the passenger
than the ship’s captain.
(2)
The MAO retains responsibility for the safety during the NSARS
activity and the safety of passengers when carried in approved
restraint and seating systems. The MAO approval is executed
through the existing FMS via the command chain, flight
authorisation (for planned NSARS activities) and ultimately the
aircraft captain.
Activity identification
The MAO should identify and establish a comprehensive list of
defined NSARS activities supported by the FMS. The MAO may, where
appropriate, approve specific NSARS activities for each delegated aircraft
type. Examples might include parachuting, rappelling, helicopter casting,
diver drop insertions and winching.
AMC Continues
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Risk management
DAR 100 details the risk management process. NSARS risk management
should focus on the likelihood that death or injury to mission essential
passengers or crew in the event of violent aircraft motion, heavy landing
or aircraft crash may be increased when using NSARS. So that the
commander considering approval of an NSARS activity can do so with
certainty, the system should provide precise guidelines as to the risk
authorisation thresholds at each command level of authority. Should such
advice already exist in other OIP a direction to that OIP is sufficient.
Compliance Example
An aircraft type with dedicated passenger seats, but operating in a specific
military configuration and/or role that requires the use of NSARS, may choose to
implement appropriate controls that include—
(1)
delegated NSARS approval authorities for both crew and passengers,
including risk authorisation thresholds;
(2)
specifying responsibilities of aircraft captains for both planned and
unplanned NSARS activities;
(3)
requirement for the use of NSARS is identified;
(4)
maintaining an approved list of NSARS activities for the type, which
should include the NSARS passenger capacity, configuration and a
supporting mission risk profile;
(5)
requirements for numbers and type of supervising crew are defined,
including crew qualifications;
(6)
passenger briefing requirements are defined, as applicable to the role or
mission;
(7)
requirements for stowage of loose articles and passenger-related cargo
are identified;
(8)
survival equipment appropriate to the task or mission is carried;
(9)
requirements for the carriage of sick or injured personnel are defined;
(10) any passenger capacity limitations due to restricted access to emergency
exits by cargo or role equipment are identified;
(11) minimum requirements for passenger medical fitness for flight are
defined;
(12) requirements for the use of PPE appropriate to the task or mission are
defined; and
(13) any other controls necessary to manage specific hazards are identified.
DAR 91.11
AMC 91.7
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AMC 3 91.11 – Preservation of records
An AMC to preserve records is adherence to the
Archives Act 1957.
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GM 1 91.11 – Carriage of personnel in NZDF aircraft
Purpose
The intent of this rule is to assure that carriage of personnel on NZDF
aircraft using approved aircraft restraints and seating systems is conducted
appropriately, with emphasis on eliminating or otherwise minimising risk, SFARP,
regarding loss of life or injury to personnel carried on the aircraft.
Exemption
This rule does not apply to crew, who are managed under other approved OIP,
such as the aircraft flight manual.
Equipment inclusion
Carriage of personnel includes any required equipment a person must use or
control to achieve an assigned mission outcome. For example, parachutes or dive
equipment. Such equipment is restrained by the owning person, with direction
and assistance of a relevant crew member as may be appropriate. Equipment
handed over to crew to restrain is treated as cargo and not managed under this
rule.
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GM 2 91.11 – Non-standard aircraft restraint and seating
Purpose
a.
The intent of this rule is to assure that when use of NSARS may be required,
the aviation activity is authorised and conducted such that risk is eliminated or
otherwise minimised, SFARP.
b.
Personnel should be secured in certified aircraft restraint and seating systems
whenever possible; however, NZDF will have operational requirements that
may require use of NSARS systems. Previously such a scenario was referred to
as contingency loading; however, this term is no longer used as it implies use of
NSARS is an unplanned activity, which is not always the case. An example of an
unplanned activity, whether an emergency situation or a contingency operation,
might be a flood or fire evacuation of more passengers than an aircraft has
certified seating for in order to save lives with little or no planning notice. Such
activity is not regulated under
DAR 91; rather, such activities would be better
managed under primacy of command.
Operational needs
a.
The rule recognises that use of NSARS systems are required in some training in
order to meet specific training and/or readiness objectives. This training should
be limited to that which is necessary to meet specific training objectives and not
become the norm.
b.
Where carriage of personnel using NSARS is considered necessary to achieve
mission objectives, the NSARS management system is intended to eliminate or
otherwise minimise risk, SFARP, to ensure that NZDF complies as best it can and
certainly within the spirit and intent of the HSWA.
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GM 3 91.11 – Passenger and flight crew manifest
Purpose
a.
The intent of this rule is to assure that manifests, once raised and recorded, are
not destroyed prematurely. Manifests can be invaluable assistance to accident
investigations, and health and safety matters.
b.
Lack of a formalised process for raising and preserving a manifest should not
be used as a means to stop an operational outcome, as long as the data can be
made available at a future date. For example, a passenger who may require a
change of flight at short notice, but the passenger manifest has been closed.
Rather than not allowing the passenger on the flight, a temporary means may
be used to record the passenger details and the manifest be amended when
possible. If a passenger record system is not available, the crew manifest system
may also be used to capture the passenger data.
Exemption
Regulatory compliance requires the ability to understand an operation before
start of the aviation activity. Scenarios may exist where the operational
commander or aircraft captain may not be able to formally document passengers
in order to comply with this rule. For example, emergency evacuation of
personnel from a dangerous environment where planning is unable to
properly identify passenger names and numbers in advance. In such cases,
the operational commander and/or the aircraft captain should make decisions
regarding safe passenger carriage. If possible, the crew may notify operations
staff en route to the intended landing point, or post-landing, of the manifest
requirement so that arrangements to create a record post-flight.
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AMC 91.12 – Low flying
Definition of low flying
Low flying is defined, in accordance with CAR 91, as flight inside 1000 ft AGL
or any obstacle that is within a horizontal radius of 600 m from the point
immediately below the aircraft over built-up areas, and 500 ft AGL or any
obstacle, person, vehicle, vessel or structure that is within a horizontal radius of
150 m from a point immediately below the aircraft elsewhere, except when—
(1)
conducting an approach or departure;
(2)
on an overshoot from an approach to land, circling approach or published
missed approach procedure following an instrument approach;
(3)
during hover operations, or while hover or air taxiing within the confines
of an aerodrome in a helicopter;
(4)
conducting a reconnaissance circuit in a helicopter; and
(5)
otherwise stated in
DAR 91.
Orders, instructions and procedures
The MAO should issue OIP for low flying including—
(1)
LFA;
(2)
routes;
(3)
avoidance areas (eg prohibited, sensitive, ski fields, avalanche prone, and
built up areas);
(4)
minimum heights;
(5)
separation requirements;
(6)
weather;
(7)
limitations of each aircraft type; and
(8)
use of any specialised equipment (such as terrain-following radar, ground
proximity warning systems, vision enhancing equipment).
Low flying minimum separation heights
a.
The MAO should define low flying minimum separation heights and distances for
aircraft types by day and night (aided and unaided), within the following areas—
(1)
promulgated LFA and surveyed LFR;
(2)
unsurveyed LFR;
(3)
low flying over water;
(4)
conduct of flight at low altitude;
(5)
display flying; and
(6)
built-up areas.
b.
The following MSD apply during peacetime low flying operations—
Promulgated low flying areas
Operations within a promulgated LFA may be authorised to a height not
below 150 ft MSD for fixed wing aircraft. Rotary wing aircraft may conduct
nap of the earth flying.
AMC Continues
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Unsurveyed low flying areas
Operations over land that are conducted over unsurveyed routes or areas,
or for which the surveys are not current, may be authorised to a height
not below 250 ft MSD for fixed wing aircraft and not below 100 ft MSD for
rotary wing aircraft.
Low flying over water
(a)
By day, fixed wing aircraft fitted with serviceable and operating ground
proximity devices (eg radar altimeters) and operating over water may be
authorised to fly not below 200 ft MSD. Aircraft operating over water by
day without radar altimeters should not be authorised below 250 ft MSD
unless specifically approved (eg convert operations).
(b)
By day, rotary wing aircraft fitted with serviceable and operating ground
proximity devices (eg radar altimeters) and operating over water may be
authorised to fly not below 50 ft MSD.
(c)
The MAO may consider lower day over water limits if specifically required
for Maintenance Check Flight (MCF) activities.
(d)
By night, the MAO should determine if higher heights are suitable and
publish the night minima heights in OIP.
Built-up areas
Aircraft are not to be authorised for flight below 1000 ft HAOW 600 m of
a built-up area without MAO approval unless—
(1)
conducting an approach or departure;
(2)
on an overshoot from an approach to land, circling approach or
published missed approach procedure following an instrument
approach;
(3)
during hover operations, or while hover or air taxiing within the
confines of an aerodrome in a helicopter;
(4)
conducting a reconnaissance circuit in a helicopter; and
(5)
otherwise stated in
DAR 91.
Promulgated low flying areas
a.
The MAO should nominate suitable appointments for the management of low
flying issues. These appointments should promulgate approved LFA. Areas
selected for promulgation as LFA should be—
(1)
surveyed to identify and locate all hazardous obstructions;
(2)
where possible, clear of promulgated instrument approaches;
(3)
as clear as possible of hazardous obstructions; and
(4)
as clear as possible from aerodrome OLS.
b.
Where a promulgated LFA infringes the PANS OPS and aerodrome OLS, the
nominated appointment should promulgate and implement local procedures
that ensure positive separation is maintained between aircraft operating in
the LFA and aircraft conducting instrument approaches, including practice
instrument approaches.
AMC Continues
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Low flying routes
CO of flying units are responsible for approving LFR outside promulgated LFAs.
LFRs should be planned to avoid aerodromes and other known landing areas.
Routes should also be planned to avoid sensitive and noise nuisance areas.
Low flying charts
a.
The MAO should maintain master reference charts for—
(1)
promulgated local LFAs; and
(2)
promulgated LFR.
b.
The charts should be kept current and made available to all base and transient
aircrews in either electronic or paper form. COs of local flying units should
be responsible for ensuring that master copies of these reference charts are
maintained and displayed at an appropriate place within the unit.
c.
The reference charts should display the following information—
(1)
approved LFA and weapons ranges;
(2)
all known obstacles within 5 NM of the LFA or LFR;
(3)
areas of major air activity, including conflicting instrument approaches;
(4)
areas to avoid; and
(5)
noise sensitive areas.
Low flying routes and low flying areas survey
The purpose of surveying a LFA or LFR is to safely pinpoint and record the
location of overhead wires and other obstructions that present a significant
hazard to aircraft operating at low altitude in the vicinity. Consequently, the
MAO should promulgate a maximum period between surveys. If an LFA/LFR
has not been surveyed within that period, it should be regarded as unsurveyed.
Depending on the frequency of use of the area or route and the likelihood of
hazard variation, the MAO should exercise their judgement on the possible need
for additional surveys and the timing of surveys before use of the area or route.
Conduct of surveys
(a)
Personnel responsible for conducting surveys of intended LFA and LFR
should ensure that—
(1)
a thorough pre-flight investigation is undertaken to ascertain
whether any inconspicuous hazards exist (this investigation should
include liaison with appropriate authorities);
(2)
the crews employed and aircraft used are suitable for the task and
authorised in accordance with the appropriate OIP;
(3)
the crews exercise due care and conduct a thorough aerial
inspection of any ridgeline, with the aim of detecting wire
supports, before flying below the height of that ridgeline (ie low
flying); and
(4)
on completion of the survey, the aircraft captain should submit
a report to the appropriate commander detailing the nature and
location of all located hazards, together with an indication of the
captain’s confidence in the validity of the report. CAA should be
notified of any significant changes or new data uncovered on the
survey that conflicts with information published in AIP.
AMC Continues
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(b)
After the survey has been completed, the following details should be
recorded on the appropriate master hazard chart—
(1)
the survey date and required date of resurvey;
(2)
hazardous obstructions, in particular, wires;
(3)
instrument approach paths; and
(4)
the minimum height and lateral separation to which the area or
route has been cleared.
obstructions
CARs prescribe obstruction height limitations.
Conduct of flight at low altitude
a.
When operating at low altitude, aircrew should carry, in their aircraft, charts
indicating applicable hazards as shown on the appropriate master maps. As part
of their pre-flight preparation, aircrew should validate these low flying charts
against master charts held at the unit.
b.
While low flying, aircrew should—
(1)
observe the authorised minimum height for the flight unless weather or
an emergency dictates otherwise;
(2)
be cognisant of their aircraft’s performance and capability, and exercise
vigilance to avoid ground and air hazards;
(3)
avoid known terminal air traffic areas;
(4)
avoid built-up or closely settled areas;
(5)
avoid operating mines, quarries or other industrial centres; and
(6)
avoid, as far as practicable, farmhouses, livestock and known sensitive
areas.
c.
If flight below the authorised height is necessary for any reason, the aircraft
captain should report the details to the authorising officer as soon as practicable
after landing.
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GM 91.12 – Low flying
Purpose
a.
The purpose of this rule is to ensure the safe management of low flying activities.
b.
This rule does not apply to NDRA being operated by NZDF aircrew; such
operations are to be in accordance with the relevant civil air rules and
regulations.
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AMC 91.13 – Display flying
Categories of display flying
In the context of this rule, display flying is any flying activity performed to exhibit
or show an aircraft or related training and practice. There are three categories of
display flying—
(1)
Handling demonstration. Manoeuvre(s), including aerobatics, flown to a
set routine or schedule in order to display the handling characteristics of
an aircraft;
(2)
Role demonstration. Operating an aircraft in accordance with OIP in
approved roles to demonstrate the unit capabilities; and
note: The difference between a role demonstration and handling demonstration
can quickly blur. Anytime a role demonstration is designed to include multiple roles
connected together with linking manoeuvres consideration should be given to treating
it as a handling demonstration — particularly if the role demonstration also involves the
public or other third party participants.
(3)
Fly-pasts. Overflight of a predetermined point in order to mark an event.
Spectator line management
A spectator line will normally be provided by an event organiser for aviation
events. Depending on the event’s nature, the event organiser may not fully
understand the implications of aircraft display flying from a safety point of view.
There may be times when the spectator line (or similar) needs to be determined
by planning staff and the aircraft captain due to the nature of the event, such
as a car race. In this circumstance, the aircraft captain and event organiser
should work together to determine the position of all potential spectators,
personnel and structures at the time of the display. Locations of spectators and
structures may also change over the course of the event. This may warrant a site
assessment and/or airborne recce before the display.
Spectator line infringement
There may be circumstances requiring some people to be closer to the aircraft
than the designated spectator line. In such cases, the aircraft captain should
ensure the event organiser has provided a safety briefing to the exposed
people so that appropriate precautions may be taken. For example, helicopter
downwash may require display signs to be firmly fastened or removed before the
display. Assumptions should not be made that the same level of controls such as
site preparation, FOD awareness to that of military-controlled environments will
be in place. If the aircraft captain is unsure such a safety briefing has occurred,
the spectator line measurements should be modified to include those people
and objects who would have been outside the spectator line.
Display flying sequences
Display flying sequences may not take place over the spectator enclosure, except
for ingress and egress for their displays, without specific MAO approval.
Safe distance from spectators and structures
a.
Rotor downwash effect will vary with channelling/funnelling objects (such
as buildings, concrete barriers etc), which must be accounted for by the
aircraft captain during display planning and execution (assessing the risk of
rotor downwash). This may require the minimum distance to be based on the
channelling/funnelling object.
AMC Continues
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b.
Rotor downwash effect area is influenced by ambient wind. The separation
distance should be increased downwind by an additional 20 m per 10 kts of
wind.
Speed limitation
Aircraft should not exceed—
(1)
Mach 0.90 or 600 KIAS, whichever is least, so as to avoid accidental
generation of a sonic disturbance during manoeuvres; aircraft flying at or
approaching this limit should reduce speed further before initiating any
manoeuvre to avoid in inadvertent sonic disturbances; and
(2)
300 KIAS, or operate at high power settings, when approaching the
display area from the rear of the crowd.
Display flying weather minima
a.
Pilots should maintain clear of cloud and a visibility suitable for the display at
all times to ensure suitability for flight will not be compromised. This ensures
that aircraft remain in a position to provide visual separation with other
display aircraft, terrain, structures and to aid in the maintenance of situational
awareness throughout.
b.
The flight authorisation officer and aircraft captain should establish minimum
weather in advance based on the complexity and location of the display. Where
practicable, the event planner should be included in the planned weather
determinations.
Display flying limitations and approval
Display flying limitations and approval controls include—
(1)
identification of approval authorities for display flying that include
aerobatics or opposition manoeuvres;
(2)
any additional limitation that is deemed necessary to further restrict
aircraft display flying operations; and
(3)
high-level approval, administrative and indemnity insurance aspects of
display flying as determined by the MAO.
Flight conduct
In addition t
o DAR 119.6, flight authorisation and conduct should include—
Display director
The MAO should appoint a qualified display director for CAA-approved
aviation events and for other complex and/or multi aircraft displays. The
display director is to coordinate all flying displays and fly-pasts.
Communications
To aid in situational awareness, display aircraft should have continuous
communication with the event organiser or similar (such as unit
personnel at the event) during the display.
Aviation risk management
Where the display sequence is not fully covered in existing mission risk
profiles, further risk management is to be completed to ensure that all
known risks are minimised, SFARP.
AMC Continues
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AMC Continued
Public awareness
Ensure that there is a mechanism to provide public awareness of upcoming
display flying and fly-pasts where required. This is to ensure the safety of the
public who may not be aware of the event and to reduce the potential for
adverse publicity.
Display sequence
The display sequence is to be discussed with the flight authorisation officer
in accor
dance with DAR 119, paying particular attention to and specifying in
detail each authorised manoeuvre. Any changes to a display sequence are to be
approved by the flight authorisation officer, thoroughly briefed and practised
before being incorporated into a display.
Briefings
A comprehensive crew briefing is to be given before any practice or display
flight. The briefing is to cover all OIP and sequences relevant to the flight, paying
particular attention to—
(1)
noise-sensitive areas that are to be avoided;
(2)
the location and height of obstacles in and near the area of operations,
including channelling/funnelling objects;
(3)
the location of the spectator line, spectators and the applicable display
axis (orientation of display); and
(4)
the specific limitations on aircraft operations detailed in this DAR, such
as—
(a)
height minimums (refer to tables
1, 2 and 3);
(b)
manoeuvring and operating limitations (speed, ‘G’, roll rates,
aircraft systems etc);
(c)
distance from spectator line (refer to t
ables 1, 2,
3 and
4);
(d)
weather minima and considerations;
(e)
contingency procedures;
(f)
risk management plan/mission risk profile constraints;
(g)
ground special effects (such as pyrotechnics, smoke etc); and
(h)
other expected airborne traffic.
Formation display flying
a.
Specific limitations and restrictions for formation display flying are—
(1)
opposition manoeuvres involving vectors towards the crowd are
prohibited except as specifically authorised by the MAO;
(2)
new manoeuvres or sequences may not—
(a)
be practised without MAO approval; or
(b)
be performed in public without MAO approval.
b.
The MAO should promulgate the minimum qualifications of pilots selected for
formation aerobatic teams.
AMC Continues
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AMC Continued
Table 1 – Minimum Separation for Handling Display
Vertical (ft)
Horizontal (m) from spectator line
Fixed wing
Rotary
Fixed wing
Rotary
Single
Multi
Low
100−
250
engine
engine
energy1
250
kts +
kts
Single aircraft low pass
100
100
50
75
150
220
150
Single aircraft turning
100
300
50
150
220
220
220
Single aircraft
5002
500
N/A
150
220
220
N/A
aerobatics
Formation low pass
300
300
50
75
150
220
150
Formation turning
300
500
50
150
220
220
220
Formation aerobatics
500
500
N/A
150
220
220
N/A
1. The Tiger Moth meets the criteria set for low energy aircraft.
2. When aerobatics are started at 500 ft, the wings are to be in a
level attitude and the pitch is not to exceed 30 degrees nose up until
through 500 ft MSD.
Table 2 – Minimum Separation for Aircraft Role Demonstration
Vertical (ft)
Horizontal (m) from spectator line
Fixed wing
Rotary
Fixed wing
Rotary
Single
Multi
Low
100−
250
engine
engine
energy
250
kts +
kts
Single aircraft low pass
100
100
50
75
150
220
150
Single aircraft turning
300
300
50
150
220
220
220
Formation low pass
300
300
50
75
150
220
150
Formation turning
300
500
50
150
220
220
220
Table 3 – Minimum Separation for Fly-past
Vertical (ft)
Horizontal (m) from spectator line
Fixed wing
Rotary
Fixed wing
Rotary
Single
Multi
Low
100−
250
engine
engine
energy
250
kts +
kts
Single aircraft
300
300
300
N/A
N/A
N/A
N/A
Formation
300
500
300
N/A
N/A
N/A
N/A
Table 4 – Minimum Designated Spectator Line Clearances for Take-off and Landing
centre line
Runway edge
<100 kts
60 m
10 m
>100 kts
75 m
10 m
AMC Continues
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AMC Continued
Objects released during display flying or fly-pasts
The following controls may ensure safe release of objects during display flying—
(1)
Specific MAO approvals are required.
(2)
The object to be released has technical and operational clearance for
release from the participating aircraft.
(3)
The release of objects is included in the risk management for the display.
(4)
All safety distance requirements are observed.
Orders, instructions and procedures
The MAO should issue OIP in relation to display flying that ensure—
(1)
an approval process is defined for event participation;
(2)
aircrew eligibility, selection criteria, proficiency requirements and
approval processes are defined;
(3)
flight authorisation procedures are defined;
(4)
training and work up schedules are specified;
(5)
SOPs are produced covering all display manoeuvres;
(6)
the requirements for a display director are defined; and
(7)
appropriate AvRM processes are applied.
Aviation event organisers
Aviation event organisers should use CAA AC 91-1
Aviation Events as the
standard for organising an aviation event.
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GM 91.13 – Display flying
Approval to participate in an aviation event or conduct a display flight does not
absolve those involved in the flight authorisation process from ensuring risks are
eliminated, SFARP or, if elimination is not practicable, minimised, SFARP. It should
not be assumed that the event organiser understands the risks associated with a
particular aircraft or display sequence. Risk ownership belongs to the NZDF flight
authorisation officer and the aircraft captain/formation lead.
Purpose
a.
Throughout any type of display flying, the safety of spectators and other
personnel is paramount. The purpose of this rule is to ensure that display flying
is conducted without damage to the aircraft involved, at an appropriate position
from spectators and structures to ensure first, second or third party risk is
mitigated from hazards or exposure to hazards including—
(1)
rotor/jet downwash or jet blast;
(2)
a mishandled sequence;
(3)
an aircraft malfunction;
(4)
high-speed aerodynamics;
(5)
hazardous materials carried by aircraft;
(6)
electricity pylons;
(7)
displaying and non-displaying aircraft;
(8)
human factor influences;
(9)
sources of visual confusion;
(10) major and minor roads;
(11) public footpaths and rights of way;
(12) potential areas of congregation of secondary spectators;
(13) occupied properties; and
(14) display location topography.
b.
Without specific approval from the approving authority, NZDF aircraft may
not engage in any display flying or practice display flying over any city, town or
densely inhabited area. In most cases, this will preclude display flying, but not
fly-pasts, over any regatta, race meeting or similar event. The adequacy of a
display venue is to be considered in all cases and specifically addressed in any
application submitted to the approving authority as appropriate for approval to
conduct display flying. Particular attention should be given to the availability of
clear areas appropriate to the likely consequences of airborne emergencies.
c.
Helicopter display flying may involve operations conducted in the avoid area
of the height velocity diagram. Helicopter display flying must be planned and
conducted in a manner that does not expose spectators to the consequences of
a loss of power while operating in the avoid area of the height velocity diagram.
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AMC 91.14 – Formation flying
The NZDF MAO is to issue OIP in relation to formation flying that ensure—
(1)
the minimum distances between aircraft in formation are specified;
(2)
the numbers of aircraft permitted are specified;
(3)
procedures for formation flying in controlled airspace are specified;
(4)
weather minima are specified;
(5)
occasions when formation flying is authorised between dissimilar types or
when non-NZDF aircraft are involved;
(6)
aircrew eligibility and proficiency requirements are specified;
(7)
flight authorisation procedures are defined;
(8)
briefing requirements are specified;
(9)
SOPs are produced covering all formation flying; and
(10) appropriate AvRM processes are applied.
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GM 91.14 – Formation flying
Formation flying means more than one aircraft that—
(1)
navigate and report as a single aircraft; and
(2)
are no more than 1 NM laterally and within 100 ft vertically from the
formation leader.
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AMC 91.15 – Aerobatic flight
a.
Aerobatic flight means—
(1)
an intentional manoeuvre in which the aircraft is in sustained inverted
flight or is rolled from upright to inverted or from inverted to upright
position; or
(2)
manoeuvres such as rolls, loops, spins, upward vertical flight culminating
in a stall turn, hammerhead or whip stall, or a combination of such
manoeuvres.
b.
Aerobatics should not be carried out—
(1)
when they are likely to endanger other aircraft;
(2)
in formation, except when specifically authorised;
(3)
over built up areas or congested areas;
(4)
at night, in cloud or in conditions where recovery is likely to take place in
cloud;
(5)
within controlled airspace, except with the permission of the appropriate
air traffic control authority; or
(6)
below 3000 ft AGL or above sea level unless specifically authorised.
Orders, instructions and procedures
The MAO should issue OIP in relation to aerobatic flight that ensure—
(1)
minimum safe distances for aerobatic flight are specified;
(2)
aircrew eligibility and proficiency requirements are specified;
(3)
flight authorisation procedures are defined;
(4)
SOPs are produced covering all aerobatic flight manoeuvres; and
(5)
appropriate AvRM processes are applied.
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AMC 91.17 – Dropping or jettisoning of articles
The aircraft captain should only permit dropping or jettisoning of articles when
authorised—
a.
for training;
b.
for operational or trials purposes; or
c.
when the safety of the aircraft is otherwise seriously endangered.
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AMC 91.18 – Handing over control in aircraft with dual controls
a.
When it is necessary to hand over control of an aircraft fitted with dual controls,
a formal instruction to take control and to accept control should be made. In
some cases (eg during instruction) it is necessary to take control in the first
instance; this should also be formally declared and accepted. Formal statements
of ‘I have control’ and ‘You have control’ should be made and acknowledged as
appropriate.
b.
The MAO should produce OIP detailing actions in the event that verbal
communication becomes impossible (eg intercom failure or suspected
incapacitation).
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AMC 91.19 – Refuelling aircraft – engines and/or rotors running
a.
To refuel aircraft with engines and/or rotors running, the aircraft should be
cleared in the release to service, type certificate or SOIU.
b.
Engines and/or rotors running refuelling should be carried out in accordance
with the aircraft-specific procedure, sponsored and published in the technical
publications.
c.
OIP should consider the following, as a minimum—
(1)
Fire cover.
(2)
Guarding of flying controls.
(3)
Training and authorisation requirements for all personnel involved,
including vehicle drivers.
(4)
Safety procedures and hazard management, for example earthing and
safe distances.
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AMC 91.20 – Disabling traffic and terrain warning systems
a.
For the purpose of this rule, traffic and terrain warning systems include—
(1)
terrain awareness and warning system;
(2)
enhanced ground proximity warning system, excluding configuration
warnings;
(3)
ground proximity warning system, excluding configuration warnings;
(4)
TCAS; and
(5)
radar altimeter.
b.
In order to achieve safe military air operations, there will be occasions when it
is acceptable to disable certain functionality; however, the expectation is that
traffic and terrain warning systems will be used for all operations that fall within
the equipment specifications unless exempt by this rule.
c.
When operating within, or entering a controlled aerodrome traffic circuit, pilots
should operate TCAS on TA mode. This is to avoid unnecessary RA manoeuvres
against controlled air traffic operating by reference to visual, composite visual,
vertical or runway separation standards that are not considered by a TCAS.
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GM 91.20 – Disabling traffic and terrain warning systems
a.
This rule outlines the generic use of traffic and terrain warning systems, the
policy and processes to enable the aircraft captain to disable functionality during
type-specific operations.
b.
Traffic and terrain warning systems assist crew members in the early detection
of conflicting traffic and approaching terrain. Some traffic and terrain warning
systems installed in NZDF aircraft are not designed for military operations and
when used outside their design specifications can generate nuisance alerts that
create a distraction and may cause, rather than prevent, an accident.
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AMC 91.21 – Defence long range operations
Defence long range operations risk assessment considerations
General assessment: aircraft role and flight profiles
(a)
Aircraft role, eg tactical and strategic transport, SAR, intelligence
surveillance and reconnaissance, battle space management/command
and control and VIP transport.
(b)
Benign or challenging environments.
(c)
Carriage of passengers and crew.
(d)
Carriage of cargo/DG.
General assessment: Defence long range operations area of operations and/or
air route
(a)
Threshold time for diversion.
(b)
The maximum diversion time.
(c)
Diversion profile and speed schedule.
(d)
Adequate aerodromes to which an aircraft can divert, approach and land
within the maximum diversion time.
(e)
Effective communication for all sections of the route.
(f)
Time limited aircraft system performance.
General assessment: capacity to undertake Defence long range operations
(a)
Aircraft type certification status for EDTO.
(b)
Sufficiency of supporting information, eg aircraft performance data and
systems, pre- and in-flight information and systems monitoring, and
appropriate OIP.
(c)
Compliance with relevant civil regulatory requirements.
(d)
Ground support and facilities.
(e)
Communications over the planned route and altitudes (including
diversions), reliable two-way voice and/or data link communications
under expected conditions.
Defence long range operations risk assessment areas for consideration (not
limited to): flight crew training and proficiency
Check programme and experience regarding—
(1)
routes and aerodromes to be used;
(2)
fuel planning to be used to the PSD, and from the PSD to the
diversion aerodrome (ie critical fuel scenario);
(3)
navigation methods to be used;
(4)
diversion profiles from the PSD, eg long range cruise, normal
cruise, obstacle clearance, depressurised, engine failure
depressurised;
(5)
diversion procedures;
(6)
evaluation of probable propulsion and system failures;
(7)
criteria for significant system(s) failure;
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(8)
performance including a total loss of thrust in one engine (twin
engine aircraft);
(9)
total loss of normal generated electrical power;
(10) diversion, approach and landing on standby power, if applicable;
(11) emergency training relevant to particular types of flight operation
and cargo; and
(12) any other condition considered likely to impact airworthiness,
crew workload or performance risk.
Maintenance
(a)
Procedures to verify the status of the aircraft and significant systems;
(b)
Procedures to maximise system reliability through maintenance action (eg
maintenance to safety critical systems performed by different personnel
or with additional supervision); and
(c)
Any additional maintenance deemed necessary to support higher system
reliability required for DRLO operations. This includes (but is not limited
to) oil consumption monitoring, failures/incident reporting, monitoring
programs and parts control for DLRO-significant systems.
Adequate diversion aerodrome (for the expected time of use)
(a)
Adequate diversion aerodromes authorities (approval to use, contact
procedures);
(b)
Defined procedures for obtaining overflight and landing authorisation;
(c)
Visual and non-visual aids for the anticipated types of approaches and
operating minima are available at diversions;
(d)
Physical requirements for the approved aircraft weight range (length,
manoeuvring area size, strength and lighting);
(e)
At least one approved instrument approach procedure that permits
the conduct of an instrument approach to the expected runway while
complying with applicable minima;
(f)
Known status and availability of navigation aids, air traffic control,
lighting, rescue fire services and meteorological forecasts;
(g)
Required level of technical assistance and ground handling (fuel, food
etc);
(h)
Required ability to receive and accommodate the planned complement
of passengers, crew and cargo, or a recovery plan in place to ensure
the protection and well-being of passengers and crew until they are
transported to another location;
(i)
The accuracy and completeness of ground support and any passenger
recovery plans;
(j)
Meet other requirements applicable to the flight (eg DG handling, ground
security, International Traffic in Arms Regulations compliance);
(k)
Aircraft equipment. Minimum equipment list and appropriate
redundancy for systems that have a fundamental influence on flight
safety, ie significant systems, including (but not limited to)—
(1)
electrical;
(2)
hydraulic;
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(3)
pneumatic;
(4)
fuel;
(5)
auxiliary power unit oil consumption;
(6)
flight instruments;
(7)
flight controls;
(8)
navigation and communication equipment;
(9)
pressurisation;
(10) fire suppression;
(11) anti-ice/de-ice; and
(12) emergency equipment.
Fuel planning
(a)
In-flight management.
(b)
Aircraft configuration/contingencies (including consideration of OEI
performance and OEI cruise speed), impact of flaps not retracting and/or
asymmetry, ramp/door not closing and/or propeller malfunctions.
(c)
Critical fuel reserves.
(d)
Critical fuel scenario.
(e)
Effect of icing.
(f)
PSD/point of safe return/equal time point.
Environmental
(a)
Communications (en route and on ground).
(b)
Fuel freeze.
(c)
Aircraft cooling/de-icing.
(d)
Crew/passenger training and survival considerations.
(e)
Passenger recovery plan.
(f)
Operation of ground equipment.
Weather information
(a)
Weather information system can be relied upon to forecast terminal and
provide en route weather forecasts with a reasonable degree of accuracy
and reliability.
(b)
Weather information will remain valid for estimated time of arrival (within
defined buffer periods).
Delayed dispatch considerations
If delayed for more than one hour, the ability to monitor weather
forecasts and aerodrome status at the nominated en route diversions to
ensure that they stay within the specified planning minima requirements
until dispatch.
Diversion decision making
(a)
Procedures, policy and guidance for in-flight monitoring and decisions
regarding any significant changes in conditions at diversions.
AMC Continues
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(b)
Aerodrome facility information.
(c)
Other appropriate planning data.
Orders, instructions and procedures
DLRO OIP should include—
(1)
the threshold diversion flight time beyond which an operation is
considered as a DLRO, for each aircraft type;
(2)
OEI and any other critical operating speed to be used for the calculation
of the threshold time for each aircraft type;
(3)
depressurisation profiles (speed, altitude and engine configuration);
(4)
limitations for each aircraft type;
(5)
use of any specialised equipment for each aircraft type;
(6)
diversion time;
(7)
diversion speed; and
(8)
special equipment requirements.
Review of Defence long range operations
A review of compliance against DLRO approvals should be conducted in the
following circumstances—
(1)
Changes to the aircraft configuration role and environment.
(2)
Changes to type design.
(3)
Significant safety incidents/issues.
(4)
Issues with DLRO-significant system reliability.
(5)
Continued validity and effectiveness of OIP and aircrew training.
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GM 91.21 – Defence long range operations
Purpose
The purpose of this rule is to ensure that additional safety controls to treat the
risks of flight operations with an extended flight time to an adequate diversion
aerodrome are considered.
Applicability
DLRO applies to fixed wing, multi-engine turbine aircraft (includes turbo
propeller), operated by the NZDF, that may carry personnel on long range flights.
The approved aircraft SOIU forms the basis for applicability and the MAO is
responsible for determining which aircraft should be managed under DLRO.
introduction
a.
The DLRO system supports standing risk assessments and approvals for aircraft,
based on the CRE, to develop technical and/or operational mitigation strategies.
These standing assessments and approvals are valid until a change occurs to the
approved CRE or as directed by the MAO.
b.
The premise behind the DLRO management strategy is that NZDF aviation risks
associated with the conduct of long range flights are identified and treated.
NZDF should consider the various civil practices as potential DLRO risk mitigating
strategies where reasonably practicable; however, DLRO management strategy
should be flexible and tailored to the NZDF context. The end state is the
identification, documentation and treatment of risk, with any residual risk being
reduced, SFARP, and retained by the appropriate risk management authority.
c.
NZDF is not bound by civil regulation, nor would it be advantageous for NZDF
to mandate a strict compliance with civil regulation pertaining to long range
operations, also known as EDTO. Implementation of civil regulation may result
in unnecessary costs to NZDF, potential operational constraints and a potentially
false sense of improved safety. However, there are risks associated with long
range flights conducted by NZDF that can be controlled through appropriate risk
management.
d.
DLRO is an extension of the extant FMS and, therefore, various recommended
mitigation strategies are expected to be in place. As such, DLRO should be
treated as ‘business as usual’ in the context of NZDF operations and any
approvals should be simple, at the lowest level practicable and integrated into
extant risk management systems.
Risk management
The aim of DLRO is to eliminate or otherwise minimise risks, SFARP, to aircraft
occupants in the event of an in-flight emergency, and to ensure the delivery
of capability and achievement of the mission. This is done through the
identification of the DLRO area of operations and the management of
DLRO-significant events. Analysis is focused towards the risk domains and
processes provided within
DAR 100. In identifying any risks associated with the
conduct of long range flights, it is important to establish the applicability to
aircraft types and the risk context.
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establish the context
For DLRO, this is achieved through review of the following—
(1)
The approved aircraft SOIU—
(a)
This includes an assessment of the approved roles/flight
profiles and environment that involve exposure to long
range flights and flights that involve significant flight time
from adequate aerodromes. Such roles include tactical
and strategic transport, VIP transport, SAR, intelligence
surveillance reconnaissance and command and control.
(b)
The assessment of the SOIU includes—
(i)
an understanding of the operating environment,
either benign or challenging;
(ii)
any hazards associated with the carriage of cargo/
DG; and
(iii)
the exposure of risk to aircraft occupants.
(c)
Consideration should also be given to whether aircraft
occupants are aware of any risks, for example civil
passengers versus military passengers/crew.
(2)
The capabilities, design features and certification basis of the
applicable aircraft that includes DLRO significant systems—
(a)
This includes compliance to contemporary design
requirements, including—
(i)
the Airworthiness Authority-prescribed design
requirements;
(ii)
NAA/MAA certification of the same or similar type
for EDTO;
(iii)
impacts of military modifications to civil derivative
aircraft;
(iv)
critical system performance;
(v)
the capacity of the aircraft to conduct long range
operations; and
(vi)
original equipment manufacturer ICA.
(b)
The conduct of operations and the supporting FMS that
includes all relevant OIP.
Risk identification
Once the context is clearly established, any hazards and associated risks
should be identified. Identification of the hazards should consider impacts
to the mission, equipment, personnel and the environment. Once the
hazards are identified, the risks are determined, considering the three
AvRM risk dimensions: safety impact on personnel, impact on aircraft and
impact on flight crew.
Analyse risks
The risks are analysed in terms of likelihood and an assessment of the
most credible consequence for each risk dimension. Any existing controls
are considered; including analysis of extant OIP and mitigating strategies
that should be conducted for aircraft in service.
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Identify reasonable measures
(a)
Controls and mitigating strategies are identified to eliminate or otherwise
minimise risk, SFARP. This step can establish whether a system of
mitigating strategies is required under DLRO, or whether only specific
risks need to be addressed.
(b)
When selecting controls or mitigating strategies to treat risk, an
assessment must be made as to whether the strategy is reasonably
practicable and the cost of implementation does not outweigh the benefit
or unnecessarily constrain capability or the conduct of the mission. Risk
mitigation strategies are designed to preclude an in-flight emergency and,
should any emergencies occur, to protect occupants and capability as
follows—
preclude
Measures to preclude an in-flight emergency are largely technically based.
Strategies include—
(1)
aircraft that are designed, configured and certified in accordance
with NAA EDTO requirements and are supported by an associated
type certificate;
(2)
specific maintenance procedures and training;
(3)
specific aircraft parts control procedures;
(4)
specific condition monitoring programs and on-board health and
usage monitoring systems;
(5)
critical system reliability requirements;
(6)
the capture and analysis of critical system data across fleets;
(7)
the use of a long range operation MEL; and
(8)
the implementation of approved aircraft operating limitations.
protect
Measures to protect in the event of an in-flight emergency are largely
operationally based. Strategies include—
(1)
specific flight planning and time-limited system planning;
(2)
access to specific aircraft performance data for all viable aircraft
configurations and contingencies;
(3)
the conduct of specific aircrew and operational staff training and
currency;
(4)
the implementation of procedures in OIP;
(5)
use of constant communication, flight-following and ‘real time’
operational planning facilities;
(6)
assessment of alternate aerodrome facilities to cater for
diversions; and
(7)
aircrew fatigue and CRM.
Review
(a)
The documentation of a risk assessment process forms the basis for a
DLRO approval for the respective aircraft type. The MAO is responsible for
conducting DLRO risk assessments.
GM Continues
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(b)
The MAO determines—
(1)
the applicability of DLRO;
(2)
how risks are managed;
(3)
the control strategies to be used; and
(4)
the documentation and issue of approvals.
(c)
The basis for an approval and the associated documentation should
include—
(1)
a standing risk assessment that contains MAO-endorsed
operational; and
(2)
technical assessments supported, if required, by Authority advice.
(d)
The standing risk assessment is valid until a change occurs to the
approved aircraft CRE.
(e)
DLRO threshold times and maximum diversion times are predetermined
and should be reflected in OIP. An appropriate threshold time ensures
maximum flexibility and capability while duly considering safety. A
threshold time is based on worst case contingencies, which have been
analysed, reviewed and treated under a risk assessment.
(f)
The maximum diversion time should factor a suitable allowance for
holding, approach and landing. The maximum diversion time should be
assessed and nominated by the respective MAO and it must be greater
than the nominated threshold time.
(g)
The MAO may approve DLRO threshold times based on considerations
that include—
(1)
risk assessment based on a judgement of aircraft design,
configuration and performance;
(2)
technical advice regarding technical and design considerations,
including advice from the relevant initial airworthiness (military
design) organisation;
(3)
nominated threshold time for an aircraft type, based on a system
safety analysis that considers the most limiting aircraft system
(including the most time limited system) and related system
effects;
(4)
the nature of operations; and
(5)
the personnel exposed to the risks.
(h)
Threshold times and maximum diversion time determinations may be
managed as follows—
(1)
at or less than the approved DLRO threshold time use extant
procedures as documented in OIP;
(2)
at or above (greater than) the approved DLRO threshold time as
detailed in this regulation; and
(3)
aircraft-specific limitations and type-certified data.
(i)
Once the risks and associated treatments have been determined, MRPs
document aircraft and operation-specific risks and mitigation strategies.
GM Continues
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(j)
OIP that support the predetermined threshold times and risk
management strategies. This includes provision of DLRO-specific
operational manuals, standing instructions, ICA, maintenance/logistic
manuals and adequate aerodrome information. Information contained in
OIP should address any DLRO-specific operating limitations, component
life limits, minimum equipment list, specific maintenance/inspection
requirements and any specific aircraft CRE considerations. Where
able, consideration should be given to adopting only one management
framework that is interchangeable. References to compliance with
NAA EDTO approvals should not be documented in OIP, and NAA
requirements should not be referred to as ‘related OIP’.
(k)
Where MAO decisions may be influenced by technical considerations,
including airworthiness design requirements, the interface should be
described in the DLRO management system.
(l)
Where previously assessed/approved DLRO limits are expected to be
exceeded, such as an immediate operational requirement, a specific or
‘one off’ risk assessment/approval should be conducted. This one off
assessment should consider all aspects and should be documented in the
same manner as a standing risk assessment/approval, noting that such
approvals may involve an operational imperative and may be subject
to time constraints for development and approval. It is expected that a
‘one off’ assessment/approval is time limited and subject to review as
required.
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AMC 1 91.22 – Controls for an operational air cargo delivery document
ACD operational controls include—
(1)
ICAO Annex 18 –
Safe Transport of Dangerous Goods by Air;
(2)
IATA
Dangerous Goods Regulations Manual;
(3)
CAR Part 92 –
Carriage of Dangerous Goods; and
(4)
accepted NZDF doctrine, which includes foreign Service doctrine accepted
for use by NZDF.
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AMC 2 91.22 – Orders, instructions and procedures for carriage of dangerous goods
a.
OIP in relation to DG issued under this rule should include—
(1)
assurances that exemptions for carriage of DG issued to meet an
operational requirement will not compromise suitability for flight; and
(2)
DG training requirements, including currency/refresher training for DG
qualifications.
b.
Identification of requirements for the carriage of—
(1)
approved munitions, including riot control agents;
(2)
individual weapons by aircrew in hostile or remote area;
(3)
dangerous/restricted articles by passengers, including private firearms,
animals, plants and fruit; and
(4)
military police/force protection working dogs.
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AMC and GM
29 April 2021
GM 1 91.22 – Air cargo delivery suitability for flight
ACD can compromise suitability for flight by affecting the aircraft’s flight profile or
physical integrity should the cargo be incorrectly loaded into the aircraft in a manner
that does not ensure correct configuration, placement and restraint.
91-78
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DAR 91 General Operating and Flight Rules
Version 1.02
AMC and GM
29 April 2021
GM 2 91.22 – Air cargo delivery procedures
Purpose
a.
The purpose of this rule is to ensure that ACD procedures are appropriately
documented.
b.
Aircraft movement services provide a multitude of services, one of which is
ACD. The rule only applies to ACD aspects that involve the loading of air cargo,
whatever it may be, including, but not limited to—
(1)
passengers;
(2)
freight;
(3)
paratroopers;
(4)
animals and explosive ordnance materials; and
(5)
the unloading of the air cargo, either on the ground or while in the air.
c.
ACD includes—
(1)
payload composition;
(2)
configuration, which includes weight and balance;
(3)
placement; and
(4)
restraint within, or attached to, aircraft platforms.
91-79
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DAR 91 General Operating and Flight Rules
Version 1.02
AMC and GM
29 April 2021
GM 3 91.22 – Dangerous cargo
Purpose
a.
The purpose of this rule is to assure that DG are appropriately configured and
handled.
b.
While IATA is a comprehensive document, it may not always accommodate
the needs of Defence activity. In such cases, specialised Defence requirements
should be contained within the NZDF ACD document.
91-80
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DAR 91 General Operating and Flight Rules
Version 1.02
AMC and GM
29 April 2021
GM 91.23 – Stabilised approaches
Purpose
a.
Runway excursions remain a common issue within the broader aviation industry
and unstable approaches can contribute significantly towards them. It is
therefore important to not only adopt a ‘stabilised approach concept’ but also
record when unstable approaches occur for subsequent data analysis and safety
improvement in accordance with DAR 12.
b.
It is not possible to develop a standardised set of parameters and define a
stabilised approach across all fleets because of the differences in aircraft types,
aircraft OEM operating philosophies and/or operational training needs of specific
flying units. Therefore, it is up to the MAO to determine, develop and apply
stabilised approach criteria to individual fleets. The following generic criteria
from IATA1 should be considered when developing fleet specific stabilised
approach criteria—
(1)
The aim is to achieve and maintain constant flight path conditions for the
approach phase of the flight with whatever the target flight characteristics
are for the point immediately prior to the commencement of the landing
flare. These should be the same flight characteristics required to be met
at an earlier point during the approach, and maintained thereafter.
(2)
Therefore, a stabilised approach concept is characterised by maintaining a
stable speed, descent rate, attitude, aircraft configuration, displacement
relative to the approach path with power/thrust settings appropriate for
the flight conditions until the commencement of the landing flare.
note: While the stabilised approach concept primarily draws from fixed wing aircraft
operations the core intent, that of achieving and maintaining a portion of safe and
predictable flight path control for the purposes of assuring a safe landing (on any
surface), should also be considered for rotary aircraft operations.
1
‘Unstable Approaches: Risk Mitigation Policies, Procedures & Best Practices’, IATA, 2016, 2nd Edition.
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DAR 91 General Operating and Flight Rules
Version 1.02
End Matter
29 April 2021
End MattEr
record of Change
amendment
Commencement
reference
details of Change
approving authority
number
date
Version 1.00
01 APR 2020
CMMS WO
Initial issue
NZDF OAA
70113927
Version 1.01
04 MAR 2021
CMMS WO
Inserted and substituted NZDF OAA
70122021
tex
t as per DAR 91
Version 1.01 Changes
Version 1.02
29 APRIL 2021
CMMS WO
Inserted and substituted NZDF OAA
70123251
tex
t as per Dar 91
Version 1.02 Changes
EM-1
UnCLaSSIFIEd
RELEASED UNDER THE OFFICIAL INFORMATION ACT 1982
Document Outline