GM28 Annex I Definitions for terms used in Annexes II to VIII

FLIGHT MONITORING AND FLIGHT WATCH — RELEVANT SAFETY INFORMATION Relevant safety information is any element that may affect the safety of the flight, such as:

(a)an aircraft technical failure (e.g. failures where flight operations personnel can help to calculate the landing distance or new trip fuel or to update the aerodrome minima);

(b)unforeseen hazards:

(1)air traffic (e.g. delays and/or long distance to complete the approach, extensive use of radar vectoring);

(2)meteorological conditions (e.g. DH and aerodrome operating minima, adverse or extreme meteorological conditions);

(3)aerodrome and runway status (e.g. insufficient runway length due to brake failure, obstruction or closure of the runway, runway contamination, failure or malfunction caused by on-ground navigation or approach equipment);

(4)navigation aid status (e.g. failure of the navigation aids);

(5)availability of communications (e.g. failure of communications capabilities, interruptions, interferences, change of frequency channels); and

(6)terrain and obstacles (e.g. geophysical phenomena (volcanic eruptions, earthquakes, tsunami), difficult terrain at an unplanned aerodrome (large bodies of water, mountains);

(c)updates of the operational flight plan when they affect the fuel reserves:

(1)diversion to an en route alternate (ERA) aerodrome, a destination alternate, or a take-off alternate aerodrome;

(2)change of the runway selected for landing if the new runway is shorter;

(3)location of the decision point or the point of no return (PNR) due to, for instance, change in altitude, in wind data, etc.;

(4)significant in-flight change of the flight route compared to the route in the flight planning; or

(5)significant deviation from the planned fuel consumption; and

(d)position reporting:

(1)flight-monitoring personnel should report in every phase of the flight: taxi, take-off, climb, cruise, cruise steep climb, descent, approach, landing;

(2)flight watch provides active tracking; and

(3)where no real-time automatic position-reporting is possible, the operator should have an acceptable alternative to ensure in-flight reporting at least every hour.