ADVOKS GLOBAL · KENYA
The Civil Aviation (Operation of Aircraft-General Aviation Aeroplanes) Regulations, 2018
55. Flight preprations.
Edition: 2022-12-31 · In force
55. Flight preprations.
(1)The operator shall develop procedures to ensure that a flight is not commenced unless—(a)the aeroplane is airworthy, duly registered and that appropriate certificates with respect thereto are aboard the aeroplane;(b)the instruments and equipment installed in the aeroplane are appropriate, taking into account the expected flight conditions;(c)any necessary maintenance has been performed in accordance with Regulations 76 to 80;(d)the mass of the aeroplane and centre of gravity location are such that the flight can be conducted safely, taking into account the flight conditions expected;(e)any load carried is properly distributed and safely secured; and(f)the aeroplane operating limitations, contained in the flight manual, or its equivalent, is not exceeded.(2)The operator shall make available sufficient information on climb performance with all engines operating to enable determination of the climb gradient that can be achieved during the departure phase for the existing take-off conditions and intended take-off technique.(3)The operator shall specify flight planning procedures to provide for the safe conduct of the flight based on considerations of aeroplane performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes concerned and these procedures shall be included in the operations manual.(4)A take-off alternate aerodrome shall be selected and specified in the flight plan if either the meteorological conditions at the aerodrome of departure are below the applicable aerodrome landing minima for that operation or if it would not be possible to return to the aerodrome of departure for other reasons.(5)The take-off alternate aerodrome shall be located within the following flight time from the aerodrome of departure—(a)or aeroplanes with two engines, one hour of flight time at a one-engine-inoperative cruising speed, determined from the aircraft operating manual, calculated in ISA and still-air conditions using the actual take-off mass; or(b)for aeroplanes with three or more engines two hours of flight time at an all engines operating cruising speed, determined from the aircraft operating manual, calculated in ISA and still-air conditions using the actual take-off mass.(6)For an aerodrome to be selected as a take-off alternate the available information shall indicate that, at the estimated time of use, the conditions will be at or above the applicable aerodrome operating minima for that operation.(7)An aeroplane shall carry a sufficient amount of usable fuel to complete the planned flight safely and to allow for deviations from the planned operation.(8)The amount of usable fuel to be carried shall, as a minimum, be based on—(a)fuel consumption data—(i)provided by the aeroplane manufacturer; or(ii)if available, current aeroplane-specific data derived from a fuel consumption monitoring system; and(b)the operating conditions for the planned flight including—(i)anticipated aeroplane mass;(iii)current meteorological reports or a combination of current reports and forecasts;(iv)air traffic services procedures, restrictions and anticipated delays and(v)the effects of deferred maintenance items or configuration deviations.(9)The pre-flight calculation of usable fuel required shall include—(a)taxi fuel, which shall be the amount of fuel expected to be consumed before take-off taking into account local conditions at the departure aerodrome and auxiliary power unit (APU) fuel consumption;(b)trip fuel, which shall be the amount of fuel required to enable the aeroplane to fly from take-off until landing at the destination aerodrome taking into account the operating conditions of subregulation (5)(b);(c)contingency fuel, which shall be the amount of fuel required to compensate for unforeseen factors and it shall be not less than five per cent of the planned trip fuel;(d)destination alternate fuel, which shall be, where a destination alternate aerodrome is required, the amount of fuel required to enable the aeroplane to—(i)inform a missed approach at the destination aerodrome;(ii)climb to the expected cruising altitude;(iii)fly the expected routing;(iv)descend to the point where the expected approach is initiated; and(v)conduct the approach and landing at the destination alternate aerodrome; or(e)where a flight is operated without a destination alternate aerodrome, the amount of fuel required to enable the aeroplane to fly for 15 minutes at holding speed at 450 m (1500 ft) above destination aerodrome elevation in standard conditions; or(f)where the aerodrome of intended landing is an isolated aerodrome—(i)for a reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes plus 15 per cent of the flight time planned to be spent at cruising level, including final reserve fuel, or two hours, whichever is less; or(ii)for a turbine-engined aeroplane, the amount of fuel required to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel;(g)final reserve fuel, which shall be the amount of fuel on arrival at the destination alternate aerodrome, or the destination aerodrome when no destination alternate aerodrome is required—(i)for a reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes; or(ii)for a turbine-engined aeroplane, the amount of fuel required to fly for 30 minutes at holding speed at 450 m (1 500 ft) above aerodrome elevation in standard conditions;(h)additional fuel, which shall be the supplementary amount of fuel required to enable the aircraft to descend as necessary and proceed to land at an alternate aerodrome in the event of engine failure or loss of pressurization based on the assumption that such a failure occurs at the most critical point along the route; and(i)discretionary fuel, which shall be the extra amount of fuel to be carried at the discretion of the pilot-in-command.(10)Operators should determine one final reserve fuel value for each aeroplane type and variant in their fleet rounded up to an easily recalled figure.(11)The use of fuel after flight commencement for purposes other than originally intended during pre-flight planning shall require a re-analysis and, if applicable, adjustment of the planned operation.(12)The operator shall establish policies and procedures to ensure that in-flight fuel checks and fuel management are performed.(13)The pilot-in-command shall continually ensure that the amount of usable fuel remaining on board is not less than the fuel required to proceed to an aerodrome where a safe landing can be made with the planned final reserve fuel remaining upon landing.(14)The pilot-in-command shall request delay information from ATC when unanticipated circumstances may result in landing at the destination aerodrome with less than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome or the fuel required to operate to an isolated aerodrome.(15)The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than the planned final reserve fuel.(16)The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAYMAYDAY FUEL when the calculated usable fuel estimated to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel.(17)When conducting operations beyond 60 minutes from a point on a route to an en-route alternate aerodrome operators should ensure that—(a)en-route alternate aerodromes are identified; and(b)the pilot-in-command has access to current information on the identified en-route alternate aerodromes, including operational status and meteorological conditions.(18)An aeroplane shall not be re-fuelled when passengers are embarking, on board or disembarking unless it is properly attended by qualified personnel ready to initiate and direct an evacuation of the aeroplane by the most practical and expeditious means available.(19)When re-fuelling with passengers embarking, on board or disembarking, two-way communication shall be maintained by the aeroplane's intercommunication system or other suitable means between the ground crew supervising the re-fuelling and the qualified personnel on board the aeroplane.(20)A flight to be operated at flight altitudes at which the atmospheric pressure in personnel compartments will be less than 700 hPa shall not be commenced unless sufficient stored breathing oxygen is carried to supply—(a)all crew members and 10 per cent of the passengers for any period in excess of 30 minutes that the pressure in compartments occupied by them will be between 700 hPa and 620 hPa; and(b)the crew and passengers for any period that the atmospheric pressure in compartments occupied by them will be less than 620 hPa;(21)A flight to be operated with a pressurized aeroplane shall not be commenced unless a sufficient quantity of stored breathing oxygen is carried to supply all the crew members and passengers, as is appropriate to the circumstances of the flight being undertaken, in the event of loss of pressurization, for any period that the atmospheric pressure in any compartment occupied by them would be less than 700 hPa and in addition, when an aeroplane is operated at flight altitudes at which the atmospheric pressure is less than 376 hPa, or which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hPa and cannot descend safely within four minutes to a flight altitude at which the atmospheric pressure is equal to 620 hPa, there shall be no less than a 10-minute supply for the occupants of the passenger compartment.