Commission Regulation (EU) No 965/2012Dangos y teitl llawn

SUBPART C AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS U.K.

SECTION 1 U.K. Aeroplanes

CHAPTER 1 U.K. General requirements

CAT.POL.A.100 Performance classes U.K.

(a) The aeroplane shall be operated in accordance with the applicable performance class requirements. U.K.

(b) Where full compliance with the applicable requirements of this Section cannot be shown due to specific design characteristics, the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate chapter. U.K.

CAT.POL.A.105 General U.K.

(a) The mass of the aeroplane: U.K.

(1)

at the start of the take-off; or

(2)

in the event of in-flight replanning, at the point from which the revised operational flight plan applies,

shall not be greater than the mass at which the requirements of the appropriate chapter can be complied with for the flight to be undertaken. Allowance may be made for expected reductions in mass as the flight proceeds and for fuel jettisoning.

(b) The approved performance data contained in the AFM shall be used to determine compliance with the requirements of the appropriate chapter, supplemented as necessary with other data as prescribed in the relevant chapter. The operator shall specify other data in the operations manual. When applying the factors prescribed in the appropriate chapter, account may be taken of any operational factors already incorporated in the AFM performance data to avoid double application of factors. U.K.

(c) Due account shall be taken of aeroplane configuration, environmental conditions and the operation of systems that have an adverse effect on performance. U.K.

(d) For performance purposes, a damp runway, other than a grass runway, may be considered to be dry. U.K.

(e) The operator shall take account of charting accuracy when assessing the take-off requirements of the applicable chapters. U.K.

CHAPTER 2 U.K. Performance class A

CAT.POL.A.200 General U.K.

(a) The approved performance data in the AFM shall be supplemented as necessary with other data if the approved performance data in the AFM is insufficient in respect of items such as: U.K.

(1)

accounting for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and

(2)

consideration of engine failure in all flight phases.

(b) For wet and contaminated runways, performance data determined in accordance with applicable standards on certification of large aeroplanes or equivalent shall be used. U.K.

(c) The use of other data referred to in (a) and equivalent requirements referred to in (b) shall be specified in the operations manual. U.K.

CAT.POL.A.205 Take-off U.K.

(a) The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the aerodrome of departure. U.K.

(b) The following requirements shall be met when determining the maximum permitted take-off mass: U.K.

(1)

the accelerate-stop distance shall not exceed the accelerate-stop distance available (ASDA);

(2)

the take-off distance shall not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available (TORA);

(3)

the take-off run shall not exceed the TORA;

(4)

a single value of V₁ shall be used for the rejected and continued take-off; and

(5)

on a wet or contaminated runway, the take-off mass shall not exceed that permitted for a take-off on a dry runway under the same conditions.

(c) When showing compliance with (b), the following shall be taken into account: U.K.

(1)

the pressure altitude at the aerodrome;

(2)

the ambient temperature at the aerodrome;

(3)

the runway surface condition and the type of runway surface;

(4)

the runway slope in the direction of take-off;

(5)

not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component; and

(6)

the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.

CAT.POL.A.210 Take-off obstacle clearance U.K.

(a) The net take-off flight path shall be determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 35 ft or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available (TODA) or the end of the take-off distance if a turn is scheduled before the end of the TODA. For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used. U.K.

(b) When showing compliance with (a): U.K.

(1)

The following items shall be taken into account:

(i)

the mass of the aeroplane at the commencement of the take-off run;

(ii)

the pressure altitude at the aerodrome;

(iii)

the ambient temperature at the aerodrome; and

(iv)

not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

(2)

Track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the TORA. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled.

(3)

Any part of the net take-off flight path in which the aeroplane is banked by more than 15° shall clear all obstacles within the horizontal distances specified in (a), (b)(6) and (b)(7) by a vertical distance of at least 50 ft.

(4)

Operations that apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft, shall be carried out in accordance with CAT.POL.A.240.

(5)

Adequate allowance shall be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds.

(6)

For cases where the intended flight path does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:

(i)

300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

(ii)

600 m, for flights under all other conditions.

(7)

For cases where the intended flight path requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:

(i)

600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

(ii)

900 m, for flights under all other conditions.

(c) The operator shall establish contingency procedures to satisfy the requirements in (a) and (b) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of CAT.POL.A.215, or land at either the aerodrome of departure or at a take-off alternate aerodrome. U.K.

CAT.POL.A.215 En-route — one-engine-inoperative (OEI) U.K.

(a) The OEI en-route net flight path data shown in the AFM, appropriate to the meteorological conditions expected for the flight, shall allow demonstration of compliance with (b) or (c) at all points along the route. The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path shall be taken into account. U.K.

(b) The gradient of the net flight path shall be positive at least 1 000 ft above all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track. U.K.

(c) The net flight path shall permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with CAT.POL.A.225 or CAT.POL.A.230, as appropriate. The net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track in accordance with the following: U.K.

(1)

the engine is assumed to fail at the most critical point along the route;

(2)

account is taken of the effects of winds on the flight path;

(3)

fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used; and

(4)

the aerodrome where the aeroplane is assumed to land after engine failure shall meet the following criteria:

(i)

the performance requirements at the expected landing mass are met; and

(ii)

weather reports and/or forecasts and field condition reports indicate that a safe landing can be accomplished at the estimated time of landing.

(d) The operator shall increase the width margins of (b) and (c) to 18,5 km (10 NM) if the navigational accuracy does not meet at least required navigation performance 5 (RNP5). U.K.

CAT.POL.A.220 En-route — aeroplanes with three or more engines, two engines inoperative U.K.

(a) At no point along the intended track shall an aeroplane having three or more engines be more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met, unless it complies with (b) to (f). U.K.

(b) The two-engines-inoperative en-route net flight path data shall allow the aeroplane to continue the flight, in the expected meteorological conditions, from the point where two engines are assumed to fail simultaneously to an aerodrome at which it is possible to land and come to a complete stop when using the prescribed procedure for a landing with two engines inoperative. The net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track. At altitudes and in meteorological conditions requiring ice protection systems to be operable, the effect of their use on the net flight path data shall be taken into account. If the navigational accuracy does not meet at least RNP5, the operator shall increase the width margin given above to 18,5 km (10 NM). U.K.

(c) The two engines shall be assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met. U.K.

(d) The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after the failure of two engines. U.K.

(e) Fuel jettisoning shall be permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. U.K.

(f) The expected mass of the aeroplane at the point where the two engines are assumed to fail shall not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at least 1 500 ft directly over the landing area and thereafter to fly level for 15 minutes. U.K.

CAT.POL.A.225 Landing — destination and alternate aerodromes U.K.

(a) The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination aerodrome and alternate aerodrome. U.K.

CAT.POL.A.230 Landing — dry runways U.K.

(a) The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome shall allow a full stop landing from 50 ft above the threshold: U.K.

(1)

for turbo-jet powered aeroplanes, within 60 % of the landing distance available (LDA); and

(2)

for turbo-propeller powered aeroplanes, within 70 % of the LDA.

(b) For steep approach operations, the operator shall use the landing distance data factored in accordance with (a), based on a screen height of less than 60 ft, but not less than 35 ft, and shall comply with CAT.POL.A.245. U.K.

(c) For short landing operations, the operator shall use the landing distance data factored in accordance with (a) and shall comply with CAT.POL.A.250. U.K.

(d) When determining the landing mass, the operator shall take the following into account: U.K.

(1)

the altitude at the aerodrome;

(2)

not more than 50 % of the headwind component or not less than 150 % of the tailwind component; and

(3)

the runway slope in the direction of landing if greater than ± 2 %.

(e) For dispatching the aeroplane it shall be assumed that: U.K.

(1)

the aeroplane will land on the most favourable runway, in still air; and

(2)

the aeroplane will land on the runway most likely to be assigned, considering the probable wind speed and direction, the ground handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

(f) If the operator is unable to comply with (e)(1) for a destination aerodrome having a single runway where a landing depends upon a specified wind component, the aeroplane may be dispatched if two alternate aerodromes are designated that permit full compliance with (a) to (e). Before commencing an approach to land at the destination aerodrome, the commander shall check that a landing can be made in full compliance with (a) to (d) and CAT.POL.A.225. U.K.

(g) If the operator is unable to comply with (e)(2) for the destination aerodrome, the aeroplane shall be only dispatched if an alternate aerodrome is designated that allows full compliance with (a) to (e). U.K.

CAT.POL.A.235 Landing — wet and contaminated runways U.K.

(a) When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be at least 115 % of the required landing distance, determined in accordance with CAT.POL.A.230. U.K.

(b) When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the LDA shall be at least the landing distance determined in accordance with (a), or at least 115 % of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, whichever is greater. The operator shall specify in the operations manual if equivalent landing distance data are to be applied. U.K.

(c) A landing distance on a wet runway shorter than that required by (a), but not less than that required by CAT.POL.A.230(a), may be used if the AFM includes specific additional information about landing distances on wet runways. U.K.

(d) A landing distance on a specially prepared contaminated runway shorter than that required by (b), but not less than that required by CAT.POL.A.230(a), may be used if the AFM includes specific additional information about landing distances on contaminated runways. U.K.

(e) For (b), (c) and (d), the criteria of CAT.POL.A.230 shall be applied accordingly, except that CAT.POL.A.230(a) shall not be applied to (b) above. U.K.

CAT.POL.A.240 Approval of operations with increased bank angles U.K.

(a) Operations with increased bank angles require prior approval by the competent authority. U.K.

(b) To obtain the approval, the operator shall provide evidence that the following conditions are met: U.K.

(1)

the AFM contains approved data for the required increase of operating speed and data to allow the construction of the flight path considering the increased bank angles and speeds;

(2)

visual guidance is available for navigation accuracy;

(3)

weather minima and wind limitations are specified for each runway; and

(4)

[F1 the flight crew has obtained adequate knowledge of the route to be flown and of the procedures to be used in accordance with Subpart FC of Part-ORO.]

Textual Amendments

F1 Substituted by Commission Regulation (EU) 2016/1199 of 22 July 2016 amending Regulation (EU) No 965/2012 as regards operational approval of performance-based navigation, certification and oversight of data services providers and helicopter offshore operations, and correcting that Regulation.

CAT.POL.A.245 Approval of steep approach operations U.K.

(a) Steep approach operations using glideslope angles of 4,5° or more and with screen heights of less than 60 ft, but not less than 35 ft, require prior approval by the competent authority. U.K.

(b) To obtain the approval, the operator shall provide evidence that the following conditions are met: U.K.

(1)

the AFM states the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria;

(2)

for each aerodrome at which steep approach operations are to be conducted:

(i)

a suitable glide path reference system comprising at least a visual glide path indicating system shall be available;

(ii)

weather minima shall be specified; and

(iii)

the following items shall be taken into consideration:

(A)

the obstacle situation;

(B)

the type of glide path reference and runway guidance;

(C)

the minimum visual reference to be required at decision height (DH) and MDA;

(D)

available airborne equipment;

(E)

pilot qualification and special aerodrome familiarisation;

(F)

AFM limitations and procedures; and

(G)

missed approach criteria.

CAT.POL.A.250 Approval of short landing operations U.K.

(a) Short landing operations require prior approval by the competent authority. U.K.

(b) To obtain the approval, the operator shall provide evidence that the following conditions are met: U.K.

(1)

the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared LDA;

(2)

the State of the aerodrome has determined a public interest and operational necessity for the operation, either due to the remoteness of the aerodrome or to physical limitations relating to extending the runway;

(3)

the vertical distance between the path of the pilot’s eye and the path of the lowest part of the wheels, with the aeroplane established on the normal glide path, does not exceed 3 m;

(4)

RVR/VIS minimum shall not be less than 1 500 m and wind limitations are specified in the operations manual;

(5)

minimum pilot experience, training and special aerodrome familiarisation requirements are specified and met;

(6)

the crossing height over the beginning of the usable length of the declared safe area is 50 ft;

(7)

the use of the declared safe area is approved by the State of the aerodrome;

(8)

the usable length of the declared safe area does not exceed 90 m;

(9)

the width of the declared safe area is not less than twice the runway width or twice the wing span, whichever is greater, centred on the extended runway centre line;

(10)

the declared safe area is clear of obstructions or depressions that would endanger an aeroplane undershooting the runway and no mobile object is permitted on the declared safe area while the runway is being used for short landing operations;

(11)

the slope of the declared safe area does not exceed 5 % upward nor 2 % downward in the direction of landing; and

(12)

additional conditions, if specified by the competent authority, taking into account aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations.

CHAPTER 3 U.K. Performance class B

CAT.POL.A.300 General U.K.

[F2 (a) Unless approved by the competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall not operate a single-engined aeroplane: U.K.

(1)

at night; or

(2)

in IMC, except under special VFR.]

Textual Amendments

F2 Substituted by Commission Regulation (EU) 2017/363 of 1 March 2017 amending Regulation (EU) No 965/2012 as regards the specific approval of single-engined turbine aeroplane operations at night or in instrument meteorological conditions and the approval requirements for the dangerous goods training relating to commercial specialised operations, non-commercial operations of complex motor-powered aircraft and non-commercial specialised operations of complex motor-powered aircraft.

(b) The operator shall treat two-engined aeroplanes that do not meet the climb requirements of CAT.POL.A.340 as single-engined aeroplanes. U.K.

CAT.POL.A.305 Take-off U.K.

(a) The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the aerodrome of departure. U.K.

(b) The unfactored take-off distance, specified in the AFM, shall not exceed: U.K.

(1)

when multiplied by a factor of 1,25, the take-off run available (TORA); or

(2)

when stop way and/or clearway is available, the following:

(i)

the TORA;

(ii)

when multiplied by a factor of 1,15, the take-off distance available (TODA); or

(iii)

when multiplied by a factor of 1,3, the ASDA.

(c) When showing compliance with (b), the following shall be taken into account: U.K.

(1)

the mass of the aeroplane at the commencement of the take-off run;

(2)

the pressure altitude at the aerodrome;

(3)

the ambient temperature at the aerodrome;

(4)

the runway surface condition and the type of runway surface;

(5)

the runway slope in the direction of take-off; and

(6)

not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

CAT.POL.A.310 Take-off obstacle clearance — multi-engined aeroplanes U.K.

(a) The take-off flight path of aeroplanes with two or more engines shall be determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 50 ft, or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance travelled by the aeroplane from the end of the TODA or the end of the take-off distance if a turn is scheduled before the end of the TODA, except as provided in (b) and (c). For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m plus 0,125 × D may be used. It shall be assumed that: U.K.

(1)

the take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required by CAT.POL.A.305(b) and ends at a height of 1 500 ft above the surface;

(2)

the aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface, and thereafter the angle of bank does not exceed 15°;

(3)

failure of the critical engine occurs at the point on the all engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost;

(4)

the gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all-engines gradient during climb and transition to the en-route configuration, multiplied by a factor of 0,77; and

(5)

the gradient of the take-off flight path from the height reached in accordance with (a)(4) to the end of the take-off flight path is equal to the OEI en-route climb gradient shown in the AFM.

(b) For cases where the intended flight path does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: U.K.

(1)

300 m, if the flight is conducted under conditions allowing visual course guidance navigation, or if navigational aids are available enabling the pilot to maintain the intended flight path with the same accuracy; or

(2)

600 m, for flights under all other conditions.

(c) For cases where the intended flight path requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: U.K.

(1)

600 m, for flights under conditions allowing visual course guidance navigation; or

(2)

900 m, for flights under all other conditions.

(d) When showing compliance with (a) to (c), the following shall be taken into account: U.K.

(1)

the mass of the aeroplane at the commencement of the take-off run;

(2)

the pressure altitude at the aerodrome;

(3)

the ambient temperature at the aerodrome; and

(4)

not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

[F3 (e) The requirements in (a)(3), (a)(4), (a)(5), (b)(2) and (c)(2) shall not be applicable to VFR operations by day.] U.K.

Textual Amendments

F3 Inserted by Commission Regulation (EU) No 379/2014 of 7 April 2014 amending Commission Regulation (EU) No 965/2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council.

CAT.POL.A.315 En-route — multi-engined aeroplanes U.K.

(a) The aeroplane, in the meteorological conditions expected for the flight and in the event of the failure of one engine, with the remaining engines operating within the maximum continuous power conditions specified, shall be capable of continuing flight at or above the relevant minimum altitudes for safe flight stated in the operations manual to a point of 1 000 ft above an aerodrome at which the performance requirements can be met. U.K.

(b) It shall be assumed that, at the point of engine failure: U.K.

(1)

the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute with all engines operating within the maximum continuous power conditions specified; and

(2)

the en-route gradient with OEI shall be the gross gradient of descent or climb, as appropriate, respectively increased by a gradient of 0,5 %, or decreased by a gradient of 0,5 %.

[F2 CAT.POL.A.320 En-route — single-engined aeroplanes U.K.

(a)

In the meteorological conditions expected for the flight, and in the event of engine failure, the aeroplane shall be capable of reaching a place at which a safe forced landing can be made, unless the operator is approved by the competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC) and makes use of a risk period.

(b)

For the purposes of point (a), it shall be assumed that, at the point of engine failure:

(1)

the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute, with the engine operating within the maximum continuous power conditions specified; and

(2)

the en-route gradient is the gross gradient of descent increased by a gradient of 0,5 %.]

CAT.POL.A.325 Landing — destination and alternate aerodromes U.K.

The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified for the altitude and the ambient temperature expected at the estimated time of landing at the destination aerodrome and alternate aerodrome.

CAT.POL.A.330 Landing — dry runways U.K.

(a) The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome shall allow a full stop landing from 50 ft above the threshold within 70 % of the LDA taking into account: U.K.

(1)

the altitude at the aerodrome;

(2)

not more than 50 % of the headwind component or not less than 150 % of the tailwind component;

(3)

the runway surface condition and the type of runway surface; and

(4)

the runway slope in the direction of landing.

(b) For steep approach operations, the operator shall use landing distance data factored in accordance with (a) based on a screen height of less than 60 ft, but not less than 35 ft, and comply with CAT.POL.A.345. U.K.

(c) For short landing operations, the operator shall use landing distance data factored in accordance with (a) and comply with CAT.POL.A.350. U.K.

(d) For dispatching the aeroplane in accordance with (a) to (c), it shall be assumed that: U.K.

(1)

the aeroplane will land on the most favourable runway, in still air; and

(2)

the aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction, the ground handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

(e) If the operator is unable to comply with (d)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that permits full compliance with (a) to (d). U.K.

CAT.POL.A.335 Landing — wet and contaminated runways U.K.

(a) When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be equal to or exceed the required landing distance, determined in accordance with CAT.POL.A.330, multiplied by a factor of 1,15. U.K.

(b) When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the landing distance shall not exceed the LDA. The operator shall specify in the operations manual the landing distance data to be applied. U.K.

(c) A landing distance on a wet runway shorter than that required by (a), but not less than that required by CAT.POL.A.330(a), may be used if the AFM includes specific additional information about landing distances on wet runways. U.K.

CAT.POL.A.340 Take-off and landing climb requirements U.K.

The operator of a two-engined aeroplane shall fulfil the following take-off and landing climb requirements.

(a) Take-off climb U.K.

(1) All engines operating U.K.

(i) The steady gradient of climb after take-off shall be at least 4 % with: U.K.

(A)

take-off power on each engine;

(B)

the landing gear extended, except that if the landing gear can be retracted in not more than seven seconds, it may be assumed to be retracted;

(C)

the wing flaps in the take-off position(s); and

(D)

a climb speed not less than the greater of 1,1 V_MC (minimum control speed on or near ground) and 1,2 V_S1 (stall speed or minimum steady flight speed in the landing configuration).

(2) OEI U.K.

(i) The steady gradient of climb at an altitude of 400 ft above the take-off surface shall be measurably positive with: U.K.

(A)

the critical engine inoperative and its propeller in the minimum drag position;

(B)

the remaining engine at take-off power;

(C)

the landing gear retracted;

(D)

the wing flaps in the take-off position(s); and

(E)

a climb speed equal to that achieved at 50 ft.

(ii) The steady gradient of climb shall be not less than 0,75 % at an altitude of 1 500 ft above the take-off surface with: U.K.

(A)

the critical engine inoperative and its propeller in the minimum drag position;

(B)

the remaining engine at not more than maximum continuous power;

(C)

the landing gear retracted;

(D)

the wing flaps retracted; and

(E)

a climb speed not less than 1,2 V_S1.

(b) Landing climb U.K.

(1) All engines operating U.K.

(i) The steady gradient of climb shall be at least 2,5 % with: U.K.

(A)

not more than the power or thrust that is available eight seconds after initiation of movement of the power controls from the minimum flight idle position;

(B)

the landing gear extended;

(C)

the wing flaps in the landing position; and

(D)

a climb speed equal to V_REF (reference landing speed).

(2) OEI U.K.

(i) The steady gradient of climb shall be not less than 0,75 % at an altitude of 1 500 ft above the landing surface with: U.K.

(A)

the critical engine inoperative and its propeller in the minimum drag position;

(B)

the remaining engine at not more than maximum continuous power;

(C)

the landing gear retracted;

(D)

the wing flaps retracted; and

(E)

a climb speed not less than 1,2 V_S1.

CAT.POL.A.345 Approval of steep approach operations U.K.

(a) Steep approach operations using glideslope angles of 4,5° or more and with screen heights of less than 60 ft, but not less than 35 ft, require prior approval by the competent authority. U.K.

(b) To obtain the approval, the operator shall provide evidence that the following conditions are met: U.K.

(1)

the AFM states the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria; and

(2)

for each aerodrome at which steep approach operations are to be conducted:

(i)

a suitable glide path reference system, comprising at least a visual glide path indicating system, is available;

(ii)

weather minima are specified; and

(iii)

the following items are taken into consideration:

(A)

the obstacle situation;

(B)

the type of glide path reference and runway guidance;

(C)

the minimum visual reference to be required at DH and MDA;

(D)

available airborne equipment;

(E)

pilot qualification and special aerodrome familiarisation;

(F)

AFM limitations and procedures; and

(G)

missed approach criteria.

CAT.POL.A.350 Approval of short landing operations U.K.

(a) Short landing operations require prior approval by the competent authority. U.K.

(b) To obtain the approval, the operator shall provide evidence that the following conditions are met: U.K.

(1)

the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared LDA;

(2)

the use of the declared safe area is approved by the State of the aerodrome;

(3)

the declared safe area is clear of obstructions or depressions that would endanger an aeroplane undershooting the runway and no mobile object is permitted on the declared safe area while the runway is being used for short landing operations;

(4)

the slope of the declared safe area does not exceed 5 % upward nor 2 % downward slope in the direction of landing;

(5)

the usable length of the declared safe area does not exceed 90 m;

(6)

the width of the declared safe area is not less than twice the runway width, centred on the extended runway centreline;

(7)

the crossing height over the beginning of the usable length of the declared safe area is not less than 50 ft;

(8)

weather minima are specified for each runway to be used and are not less than the greater of VFR or NPA minima;

(9)

pilot experience, training and special aerodrome familiarisation requirements are specified and met;

(10)

additional conditions, if specified by the competent authority, taking into account the aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations.

CHAPTER 4 U.K. Performance class C

CAT.POL.A.400 Take-off U.K.

(a) The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the aerodrome of departure. U.K.

(b) For aeroplanes that have take-off field length data contained in their AFM that do not include engine failure accountability, the distance from the start of the take-off roll required by the aeroplane to reach a height of 50 ft above the surface with all engines operating within the maximum take-off power conditions specified, when multiplied by a factor of either: U.K.

(1)

1,33 for aeroplanes having two engines;

(2)

1,25 for aeroplanes having three engines; or

(3)

1,18 for aeroplanes having four engines,

shall not exceed the take-off run available (TORA) at the aerodrome at which the take-off is to be made.

(c) For aeroplanes that have take-off field length data contained in their AFM which accounts for engine failure, the following requirements shall be met in accordance with the specifications in the AFM: U.K.

(1)

the accelerate-stop distance shall not exceed the ASDA;

(2)

the take-off distance shall not exceed the take-off distance available (TODA), with a clearway distance not exceeding half of the TORA;

(3)

the take-off run shall not exceed the TORA;

(4)

a single value of V₁ for the rejected and continued take-off shall be used; and

(5)

on a wet or contaminated runway the take-off mass shall not exceed that permitted for a take-off on a dry runway under the same conditions.

(d) The following shall be taken into account: U.K.

(1)

the pressure altitude at the aerodrome;

(2)

the ambient temperature at the aerodrome;

(3)

the runway surface condition and the type of runway surface;

(4)

the runway slope in the direction of take-off;

(5)

not more that 50 % of the reported headwind component or not less than 150 % of the reported tailwind component; and

(6)

the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.

CAT.POL.A.405 Take-off obstacle clearance U.K.

(a) The take-off flight path with OEI shall be determined such that the aeroplane clears all obstacles by a vertical distance of at least 50 ft plus 0,01 × D, or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance the aeroplane has travelled from the end of the TODA. For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m plus 0,125 × D may be used. U.K.

(b) The take-off flight path shall begin at a height of 50 ft above the surface at the end of the take-off distance required by[F4 CAT.POL.A.400(b) or (c)], as applicable, and end at a height of 1 500 ft above the surface. U.K.

Textual Amendments

F4 Substituted by Commission Regulation (EU) No 379/2014 of 7 April 2014 amending Commission Regulation (EU) No 965/2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council.

(c) When showing compliance with (a), the following shall be taken into account: U.K.

(1)

the mass of the aeroplane at the commencement of the take-off run;

(2)

the pressure altitude at the aerodrome;

(3)

the ambient temperature at the aerodrome; and

(4)

not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

(d) Track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25°, may be scheduled. Adequate allowance shall be made for the effect of bank angle on operating speeds and flight path, including the distance increments resulting from increased operating speeds. U.K.

(e) For cases that do not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: U.K.

(1)

300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

(2)

600 m, for flights under all other conditions.

(f) For cases that do require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: U.K.

(1)

600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

(2)

900 m, for flights under all other conditions.

(g) The operator shall establish contingency procedures to satisfy (a) to (f) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of CAT.POL.A.410, or land at either the aerodrome of departure or at a take-off alternate aerodrome. U.K.

CAT.POL.A.410 En-route — all engines operating U.K.

(a) In the meteorological conditions expected for the flight, at any point on its route or on any planned diversion therefrom, the aeroplane shall be capable of a rate of climb of at least 300 ft per minute with all engines operating within the maximum continuous power conditions specified at: U.K.

(1)

the minimum altitudes for safe flight on each stage of the route to be flown, or of any planned diversion therefrom, specified in or calculated from the information contained in the operations manual relating to the aeroplane; and

(2)

the minimum altitudes necessary for compliance with the conditions prescribed in CAT.POL.A.415 and 420, as appropriate.

CAT.POL.A.415 En-route — OEI U.K.

(a) In the meteorological conditions expected for the flight, in the event of any one engine becoming inoperative at any point on its route or on any planned diversion therefrom and with the other engine(s) operating within the maximum continuous power conditions specified, the aeroplane shall be capable of continuing the flight from the cruising altitude to an aerodrome where a landing can be made in accordance with CAT.POL.A.430 or CAT.POL.A.435, as appropriate. The aeroplane shall clear obstacles within 9,3 km (5 NM) either side of the intended track by a vertical interval of at least: U.K.

(1)

1 000 ft, when the rate of climb is zero or greater; or

(2)

2 000 ft, when the rate of climb is less than zero.

(b) The flight path shall have a positive slope at an altitude of 450 m (1 500 ft) above the aerodrome where the landing is assumed to be made after the failure of one engine. U.K.

(c) The available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than the gross rate of climb specified. U.K.

(d) The width margins of (a) shall be increased to 18,5 km (10 NM) if the navigational accuracy does not meet at least RNP5. U.K.

(e) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. U.K.

CAT.POL.A.420 En-route — aeroplanes with three or more engines, two engines inoperative U.K.

(a) At no point along the intended track shall an aeroplane having three or more engines be more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met, unless it complies with (b) to (e). U.K.

(b) The two-engines-inoperative flight path shall permit the aeroplane to continue the flight, in the expected meteorological conditions, clearing all obstacles within 9,3 km (5 NM) either side of the intended track by a vertical interval of at least 2 000 ft, to an aerodrome at which the performance requirements applicable at the expected landing mass are met. U.K.

(c) The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met. U.K.

(d) The expected mass of the aeroplane at the point where the two engines are assumed to fail shall not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of a least 450 m (1 500 ft) directly over the landing area and thereafter to fly level for 15 minutes. U.K.

(e) The available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than that specified. U.K.

(f) The width margins of (b) shall be increased to 18,5 km (10 NM) if the navigational accuracy does not meet at least RNP5. U.K.

(g) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. U.K.

CAT.POL.A.425 Landing — destination and alternate aerodromes U.K.

The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified in the AFM for the altitude and, if accounted for in the AFM, the ambient temperature expected for the estimated time of landing at the destination aerodrome and alternate aerodrome.

CAT.POL.A.430 Landing — dry runways U.K.

(a) The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and any alternate aerodrome shall allow a full stop landing from 50 ft above the threshold within 70 % of the LDA taking into account: U.K.

(1)

the altitude at the aerodrome;

(2)

not more than 50 % of the headwind component or not less than 150 % of the tailwind component;

(3)

the type of runway surface; and

(4)

the slope of the runway in the direction of landing.

(b) For dispatching the aeroplane it shall be assumed that: U.K.

(1)

the aeroplane will land on the most favourable runway in still air; and

(2)

the aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction, the ground handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

(c) If the operator is unable to comply with (b)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that permits full compliance with (a) and (b). U.K.

CAT.POL.A.435 Landing — wet and contaminated runways U.K.

(a) When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be equal to or exceed the required landing distance, determined in accordance with CAT.POL.A.430, multiplied by a factor of 1,15. U.K.

(b) When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the landing distance shall not exceed the LDA. The operator shall specify in the operations manual the landing distance data to be applied. U.K.

SECTION 2 U.K. Helicopters

CHAPTER 1 U.K. General requirements

CAT.POL.H.100 Applicability U.K.

(a) Helicopters shall be operated in accordance with the applicable performance class requirements. U.K.

(b) Helicopters shall be operated in performance class 1: U.K.

(1)

when operated to/from aerodromes or operating sites located in a congested hostile environment, except when operated to/from a public interest site (PIS) in accordance with CAT.POL.H.225; or

(2)

when having an MOPSC of more than 19, except when operated to/from a helideck in performance class 2 under an approval in accordance with CAT.POL.H.305.

(c) Unless otherwise prescribed by (b), helicopters that have an MOPSC of 19 or less but more than nine shall be operated in performance class 1 or 2. U.K.

(d) Unless otherwise prescribed by (b), helicopters that have an MOPSC of nine or less shall be operated in performance class 1, 2 or 3. U.K.

CAT.POL.H.105 General U.K.

(a) The mass of the helicopter: U.K.

(1)

at the start of the take-off; or

(2)

in the event of in-flight replanning, at the point from which the revised operational flight plan applies,

shall not be greater than the mass at which the applicable requirements of this Section can be complied with for the flight to be undertaken, taking into account expected reductions in mass as the flight proceeds and such fuel jettisoning as is provided for in the relevant requirement.

(b) The approved performance data contained in the AFM shall be used to determine compliance with the requirements of this Section, supplemented as necessary with other data as prescribed in the relevant requirement. The operator shall specify such other data in the operations manual. When applying the factors prescribed in this Section, account may be taken of any operational factors already incorporated in the AFM performance data to avoid double application of factors. U.K.

(c) When showing compliance with the requirements of this Section, account shall be taken of the following parameters: U.K.

(1)

mass of the helicopter;

(2)

the helicopter configuration;

(3)

the environmental conditions, in particular:

(i)

pressure altitude and temperature;

(ii)

wind:

(A)

except as provided in (C), for take-off, take-off flight path and landing requirements, accountability for wind shall be no more than 50 % of any reported steady headwind component of 5 kt or more;

(B)

where take-off and landing with a tailwind component is permitted in the AFM, and in all cases for the take-off flight path, not less than 150 % of any reported tailwind component shall be taken into account; and

(C)

where precise wind measuring equipment enables accurate measurement of wind velocity over the point of take-off and landing, wind components in excess of 50 % may be established by the operator, provided that the operator demonstrates to the competent authority that the proximity to the FATO and accuracy enhancements of the wind measuring equipment provide an equivalent level of safety;

(4)

the operating techniques; and

(5)

the operation of any systems that have an adverse effect on performance.

CAT.POL.H.110 Obstacle accountability U.K.

(a) For the purpose of obstacle clearance requirements, an obstacle located beyond the FATO, in the take-off flight path, or the missed approach flight path shall be considered if its lateral distance from the nearest point on the surface below the intended flight path is not further than the following: U.K.

(1)

For operations under VFR:

(i)

half of the minimum width defined in the AFM — or, when no width is defined, ‘0,75 × D’, where D is the largest dimension of the helicopter when the rotors are turning;

(ii)

plus, the greater of ‘0,25 × D’ or ‘3 m’;

(iii)

plus:

(A)

0,10 × distance DR for operations under VFR by day; or

(B)

0,15 × distance DR for operations under VFR at night.

(2)

For operations under IFR:

(i)

‘1,5 D’ or 30 m, whichever is greater, plus:

(A)

0,10 × distance DR, for operations under IFR with accurate course guidance;

(B)

0,15 × distance DR, for operations under IFR with standard course guidance; or

(C)

0,30 × distance DR for operations under IFR without course guidance.

(ii)

When considering the missed approach flight path, the divergence of the obstacle accountability area only applies after the end of the take-off distance available.

(3)

For operations with initial take-off conducted visually and converted to IFR/IMC at a transition point, the criteria required in (1) apply up to the transition point, and the criteria required in (2) apply after the transition point. The transition point cannot be located before the end of the take-off distance required for helicopters (TODRH) operating in performance class 1 or before the defined point after take-off (DPATO) for helicopters operating in performance class 2.

(b) For take-off using a back-up or a lateral transition procedure, for the purpose of obstacle clearance requirements, an obstacle located in the back-up or lateral transition area shall be considered if its lateral distance from the nearest point on the surface below the intended flight path is not further than: U.K.

(1)

half of the minimum width defined in the AFM or, when no width is defined, ‘0,75 × D’;

(2)

plus the greater of ‘0,25 × D’ or ‘3 m’;

(3)

plus:

(i)

for operations under VFR by day 0,10 × the distance travelled from the back of the FATO, or

(ii)

for operations under VFR at night 0,15 × the distance travelled from the back of the FATO.

(c) Obstacles may be disregarded if they are situated beyond: U.K.

(1)

7 × rotor radius (R) for day operations, if it is assured that navigational accuracy can be achieved by reference to suitable visual cues during the climb;

(2)

10 × R for night operations, if it is assured that navigational accuracy can be achieved by reference to suitable visual cues during the climb;

(3)

300 m if navigational accuracy can be achieved by appropriate navigation aids; or

(4)

900 m in all other cases.

CHAPTER 2 U.K. Performance class 1

CAT.POL.H.200 General U.K.

Helicopters operated in performance class 1 shall be certified in category A or equivalent as determined by the Agency.

CAT.POL.H.205 Take-off U.K.

(a) The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the procedure to be used. U.K.

(b) The take-off mass shall be such that: U.K.

(1)

it is possible to reject the take-off and land on the FATO in case of the critical engine failure being recognised at or before the take-off decision point (TDP);

(2)

the rejected take-off distance required (RTODRH) does not exceed the rejected take-off distance available (RTODAH); and

(3)

the TODRH does not exceed the take-off distance available (TODAH).

(4)

Notwithstanding (b)(3), the TODRH may exceed the TODAH if the helicopter, with the critical engine failure recognised at TDP can, when continuing the take-off, clear all obstacles to the end of the TODRH by a vertical margin of not less than 10,7 m (35 ft).

(c) When showing compliance with (a) and (b), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the aerodrome or operating site of departure. U.K.

(d) That part of the take-off up to and including TDP shall be conducted in sight of the surface such that a rejected take-off can be carried out. U.K.

(e) For take-off using a backup or lateral transition procedure, with the critical engine failure recognition at or before the TDP, all obstacles in the back-up or lateral transition area shall be cleared by an adequate margin. U.K.

CAT.POL.H.210 Take-off flight path U.K.

(a) From the end of the TODRH with the critical engine failure recognised at the TDP: U.K.

(1)

The take-off mass shall be such that the take-off flight path provides a vertical clearance, above all obstacles located in the climb path, of not less than 10,7 m (35 ft) for operations under VFR and 10,7 m (35 ft) + 0,01 × distance DR for operations under IFR. Only obstacles as specified in CAT.POL.H.110 have to be considered.

(2)

Where a change of direction of more than 15° is made, adequate allowance shall be made for the effect of bank angle on the ability to comply with the obstacle clearance requirements. This turn is not to be initiated before reaching a height of 61 m (200 ft) above the take-off surface unless it is part of an approved procedure in the AFM.

(b) When showing compliance with (a), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the aerodrome or operating site of departure. U.K.

CAT.POL.H.215 En-route — critical engine inoperative U.K.

(a) The mass of the helicopter and flight path at all points along the route, with the critical engine inoperative and the meteorological conditions expected for the flight, shall permit compliance with (1), (2) or (3): U.K.

(1)

When it is intended that the flight will be conducted at any time out of sight of the surface, the mass of the helicopter permits a rate of climb of at least 50 ft/minute with the critical engine inoperative at an altitude of at least 300 m (1 000 ft), or 600 m (2 000 ft) in areas of mountainous terrain, above all terrain and obstacles along the route within 9,3 km (5 NM) on either side of the intended track.

(2)

When it is intended that the flight will be conducted without the surface in sight, the flight path permits the helicopter to continue flight from the cruising altitude to a height of 300 m (1 000 ft) above a landing site where a landing can be made in accordance with CAT.POL.H.220. The flight path clears vertically, by at least 300 m (1 000 ft) or 600 m (2 000 ft) in areas of mountainous terrain, all terrain and obstacles along the route within 9,3 km (5 NM) on either side of the intended track. Drift-down techniques may be used.

(3)

When it is intended that the flight will be conducted in VMC with the surface in sight, the flight path permits the helicopter to continue flight from the cruising altitude to a height of 300 m (1 000 ft) above a landing site where a landing can be made in accordance with CAT.POL.H.220, without flying at any time below the appropriate minimum flight altitude. Obstacles within 900 m on either side of the route need to be considered.

(b) When showing compliance with (a)(2) or (a)(3): U.K.

(1)

the critical engine is assumed to fail at the most critical point along the route;

(2)

account is taken of the effects of winds on the flight path;

(3)

fuel jettisoning is planned to take place only to an extent consistent with reaching the aerodrome or operating site with the required fuel reserves and using a safe procedure; and

(4)

fuel jettisoning is not planned below 1 000 ft above terrain.

(c) The width margins of (a)(1) and (a)(2) shall be increased to 18,5 km (10 NM) if the navigational accuracy cannot be met for 95 % of the total flight time. U.K.

CAT.POL.H.220 Landing U.K.

(a) The landing mass of the helicopter at the estimated time of landing shall not exceed the maximum mass specified in the AFM for the procedure to be used. U.K.

(b) In the event of the critical engine failure being recognised at any point at or before the landing decision point (LDP), it is possible either to land and stop within the FATO, or to perform a balked landing and clear all obstacles in the flight path by a vertical margin of 10,7 m (35 ft). Only obstacles as specified in CAT.POL.H.110 have to be considered. U.K.

(c) In the event of the critical engine failure being recognised at any point at or after the LDP, it is possible to: U.K.

(1)

clear all obstacles in the approach path; and

(2)

land and stop within the FATO.

(d) When showing compliance with (a) to (c), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) for the estimated time of landing at the destination aerodrome or operating site, or any alternate if required. U.K.

(e) That part of the landing from the LDP to touchdown shall be conducted in sight of the surface. U.K.

CAT.POL.H.225 Helicopter operations to/from a public interest site U.K.

(a) Operations to/from a public interest site (PIS) may be conducted in performance class 2, without complying with CAT.POL.H.310(b) or CAT.POL.H.325(b), provided that all of the following are complied with: U.K.

(1)

the PIS was in use before 1 July 2002;

(2)

the size of the PIS or obstacle environment does not permit compliance with the requirements for operation in performance class 1;

(3)

the operation is conducted with a helicopter with an MOPSC of six or less;

(4)

the operator complies with CAT.POL.H.305(b)(2) and (b)(3);

(5)

the helicopter mass does not exceed the maximum mass specified in the AFM for a climb gradient of 8 % in still air at the appropriate take-off safety speed (V_TOSS) with the critical engine inoperative and the remaining engines operating at an appropriate power rating; and

(6)

the operator has obtained prior approval for the operation from the competent authority. Before such operations take place in another Member State, the operator shall obtain an endorsement from the competent authority of that State.

(b) Site-specific procedures shall be established in the operations manual to minimise the period during which there would be danger to helicopter occupants and persons on the surface in the event of an engine failure during take-off and landing. U.K.

(c) The operations manual shall contain for each PIS: a diagram or annotated photograph, showing the main aspects, the dimensions, the non-conformance with the requirements performance class 1, the main hazards and the contingency plan should an incident occur. U.K.

CHAPTER 3 U.K. Performance class 2

CAT.POL.H.300 General U.K.

Helicopters operated in performance class 2 shall be certified in category A or equivalent as determined by the Agency.

CAT.POL.H.305 Operations without an assured safe forced landing capability U.K.

(a) Operations without an assured safe forced landing capability during the take-off and landing phases shall only be conducted if the operator has been granted an approval by the competent authority. U.K.

(b) To obtain and maintain such approval the operator shall: U.K.

(1)

conduct a risk assessment, specifying:

(i)

the type of helicopter; and

(ii)

the type of operations;

(2)

implement the following set of conditions:

(i)

attain and maintain the helicopter/engine modification standard defined by the manufacturer;

(ii)

conduct the preventive maintenance actions recommended by the helicopter or engine manufacturer;

(iii)

include take-off and landing procedures in the operations manual, where they do not already exist in the AFM;

(iv)

specify training for flight crew; and

(v)

provide a system for reporting to the manufacturer loss of power, engine shutdown or engine failure events;

and

(3)

implement a usage monitoring system (UMS).

CAT.POL.H.310 Take-off U.K.

(a) The take-off mass shall not exceed the maximum mass specified for a rate of climb of 150 ft/min at 300 m (1 000 ft) above the level of the aerodrome or operating site with the critical engine inoperative and the remaining engine(s) operating at an appropriate power rating. U.K.

(b) For operations other than those specified in CAT.POL.H.305, the take-off shall be conducted such that a safe forced landing can be executed until the point where safe continuation of the flight is possible. U.K.

(c) For operations in accordance with CAT.POL.H.305, in addition to the requirements of (a): U.K.

(1)

the take-off mass shall not exceed the maximum mass specified in the AFM for an all engines operative out of ground effect (AEO OGE) hover in still air with all engines operating at an appropriate power rating; or

(2)

for operations from a helideck:

(i)

with a helicopter that has an MOPSC of more than 19; or

(ii)

any helicopter operated from a helideck located in a hostile environment,

the take-off mass shall take into account: the procedure; deck-edge miss and drop down appropriate to the height of the helideck with the critical engine(s) inoperative and the remaining engines operating at an appropriate power rating.

(d) When showing compliance with (a) to (c), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the point of departure. U.K.

(e) That part of the take-off before the requirement of CAT.POL.H.315 is met shall be conducted in sight of the surface. U.K.

CAT.POL.H.315 Take-off flight path U.K.

From the defined point after take-off (DPATO) or, as an alternative, no later than 200 ft above the take-off surface, with the critical engine inoperative, the requirements of CAT.POL.H.210(a)(1), (a)(2) and (b) shall be complied with.

CAT.POL.H.320 En-route — critical engine inoperative U.K.

The requirement of CAT.POL.H.215 shall be complied with.

CAT.POL.H.325 Landing U.K.

(a) The landing mass at the estimated time of landing shall not exceed the maximum mass specified for a rate of climb of 150 ft/min at 300 m (1 000 ft) above the level of the aerodrome or operating site with the critical engine inoperative and the remaining engine(s) operating at an appropriate power rating. U.K.

(b) If the critical engine fails at any point in the approach path: U.K.

(1)

a balked landing can be carried out meeting the requirement of CAT.POL.H.315; or

(2)

for operations other than those specified in CAT.POL.H.305, the helicopter can perform a safe forced landing.

(c) For operations in accordance with CAT.POL.H.305, in addition to the requirements of (a): U.K.

(1)

the landing mass shall not exceed the maximum mass specified in the AFM for an AEO OGE hover in still air with all engines operating at an appropriate power rating; or

(2)

for operations to a helideck:

(i)

with a helicopter that has an MOPSC of more than 19; or

(ii)

any helicopter operated to a helideck located in a hostile environment,

the landing mass shall take into account the procedure and drop down appropriate to the height of the helideck with the critical engine inoperative and the remaining engine(s) operating at an appropriate power rating.

(d) When showing compliance with (a) to (c), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the destination aerodrome or any alternate, if required. U.K.

(e) That part of the landing after which the requirement of (b)(1) cannot be met shall be conducted in sight of the surface. U.K.

CHAPTER 4 U.K. Performance class 3

CAT.POL.H.400 General U.K.

(a) Helicopters operated in performance class 3 shall be certified in category A or equivalent as determined by the Agency, or category B. U.K.

(b) Operations shall only be conducted in a non-hostile environment, except: U.K.

(1)

when operating in accordance with CAT.POL.H.420; or

(2)

for the take-off and landing phase, when operating in accordance with (c).

(c) Provided the operator is approved in accordance with CAT.POL.H.305, operations may be conducted to/from an aerodrome or operating site located outside a congested hostile environment without an assured safe forced landing capability: U.K.

(1)

during take-off, before reaching V_y (speed for best rate of climb) or 200 ft above the take-off surface; or

(2)

during landing, below 200 ft above the landing surface.

(d) Operations shall not be conducted: U.K.

(1)

out of sight of the surface;

(2)

at night;

(3)

when the ceiling is less than 600 ft; or

(4)

when the visibility is less than 800 m.

CAT.POL.H.405 Take-off U.K.

(a) The take-off mass shall be the lower of: U.K.

(1)

the MCTOM; or

(2)

the maximum take-off mass specified for a hover in ground effect with all engines operating at take-off power, or if conditions are such that a hover in ground effect is not likely to be established, the take-off mass specified for a hover out of ground effect with all engines operating at take-off power.

(b) Except as provided in CAT.POL.H.400(b), in the event of an engine failure the helicopter shall be able to perform a safe forced landing. U.K.

CAT.POL.H.410 En-route U.K.

(a) The helicopter shall be able, with all engines operating within the maximum continuous power conditions, to continue along its intended route or to a planned diversion without flying at any point below the appropriate minimum flight altitude. U.K.

(b) Except as provided in CAT.POL.H.420, in the event of an engine failure the helicopter shall be able to perform a safe forced landing. U.K.

CAT.POL.H.415 Landing U.K.

(a) The landing mass of the helicopter at the estimated time of landing shall be the lower of: U.K.

(1)

the maximum certified landing mass; or

(2)

the maximum landing mass specified for a hover in ground effect, with all engines operating at take-off power, or if conditions are such that a hover in ground effect is not likely to be established, the landing mass for a hover out of ground effect with all engines operating at take-off power.

(b) Except as provided in CAT.POL.H.400(b), in the event of an engine failure, the helicopter shall be able to perform a safe forced landing. U.K.

CAT.POL.H.420 Helicopter operations over a hostile environment located outside a congested area U.K.

(a) Operations over a non-congested hostile environment without a safe forced landing capability with turbine-powered helicopters with an MOPSC of six or less shall only be conducted if the operator has been granted an approval by the competent authority, following a safety risk assessment performed by the operator. Before such operations take place in another Member State, the operator shall obtain an endorsement from the competent authority of that State. U.K.

(b) To obtain and maintain such approval the operator shall: U.K.

(1)

only conduct these operations in the areas and under the conditions specified in the approval;

(2)

not conduct these operations under a HEMS approval;

(3)

substantiate that helicopter limitations, or other justifiable considerations, preclude the use of the appropriate performance criteria; and

(4)

be approved in accordance with CAT.POL.H.305(b).

(c) Notwithstanding CAT.IDE.H.240, such operations may be conducted without supplemental oxygen equipment, provided the cabin altitude does not exceed 10 000 ft for a period in excess of 30 minutes and never exceeds 13 000 ft pressure altitude. U.K.

SECTION 3 U.K. Mass and balance

CHAPTER 1 U.K. Motor-powered aircraft

CAT.POL.MAB.100 Mass and balance, loading U.K.

(a) During any phase of operation, the loading, mass and centre of gravity (CG) of the aircraft shall comply with the limitations specified in the AFM, or the operations manual if more restrictive. U.K.

(b) The operator shall establish the mass and the CG of any aircraft by actual weighing prior to initial entry into service and thereafter at intervals of four years if individual aircraft masses are used, or nine years if fleet masses are used. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known. U.K.

(c) The weighing shall be accomplished by the manufacturer of the aircraft or by an approved maintenance organisation. U.K.

(d) The operator shall determine the mass of all operating items and crew members included in the aircraft dry operating mass by weighing or by using standard masses. The influence of their position on the aircraft’s CG shall be determined. U.K.

(e) The operator shall establish the mass of the traffic load, including any ballast, by actual weighing or by determining the mass of the traffic load in accordance with standard passenger and baggage masses. U.K.

(f) In addition to standard masses for passengers and checked baggage, the operator can use standard masses for other load items, if it demonstrates to the competent authority that these items have the same mass or that their masses are within specified tolerances. U.K.

(g) The operator shall determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the operations manual. U.K.

(h) The operator shall ensure that the loading of: U.K.

(1)

its aircraft is performed under the supervision of qualified personnel; and

(2)

traffic load is consistent with the data used for the calculation of the aircraft mass and balance.

(i) The operator shall comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment and the maximum seating limit. For helicopters, in addition, the operator shall take account of in-flight changes in loading. U.K.

(j) The operator shall specify, in the operations manual, the principles and methods involved in the loading and in the mass and balance system that meet the requirements contained in (a) to (i). This system shall cover all types of intended operations. U.K.

CAT.POL.MAB.105 Mass and balance data and documentation U.K.

(a) The operator shall establish mass and balance data and produce mass and balance documentation prior to each flight specifying the load and its distribution. The mass and balance documentation shall enable the commander to determine that the load and its distribution is such that the mass and balance limits of the aircraft are not exceeded. The mass and balance documentation shall contain the following information: U.K.

(1)

Aircraft registration and type;

(2)

Flight identification, number and date;

(3)

Name of the commander;

(4)

Name of the person who prepared the document;

(5)

Dry operating mass and the corresponding CG of the aircraft:

(i)

for performance class B aeroplanes and for helicopters the CG position may not need to be on the mass and balance documentation if, for example, the load distribution is in accordance with a pre-calculated balance table or if it can be shown that for the planned operations a correct balance can be ensured, whatever the real load is;

(6)

Mass of the fuel at take-off and the mass of trip fuel;

(7)

Mass of consumables other than fuel, if applicable;

(8)

Load components including passengers, baggage, freight and ballast;

(9)

Take-off mass, landing mass and zero fuel mass;

(10)

Applicable aircraft CG positions; and

(11)

The limiting mass and CG values.

The information above shall be available in flight planning documents or mass and balance systems. Some of this information may be contained in other documents readily available for use.

(b) Where mass and balance data and documentation is generated by a computerised mass and balance system, the operator shall verify the integrity of the output data. U.K.

(c) The person supervising the loading of the aircraft shall confirm by hand signature or equivalent that the load and its distribution are in accordance with the mass and balance documentation given to the commander. The commander shall indicate his/her acceptance by hand signature or equivalent. U.K.

(d) The operator shall specify procedures for last minute changes to the load to ensure that: U.K.

(1)

any last minute change after the completion of the mass and balance documentation is brought to the attention of the commander and entered in the flight planning documents containing the mass and balance documentation;

(2)

the maximum last minute change allowed in passenger numbers or hold load is specified; and

(3)

new mass and balance documentation is prepared if this maximum number is exceeded.

(e) The operator shall obtain approval by the competent authority if he/she wishes to use an onboard integrated mass and balance computer system or a stand-alone computerised mass and balance system as a primary source for dispatch. The operator shall demonstrate the accuracy and reliability of that system. U.K.

[F3 SECTION 4 U.K. Sailplanes

CAT.POL.S.100 Operating limitations U.K.

(a) During any phase of operation, the loading, the mass and the centre of gravity (CG) position of the sailplane shall comply with any limitation specified in the AFM or the operations manual (OM) if more restrictive. U.K.

(b) Placards, listings, instrument markings, or combinations thereof, containing those operating limitations prescribed by the AFM for visual presentation, shall be displayed in the sailplane. U.K.

CAT.POL.S.105 Weighing U.K.

(a) The operator shall ensure that the mass and the CG of the sailplane have been established by actual weighing prior to initial entry into service. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Such information shall be made available to the commander. The sailplane shall be reweighed if the effect of modifications on the mass and balance is not accurately known. U.K.

(b) The weighing shall be accomplished by the manufacturer of the sailplane or in accordance with Regulation (EC) No 2042/2003 as applicable. U.K.

CAT.POL.S.110 Performance U.K.

The commander shall only operate the sailplane if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.]

F5 SECTION 5 U.K. Balloons

F5 CAT.POL.B.100 Operating limitations U.K.

F5 (a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

F5 (b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

F5 CAT.POL.B.105 Weighing U.K.

F5 (a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

F5 (b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

F5 CAT.POL.B.110 System for determining the mass U.K.

F5 (a) The operator of a balloon shall establish a system specifying how the following items are accurately determined for each flight so to enable the commander to verify that the limitations of the AFM are complied with: U.K.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F5 (b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

F5 (c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

F5 CAT.POL.B.115 Performance U.K.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Textual Amendments

F5 Deleted by Commission Regulation (EU) 2018/394 of 13 March 2018 amending Regulation (EU) No 965/2012 as regards the deletion of air operations requirements for balloons.