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

[F1 SUBPART B OPERATIONAL PROCEDURES U.K.

NCO.OP.100 Use of aerodromes and operating sites U.K.

The pilot-in-command shall only use aerodromes and operating sites that are adequate for the type of aircraft and operation concerned.

NCO.OP.105 Specification of isolated aerodromes — aeroplanes U.K.

For the selection of alternate aerodromes and the fuel policy, the pilot-in-command shall consider an aerodrome as an isolated aerodrome if the flying time to the nearest adequate destination alternate aerodrome is more than:

(a)

for aeroplanes with reciprocating engines, 60 minutes; or

(b)

for aeroplanes with turbine engines, 90 minutes.

NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters U.K.

(a) For instrument flight rules (IFR) flights, the pilot-in-command shall select and use aerodrome operating minima for each departure, destination and alternate aerodrome. Such minima shall: U.K.

(1)

not be lower than those established by the State in which the aerodrome is located, except when specifically approved by that State; and

(2)

when undertaking low visibility operations, be approved by the competent authority in accordance with Annex V (Part-SPA), Subpart E to Regulation (EU) No 965/2012.

(b) When selecting the aerodrome operating minima, the pilot-in-command shall take the following into account: U.K.

(1)

the type, performance and handling characteristics of the aircraft;

(2)

his/her competence and experience;

(3)

the dimensions and characteristics of the runways and final approach and take-off areas (FATOs) that may be selected for use;

(4)

the adequacy and performance of the available visual and non-visual ground aids;

(5)

the equipment available on the aircraft for the purpose of navigation and/or control of the flight path, during the take-off, the approach, the flare, the landing, the rollout and the missed approach;

(6)

the obstacles in the approach, the missed approach and the climb-out areas necessary for the execution of contingency procedures;

(7)

the obstacle clearance altitude/height for the instrument approach procedures;

(8)

the means to determine and report meteorological conditions; and

(9)

the flight technique to be used during the final approach.

(c) The minima for a specific type of approach and landing procedure shall [F2 only] be used if: U.K.

(1)

the ground equipment required for the intended procedure is operative;

(2)

the aircraft systems required for the type of approach are operative;

(3)

the required aircraft performance criteria are met; and

(4)

the pilot is qualified appropriately.

Textual Amendments

F2 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.

NCO.OP.111 Aerodrome operating minima — NPA, APV, CAT I operations U.K.

(a) The decision height (DH) to be used for a non-precision approach (NPA) flown with the continuous descent final approach (CDFA) technique, approach procedure with vertical guidance (APV) or category I (CAT I) operation shall not be lower than the highest of: U.K.

(1)

the minimum height to which the approach aid can be used without the required visual reference;

(2)

the obstacle clearance height (OCH) for the category of aircraft;

(3)

the published approach procedure DH where applicable;

(4)

the system minimum specified in Table 1; or

(5)

the minimum DH specified in the AFM or equivalent document, if stated.

(b) The minimum descent height (MDH) for an NPA operation flown without the CDFA technique shall not be lower than the highest of: U.K.

(1)

the OCH for the category of aircraft;

(2)

the system minimum specified in Table 1; or

(3)

the minimum MDH specified in the AFM, if stated.

Table 1
System minima
Facility	Lowest DH/MDH (ft)
Instrument landing system (ILS)	200
Global navigation satellite system (GNSS)/Satellite-based augmentation system (SBAS) (Lateral precision with vertical guidance approach (LPV))	200
GNSS (Lateral Navigation (LNAV))	250
GNSS/Baro-vertical navigation (VNAV) (LNAV/VNAV)	250
Localiser (LOC) with or without distance measuring equipment (DME)	250
Surveillance radar approach (SRA) (terminating at ½ NM)	250
SRA (terminating at 1 NM)	300
SRA (terminating at 2 NM or more)	350
VHF omnidirectional radio range (VOR)	300
VOR/DME	250
Non-directional beacon (NDB)	350
NDB/DME	300
VHF direction finder (VDF)	350

NCO.OP.112 Aerodrome operating minima — circling operations with aeroplanes U.K.

(a) The MDH for a circling operation with aeroplanes shall not be lower than the highest of: U.K.

(1)

the published circling OCH for the aeroplane category;

(2)

the minimum circling height derived from Table 1; or

(3)

the DH/MDH of the preceding instrument approach procedure.

(b) The minimum visibility for a circling operation with aeroplanes shall be the highest of: U.K.

(1)

the circling visibility for the aeroplane category, if published;

(2)

the minimum visibility derived from Table 2; or

(3)

the runway visual range/converted meteorological visibility (RVR/CMV) of the preceding instrument approach procedure.

Table 1
MDH and minimum visibility for circling vs. aeroplane category
	Aeroplane category
	A	B	C	D
MDH (ft)	400	500	600	700
Minimum meteorological visibility (m)	1 500	1 600	2 400	3 600

NCO.OP.113 [F3 Aerodrome operating minima — onshore circling operations with helicopters] U.K.

The MDH for an onshore circling operation with helicopters shall not be lower than 250 ft and the meteorological visibility not less than 800 m.

Textual Amendments

F3 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.

NCO.OP.115 Departure and approach procedures — aeroplanes and helicopters U.K.

(a) The pilot-in-command shall use the departure and approach procedures established by the State of the aerodrome, if such procedures have been published for the runway or FATO to be used. U.K.

(b) The pilot-in-command may deviate from a published departure route, arrival route or approach procedure: U.K.

(1)

provided obstacle clearance criteria can be observed, full account is taken of the operating conditions and any ATC clearance is adhered to; or

(2)

when being radar-vectored by an ATC unit.

[F4 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters U.K.

The pilot-in-command shall ensure that, when PBN is required for the route or procedure to be flown:

(a)

the relevant PBN navigation specification is stated in the AFM or other document that has been approved by the certifying authority as part of an airworthiness assessment or is based on such approval; and

(b)

the aircraft is operated in conformance with the relevant navigation specification and limitations in the AFM or other document mentioned above.]

Textual Amendments

F4 Inserted 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.

NCO.OP.120 Noise abatement procedures — aeroplanes, helicopters and powered sailplanes U.K.

The pilot-in-command shall take into account published noise abatement procedures to minimise the effect of aircraft noise while ensuring that safety has priority over noise abatement.

NCO.OP.121 Noise abatement procedures — balloons U.K.

The pilot-in-command shall take into account operating procedures to minimise the effect of heating-system noise while ensuring that safety has priority over noise abatement.

NCO.OP.125 Fuel and oil supply — aeroplanes U.K.

(a) The pilot-in-command shall only commence a flight if the aeroplane carries sufficient fuel and oil for the following: U.K.

(1)

for visual flight rules (VFR) flights:

(i)

by day, taking-off and landing at the same aerodrome/landing site and always remaining in sight of that aerodrome/landing site, to fly the intended route and thereafter for at least 10 minutes at normal cruising altitude;

(ii)

by day, to fly to the aerodrome of intended landing and thereafter to fly for at least 30 minutes at normal cruising altitude; or

(iii)

by night, to fly to the aerodrome of intended landing and thereafter to fly for at least 45 minutes at normal cruising altitude;

(2)

for IFR flights:

(i)

when no destination alternate is required, to fly to the aerodrome of intended landing and thereafter to fly for at least 45 minutes at normal cruising altitude; or

(ii)

when a destination alternate is required, to fly to the aerodrome of intended landing, to an alternate aerodrome and thereafter to fly for at least 45 minutes at normal cruising altitude.

(b) In computing the fuel required including to provide for contingency, the following shall be taken into consideration: U.K.

(1)

forecast meteorological conditions;

(2)

anticipated ATC routings and traffic delays;

(3)

procedures for loss of pressurisation or failure of one engine while en-route, where applicable; and

(4)

any other condition that may delay the landing of the aeroplane or increase fuel and/or oil consumption.

(c) Nothing shall preclude amendment of a flight plan in-flight, in order to re-plan the flight to another destination, provided that all requirements can be complied with from the point where the flight is re-planned. U.K.

NCO.OP.126 Fuel and oil supply — helicopters U.K.

(a) The pilot-in-command shall only commence a flight if the helicopter carries sufficient fuel and oil for the following: U.K.

(1)

for VFR flights, to fly to the aerodrome/operating site of intended landing and thereafter to fly for at least 20 minutes at best-range-speed; and

(2)

for IFR flights:

(i)

when no alternate is required or no weather-permissible alternate aerodrome is available, to fly to the aerodrome/operating site of intended landing, and thereafter to fly for 30 minutes at holding speed at 450 m ( 1 500 ft) above the destination aerodrome/operating site under standard temperature conditions and approach and land; or

(ii)

when an alternate is required, to fly to and execute an approach and a missed approach at the aerodrome/operating site of intended landing, and thereafter:

(A)

to fly to the specified alternate; and

(B)

to fly for 30 minutes at holding speed at 450 m ( 1 500 ft) above the alternate aerodrome/operating site under standard temperature conditions and approach and land.

(b) In computing the fuel required including to provide for contingency, the following shall be taken into consideration: U.K.

(1)

forecast meteorological conditions;

(2)

anticipated ATC routings and traffic delays;

(3)

procedures for loss of pressurisation or failure of one engine while en-route, where applicable; and

(4)

any other condition that may delay the landing of the aircraft or increase fuel and/or oil consumption.

(c) Nothing shall preclude amendment of a flight plan in-flight, in order to re-plan the flight to another destination, provided that all requirements can be complied with from the point where the flight is re-planned. U.K.

NCO.OP.127 Fuel and ballast supply and planning — balloons U.K.

(a) The pilot-in-command shall only commence a flight if the reserve fuel [F5 ,] [F5 gas] or ballast is sufficient for 30 minutes of flight. U.K.

Textual Amendments

F5 Deleted 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.

(b) Fuel [F5 ,] [F5 gas] or ballast supply calculations shall be based upon at least the following operating conditions under which the flight is to be conducted: U.K.

(1)

data provided by the balloon manufacturer;

(2)

anticipated masses;

(3)

expected meteorological conditions; and

(4)

air navigation services provider procedures and restrictions.

NCO.OP.130 Passenger briefing U.K.

The pilot-in-command shall ensure that before or, where appropriate, during the flight, passengers are given a briefing on emergency equipment and procedures.

NCO.OP.135 Flight preparation U.K.

[F6 (a) Before commencing a flight, the pilot-in-command shall ascertain by every reasonable means available that the space-based facilities, ground and/or water facilities, including communication facilities and navigation aids available and directly required on such flight, for the safe operation of the aircraft, are adequate for the type of operation under which the flight is to be conducted.] U.K.

Textual Amendments

F6 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.

(b) Before commencing a flight, the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for a flight away from the vicinity of the place of departure, and for every flight under IFR, shall include: U.K.

(1)

a study of available current weather reports and forecasts; and

(2)

the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of weather conditions.

NCO.OP.140 Destination alternate aerodromes — aeroplanes U.K.

For IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in the flight plan, unless:

(a)

the available current meteorological information indicates that, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, the approach and landing may be made under visual meteorological conditions (VMC); or

(b)

the place of intended landing is isolated and:

(1)

an instrument approach procedure is prescribed for the aerodrome of intended landing; and

(2)

available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival:

(i)

a cloud base of at least 300 m ( 1 000 ft) above the minimum associated with the instrument approach procedure; and

(ii)

visibility of at least 5,5 km or of 4 km more than the minimum associated with the procedure.

NCO.OP.141 Destination alternate aerodromes — helicopters U.K.

For IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in the flight plan, unless:

(a)

an instrument approach procedure is prescribed for the aerodrome of intended landing and the available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival, or from the actual time of departure to 2 hours after the estimated time of arrival, whichever is the shorter period:

(1)

a cloud base of at least 120 m (400 ft) above the minimum associated with the instrument approach procedure; and

(2)

visibility of at least 1 500 m more than the minimum associated with the procedure; or

(b)

the place of intended landing is isolated and:

(1)

an instrument approach procedure is prescribed for the aerodrome of intended landing;

(2)

available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival:

(i)

the cloud base is at least 120 m (400 ft) above the minimum associated with the instrument approach procedure;

(ii)

visibility is at least 1 500 m more than the minimum associated with the procedure; and

(3)

a point of no return (PNR) is determined in case of an offshore destination.

[F4 NCO.OP.142 Destination aerodromes — instrument approach operations U.K.

The pilot-in-command shall ensure that sufficient means are available to navigate and land at the destination aerodrome or at any destination alternate aerodrome in the case of loss of capability for the intended approach and landing operation.]

NCO.OP.145 Refuelling with passengers embarking, on board or disembarking U.K.

(a) The aircraft shall not be refuelled with aviation gasoline (AVGAS) or wide-cut type fuel or a mixture of these types of fuel, when passengers are embarking, on board or disembarking. U.K.

(b) For all other types of fuel, the aircraft shall not be refuelled when passengers are embarking, on board or disembarking, unless it is attended by the pilot-in-command or other qualified personnel ready to initiate and direct an evacuation of the aircraft by the most practical and expeditious means available. U.K.

NCO.OP.150 Carriage of passengers U.K.

Except for balloons, the pilot-in-command shall ensure that, prior to and during taxiing, take-off and landing, and whenever deemed necessary in the interest of safety, each passenger on board occupies a seat or berth and has his/her safety belt or restraint device properly secured.

NCO.OP.155 Smoking on board — aeroplanes and helicopters U.K.

The pilot-in-command shall not allow smoking on board:

(a)

whenever considered necessary in the interest of safety; and

(b)

during refuelling of the aircraft.

NCO.OP.156 Smoking on board — sailplanes and balloons U.K.

No person shall be allowed to smoke on board a sailplane or balloon.

NCO.OP.160 Meteorological conditions U.K.

(a) The pilot-in-command shall only commence or continue a VFR flight if the latest available meteorological information indicates that the weather conditions along the route and at the intended destination at the estimated time of use will be at or above the applicable VFR operating minima. U.K.

(b) The pilot-in-command shall only commence or continue an IFR flight towards the planned destination aerodrome if the latest available meteorological information indicates that, at the estimated time of arrival, the weather conditions at the destination or at least one destination alternate aerodrome are at or above the applicable aerodrome operating minima. U.K.

(c) If a flight contains VFR and IFR segments, the meteorological information referred to in (a) and (b) shall be applicable as far as relevant. U.K.

NCO.OP.165 Ice and other contaminants — ground procedures U.K.

The pilot-in-command shall only commence take-off if the aircraft is clear of any deposit that might adversely affect the performance or controllability of the aircraft, except as permitted in the AFM.

NCO.OP.170 Ice and other contaminants — flight procedures U.K.

(a) The pilot-in-command shall only commence a flight or intentionally fly into expected or actual icing conditions if the aircraft is certified and equipped to cope with such conditions as referred to in 2.a.5 of Annex IV to Regulation (EC) No 216/2008. U.K.

(b) If icing exceeds the intensity of icing for which the aircraft is certified or if an aircraft not certified for flight in known icing conditions encounters icing, the pilot-in-command shall exit the icing conditions without delay, by a change of level and/or route, and if necessary by declaring an emergency to ATC. U.K.

NCO.OP.175 Take-off conditions — aeroplanes and helicopters U.K.

Before commencing take-off, the pilot-in-command shall be satisfied that:

(a)

according to the information available, the weather at the aerodrome or operating site and the condition of the runway or FATO intended to be used would not prevent a safe take-off and departure; and

(b)

applicable aerodrome operating minima will be complied with.

NCO.OP.176 Take-off conditions — balloons U.K.

Before commencing take-off, the pilot-in-command of a balloon shall be satisfied that, according to the information available, the weather at the operating site or aerodrome would not prevent a safe take-off and departure.

NCO.OP.180 Simulated situations in flight U.K.

(a) The pilot-in-command shall, when carrying passengers or cargo, not simulate: U.K.

(1)

situations that require the application of abnormal or emergency procedures; or

(2)

flight in instrument meteorological conditions (IMC).

(b) Notwithstanding (a), when training flights are conducted by an approved training organisation, such situations may be simulated with student pilots on-board. U.K.

NCO.OP.185 In-flight fuel management U.K.

The pilot-in-command shall check at regular intervals that the amount of usable fuel or, for balloons, ballast remaining in flight is not less than the fuel or ballast required to proceed to a weather-permissible aerodrome or operating site and the planned reserve fuel as required by NCO.OP.125, NCO.OP.126 or NCO.OP.127.

[F6 NCO.OP.190 Use of supplemental oxygen U.K.

(a)

The pilot-in-command shall ensure that all flight crew members engaged in performing duties essential to the safe operation of an aircraft in flight use supplemental oxygen continuously whenever he/she determines that at the altitude of the intended flight the lack of oxygen might result in impairment of the faculties of crew members, and shall ensure that supplemental oxygen is available to passengers when lack of oxygen might harmfully affect passengers.

(b)

In any other case when the pilot-in-command cannot determine how the lack of oxygen might affect all occupants on board, he/she shall ensure that:

(1)

all crew members engaged in performing duties essential to the safe operation of an aircraft in flight use supplemental oxygen for any period in excess of 30 minutes when the pressure altitude in the the passenger compartment will be between 10 000 ft and 13 000 ft; and

(2)

all occupants use supplemental oxygen for any period that the pressure altitude in the the passenger compartment will be above 13 000 ft.]

NCO.OP.195 Ground proximity detection U.K.

When undue proximity to the ground is detected by the pilot-in-command or by a ground proximity warning system, the pilot-in-command shall take corrective action immediately in order to establish safe flight conditions.

NCO.OP.200 Airborne collision avoidance system (ACAS II) U.K.

When ACAS II is used, operational procedures and training shall be in accordance with Regulation (EU) No 1332/2011.

NCO.OP.205 Approach and landing conditions — aeroplanes and helicopters U.K.

Before commencing an approach to land, the pilot-in-command shall be satisfied that, according to the information available, the weather at the aerodrome or the operating site and the condition of the runway or FATO intended to be used would not prevent a safe approach, landing or missed approach.

NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters U.K.

(a) The pilot-in-command may commence an instrument approach regardless of the reported runway visual range/visibility (RVR/VIS). U.K.

(b) If the reported RVR/VIS is less than the applicable minimum, the approach shall not be continued: U.K.

(1)

below 1 000 ft above the aerodrome; or

(2)

into the final approach segment in the case where the decision altitude/height (DA/H) or minimum descent altitude/height (MDA/H) is more than 1 000 ft above the aerodrome.

(c) Where the RVR is not available, RVR values may be derived by converting the reported visibility. U.K.

(d) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be continued to DA/H or MDA/H. U.K.

(e) The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the visual reference adequate for the type of approach operation and for the intended runway is established at the DA/H or MDA/H and is maintained. U.K.

(f) The touchdown zone RVR shall always be controlling. U.K.

[F3 NCO.OP.215 Operational limitations — hot-air balloons U.K.

(a) A hot-air balloon shall not land during night, except in emergency. U.K.

(b) A hot-air balloon may take off during night, provided sufficient fuel is carried for a landing during day.] U.K.

[F4 NCO.OP.220 Airborne collision avoidance system (ACAS II) U.K.

When ACAS II is used, pilot-in-command shall apply the appropriate operational procedures and be adequately trained.] ]

Textual Amendments

F1 Inserted by Commission Regulation (EU) No 800/2013 of 14 August 2013 amending 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 (Text with EEA relevance).