OMA Flashcards
Contingency Fuel
- Contingency fuel
The fuel required to compensate for unforeseen factors which could have an
influence on the fuel consumption to the destination aerodrome such as deviations
of an individual aeroplane from the expected fuel consumption data, deviations from
forecast meteorological conditions and deviations from planned routings and/or
cruising levels/altitudes.
- Final reserve fuel
An amount of fuel, required to fly for 30 minutes at holding speed and at 1500 ft.
MSL/ISA conditions, calculated with regard to the expected landing mass at the
alternate airport (or at destination - if no alternate is required).
121.Obstacle clearance altitude (OCA) or obstacle clearance height (OCH)
the lowest altitude or the lowest height above the elevation of the relevant runway
threshold or the aerodrome elevation as applicable, used in establishing compliance
with appropriate obstacle clearance criteria.
Note 1.� Obstacle clearance altitude is referenced to mean sea level and obstacle
clearance height is referenced to the threshold elevation or in the case of non-precision
approaches to the aerodrome elevation or the threshold elevation if that is more than
2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling
approach is referenced to the aerodrome elevation.
Note 2.� For convenience when both expressions are used they may be written in the
form �obstacle clearance altitude/height� and abbreviated �OCA/H�.
146.Runway visual range
The range over which the pilot of an aircraft on the centre line of a runway can see
the runway surface markings or the lights delineating the runway or identifying its
centreline.
Technical Instructions
The latest effective edition of the Technical Instructions for the Safe Transport of
Dangerous Goods by Air (Doc 9284), including the Supplement and any Addendum,
approved and published by decision of the Council of the International Civil Aviation
Organization. (Oman Air uses IATA DGR latest yearly release.)
UN Number
The four-digit number assigned by the United Nations Committee of Experts on the
Transport of Dangerous Goods, to identify a substance, or a particular group of
substances.
Contaminated runway
A runway is considered to be contaminated, when more than 25% of the runway
surface area (whether in isolated areas or not), within the required length and width
being used, is covered by the following:
(a) Surface water with a dept. of 3 mm or more, or by slush, or loose snow,
equivalent to a water depth of 3 mm or more;
(b) Snow, which has been compressed into a solid mass which resists further
compression and will hold together, or break into lumps if picked up (compacted
snow); or
(c) Ice, including wet ice.
2.5.1 Power to Inspect
Any person authorised by the AUTHORITY is permitted at any time to board and fly
in any aeroplane operated in accordance with the AOC issued by AUTHORITY and to
enter and remain on the flight deck provided that the commander may refuse access
to the flight deck if, in his opinion, the safety of the aeroplane would thereby be
endangered.
�h The certification or inspection on the operation of flights may be carried out
during flight by a Flight Operations Inspector of the AUTHORITY on official duty
and in possession of a valid PACA Inspector Identification card.
�h The inspection may be carried out without prior notice to the crew. However
whenever possible, the AUTHORITY will notify Flight Operations at least 24 hours
in advance to avoid last minute changes of previous jump seat allocations.
�h A commercial seat shall be reserved and in case the aeroplane is already fully
booked, a cabin attendant seat shall be made available.
Conduct of Inspection
Full co-operation on the ground as well as on board will be given to the inspector on
duty. Any abuse or misconduct of the inspector will be reported on the CVR signed at
least by the Commander, another pilot on duty and the Purser. An ASR will be
submitted if the misconduct impairs safety of the flight or its occupants. In an extreme
case of violence, the inspector will be treated in accordance to refer OM-A-10.1.7.
Note: The Commander remains in charge of the Aeroplane at all times but will
consider the inspector as an additional crew member and will include him in all flight
briefings.
A normal passenger ticket is required.
If, for safety reasons, the Commander decides to refuse access of the Flight Deck to
an Inspector or to ask the inspector to leave the Flight Deck in flight, he will justify his
decision to that inspector and will forward a detailed CVR to the relevant Manager
Fleet, copy to SMLO and will call the Manager Fleet or his designee by phone
immediately upon arrival. If the flight terminates at main base, the Commander will
ensure that his report (in the flight envelope) is forwarded immediately. If the flight
terminates elsewhere, or during an overnight, the Commander will request the
Station Manager to fax immediately a copy of his report to the SMLO and will insert
the original copy into the Flight envelope.
While on the ground at outstations, other State Aviation Authorities inspectors, in
possession of valid identification, and on duty, are permitted access to the aircraft for
the purpose of conducting safety inspections. Such access is granted under
international Law, and shall be facilitated by all crew members.
4.1.2.3 Cabin Crew Composition
((a) Regulatory Minimum Cabin Crew Composition
The minimum number of cabin crew required for a specific aircraft is based on
CAR-OPS 1.990 and under no circumstances aircraft can depart with cabin crew
less than this minimum. Any reduction below this regulatory minimum shall
require specific authorisation from AUTHORITY.
(b) Below Regulatory Minimum Cabin Crew
Due to last minute unforeseen circumstances if there is a requirement to
operate less than the stipulated regulatory minimum, the procedures in the
deployment of cabin crew shall be based on the following.
(1) Operations with below regulatory minimum cabin crew is not allowed for
flight from base (Muscat);
(2) Prior approval of AUTHORITY mandatory;
(3) Prior to the commencement of the flight, the commander shall receive
approval from the Post Holder Flight Operations;
(4) The number of passengers has been reduced in accordance with
procedures specified in OM-E. At least one cabin crew member is required
for every 50, or fraction of 50, passengers present in the aircraft;
(5) Re-seating of passengers with due regard to exits and other applicable
aeroplane limitations;
(6) Re-location of a cabin crew;
(7) Upon completion of the flight, the commander shall complete a
Mandatory OccE-F705-11E9-B9
Aircraft Type Regulatory Minimum
(AUTHORITY) @
A330-300 8
A330-200 8
B787-8/9 8
B737-800/900ER 4
B737-8 4
ERJ 170-200 2
Schedule minimum number of cabin crew with at least 3 months experience as
below:
Aircraft Type Minimum Cabin Crew with at least 3
months experience as cabin crew member
A330-300/200 4
B787-8/9 4
B737-800/900ER 2
B737-8 2
ERJ 170-200 1YP
The following minimum crew complement must be on board
(a) Prior to commencement of passenger boarding, except when operating with
below regulatory minimum crew.
(b) During transit when passengers are on board, except when operating with
below regulatory minimum crew.
(c) During re-fuelling / de-fuelling with passengers embarking, on board or
disembarking.
Aircraft Flight Deck Cabin Crew
A330-300/200
One Pilot
8
B787-8/9 8
B737-800/900ER 4
B737-8 4
ERJ 170-200 2
4.1.7 Restriction After Initial Line Clearance
(a) Commanders: For the first 100 hours on type as Pilot In Command
�h Airline Minima should be increased as given in OMA 8.1.3.23; and
�h No takeoffs and landings to be given to Co-pilots.
(b) Co-pilots: For the first 100 hours on type as Co-pilot
�h To be scheduled with Commanders having more than 100 hours on type
command experience; or
�h To be scheduled with Commanders having more than 500 hours of Command
experience.
(c) Cover Pilot: For a pilot to be scheduled as a cover pilot the requirement is 100
hours on type.
4.1.8 Co-pilot as Pilot Flying
A line Commander may allow a Co-pilot to carry out a Take-Off and/ or Landing
provided:
(a) The runway is not contaminated;
(b) The braking action is at least good;
(c) The cross wind component does not exceed 15 knots;
(d) For take-off the visibility is 1000 m or more; and
(e) For landing, the applicable minima for approaches.
The Commander is required to assume the duties of PF irrespective of prior
allocations:
�h at any time he considers it is necessary for the safety; or
�h at any time he considers Oman Air Standards are being compromised of the above
conditions.
Note: Training Commanders may allow Co-pilots to perform take-off and landing with
weather conditions below those indicated with the exception of the landing minima.exception of th
6.1.9 Deep Diving (SCUBA)
Flying in pressurized aircraft after deep sea diving can result in decompression
sickness (Bends). Therefore crew members should not participate in deep diving
within 48 hours before a flight.w
6.1.10 Blood Donation
After a blood donation the volume of blood lost is made up in a matter of hours but
the cellular content can take some weeks to return to the previous level. Therefore
crew members should not donate blood within 24 hours before a flight assignment
and should not volunteer as blood donors whilst in active flying.
7.1.3 Flight Crew � Flight Time
(1) 1000 hours in any period of 365 consecutive days; and
(2) 100 hours in any period of 28 consecutive days.
Reporting Time Between Maximum Uninterrupted Block
Time
0700 � 1359 11 hours
1400 � 1759 10 hours
1800 � 0459 9 hours
0500 � 0659 10 hours
TABLE 01: Maximum uninterrupted block times � flight crew of two
7.1.3.2 Duty periods - Flight Crew
Oman Air shall ensure that the total duty periods to which a flight crew
member is assigned shall not exceed:
(1) 1800 hours in any period of 365 consecutive days;
(2) 190 hours in any period of 28 consecutive days; and
(3) 55 hours (*) in any 7 consecutive days.
However this figure (*) can be increased to 58 hours when a rostered duty
consisting of series of duty periods has commenced and is subject to
unforeseen operational delays. A crew member may not start any duty
period knowing 55 hours will be exceeded in any consecutive 7 days.
7.1.3.3 Flight duty periods (FDP)w
Reporting Time (Local Time)
Number of landings as operating flight crew member
1-2 3 4 5 6 7 8
0700 - 1159 1400 1315 1230 1145 1100 1015 0930
1200 - 1359 1330 1245 1200 1115 1030 0945 0900
1400 - 1559 1300 1215 1130 1045 1000 0915 0900
1600 - 1759 1230 1145 1100 1015 0930 0900 0900
1800 - 0359 1200 1115 1030 0945 0900 0900 0900
0400 - 0459 1230 1145 1100 1015 0930 0900 0900
0500 - 0559 1300 1215 1130 1045 1000 0915 0900
0600 - 0659 1330 1245 1200 1115 1030 0945 0900
Table 02: Allowable Flight Duty Periods � Multi Pilot Operations
7.1.3.4 Augmented Flight Crew
Oman Air shall ensure:
(a) Irrespective of the reporting time, if a flight crew comprising at least 2 pilots is
augmented by the addition of at least one fully qualified flight crew member,
in order to increase the flight duty period derived from Table 02 of this section,
(1) where the additional flight crew member occupies a flight deck observer
seat during take-offs and landing, the flight duty time may be extended to
15 consecutive hours provided:
(i) The sharing of time away from controls between those flight crew
members leaving their posts is kept in balance.
(ii) The subsequent minimum rest period is increased by at least 2
hours.
(2) where a flight relief facility seat is provided, the flight duty time may be
extended to 17 consecutive hours, in which case the maximum flight deck
duty time for any flight crew member shall be 12 hours;
(3) where a flight relief facility bunk is provided, the flight duty time may be
extended to 20 consecutive hours, in which case the maximum flight deck
duty time for any flight crew member shall be 14 hours, provided:
(i) The sharing of time away from controls between those flight crew
members leaving their posts is kept in balance;
(ii) The subsequent minimum rest period is at least equal to the
length of the preceding flight duty time; and
(iii) The augmented flight crew is scheduled to carry out no more than
2 landings within a flight duty period or, with the approval of the
AUTHORITY, 3 landings, provided the block time for one sector is
2 hours or less.SUCH D
7.1.4.1 Duty Periods-Cabin Crew
Oman air shall ensure that the total duty periods to which a cabin crew
member is assigned do not exceed
(1) 1800 hrs in any period of 365 consecutive days;
(2) 190 hrs in any Period of 28 Consecutive days; and
(3) 60 hrs in any 7 consecutive days. However this figure can be increased to
63 hours when a rostered duty consisting of a series of duty periods has
commenced and is subject to unforeseen operational delays. A crew
member may not start any duty period knowing 60 hours will be exceeded
in any consecutive 7 days.
7.1.4.3 Extension of allowable Flight duty periods Cabin Crew
Oman air shall ensure that if extending the allowable flight duty periods for cabin
crew, irrespective of the reporting time, the flight duty period shall not exceed 18
hours, provided that no more than 2 landings are carried out within a flight duty
period, or, with the approval of AUTHORITY, 3 landings.
(a) When allocating flight duty periods above 16 hours for cabin crew members,
Oman air shall ensure that the following conditions are met.
(1) Each cabin crew member is free of all duties for a period of time equal to
one third of the period calculated by subtracting one hour for each landing
from the total block time in the flight duty period; and
(2) For at least one third of the number of cabin crew members, bunks for the
resting cabin crew members, separated and screened from the flight deck
and the passengers, are available.
(b) When allocating flight duty periods above 14 hours, but not exceeding 16
hours, for cabin crew members, Oman air shall ensure that the following
conditions are met.
(1) Each cabin crew member is free of duties for a period of time equal to one
quarter of the period calculated by subtracting one hour for each landing
from the total block time in the flight duty period; and
(2) For at least one quarter of the number of cabin crew members,
comfortable reclining seats for the resting cabin crew members,
separated from the flight deck and screened from the passengers, are
available.
(c) In exceptional circumstances, when allocating flight duty periods for cabin
crew members, who are above the maximum flight duty periods prescribed in
OM-A 7.1.3.3 Table 02, but not exceeding 14 hours, Oman air shall ensure that
each cabin crew member is free of duty for one hour during the flight.
(d) The periods free of duty should preferably be consecutive
7.2 Exceedances of Flight and Duty Time Limitation and/or
Reduction of Rest Periods
The allowable flight duty period may not be increased by more than 2
hours unless:
(i) The flight crew has been augmented, in which case the allowable
flight duty period may be increased by not more than 3 hours; or
(ii) For cabin crew, the allowable flight duty period has been extended
in accordance with OM-A 7.1.4.3, in which case the allowable
flight duty period may be extended by not more than 3 hours;
(1) The commander is required to submit a report to SMLO whenever a flight
duty period is increased or when a rest period is reduced in actual flight
operation; and
(2) Where the increase of a flight duty period or reduction of a rest period
exceeds one hour, a copy of the report, to which SMLO must add his
comments, is sent to AUTHORITY through the EVP-COO no later than 28
days after the event.an 3 hours;
Before arriving at a decision, the commander is required to consult every crew
member for their acceptance to the modifications to the FDTL.
During the consultation process the commander must ascertain from each crew
regarding their fitness to continue the duty and this will entail in differentiating
between tiredness (a normal feeling after or during work) and fatigue (extreme
tiredness caused by exertion or cumulative lack of rest).YP
8.1.0.3 Performance Considerations
Regardless of the AFM/FCOM/AOM performance data, a take-off or landing
shall not be made on runways with a reported braking action �POOR� (or a
braking coefficient less than 0.25), unless justified by an emergency situation
8.1.0.7 Routes and Area of Operation
Routes and Area of Operation
The Air Operator Certificate authorizes Oman Air to conduct worldwide
commercial air transport with the exception that scheduled flights may not be
conducted into Israel.
Except in accordance with an ETOPS approval and OM-A 8.5, two engined
aeroplanes shall not be operated over a route which contains a point further
from an adequate aerodrome than the threshold distance as per the following
table.
Aeroplane Type Threshold Distance
A330-200/300 430 NM (Based on IAS 330 Knots)
B787-8 443 NM (Based on IAS 320 Knots)
B787-9 443 NM (Based on IAS 340 Knots)
B737-800/900ER 395 NM (Based on IAS 310 Knots)
B737-8 415 NM (Based on IAS 320 Knots)
ERJ 170-200 349 NM (Based on IAS 290 Knots)
Table-Threshold Distance
8.1.1 Minimum Flight Altitudes
Engine Failure (CAR-OPS 1.500)
The mass of the aeroplane at the pre-flight or in-flight re-planning stage shall be
such that:
- the one engine inoperative net flight path has a positive gradient at 1500 ft
above the aerodrome where the landing is assumed to be made after engine
failure; and
- the gradient of the one engine inoperative net flight path must be positive at
least 1000 ft above all terrain and obstructions along the route within 5 nm on
either side of the intended track.
- The one engine inoperative net flight path must permit the aeroplane to
continue flight from the cruising altitude to an aerodrome where a landing can
be made while clearing vertically, by at least 2000 ft, all terrain and
obstructions along the route within 5 nm on either side of the intended track.
8.1.3 Methods for the Determination of Aerodrome Operating Minima
For Oman Air, the AUTHORITY has approved the use of the �new� appendix 1
to EU OPS 1.430 (same as appendix 1 to CAR OPS 1.430) as the method for
establishing Aerodrome Operating minima as determined by Jeppesen.
As per Oman Air policy, circling approaches are not permitted.
Surveillance Radar ApproaIn ches (SRA) are not permitted.
In case the State Minima is higher than the Jeppesen Minima, the higher
minima should be used.
