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

• ED Decision 2022/005/R found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Sep 2023)

GM28 Annex I Definitions for terms used in Annexes II to VIII ED Decision 2022/005/R 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. GM28 Annex I Definitions for terms used in Annexes II to VIII ED Decision 2022/005/R 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. ##### GM28 Annex I Definitions for terms used in Annexes II to VIII *ED Decision 2022/005/R* **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.