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traffic control staff in the Russian Federation” 2001 edition. During
the period of developing the new edition of the section to prolong the
effectiveness of the previous rules of selection, as confirmed by the
Minister of Civil Aviation in the “Guide to professional,
psychological and physiological selection in civil aviation” (1986);
5.1.13. When selecting candidates for conversion to new airplane, to
oblige physical evaluation board and airline psychologists to pay
particular attention to any candidates’ personal qualities affecting the
processes of emotional reaction and behavior in non-standard
conditions (increased tension and stress), and, when identifying any
unfavorable signs, to approach more severely the resolution of any
question of their suitability for conversion training and/or the need
for an individual approach in conversion training;
5.1.14. To ensure the high-quality and thorough investigation of air
incidents according to ICAO Annex 13 and the development of
specific recommendations on preventing similar occurrences in the
future;
5.1.15. To equip at least two devices at Irkutsk airport with modern
units for measuring, processing and recording the results of
measuring the friction coefficient to replace the visual recording
equipment being used. To check the availability and, if need be, to
reequip other airports, a list of which is given in Order no. NA-30-r
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INTERGOVERNMENTAL AVIATION COMMITTEE
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of the Ministry of Transport of the Russian Federation dated
24.01.01, with the appropriate measuring equipment.
5.1.16. Together with the scientific research organizations, to
develop a method of objective, multiple and quantitative assessment
of the state of the runway in accordance with any parameters
affecting the take-off and landing characteristics of aircraft of all
types, as well as the introduction of the corresponding forms of
information of crew members. In order to improve the braking
characteristics of civil aircraft on a runway covered in precipitation,
to carry out investigations of possibilities to perfect runway surfaces
(surface cleaning, corrugation etc);
5.1.17. To develop and implement regulations to exclude the
possibility of civil airports accepting any aircraft of a category higher
than the level of fire protection of the airport (UTPZ);
5.1.18. To develop and implement changes to the List of Flight
Search and Rescue (SPASOP) equipment for airports and regional
search and rescue bases (RPSB) in the section dealing with the
obligatory provision of special helmets that can be rapidly donned for
firefighters and rescue workers equipped with devices for radio
communication and the protection of the respiratory organs;
5.1.19. To develop and implement requirements for an increase in at
least one UTPZ category of any airports where take-offs and landings
are carried out above structures (buildings and erections), with a
guaranteed time for the arrival of the first airport fire engine of no
longer than two minutes, and a guaranteed range of delivering fireextinguishing
compound at medium and high frequency of at least 70
meters;
5.1.20. Together with the scientific research organizations, to
conduct investigations and prepare recommendations on
extinguishing combined fires on aircraft;
5.1.21. To consider the possibility to develop and provide special
clothing for rescue workers when working close to centre of open
fire;
5.1.22. To complete the number of departmental search and rescue
fire brigades in accordance with the prescribed standards.
5.2. To Sibir:
5.2.1. To include questions on the use of the MEL in conversion training
courses and periodic training courses and to stipulate specific actions
by the flight crew. To ensure that the crew’s operating procedure is in
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INTERGOVERNMENTAL AVIATION COMMITTEE
123
compliance with the manufacturer’s recommendations while flying
with defects deferred as per the MEL;
5.2.2. To cease the practice of training captains of aircraft of Western
manufacture with two-man crews without passing through co-pilot
training courses and gaining experience on operational flights in this
capacity;
5.2.3. To devise a course for the initial training of airline instructors;
5.2.4. To ensure the constant monitoring of the use of the MEL. In the
event of the ambiguous interpretation of any provisions, to ask for
relevant explanations from the aircraft developer;
5.2.5. When selecting candidates for conversion to new aircraft, to oblige
airline psychologists to pay particular attention to any candidates’
　
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