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Textual Amendments
F1Annex 4 point CAT.GEN.100 omitted (31.12.2020) by virtue of The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(2)(a) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
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Textual Amendments
related to the safety of the aircraft and its occupants; and
specified in the instructions and procedures in the operations manual.
report to the commander any fault, failure, malfunction or defect which the crew member believes may affect the airworthiness or safe operation of the aircraft including emergency systems, if not already reported by another crew member;
report to the commander any incident that endangered, or could have endangered, the safety of the operation, if not already reported by another crew member;
comply with the relevant requirements of the operator’s occurrence reporting schemes;
comply with all flight and duty time limitations (FTL) and rest requirements applicable to their activities;
when undertaking duties for more than one operator:
maintain his/her individual records regarding flight and duty times and rest periods as referred to in applicable FTL requirements; and
provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements.
when under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes;
until a reasonable time period has elapsed after deep water diving or following blood donation;
if applicable medical requirements are not fulfilled;
if he/she is in any doubt of being able to accomplish his/her assigned duties; or
if he/she knows or suspects that he/she is suffering from fatigue as referred to in 7.f of Annex IV to Regulation (EC) No 216/2008 or feels otherwise unfit, to the extent that the flight may be endangered.
be responsible for the safety of all crew members, passengers and cargo on board, as soon as the commander arrives on board the aircraft, until the commander leaves the aircraft at the end of the flight;
be responsible for the operation and safety of the aircraft:
for aeroplanes, from the moment the aeroplane is first ready to move for the purpose of taxiing prior to take-off, until the moment it finally comes to rest at the end of the flight and the engine(s) used as primary propulsion unit(s) is(are) shut down;
for helicopters, when the rotors are turning;
have authority to give all commands and take any appropriate actions for the purpose of securing the safety of the aircraft and of persons and/or property carried therein in accordance with 7.c of Annex IV to Regulation (EC) No 216/2008;
have authority to disembark any person, or any part of the cargo, that may represent a potential hazard to the safety of the aircraft or its occupants;
not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered;
have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage increases the risk to the safety of the aircraft or its occupants;
ensure that all passengers are briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment;
ensure that all operational procedures and checklists are complied with in accordance with the operations manual;
not permit any crew member to perform any activity during critical phases of flight, except duties required for the safe operation of the aircraft;
[F3ensure that:
flight recorders are not disabled or switched off during flight;
in the event of an occurrence other than an accident or a serious incident that shall be reported according to ORO.GEN.160(a), flight recorders' recordings are not intentionally erased; and
in the event of an accident or a serious incident, or if preservation of recordings of flight recorders is directed by the investigating authority:
flight recorders' recordings are not intentionally erased;
flight recorders are deactivated immediately after the flight is completed; and
precautionary measures to preserve the recordings of flight recorders are taken before leaving the flight crew compartment;]
decide on acceptance of the aircraft with unserviceabilities in accordance with the configuration deviation list (CDL) or the minimum equipment list (MEL);
[F4ensure that the pre-flight inspection has been carried out in accordance with the requirements of Annex I (Part-M) to Regulation (EU) No 1321/2014;
be satisfied that relevant emergency equipment remains easily accessible for immediate use;]
[F5record, at the termination of the flight, utilisation data and all known or suspected defects of the aircraft in the aircraft technical log or journey log of the aircraft to ensure continued flight safety.]
Textual Amendments
F3Substituted by Commission Regulation (EU) 2015/2338 of 11 December 2015 amending Regulation (EU) No 965/2012 as regards requirements for flight recorders, underwater locating devices and aircraft tracking systems.
F4Substituted by Commission Implementing Regulation (EU) 2019/1384 of 24 July 2019 amending Regulations (EU) No 965/2012 and (EU) No 1321/2014 as regards the use of aircraft listed on an air operator certificate for non-commercial operations and specialised operations, the establishment of operational requirements for the conduct of maintenance check flights, the establishment of rules on non-commercial operations with reduced cabin crew on board and introducing editorial updates concerning air operations requirements (Text with EEA relevance).
F5Inserted by Commission Implementing Regulation (EU) 2019/1384 of 24 July 2019 amending Regulations (EU) No 965/2012 and (EU) No 1321/2014 as regards the use of aircraft listed on an air operator certificate for non-commercial operations and specialised operations, the establishment of operational requirements for the conduct of maintenance check flights, the establishment of rules on non-commercial operations with reduced cabin crew on board and introducing editorial updates concerning air operations requirements (Text with EEA relevance).
Textual Amendments
F6Word in Annex 4 Subpart A substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(2)(b) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
Whenever a potential bird hazard is observed, the commander shall inform the air traffic service (ATS) unit as soon as flight crew workload allows.
Whenever an aircraft for which the commander is responsible suffers a bird strike that results in significant damage to the aircraft or the loss or malfunction of any essential service, the commander shall submit a written bird strike report after landing to the [F6CAA].
The operator shall take all reasonable measures to ensure that all persons carried in the aircraft obey all lawful commands given by the commander for the purpose of securing the safety of the aircraft and of persons or property carried therein.
The operator shall ensure that personnel or crew members, other than operating cabin crew members, carrying out their duties in the passenger compartment of an aircraft:
are not confused by the passengers with operating cabin crew members;
do not occupy required cabin crew assigned stations;
do not impede operating cabin crew members in their duties.
The operator shall ensure that all crew members can communicate with each other in a common language.
The operator shall establish procedures for taxiing of aircraft in order to ensure safe operation and in order to enhance runway safety.]
Textual Amendments
The operator shall ensure that an aeroplane is only taxied on the movement area of an aerodrome if the person at the controls:
is an appropriately qualified pilot; or
has been designated by the operator and:
is trained to taxi the aircraft;
is trained to use the radio telephone;
has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control (ATC) signals and instructions, phraseology and procedures;
is able to conform to the operational standards required for safe aeroplane movement at the aerodrome.
A helicopter rotor shall only be turned under power for the purpose of flight with a qualified pilot at the controls.
an operating crew member;
a representative of the competent or inspecting authority, if required to be there for the performance of his/her official duties; or
permitted by and carried in accordance with instructions contained in the operations manual.
admission to the flight crew compartment does not cause distraction or interference with the operation of the flight; and
all persons carried in the flight crew compartment are made familiar with the relevant safety procedures.
The operator shall not permit any person to use a portable electronic device (PED) on board an aircraft that could adversely affect the performance of the aircraft’s systems and equipment, and shall take all reasonable measures to prevent such use.
Where an EFB is used on board an aircraft, the operator shall ensure that it does not adversely affect the performance of the aircraft systems or equipment, or the ability of the flight crew member to operate the aircraft.
The operator shall not use a type B EFB application unless it is approved in accordance with Subpart M of Annex V (Part-SPA).]
Textual Amendments
The operator shall at all times have available for immediate communication to rescue coordination centres (RCCs) lists containing information on the emergency and survival equipment carried on board any of their aircraft.
The operator shall only operate an aeroplane with a passenger seating configuration of more than 30 on overwater flights at a distance from land suitable for making an emergency landing, greater than 120 minutes at cruising speed, or 400 NM, whichever is less, if the aeroplane complies with the ditching provisions prescribed in the applicable certification specification or specifications.]
stowed in the aircraft in a place that is inaccessible to passengers during flight; and
in the case of firearms, unloaded.
stowed in the aircraft in a place that is inaccessible to passengers during flight; and
in the case of firearms or other weapons that can contain ammunition, unloaded.
Notwithstanding CAT.GEN.MPA.160(b), for helicopters with a maximum certified take-off mass (MCTOM) of 3 175 kg or less operated by day and over routes navigated by reference to visual landmarks, a sporting weapon may be carried in a place that is accessible during flight, provided that the operator has established appropriate procedures and it is impracticable to stow it in an inaccessible stowage during flight.
The operator shall take all measures to ensure that no person is in any part of an aircraft in flight that is not designed for the accommodation of persons unless temporary access has been granted by the commander:
for the purpose of taking action necessary for the safety of the aircraft or of any person, animal or goods therein; or
to a part of the aircraft in which cargo or supplies are carried, being a part that is designed to enable a person to have access thereto while the aircraft is in flight.
The operator shall take all reasonable measures to ensure that no person enters or is in an aircraft when under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered.
The operator shall take all reasonable measures to ensure that no person recklessly or negligently acts or omits to act so as to:
endanger an aircraft or person therein; or
cause or permit an aircraft to endanger any person or property.
the aircraft flight manual (AFM), or equivalent document(s);
the original certificate of registration;
the original certificate of airworthiness (CofA);
the noise certificate, including an English translation, where one has been provided by the authority responsible for issuing the noise certificate;
[F9a certified true copy of the air operator certificate (AOC), including an English translation when the AOC has been issued in another language;
the operations specifications relevant to the aircraft type, issued with the AOC, including an English translation when the operations specifications have been issued in another language;]
the original aircraft radio licence, if applicable;
the third party liability insurance certificate(s);
the journey log, or equivalent, for the aircraft;
[F4the aircraft technical log, in accordance with Annex I (Part-M) to Regulation (EU) No 1321/2014;]
details of the filed ATS flight plan, if applicable;
current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted;
procedures and visual signals information for use by intercepting and intercepted aircraft;
information concerning search and rescue services for the area of the intended flight, which shall be easily accessible in the flight crew compartment;
the current parts of the operations manual that are relevant to the duties of the crew members, which shall be easily accessible to the crew members;
the MEL;
appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation;
appropriate meteorological information;
cargo and/or passenger manifests, if applicable;
mass and balance documentation;
the operational flight plan, if applicable;
notification of special categories of passenger (SCPs) and special loads, if applicable; and
any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.
Textual Amendments
noise certificate;
aircraft radio licence;
journey log, or equivalent;
aircraft technical log;
NOTAMs and AIS briefing documentation;
meteorological information;
notification of SCPs and special loads, if applicable; and
mass and balance documentation.
Textual Amendments
information relevant to the flight and appropriate for the type of operation is preserved on the ground;
the information is retained until it has been duplicated at the place at which it will be stored; or, if this is impracticable
the same information is carried in a fireproof container in the aircraft.
a copy of the operational flight plan, where appropriate;
copies of the relevant part(s) of the aircraft technical log;
route-specific NOTAM documentation if specifically edited by the operator;
mass and balance documentation if required; and
special loads notification.
The commander shall, within a reasonable time of being requested to do so by a person authorised by an authority, provide to that person the documentation required to be carried on board.
Following an accident, a serious incident or an occurrence identified by the investigating authority, the operator of an aircraft shall preserve the original recorded data of the flight recorders for a period of 60 days or until otherwise directed by the investigating authority.
The operator shall conduct operational checks and evaluations of the recordings to ensure the continued serviceability of the flight recorders which are required to be carried under this Regulation.
The operator shall ensure that the recordings of flight parameters and data link communication messages required to be recorded on flight recorders are preserved. However, for the purpose of testing and maintaining those flight recorders, up to 1 hour of the oldest recorded data at the time of testing may be erased.
The operator shall keep and maintain up to date documentation that presents the necessary information to convert raw flight data into flight parameters expressed in engineering units.
The operator shall make available any flight recorder recordings that have been preserved, if so determined by the [F6CAA].
Without prejudice to Regulation (EU) No 996/2010 and Regulation (EU) 2016/679 of the European Parliament and of the Council (1) :
Except for ensuring flight recorder serviceability, audio recordings from a flight recorder shall not be disclosed or used unless all of the following conditions are fulfilled:
a procedure related to the handling of such audio recordings and of their transcript is in place;
all crew members and maintenance personnel concerned have given their prior consent;
such audio recordings are used only for maintaining or improving safety.
When inspecting flight recorder audio recordings to ensure flight recorder serviceability, the operator shall protect the privacy of those audio recordings and make sure that they are not disclosed or used for purposes other than for ensuring flight recorder serviceability.
Flight parameters or data link messages recorded by a flight recorder shall not be used for purposes other than for the investigation of an accident or an incident which is subject to mandatory reporting, unless such recordings meet any of the following conditions:
are used by the operator for airworthiness or maintenance purposes only;
are de-identified;
are disclosed under secure procedures.
Except for ensuring flight recorder serviceability, images of the flight crew compartment that are recorded by a flight recorder shall not be disclosed or used unless all of the following conditions are fulfilled:
a procedure related to the handling of such image recordings is in place;
all crew members and maintenance personnel concerned have given their prior consent;
such image recordings are used only for maintaining or improving safety.
When images of the flight crew compartment that are recorded by a flight recorder are inspected for ensuring the serviceability of the flight recorder, then:
those images shall not be disclosed or used for purposes other than for ensuring flight recorder serviceability;
if body parts of crew members are likely to be visible on the images, the operator shall ensure the privacy of those images.]
Textual Amendments
F11Substituted by Commission Implementing Regulation (EU) 2019/1387 of 1 August 2019 amending Regulation (EU) No 965/2012 as regards requirements for aeroplane landing performance calculations and the standards for assessing the runway surface conditions, update on certain aircraft safety equipment and requirements and operations without holding an extended range operational approval.
they are not subject to the technical instructions in accordance with Part 1 of those instructions; or
they are carried by passengers or crew members, or are in baggage, in accordance with Part 8 of the technical instructions.
any dangerous goods accidents or incidents;
the discovery of undeclared or misdeclared dangerous goods in cargo or mail; or
the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of the technical instructions.
By 16 December 2018 at the latest, the operator shall establish and maintain, as part of the system for exercising operational control over the flights, an aircraft tracking system, which includes the flights eligible to (b) when performed with the following aeroplanes:
aeroplanes with an MCTOM of more than 27 000 kg, with an MOPSC of more than 19, and first issued with an individual CofA before 16 December 2018 , which are equipped with a capability to provide a position additional to the secondary surveillance radar transponder;
all aeroplanes with an MCTOM of more than 27 000 kg, with an MOPSC of more than 19, and first issued with an individual CofA on or after 16 December 2018 ; and
all aeroplanes with an MCTOM of more than 45 500 kg and first issued with an individual CofA on or after 16 December 2018 .
Flights shall be tracked by the operator from take-off to landing, except when the planned route and the planned diversion routes are fully included in airspace blocks where:
ATS surveillance service is normally provided which is supported by ATC surveillance systems locating the aircraft at time intervals with adequate duration; and
the operator has provided to competent air navigation service providers necessary contact information.]
Textual Amendments
The following aeroplanes shall be equipped with robust and automatic means to accurately determine, following an accident during which the aeroplane is severely damaged, the location of the point of end of flight:
all aeroplanes with an MCTOM of more than 27 000 kg, with an MOPSC of more than 19 and first issued with an individual CofA on or after 1 January 2023 ;
all aeroplanes with an MCTOM of more than 45 500 kg and first issued with an individual CofA on or after 1 January 2023 .]
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air traffic services (ATS) appropriate to the airspace and the applicable rules of the air are used for all flights whenever available;
in-flight operational instructions involving a change to the ATS flight plan, when practicable, are coordinated with the appropriate ATS unit before transmission to an aircraft.
[F10operations under VFR by day of other-than complex motor-powered aeroplanes;]
helicopters with an MCTOM of 3 175 kg or less operated by day and over routes navigated by reference to visual landmarks; or
local helicopter operations,
provided that search and rescue service arrangements can be maintained.
[F10other-than complex motor-powered aeroplanes; and]
helicopters.
Textual Amendments
F13Word in Annex 4 Subpart B substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(3) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
for aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the flying time planned to be spent at cruising level or two hours, whichever is less; or
for aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel.
The operator shall consider an aerodrome as adequate if, at the expected time of use, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting, communications, weather reporting, navigation aids and emergency services.
the type, performance and handling characteristics of the aircraft;
the composition, competence and experience of the flight crew;
the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;
the adequacy and performance of the available visual and non-visual ground aids;
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, rollout and the missed approach;
for the determination of obstacle clearance, the obstacles in the approach, missed approach and the climb-out areas necessary for the execution of contingency procedures;
the obstacle clearance altitude/height for the instrument approach procedures;
the means to determine and report meteorological conditions; and
the flight technique to be used during the final approach.
the ground equipment shown on the chart required for the intended procedure is operative;
the aircraft systems required for the type of approach are operative;
the required aircraft performance criteria are met; and
the crew is appropriately qualified.
shall be increased by 200 m for category A and B aeroplanes and by 400 m for category C and D aeroplanes; or
for aerodromes where there is a public interest to maintain current operations and the CDFA technique cannot be applied, shall be established and regularly reviewed by the [F13CAA] taking into account the operator’s experience, training programme and flight crew qualification.
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Textual Amendments
The operator shall ensure that, when performance-based navigation (PBN) is required for the route or procedure to be flown:
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
the aircraft is operated in conformance with the relevant navigation specification and limitations in the AFM or other document referred above.]
Textual Amendments
ensure that safety has priority over noise abatement; and
be simple and safe to operate with no significant increase in crew workload during critical phases of flight.
ensure that safety has priority over noise abatement; and
be simple and safe to operate with no significant increase in crew workload during critical phases of flight.
[F16space-based facilities, ground facilities and services, including meteorological services, adequate for the planned operation are provided;]
the performance of the aircraft is adequate to comply with minimum flight altitude requirements;
the equipment of the aircraft meets the minimum requirements for the planned operation; and
appropriate maps and charts are available.
Textual Amendments
Unless approved by the [F13CAA] in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall ensure that operations of single-engined aeroplanes are only conducted along routes, or within areas, where surfaces are available that permit a safe forced landing to be executed.]
Textual Amendments
F17Substituted 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.
The operator shall ensure that:
for helicopters operated in performance class 3, surfaces are available that permit a safe forced landing to be executed, except when the helicopter has an approval to operate in accordance with CAT.POL.H.420;
for helicopters operated in performance class 3 and conducting ‘coastal transit’ operations, the operations manual contains procedures to ensure that the width of the coastal corridor, and the equipment carried, is consistent with the conditions prevailing at the time.
for performance class A aeroplanes with a maximum operational passenger seating configuration (MOPSC) of 20 or more, the distance flown in 60 minutes at the one-engine-inoperative (OEI) cruising speed determined in accordance with point (b);
for performance class A aeroplanes with an MOPSC of 19 or less, the distance flown in 120 minutes or, subject to approval by the [F13CAA], up to 180 minutes for turbojet aeroplanes, at the OEI cruising speed determined in accordance with point (b);
for performance class B or C aeroplanes, whichever is less:
the distance flown in 120 minutes at the OEI cruising speed determined in accordance with point (b);
300 NM.]
the determined OEI cruising speed; and
the determined maximum distance from an adequate aerodrome.
procedures have been established for flight planning and dispatch;
specific maintenance instructions and procedures to ensure the intended levels of continued airworthiness and reliability of the aeroplane including its engines have been established and included in the operator's aircraft maintenance programme in accordance with Annex I (Part-M) to Regulation (EU) No 1321/2014, including:
an engine oil consumption programme;
an engine condition monitoring programme.]
minimum flight altitudes that provide the required terrain clearance, taking into account the requirements of Subpart C; and
a method for the flight crew to determine those altitudes.
procedures contained in the operations manual and:
data provided by the aircraft manufacturer; or
current aircraft-specific data derived from a fuel consumption monitoring system;
and
the operating conditions under which the flight is to be conducted including:
aircraft fuel consumption data;
anticipated masses;
expected meteorological conditions; and
air navigation services provider(s) procedures and restrictions.
taxi fuel;
trip fuel;
reserve fuel consisting of:
contingency fuel;
alternate fuel, if a destination alternate aerodrome is required;
final reserve fuel; and
additional fuel, if required by the type of operation;
and
extra fuel if required by the commander.
trip fuel for the remainder of the flight; and
reserve fuel consisting of:
contingency fuel;
alternate fuel, if a destination alternate aerodrome is required;
final reserve fuel; and
additional fuel, if required by the type of operation;
and
extra fuel if required by the commander.
taxi fuel, if significant;
trip fuel;
reserve fuel, consisting of:
contingency fuel that is not less than 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of the trip fuel for the remainder of the flight; and
final reserve fuel to fly for an additional period of 45 minutes for reciprocating engines or 30 minutes for turbine engines;
alternate fuel to reach the destination alternate aerodrome via the destination, if a destination alternate aerodrome is required; and
extra fuel, if specified by the commander.
Textual Amendments
30 minutes flying time at normal cruising speed; or
20 minutes flying time at normal cruising speed when operating within an area providing continuous and suitable precautionary landing sites.
persons with reduced mobility (PRMs) who, without prejudice to Regulation (EC) No 1107/2006, are understood to be any person whose mobility is reduced due to any physical disability, sensory or locomotory, permanent or temporary, intellectual disability or impairment, any other cause of disability, or age;
infants and unaccompanied children; and
deportees, inadmissible passengers or prisoners in custody.
impede crew members in their duties;
obstruct access to emergency equipment; or
impede the emergency evacuation of the aircraft.
The operator shall establish procedures to ensure that:
only hand baggage that can be adequately and securely stowed is taken into the passenger compartment; and
all baggage and cargo on board that might cause injury or damage, or obstruct aisles and exits if displaced, is stowed so as to prevent movement.
The operator shall establish procedures to ensure that passengers are seated where, in the event that an emergency evacuation is required, they are able to assist and not hinder evacuation of the aircraft.
The operator shall ensure that passengers are:
given briefings and demonstrations relating to safety in a form that facilitates the application of the procedures applicable in the event of an emergency; and
[F4provided with a safety briefing card on which picture-type instructions indicate the operation of safety and emergency equipment and emergency exits likely to be used by passengers.]
all items stipulated in 2.a.3 of Annex IV to Regulation (EC) No 216/2008 concerning the airworthiness and registration of the aircraft, instrument and equipment, mass and centre of gravity (CG) location, baggage and cargo and aircraft operating limitations can be complied with;
the aircraft is not operated contrary to the provisions of the configuration deviation list (CDL);
the parts of the operations manual that are required for the conduct of the flight are available;
the documents, additional information and forms required to be available by CAT.GEN.MPA.180 are on board;
current maps, charts and associated documentation or equivalent data are available to cover the intended operation of the aircraft including any diversion that may reasonably be expected;
[F16space-based facilities, ground facilities and services that are required for the planned flight are available and adequate;]
the provisions specified in the operations manual in respect of fuel, oil, oxygen, minimum safe altitudes, aerodrome operating minima and availability of alternate aerodromes, where required, can be complied with for the planned flight;[F14 and]
[F15any navigational database required for performance-based navigation is suitable and current; and]
any additional operational limitation can be complied with.
[F10other-than complex motor-powered aeroplane taking off and landing at the same aerodrome or operating site; or]
helicopters with an MCTOM of 3 175 kg or less, by day and over routes navigated by reference to visual landmarks in a local area as specified in the operations manual.
for two-engined aeroplanes:
one hour flying time at an OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass; or
the ETOPS diversion time approved in accordance with Annex V (Part-SPA), Subpart F, subject to any MEL restriction, up to a maximum of two hours, at the OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass;
for three and four-engined aeroplanes, two hours flying time at the OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass;
for operations approved in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), 30 minutes flying time at normal cruising speed in still air conditions, based on the actual take-off mass.
In the case of multi-engined aeroplanes, if the AFM does not contain an OEI cruising speed, the speed to be used for calculation shall be that which is achieved with the remaining engine(s) set at maximum continuous power.]
the duration of the planned flight from take-off to landing or, in the event of in-flight replanning in accordance with CAT.OP.MPA.150(d), the remaining flying time to destination does not exceed six hours; and
two separate runways are available and usable at the destination aerodrome and the appropriate weather reports and/or forecasts for the destination aerodrome indicate that, for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2 000 ft or circling height + 500 ft, whichever is greater, and the ground visibility will be at least 5 km.
the appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or
no meteorological information is available.
For flights under instrument meteorological conditions (IMC), the commander shall select a take-off alternate aerodrome within one hour flying time at normal cruising speed if it would not be possible to return to the site of departure due to meteorological reasons.
For IFR flights or when flying under VFR and navigating by means other than by reference to visual landmarks, the commander shall specify at least one destination alternate aerodrome in the operational flight plan unless:
for a flight to any other land destination, the duration of the flight and the meteorological conditions prevailing are such that, at the estimated time of arrival at the site of intended landing, an approach and landing is possible under visual meteorological conditions (VMC); or
the site of intended landing is isolated and no alternate is available; in this case, a point of no return (PNR) shall be determined.
The operator shall select two destination alternate aerodromes when:
the appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or
no meteorological information is available for the destination aerodrome.
The operator shall specify any required alternate aerodrome(s) in the operational flight plan.]
The operator 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.]
The operator shall only select an aerodrome as a take-off alternate aerodrome when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with CAT.OP.MPA.110. The ceiling shall be taken into account when the only approach operations available are non-precision approaches (NPA) and/or circling operations. Any limitation related to OEI operations shall be taken into account.
The operator shall only select the destination aerodrome when:
the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows:
RVR/visibility (VIS) specified in accordance with CAT.OP.MPA.110; and
for an NPA or a circling operation, the ceiling at or above MDH;
or
two destination alternate aerodromes are selected.
The operator shall only select an aerodrome for one of these purposes when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in Table 1.
Planning minima
Destination alternate aerodrome, isolated destination aerodrome, fuel ERA and ERA aerodrome
Type of approach | Planning minima |
---|---|
CAT II and III | CAT I RVR |
CATI | NPA RVR/VIS Ceiling shall be at or above MDH |
NPA | NPA RVR/VIS + 1 000 m Ceiling shall be at or above MDH + 200 ft |
Circling | Circling |
The operator shall only select an aerodrome or landing site as a take-off alternate aerodrome when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the take-off alternate aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with CAT.OP.MPA.110. The ceiling shall be taken into account when the only approach operations available are NPA operations. Any limitation related to OEI operations shall be taken into account.
The operator shall only select the destination and/or destination alternate aerodrome(s) when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome or operating site, the weather conditions will be at or above the applicable planning minima as follows:
except as provided in CAT.OP.MPA.181(d), planning minima for a destination aerodrome shall be:
RVR/VIS specified in accordance with CAT.OP.MPA.110; and
for NPA operations, the ceiling at or above MDH;
planning minima for destination alternate aerodrome(s) are as shown in Table 1.
Planning minima destination alternate aerodrome
Type of approach | Planning minima |
---|---|
CAT II and III | CAT I RVR |
CAT I | CAT I + 200 ft/400 m visibility |
NPA | NPA RVR/VIS + 400 m Ceiling shall be at or above MDH + 200 ft |
Refuelling/defuelling with wide-cut fuel shall only be conducted if the operator has established appropriate procedures taking into account the high risk of using wide-cut fuel types.
Push back and towing procedures specified by the operator shall be conducted in accordance with established aviation standards and procedures.
During critical phases of flight, each cabin crew member shall be seated at the assigned station and shall not perform any activities other than those required for the safe operation of the aircraft.
when on the ground:
when receiving the ATC departure clearance via voice communication; and
when engines are running;
when in flight:
below transition altitude; or
10 000 ft, whichever is higher;
and
whenever deemed necessary by the commander.
Each flight crew member required to be on duty in the flight crew compartment shall wear a headset with boom microphone, or equivalent, and use it as the primary device to communicate with ATS.
The operator shall establish procedures to ensure that before taxiing, take-off and landing and when safe and practicable to do so, all means of assistance for emergency evacuation that deploy automatically are armed.
The operator shall establish procedures to ensure that, when operating a helicopter over water in performance class 3, account is taken of the duration of the flight and conditions to be encountered when deciding if life-jackets are to be worn by all occupants.
The commander shall not allow smoking on board:
whenever considered necessary in the interest of safety;
during refuelling and defuelling of the aircraft;
while the aircraft is on the surface unless the operator has determined procedures to mitigate the risks during ground operations;
outside designated smoking areas, in the aisle(s) and lavatory(ies);
in cargo compartments and/or other areas where cargo is carried that is not stored in flame-resistant containers or covered by flame-resistant canvas; and
in those areas of the passenger compartment where oxygen is being supplied.
commence take-off; or
continue beyond the point from which a revised ATS flight plan applies in the event of in-flight replanning,
when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the planning minima.
In addition to CAT.OP.MPA.245, on IFR flights with aeroplanes, the commander shall only continue beyond:
the decision point when using the reduced contingency fuel (RCF) procedure; or
the pre-determined point when using the pre-determined point (PDP) procedure,
when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the applicable aerodrome operating minima.
In addition to CAT.OP.MPA.245:
On VFR flights overwater out of sight of land with helicopters, the commander shall only commence take-off when the appropriate weather reports and/or forecasts indicate that the cloud ceiling will be above 600 ft by day or 1 200 ft by night.
F14...
Flight with helicopters to a helideck or elevated FATO shall only be operated when the mean wind speed at the helideck or elevated FATO is reported to be less than 60 kt.
The commander shall only commence a flight or continue in the event of in-flight replanning when satisfied that the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions.
Before commencing take-off, the commander shall be satisfied that:
according to the information available to him/her, 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
established aerodrome operating minima will be complied with.
The commander or the pilot to whom conduct of the flight has been delegated shall not fly below specified minimum altitudes except when:
necessary for take-off or landing; or
descending in accordance with procedures approved by the [F13CAA].
The operator shall ensure that when carrying passengers or cargo the following are not simulated:
abnormal or emergency situations that require the application of abnormal or emergency procedures; or
flight in IMC by artificial means.
The operator shall establish a procedure to ensure that in-flight fuel checks and fuel management are carried out according to the following criteria.
compare actual consumption with planned consumption;
check that the usable remaining fuel is sufficient to complete the flight, in accordance with (b); and
determine the expected usable fuel remaining on arrival at the destination aerodrome.
the required alternate fuel plus final reserve fuel; or
the final reserve fuel if no alternate aerodrome is required.
the required alternate fuel plus final reserve fuel, the commander shall take into account the traffic and the operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel; or
the final reserve fuel if no alternate aerodrome is required, the commander shall take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel.
On a flight using the RCF procedure, to proceed to the destination 1 aerodrome, the commander shall ensure that the usable fuel remaining at the decision point is at least the total of:
trip fuel from the decision point to the destination 1 aerodrome;
contingency fuel equal to 5 % of trip fuel from the decision point to the destination 1 aerodrome;
destination 1 aerodrome alternate fuel, if a destination 1 alternate aerodrome is required; and
final reserve fuel.
On a flight using the PDP procedure to proceed to the destination aerodrome, the commander shall ensure that the usable fuel remaining at the PDP is at least the total of:
trip fuel from the PDP to the destination aerodrome;
contingency fuel from the PDP to the destination aerodrome; and
additional fuel.
The commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aircraft in flight use supplemental oxygen continuously whenever the cabin altitude exceeds 10 000 ft for a period of more than 30 minutes and whenever the cabin altitude exceeds 13 000 ft.
When undue proximity to the ground is detected by a flight crew member or by a ground proximity warning system, the pilot flying shall take corrective action immediately to establish safe flight conditions.
The operator shall establish operational procedures and training programmes when ACAS is installed and serviceable so that the flight crew is appropriately trained in the avoidance of collisions and competent in the use of ACAS II equipment.]
Before commencing an approach to land, the commander shall be satisfied that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway or FATO intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the operations manual.
below 1 000 ft above the aerodrome; or
into the final approach segment in the case where the DA/H or MDA/H is more than 1 000 ft above the aerodrome.
The operator shall establish operational procedures designed to ensure that an aeroplane conducting precision approaches crosses the threshold of the runway by a safe margin, with the aeroplane in the landing configuration and attitude.
The operator shall make available to the [F13CAA] the hours flown for each helicopter operated during the previous calendar year.
Aeroplane categories shall be based on the indicated airspeed at threshold (V AT ) which is equal to the stalling speed (V SO ) multiplied by 1,3 or one-g (gravity) stall speed (V S1g ) multiplied by 1,23 in the landing configuration at the maximum certified landing mass. If both V SO and V S1g are available, the higher resulting V AT shall be used.
The aeroplane categories specified in the table below shall be used.
Table 1: Aeroplane categories corresponding to V AT values | |
Aeroplane category | V AT |
---|---|
A | Less than 91 kt |
B | From 91 to 120 kt |
C | From 121 to 140 kt |
D | From 141 to 165 kt |
E | From 166 to 210 kt |
The landing configuration that is to be taken into consideration shall be specified in the operations manual.
The operator may apply a lower landing mass for determining the V AT if approved by the [F13CAA]. Such a lower landing mass shall be a permanent value, independent of the changing conditions of day-to-day operations.]
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at the start of the take-off; or
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.
Textual Amendments
F19Deleted by Commission Implementing Regulation (EU) 2019/1387 of 1 August 2019 amending Regulation (EU) No 965/2012 as regards requirements for aeroplane landing performance calculations and the standards for assessing the runway surface conditions, update on certain aircraft safety equipment and requirements and operations without holding an extended range operational approval.
accounting for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and
consideration of engine failure in all flight phases.
the accelerate-stop distance shall not exceed the accelerate-stop distance available (ASDA);
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);
the take-off run shall not exceed the TORA;
a single value of V1 shall be used for the rejected and continued take-off; and
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.
the pressure altitude at the aerodrome;
the ambient temperature at the aerodrome;
the runway surface condition and the type of runway surface;
the runway slope in the direction of take-off;
not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component; and
the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.
The following items shall be taken into account:
the mass of the aeroplane at the commencement of the take-off run;
the pressure altitude at the aerodrome;
the ambient temperature at the aerodrome; and
not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.
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.
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.
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.
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.
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:
300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
600 m, for flights under all other conditions.
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:
600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
900 m, for flights under all other conditions.
the engine is assumed to fail at the most critical point along the route;
account is taken of the effects of winds on the flight path;
fuel jettisoning is permitted to an extent consistent with reaching the aerodrome where the aeroplane is assumed to land after engine failure with the required fuel reserves in accordance with point CAT.OP.MPA.150, appropriate for an alternate aerodrome, if a safe procedure is used;
the aerodrome, where the aeroplane is assumed to land after engine failure, shall meet the following criteria:
the performance requirements for the expected landing mass are met;
weather reports or forecasts and runway condition reports indicate that a safe landing can be accomplished at the estimated time of landing;
if the AFM does not contain en-route net flight path data, the gross OEI en-route flight path shall be reduced by a climb gradient of 1,1 % for two-engined aeroplanes, 1,4 % for three-engined aeroplanes, and 1,6 % for four-engined aeroplanes.
An aeroplane that has three or more engines shall not be away from an aerodrome at which the requirements of points CAT.POL.A.230 or CAT.POL.A.235(a) for the expected landing mass are met accordingly, at any point along the intended track for more than 90 minutes, with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, unless points (b) to (f) of this point are complied with.
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 en-route 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 that require ice protection systems to be operable, the effect of their use on the en-route net flight path data shall be taken into account. If the navigational accuracy does not meet at least navigation specification RNAV 5, the operator shall increase the prescribed width margin provided for in the second sentence to 18,5 km (10 NM).
The two engines shall be assumed to fail at the most critical point of that portion of the route where the aeroplane is operated for more than 90 minutes, with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, away from the aerodrome referred to in point (a).
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.
Fuel jettisoning shall be permitted to an extent consistent with reaching the aerodrome with the required fuel reserves referred to in point (f), if a safe procedure is used.
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 at least 450 m ( 1 500 ft) directly over the landing area and thereafter to fly for 15 minutes at cruising power or thrust, as appropriate.]
The landing mass of the aeroplane determined in accordance with point 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:
for turbojet-powered aeroplanes, within 60 % of the landing distance available (LDA);
for turbopropeller-powered aeroplanes, within 70 % of the LDA;
by way of derogation from points (a)(1) and (a)(2), for aeroplanes that are approved for reduced landing distance operations under point CAT.POL.A.255, within 80 % of the LDA.
For steep approach operations, the operator shall use the landing distance data factored in accordance with point (a)(1) or (a)(2), as applicable, based on a screen height of less than 60 ft, but not less than 35 ft, and shall comply with point CAT.POL.A.245.
For short landing operations, the operator shall use the landing distance data factored in accordance with point (a)(1) or (a)(2), as applicable, and shall comply with point CAT.POL.A.250.
When determining the landing mass, the operator shall take into account the following:
not more than 50 % of the headwind component or not less than 150 % of the tailwind component;
corrections as provided in the AFM.
For dispatching the aeroplane, the aeroplane shall either:
land on the most favourable runway, in still air;
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.
If the operator is unable to comply with point (e)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that allows full compliance with one of the following:
points (a) to (d), if the runway at the estimated time of arrival is dry;
points CAT.POL.A.235(a) to (d), if the runway at the estimated time of arrival is wet or contaminated.]
When the appropriate weather reports or forecasts, or both, indicate that the runway at the estimated time of arrival may be wet, the LDA shall be one of the following distances:
a landing distance provided in the AFM for use on wet runways at time of dispatch, but not less than that required by point CAT.POL.A.230(a)(1) or (a)(2), as applicable;
if a landing distance is not provided in the AFM for use on wet runways at time of dispatch, at least 115 % of the required landing distance, determined in accordance with point CAT.POL.A.230(a)(1) or (a)(2), as applicable;
a landing distance shorter than that required by point (a)(2), but not less than that required by point CAT.POL.A.230(a)(1) or (a)(2), as applicable, if the runway has specific friction-improving characteristics and the AFM includes specific additional information for landing distance on that runway type;
by way of derogation from points (a)(1), (a)(2) and (a)(3), for aeroplanes that are approved for reduced landing distance operations under point CAT.POL.A.255, the landing distance determined in accordance with point CAT.POL.A.255(b)(2)(v)(B).
When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the LDA shall be one of the following distances:
at least the landing distance determined in accordance with point (a), or at least 115 % of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, whichever is greater;
on specially prepared winter runways, a landing distance shorter than that required by point (b)(1), but not less than that required by point (a), may be used if the AFM includes specific additional information about landing distances on contaminated runways. Such landing distance shall be at least 115 % of the landing distance contained in the AFM.
By way of derogation from point (b), the increment of 15 % needs not to be applied if it is already included in the approved landing distance data or equivalent.
For points (a) and (b), the criteria of points CAT.POL.A.230(b), (c) and (d) shall apply accordingly.
For dispatching the aeroplane, the aeroplane shall either:
land on the most favourable runway, in still air;
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.
If the operator is unable to comply with point (e)(1) for a destination aerodrome where the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be contaminated and where a landing depends upon a specific wind component, the aeroplane shall only be dispatched if two alternate aerodromes are designated.
If the operator is unable to comply with point (e)(2) for the destination aerodrome where the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet or contaminated, the aeroplane shall only be dispatched if an alternate aerodrome is designated.
For points (f) and (g), the designated alternate aerodrome or aerodromes shall allow compliance with one of the following:
points CAT.POL.A.230(a) to (d), if the runway at the estimated time of arrival is dry;
points CAT.POL.A.235(a) to (d), if the runway at the estimated time of arrival is wet or contaminated.]
Textual Amendments
F20Word in Annex 4 Subpart C Section 1 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(a) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(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;
visual guidance is available for navigation accuracy;
weather minima and wind limitations are specified for each runway; and
[F16the 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.]
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;
for each aerodrome at which steep approach operations are to be conducted:
a suitable glide path reference system comprising at least a visual glide path indicating system shall be available;
weather minima shall be specified; and
the following items shall be taken into consideration:
the obstacle situation;
the type of glide path reference and runway guidance;
the minimum visual reference to be required at decision height (DH) and MDA;
available airborne equipment;
pilot qualification and special aerodrome familiarisation;
AFM limitations and procedures; and
missed approach criteria.
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;
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;
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;
RVR/VIS minimum shall not be less than 1 500 m and wind limitations are specified in the operations manual;
minimum pilot experience, training and special aerodrome familiarisation requirements are specified and met;
the crossing height over the beginning of the usable length of the declared safe area is 50 ft;
the use of the declared safe area is approved by the State of the aerodrome;
the usable length of the declared safe area does not exceed 90 m;
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;
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;
the slope of the declared safe area does not exceed 5 % upward nor 2 % downward in the direction of landing; and
[F21reduced required landing distance operations in accordance with CAT.POL.A.255 are prohibited;]
additional conditions, if specified by the [F20CAA], taking into account aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations.
Textual Amendments
F21Inserted by Commission Implementing Regulation (EU) 2019/1387 of 1 August 2019 amending Regulation (EU) No 965/2012 as regards requirements for aeroplane landing performance calculations and the standards for assessing the runway surface conditions, update on certain aircraft safety equipment and requirements and operations without holding an extended range operational approval.
at night; or
in IMC, except under special VFR.]
when multiplied by a factor of 1,25, the take-off run available (TORA); or
when stop way and/or clearway is available, the following:
the TORA;
when multiplied by a factor of 1,15, the take-off distance available (TODA); or
when multiplied by a factor of 1,3, the ASDA.
the mass of the aeroplane at the commencement of the take-off run;
the pressure altitude at the aerodrome;
the ambient temperature at the aerodrome;
the runway surface condition and the type of runway surface;
the runway slope in the direction of take-off; and
not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.
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;
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°;
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;
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
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.
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
600 m, for flights under all other conditions.
600 m, for flights under conditions allowing visual course guidance navigation; or
900 m, for flights under all other conditions.
the mass of the aeroplane at the commencement of the take-off run;
the pressure altitude at the aerodrome;
the ambient temperature at the aerodrome; and
not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.
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
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 %.
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 [F20CAA] 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.
For the purposes of point (a), it shall be assumed that, at the point of engine failure:
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
the en-route gradient is the gross gradient of descent increased by a gradient of 0,5 %.]
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.
The landing mass of the aeroplane determined in accordance with point 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.
By way of derogation from point (a), and where point CAT.POL.A.355 is complied with, the landing mass of the aeroplane determined in accordance with point CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome shall be such as to allow a full-stop landing from 50 ft above the threshold within 80 % of the LDA.
When determining the landing mass, the operator shall take the following into account:
the altitude at the aerodrome;
not more than 50 % of the headwind component or not less than 150 % of the tailwind component;
the type of runway surface;
the runway slope in the direction of landing.
For steep approach operations, the operator shall use landing distance data factored in accordance with point (a), based on a screen height of less than 60 ft, but not less than 35 ft, and comply with point CAT.POL.A.345.
For short landing operations, the operator shall use landing distance data factored in accordance with point (a), and comply with point CAT.POL.A.350.
For dispatching the aeroplane, the aeroplane shall either:
land on the most favourable runway, in still air;
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.
If the operator is unable to comply with point (f)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that permits full compliance with points (a) to (f).]
When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be one of the following distances:
a landing distance provided in the AFM for use on wet runways at time of dispatch, but not less than that required by point CAT.POL.A.330;
if a landing distance is not provided in the AFM for use on wet runways at time of dispatch, at least 115 % of the required landing distance, determined in accordance with point CAT.POL.A.330(a);
a landing distance shorter than that required by point (a)(2), but not less than that required by point CAT.POL.A.330(a), as applicable, if the runway has specific friction improving characteristics and the AFM includes specific additional information for landing distance on that runway type;
by way of derogation from points (a)(1), (a)(2) and (a)(3), for aeroplanes that are approved for reduced landing distance operations under point CAT.POL.A.355, the landing distance determined in accordance with point CAT.POL.A.355(b)(7)(iii).
When the appropriate weather reports 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.]
The operator of a two-engined aeroplane shall fulfil the following take-off and landing climb requirements.
take-off power on each engine;
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;
the wing flaps in the take-off position(s); and
a climb speed not less than the greater of 1,1 VMC (minimum control speed on or near ground) and 1,2 VS1 (stall speed or minimum steady flight speed in the landing configuration).
the critical engine inoperative and its propeller in the minimum drag position;
the remaining engine at take-off power;
the landing gear retracted;
the wing flaps in the take-off position(s); and
a climb speed equal to that achieved at 50 ft.
the critical engine inoperative and its propeller in the minimum drag position;
the remaining engine at not more than maximum continuous power;
the landing gear retracted;
the wing flaps retracted; and
a climb speed not less than 1,2 VS1.
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;
the landing gear extended;
the wing flaps in the landing position; and
a climb speed equal to VREF (reference landing speed).
the critical engine inoperative and its propeller in the minimum drag position;
the remaining engine at not more than maximum continuous power;
the landing gear retracted;
the wing flaps retracted; and
a climb speed not less than 1,2 VS1.
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
for each aerodrome at which steep approach operations are to be conducted:
a suitable glide path reference system, comprising at least a visual glide path indicating system, is available;
weather minima are specified; and
the following items are taken into consideration:
the obstacle situation;
the type of glide path reference and runway guidance;
the minimum visual reference to be required at DH and MDA;
available airborne equipment;
pilot qualification and special aerodrome familiarisation;
AFM limitations and procedures; and
missed approach criteria.
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;
the use of the declared safe area is approved by the State of the aerodrome;
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;
the slope of the declared safe area does not exceed 5 % upward nor 2 % downward slope in the direction of landing;
the usable length of the declared safe area does not exceed 90 m;
the width of the declared safe area is not less than twice the runway width, centred on the extended runway centreline;
the crossing height over the beginning of the usable length of the declared safe area is not less than 50 ft;
weather minima are specified for each runway to be used and are not less than the greater of VFR or NPA minima;
pilot experience, training and special aerodrome familiarisation requirements are specified and met;
additional conditions, if specified by the [F20CAA], taking into account the aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations.
1,33 for aeroplanes having two engines;
1,25 for aeroplanes having three engines; or
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.
the accelerate-stop distance shall not exceed the ASDA;
the take-off distance shall not exceed the take-off distance available (TODA), with a clearway distance not exceeding half of the TORA;
the take-off run shall not exceed the TORA;
a single value of V1 for the rejected and continued take-off shall be used; and
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.
the pressure altitude at the aerodrome;
the ambient temperature at the aerodrome;
the runway surface condition and the type of runway surface;
the runway slope in the direction of take-off;
not more that 50 % of the reported headwind component or not less than 150 % of the reported tailwind component; and
the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.
the mass of the aeroplane at the commencement of the take-off run;
the pressure altitude at the aerodrome;
the ambient temperature at the aerodrome; and
not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.
300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
600 m, for flights under all other conditions.
600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
900 m, for flights under all other conditions.
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
the minimum altitudes necessary for compliance with the conditions prescribed in CAT.POL.A.415 and 420, as appropriate.
1 000 ft, when the rate of climb is zero or greater; or
2 000 ft, when the rate of climb is less than zero.
An aeroplane that has three or more engines shall not be away from an aerodrome at which the requirements of point CAT.POL.A.430 for the expected landing mass are met, at any point along the intended track for more than 90 minutes with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, unless points (b) to (e) of this point are complied with.
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) on 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 for the expected landing mass are met.
The two engines shall be assumed to fail at the most critical point of that portion of the route where the aeroplane is operated for more than 90 minutes, with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, away from the aerodrome referred to in point (a).
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 at least 450 m ( 1 500 ft) directly over the landing area and thereafter to fly for 15 minutes at cruising power or thrust, as appropriate.
The available rate of climb of the aeroplane shall be 150 ft per minute less than that specified.
The width margins provided for in point (b) shall be increased to 18,5 km (10 NM) if the navigational accuracy does not meet at least navigation specification RNAV 5.
Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves in accordance with point (d), if a safe procedure is used.]
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.
the altitude at the aerodrome;
not more than 50 % of the headwind component or not less than 150 % of the tailwind component;
the type of runway surface; and
[F11the runway slope in the direction of landing.]
the aeroplane will land on the most favourable runway in still air; and
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.
a landing distance provided in the AFM for use on wet runways at time of dispatch, but not less than that required by point CAT.POL.A.430;
if a landing distance is not provided in the AFM for use on wet runways at time of dispatch, at least 115 % of the required landing distance, determined in accordance with point CAT.POL.A.430.]
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
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.
at the start of the take-off; or
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.
mass of the helicopter;
the helicopter configuration;
the environmental conditions, in particular:
pressure altitude and temperature;
wind:
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;
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
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 [F22CAA] that the proximity to the FATO and accuracy enhancements of the wind measuring equipment provide an equivalent level of safety;
the operating techniques; and
the operation of any systems that have an adverse effect on performance.
Textual Amendments
F22Word in Annex 4 point CAT.POL.H.105(c)(3)(ii)(C) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(i) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
For operations under VFR:
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;
plus, the greater of ‘0,25 × D’ or ‘3 m’;
plus:
0,10 × distance DR for operations under VFR by day; or
0,15 × distance DR for operations under VFR at night.
For operations under IFR:
‘1,5 D’ or 30 m, whichever is greater, plus:
0,10 × distance DR, for operations under IFR with accurate course guidance;
0,15 × distance DR, for operations under IFR with standard course guidance; or
0,30 × distance DR for operations under IFR without course guidance.
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.
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.
half of the minimum width defined in the AFM or, when no width is defined, ‘0,75 × D’;
plus the greater of ‘0,25 × D’ or ‘3 m’;
plus:
for operations under VFR by day 0,10 × the distance travelled from the back of the FATO, or
for operations under VFR at night 0,15 × the distance travelled from the back of the FATO.
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;
10 × R for night operations, if it is assured that navigational accuracy can be achieved by reference to suitable visual cues during the climb;
300 m if navigational accuracy can be achieved by appropriate navigation aids; or
900 m in all other cases.
Helicopters operated in performance class 1 shall be certified in category A or equivalent as determined by the [F23CAA].
Textual Amendments
F23Word in Annex 4 point CAT.POL.H.200 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(ii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(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);
the rejected take-off distance required (RTODRH) does not exceed the rejected take-off distance available (RTODAH); and
the TODRH does not exceed the take-off distance available (TODAH).
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).
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.
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.
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.
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.
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.
the critical engine is assumed to fail at the most critical point along the route;
account is taken of the effects of winds on the flight path;
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
fuel jettisoning is not planned below 1 000 ft above terrain.
clear all obstacles in the approach path; and
land and stop within the FATO.
the PIS was in use before 1 July 2002;
the size of the PIS or obstacle environment does not permit compliance with the requirements for operation in performance class 1;
the operation is conducted with a helicopter with an MOPSC of six or less;
the operator complies with CAT.POL.H.305(b)(2) and (b)(3);
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 (VTOSS) with the critical engine inoperative and the remaining engines operating at an appropriate power rating; and
Textual Amendments
F24Word in Annex 4 point CAT.POL.H.225(a)(6) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(iii)(aa) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
F25Words in Annex 4 point CAT.POL.H.225(a)(6) omitted (31.12.2020) by virtue of The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(iii)(bb) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
Helicopters operated in performance class 2 shall be certified in category A or equivalent as determined by the [F26CAA].
Textual Amendments
F26Word in Annex 4 point CAT.POL.H.300 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(iv) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
Textual Amendments
F27Word in Annex 4 point CAT.POL.H.305(a) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(v) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
conduct a risk assessment, specifying:
the type of helicopter; and
the type of operations;
implement the following set of conditions:
attain and maintain the helicopter/engine modification standard defined by the manufacturer;
conduct the preventive maintenance actions recommended by the helicopter or engine manufacturer;
include take-off and landing procedures in the operations manual, where they do not already exist in the AFM;
specify training for flight crew; and
provide a system for reporting to the manufacturer loss of power, engine shutdown or engine failure events;
and
implement a usage monitoring system (UMS).
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
for operations from a helideck:
with a helicopter that has an MOPSC of more than 19; or
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.
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.
The requirement of CAT.POL.H.215 shall be complied with.
a balked landing can be carried out meeting the requirement of CAT.POL.H.315; or
for operations other than those specified in CAT.POL.H.305, the helicopter can perform a safe forced landing.
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
for operations to a helideck:
with a helicopter that has an MOPSC of more than 19; or
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.
Textual Amendments
F28Word in Annex 4 point CAT.POL.H.400(a) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(vi) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
when operating in accordance with CAT.POL.H.420; or
for the take-off and landing phase, when operating in accordance with (c).
during take-off, before reaching Vy (speed for best rate of climb) or 200 ft above the take-off surface; or
during landing, below 200 ft above the landing surface.
out of sight of the surface;
at night;
when the ceiling is less than 600 ft; or
when the visibility is less than 800 m.
the MCTOM; or
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.
the maximum certified landing mass; or
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.
Textual Amendments
F29Word in Annex 4 point CAT.POL.H.420(a) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(vii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
F30Words in Annex 4 point CAT.POL.H.420(a) omitted (31.12.2020) by virtue of The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(b)(vii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
only conduct these operations in the areas and under the conditions specified in the approval;
not conduct these operations under a HEMS approval;
substantiate that helicopter limitations, or other justifiable considerations, preclude the use of the appropriate performance criteria; and
be approved in accordance with CAT.POL.H.305(b).
Textual Amendments
F31Word in Annex 4 Subpart C Section 3 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(c) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
its aircraft is performed under the supervision of qualified personnel; and
traffic load is consistent with the data used for the calculation of the aircraft mass and balance.
Aircraft registration and type;
Flight identification, number and date;
Name of the commander;
Name of the person who prepared the document;
Dry operating mass and the corresponding CG of the aircraft:
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;
Mass of the fuel at take-off and the mass of trip fuel;
Mass of consumables other than fuel, if applicable;
Load components including passengers, baggage, freight and ballast;
Take-off mass, landing mass and zero fuel mass;
Applicable aircraft CG positions; and
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.
verify the integrity of the output data to ensure that the data are within AFM limitations; and
specify the instructions and procedures for its use in its operations manual.]
Textual Amendments
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;
the maximum last minute change allowed in passenger numbers or hold load is specified; and
new mass and balance documentation is prepared if this maximum number is exceeded.
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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Textual Amendments
Spare fuses;
Independent portable lights;
An accurate time piece;
Chart holder;
First-aid kits;
Emergency medical kit;
Megaphones;
Survival and signalling equipment;
Sea anchors and equipment for mooring; and
Child restraint devices.
Textual Amendments
the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with Annex II to Regulation (EU) 2018/1139 or points CAT.IDE.A.330, CAT.IDE.A.335, CAT.IDE.A.340 and CAT.IDE.A.345 of this Annex;
the instruments and equipment shall not affect the airworthiness of the aeroplane, even in the case of failures or malfunction.]]
A flight shall not be commenced when any of the aeroplane’s instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless:
Textual Amendments
F35Word in Annex 4 point CAT.IDE.A.105 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(5)(a) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
10 % of the number of fuses of each rating; or
three fuses for each rating.
an anti-collision light system;
lighting supplied from the aeroplane’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the aeroplane;
lighting supplied from the aeroplane’s electrical system to provide illumination in all passenger compartments; and
an independent portable light for each required crew member readily accessible to crew members when seated at their designated stations.
navigation/position lights;
two landing lights or a single light having two separately energised filaments; and
lights to conform with the International Regulations for Preventing Collisions at Sea if the aeroplane is operated as a seaplane.
Aeroplanes with an MCTOM of more than 5 700 kg shall be equipped at each pilot station with a means to maintain a clear portion of the windshield during precipitation.
A means of measuring and displaying:
Magnetic heading;
Time in hours, minutes, and seconds;
[F4Barometric altitude;]
Indicated airspeed;
Vertical speed;
Turn and slip;
Attitude;
Heading;
Outside air temperature; and
Mach number whenever speed limitations are expressed in terms of Mach number.
A means of indicating when the supply of power to the required flight instruments is not adequate.
[F4Barometric altitude;]
Indicated airspeed;
Vertical speed;
Turn and slip;
Attitude; and
Heading.
aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than nine; and
aeroplanes first issued with an individual CofA on or after 1 April 1999.
Aeroplanes operated under VFR at night or under IFR shall be equipped with the following equipment, available at the pilot’s station:
A means of measuring and displaying:
Magnetic heading;
Time in hours, minutes and seconds;
Indicated airspeed;
Vertical speed;
Turn and slip, or in the case of aeroplanes equipped with a standby means of measuring and displaying attitude, slip;
Attitude;
Stabilised heading;
Outside air temperature; and
Mach number whenever speed limitations are expressed in terms of Mach number.
[F4Two means of measuring and displaying barometric altitude.]
A means of indicating when the supply of power to the required flight instruments is not adequate.
A means for preventing malfunction of the airspeed indicating systems required in (a)(3) and (h)(2) due to condensation or icing.
A means of annunciating to the flight crew the failure of the means required in (d) for aeroplanes:
issued with an individual CofA on or after 1 April 1998; or
issued with an individual CofA before 1 April 1998 with an MCTOM of more than 5 700 kg, and with an MOPSC of more than nine.
Except for propeller-driven aeroplanes with an MCTOM of 5 700 kg or less, two independent static pressure systems.
One static pressure system and one alternate source of static pressure for propeller-driven aeroplanes with an MCTOM of 5 700 kg or less.
Whenever two pilots are required for the operation, a separate means of displaying for the second pilot:
[F4Barometric altitude;]
Indicated airspeed;
Vertical speed;
Turn and slip;
Attitude; and
Stabilised heading.
A standby means of measuring and displaying attitude capable of being used from either pilot’s station for aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than nine that:
is powered continuously during normal operation and, after a total failure of the normal electrical generating system, is powered from a source independent from the normal electrical generating system;
provides reliable operation for a minimum of 30 minutes after total failure of the normal electrical generating system, taking into account other loads on the emergency power supply and operational procedures;
operates independently of any other means of measuring and displaying attitude;
is operative automatically after total failure of the normal electrical generating system;
is appropriately illuminated during all phases of operation, except for aeroplanes with an MCTOM of 5 700 kg or less, already registered in [F36the United Kingdom] on 1 April 1995 and equipped with a standby attitude indicator in the left-hand instrument panel;
is clearly evident to the flight crew when the standby attitude indicator is being operated by emergency power; and
where the standby attitude indicator has its own dedicated power supply, has an associated indication, either on the instrument or on the instrument panel, when this supply is in use.
A chart holder in an easily readable position that can be illuminated for night operations.
Textual Amendments
F36Words in Annex 4 point CAT.IDE.A.130 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(5)(b) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
Aeroplanes operated under IFR with a single-pilot shall be equipped with an autopilot with at least altitude hold and heading mode.
turbine propeller powered aeroplanes with an MCTOM of more than 5 700 kg or having an MOPSC of more than nine; and
aeroplanes powered by turbo-jet engines.
alerting the flight crew when approaching a preselected altitude; and
alerting the flight crew by at least an aural signal, when deviating from a preselected altitude.
Textual Amendments
F37Words in Annex 4 point CAT.IDE.A.140 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(5)(b) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
Textual Amendments
F38Inserted by Commission Regulation (EU) 2018/1042 of 23 July 2018 amending Regulation (EU) No 965/2012, as regards technical requirements and administrative procedures related to introducing support programmes, psychological assessment of flight crew, as well as systematic and random testing of psychoactive substances to ensure medical fitness of flight and cabin crew members, and as regards equipping newly manufactured turbine-powered aeroplanes with a maximum certified take-off mass of 5700 kg or less and approved to carry six to nine passengers with a terrain awareness warning system.
Unless otherwise provided for by Regulation (EU) No 1332/2011, turbine-powered aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than 19 shall be equipped with ACAS II.
The following shall be equipped with airborne weather detecting equipment when operated at night or in IMC in areas where thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route:
pressurised aeroplanes;
non-pressurised aeroplanes with an MCTOM of more than 5 700 kg; and
non-pressurised aeroplanes with an MOPSC of more than nine.
Aeroplanes operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.
Aeroplanes with an MCTOM of more than 15 000 kg, or with an MOPSC of more than 19 shall be equipped with a crew member interphone system, except for aeroplanes first issued with an individual CofA before 1 April 1965 and already registered in [F39the United Kingdom] on 1 April 1995.
Textual Amendments
F39Words in Annex 4 point CAT.IDE.A.175 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(5)(b) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
Aeroplanes with an MOPSC of more than 19 shall be equipped with a public address system.
aeroplanes with an MCTOM of more than 5 700 kg; and
multi-engined turbine-powered aeroplanes with an MCTOM of 5 700 kg or less, with an MOPSC of more than nine and first issued with an individual CofA on or after 1 January 1990.
the preceding 2 hours in the case of aeroplanes referred to in (a)(1) when the individual CofA has been issued on or after 1 April 1998 ;
the preceding 30 minutes for aeroplanes referred to in (a)(1) when the individual CofA has been issued before 1 April 1998 ; or
the preceding 30 minutes, in the case of aeroplanes referred to in (a)(2).
[F40the preceding 25 hours for aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2022 ; or]
the preceding 2 hours in all other cases.
Textual Amendments
voice communications transmitted from or received in the flight crew compartment by radio;
flight crew members' voice communications using the interphone system and the public address system, if installed;
the aural environment of the flight crew compartment, including without interruption:
for aeroplanes first issued with an individual CofA on or after 1 April 1998 , the audio signals received from each boom and mask microphone in use;
for aeroplanes referred to in (a)(2) and first issued with an individual CofA before 1 April 1998 , the audio signals received from each boom and mask microphone, where practicable;
voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.
aeroplanes referred to in (a)(1) and issued with an individual CofA on or after 1 April 1998 ; or
aeroplanes referred to in (a)(2).
aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA on or after 1 June 1990;
turbine-engined aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA before 1 June 1990; and
multi-engined turbine-powered aeroplanes with an MCTOM of 5 700 kg or less, with an MOPSC of more than nine and first issued with an individual CofA on or after 1 April 1998.
time, altitude, airspeed, normal acceleration and heading and be capable of retaining the data recorded during at least the preceding 25 hours for aeroplanes referred to in (a)(2) with an MCTOM of less than 27 000 kg;
the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power and configuration of lift and drag devices and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) with an MCTOM of less than 27 000 kg and first issued with an individual CofA before 1 January 2016;
the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) and (a)(2) with an MCTOM of over 27 000 kg and first issued with an individual CofA before 1 January 2016;
the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power and configuration of lift and drag devices and be capable of retaining the data recorded during at least the preceding 10 hours, in the case of aeroplanes referred to in (a)(3) and first issued with an individual CofA before 1 January 2016; or
the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) and (a)(3) and first issued with an individual CofA on or after 1 January 2016.
Turbine-engined aeroplanes with an MCTOM of 2 250 kg or more and aeroplanes with an MOPSC of more than 9 shall be equipped with a flight recorder if all of the following conditions are met:
they are not within the scope of point CAT.IDE.A.190(a);
they are first issued with an individual CofA on or after 5 September 2022 .
The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed.
The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours.
The flight recorder shall automatically start to record prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is no longer capable of moving under its own power.
If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the commander and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques.]
data link communication messages related to ATS communications to and from the aeroplane, including messages applying to the following applications:
data link initiation;
controller-pilot communication;
addressed surveillance;
flight information;
as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;
as far as is practicable, given the architecture of the system, aircraft operational control data; and
as far as is practicable, given the architecture of the system, graphics;
information that enables correlation to any associated records related to data link communications and stored separately from the aeroplane; and
information on the time and priority of data link communications messages, taking into account the system’s architecture.
Compliance with CVR and FDR requirements may be achieved by:
one flight data and cockpit voice combination recorder in the case of aeroplanes required to be equipped with a CVR or an FDR;
one flight data and cockpit voice combination recorder in the case of aeroplanes with an MCTOM of 5 700 kg or less and required to be equipped with a CVR and an FDR; or
two flight data and cockpit voice combination recorders in the case of aeroplanes with an MCTOM of more than 5 700 kg and required to be equipped with a CVR and an FDR.
a seat or berth for each person on board who is aged 24 months or more;
a seat belt on each passenger seat and restraining belts for each berth except as specified in (3);
[F4a seat belt with upper torso restraint system on each passenger seat and restraining belts on each berth in the case of aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less, having an individual CofA first issued on or after 8 April 2015 ;]
a child restraint device (CRD) for each person on board younger than 24 months;
a seat belt with upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration:
on each flight crew seat and on any seat alongside a pilot’s seat;
on each observer seat located in the flight crew compartment;
a seat belt with upper torso restraint system on each seat for the minimum required cabin crew.
a single point release;
on the seats for the minimum required cabin crew, two shoulder straps and a seat belt that may be used independently; and
[F4on flight crew members' seats and on any seat alongside a pilot's seat, either of the following:
two shoulder straps and a seat belt that may be used independently;
a diagonal shoulder strap and a seat belt that may be used independently for the following aeroplanes:
aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are compliant with the emergency landing dynamic conditions defined in the applicable certification specification;
aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are not compliant with the emergency landing dynamic conditions defined in the applicable certification specification and having an individual CofA first issued before 28 October 2014 ;
aeroplanes certified in accordance with CS-VLA or equivalent and CS-LSA or equivalent.]]
Aeroplanes in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.
Aeroplanes shall be equipped with:
in the case of aeroplanes with an MOPSC of more than 19, a door between the passenger compartment and the flight crew compartment, with a placard indicating ‘crew only’ and a locking means to prevent passengers from opening it without the permission of a member of the flight crew;
a readily accessible means for opening each door that separates a passenger compartment from another compartment that has emergency exits;
a means for securing in the open position any doorway or curtain separating the passenger compartment from other areas that need to be accessed to reach any required emergency exit from any passenger seat;
a placard on each internal door or adjacent to a curtain that is the means of access to a passenger emergency exit, to indicate that it [F9shall] be secured open during take-off and landing; and
a means for any member of the crew to unlock any door that is normally accessible to passengers and that can be locked by passengers.
Table 1 | |
Number of first-aid kits required | |
Number of passenger seats installed | Number of first-aid kits required |
---|---|
0-100 | 1 |
101-200 | 2 |
201-300 | 3 |
301-400 | 4 |
401-500 | 5 |
501 or more | 6 |
readily accessible for use; and
kept up to date.
dust and moisture proof;
carried in a way that prevents unauthorised access; and
kept up to date.
quick donning types of masks for flight crew members;
sufficient spare outlets and masks or portable oxygen units with masks distributed evenly throughout the passenger compartment, to ensure immediate availability of oxygen for use by each required cabin crew member;
an oxygen dispensing unit connected to oxygen supply terminals immediately available to each cabin crew member, additional crew member and occupants of passenger seats, wherever seated; and
a device to provide a warning indication to the flight crew of any loss of pressurisation.
Table 1 | |
Oxygen minimum requirements for pressurised aeroplanes | |
a Passenger numbers in Table 1 refer to passengers actually carried on board, including persons younger than 24 months. | |
Supply for | Duration and cabin pressure altitude |
---|---|
1.Occupants of flight crew compartment seats on flight crew compartment duty | (a)The entire flying time when the cabin pressure altitude exceeds 13 000 ft.(b)The remainder of the flying time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 13 000 ft, after the initial 30 minutes at these altitudes, but in no case less than:(1) 30 minutes’ supply for aeroplanes certified to fly at altitudes not exceeding 25 000 ft; and (2) 2 hours’ supply for aeroplanes certified to fly at altitudes of more than 25 000 ft. |
2.Required cabin crew members | (a)The entire flying time when the cabin pressure altitude exceeds 13 000 ft, but not less than 30 minutes’ supply.(b)The remainder of the flying time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 13 000 ft, after the initial 30 minutes at these altitudes. |
3.100 % of passengersa | The entire flying time when the cabin pressure altitude exceeds 15 000 ft, but in no case less than 10 minutes’ supply. |
4.30 % of passengersa | The entire flying time when the cabin pressure altitude exceeds 14 000 ft but does not exceed 15 000 ft. |
5.10 % of passengersa | The remainder of the flying time when the cabin pressure altitude exceeds 10 000 ft but does not exceed 14 000 ft, after the initial 30 minutes at these altitudes. |
Non-pressurised aeroplanes operated at pressure altitudes above 10 000 ft shall be equipped with supplemental oxygen equipment capable of storing and dispensing the oxygen supplies in accordance with Table 1.
Oxygen minimum requirements for non-pressurised aeroplanes
a Passenger numbers in Table 1 refer to passengers actually carried on board, including persons younger than 24 months. | |
Supply for | Duration and cabin pressure altitude |
---|---|
1.Occupants of flight crew compartment seats on flight crew compartment duty and crew members assisting flight crew in their duties | The entire flying time at pressure altitudes above 10 000 ft. |
2.Required cabin crew members | The entire flying time at pressure altitudes above 13 000 ft and for any period exceeding 30 minutes at pressure altitudes above 10 000 ft but not exceeding 13 000 ft. |
3.Additional crew members and 100 % of passengersa | The entire flying time at pressure altitudes above 13 000 ft. |
4.10 % of passengersa | The entire flying time after 30 minutes at pressure altitudes above 10 000 ft but not exceeding 13 000 ft. |
oxygen for each flight crew member on duty in the flight crew compartment;
breathing gas for each required cabin crew member, adjacent to his/her assigned station; and
breathing gas from a portable PBE for one member of the flight crew, adjacent to his/her assigned station, in the case of aeroplanes operated with a flight crew of more than one and no cabin crew member.
Table 1 | |
Number of hand fire extinguishers | |
MOPSC | Number of extinguishers |
---|---|
7-30 | 1 |
31-60 | 2 |
61-200 | 3 |
201-300 | 4 |
301-400 | 5 |
401-500 | 6 |
501-600 | 7 |
601 or more | 8 |
If areas of the aeroplane’s fuselage suitable for break-in by rescue crews in an emergency are marked, such areas shall be marked as shown in Figure 1.
with the landing gear extended; and
after the collapse of, or failure to extend of, one or more legs of the landing gear, in the case of aeroplanes with a type certificate issued after 31 March 2000.
Aeroplanes with an MOPSC of more than 60 and carrying at least one passenger shall be equipped with the following quantities of portable battery-powered megaphones readily accessible for use by crew members during an emergency evacuation:
For each passenger deck:
Table 1 | |
Number of megaphones | |
Passenger seating configuration | Number of megaphones |
---|---|
61 to 99 | 1 |
100 or more | 2 |
For aeroplanes with more than one passenger deck, in all cases when the total passenger seating configuration is more than 60, at least one megaphone.
sources of general cabin illumination;
internal lighting in floor level emergency exit areas;
illuminated emergency exit marking and locating signs;
in the case of aeroplanes for which the application for the type certificate or equivalent was filed before 1 May 1972, when operated by night, exterior emergency lighting at all overwing exits and at exits where descent assist means are required;
in the case of aeroplanes for which the application for the type certificate or equivalent was filed after 30 April 1972, when operated by night, exterior emergency lighting at all passenger emergency exits; and
in the case of aeroplanes for which the type certificate was first issued on or after 31 December 1957, floor proximity emergency escape path marking system(s) in the passenger compartments.
Textual Amendments
F41Word in Annex 4 point CAT.IDE.A.275(c) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(5)(c) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
Textual Amendments
F42Word in Annex 4 point CAT.IDE.A.275(d) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(5)(c) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)
two ELTs, one of which shall be automatic, or one ELT and one aircraft localisation means meeting the requirement of CAT.GEN.MPA.210, in the case of aeroplanes first issued with an individual CofA after 1 July 2008 ; or
one automatic ELT or two ELTs of any type or one aircraft localisation means meeting the requirement of CAT.GEN.MPA.210, in the case of aeroplanes first issued with an individual CofA on or before 1 July 2008 .]
one automatic ELT or one aircraft localisation means meeting the requirement of CAT.GEN.MPA.210, in the case of aeroplanes first issued with an individual CofA after 1 July 2008 ; or
one ELT of any type or one aircraft localisation means meeting the requirement of CAT.GEN.MPA.210, in the case of aeroplanes first issued with an individual CofA on or before 1 July 2008 .]
landplanes operated over water at a distance of more than 50 NM from the shore or taking off or landing at an aerodrome where the take-off or approach path is so disposed over water that there would be a likelihood of a ditching; and
seaplanes operated over water.
a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the seaplane on water, appropriate to its size, mass and handling characteristics;
equipment for making the sound signals as prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.]
120 minutes at cruising speed or 400 NM, whichever is the lesser, in the case of aeroplanes capable of continuing the flight to an aerodrome with the critical engine(s) becoming inoperative at any point along the route or planned diversions; or
for all other aeroplanes, 30 minutes at cruising speed or 100 NM, whichever is the lesser,
shall be equipped with the equipment specified in (e).
life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in an emergency, and being of sufficient size to accommodate all the survivors in the event of a loss of one raft of the largest rated capacity;
a survivor locator light in each life-raft;
life-saving equipment to provide the means for sustaining life, as appropriate for the flight to be undertaken; and
at least two survival ELTs (ELT(S)).
the aeroplane is operated over routes on which it is at no point at a distance of more than 180 NM from the shore; or
the aeroplane is equipped with robust and automatic means to accurately determine, following an accident where the aeroplane is severely damaged, the location of the point of end of flight.]
signalling equipment to make the distress signals;
at least one ELT(S); and
additional survival equipment for the route to be flown taking account of the number of persons on board.
remains within a distance from an area where search and rescue is not especially difficult corresponding to:
120 minutes at one-engine-inoperative (OEI) cruising speed for aeroplanes capable of continuing the flight to an aerodrome with the critical engine(s) becoming inoperative at any point along the route or planned diversion routes; or
30 minutes at cruising speed for all other aeroplanes;
remains within a distance no greater than that corresponding to 90 minutes at cruising speed from an area suitable for making an emergency landing, for aeroplanes certified in accordance with the applicable airworthiness standard.
Aeroplanes operated under IFR shall be equipped with an audio selector panel operable from each required flight crew member station.
Aeroplanes operated under VFR over routes navigated by reference to visual landmarks shall be equipped with radio communication equipment necessary under normal radio propagation conditions to fulfil the following:
communicate with appropriate ground stations;
communicate with appropriate ATC stations from any point in controlled airspace within which flights are intended; and
receive meteorological information.
Aeroplanes shall be equipped with a pressure altitude reporting secondary surveillance radar (SSR) transponder and any other SSR transponder capability required for the route being flown.
Aeronautical databases used on certified aircraft system applications shall meet data quality requirements that are adequate for the intended use of the data.
The operator shall ensure the timely distribution and insertion of current and unaltered aeronautical databases to all aircraft that require them.
Notwithstanding any other occurrence reporting requirements as defined in Regulation (EU) No 376/2014, the operator shall report to the database provider instances of erroneous, inconsistent or missing data that might be reasonably expected to constitute a hazard to flight.
In such cases, the operator shall inform flight crew and other personnel concerned, and shall ensure that the affected data is not used.]
independent portable lights;
an accurate time piece;
chart holder;
first-aid kit;
megaphones;
survival and signalling equipment;
sea anchors and equipment for mooring;
child restraint devices.]
the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with Annex II to Regulation (EU) 2018/1139 or points CAT.IDE.H.330, CAT.IDE.H.335, CAT.IDE.H.340 and CAT.IDE.H.345 of this Annex;
the instruments and equipment shall not affect the airworthiness of the helicopter, even in the case of failures or malfunction.]]
A flight shall not be commenced when any of the helicopter’s instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless:
Textual Amendments
F43Word in Annex 4 point CAT.IDE.H.105(b) substituted (31.12.2020) by The Aviation Safety (Amendment) (EU Exit) Regulations 2020 (S.I. 2020/1116), regs. 1(2), 66(b)
lighting supplied from the helicopter’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the helicopter;
lighting supplied from the helicopter’s electrical system to provide illumination in all passenger compartments;
an independent portable light for each required crew member readily accessible to crew members when seated at their designated stations;
navigation/position lights;
two landing lights of which at least one is adjustable in flight so as to illuminate the ground in front of and below the helicopter and the ground on either side of the helicopter; and
lights to conform with the International Regulations for Preventing Collisions at Sea if the helicopter is amphibious.
A means of measuring and displaying:
Magnetic heading;
Time in hours, minutes, and seconds;
[F4Barometric altitude;]
Indicated airspeed;
Vertical speed;
Slip; and
Outside air temperature.
A means of indicating when the supply of power to the required flight instruments is not adequate.
Attitude; and
Heading.
Helicopters operated under VFR at night or under IFR shall be equipped with the following equipment, available at the pilot’s station:
A means of measuring and displaying:
Magnetic heading;
Time in hours, minutes and seconds;
Indicated airspeed;
Vertical speed;
Slip;
Attitude;
Stabilised heading; and
Outside air temperature.
[F4Two means of measuring and displaying barometric altitude. For single-pilot operations under VFR at night one pressure altimeter may be substituted by a radio altimeter.]
A means of indicating when the supply of power to the required flight instruments is not adequate.
A means of preventing malfunction of the airspeed indicating systems required in (a)(3) and (h)(2) due to either condensation or icing.
A means of annunciating to the flight crew the failure of the means required in (d) for helicopters:
issued with an individual CofA on or after 1 August 1999; or
issued with an individual CofA before 1 August 1999 with an MCTOM of more than 3 175 kg, and with an MOPSC of more than nine.
A standby means of measuring and displaying attitude that:
is powered continuously during normal operation and, in the event of a total failure of the normal electrical generating system, is powered from a source independent of the normal electrical generating system;
operates independently of any other means of measuring and displaying attitude;
is capable of being used from either pilot’s station;
is operative automatically after total failure of the normal electrical generating system;
provides reliable operation for a minimum of 30 minutes or the time required to fly to a suitable alternate landing site when operating over hostile terrain or offshore, whichever is greater, after total failure of the normal electrical generating system, taking into account other loads on the emergency power supply and operational procedures;
is appropriately illuminated during all phases of operation; and
is associated with a means to alert the flight crew when operating under its dedicated power supply, including when operated by emergency power.
An alternate source of static pressure for the means of measuring altitude, airspeed and vertical speed.
Whenever two pilots are required for the operation, a separate means for displaying for the second pilot:
[F4Barometric altitude;]
Indicated airspeed;
Vertical speed;
Slip;
Attitude; and
Stabilised heading.
For IFR operations, a chart holder in an easily readable position that can be illuminated for night operations.
Helicopters operated under IFR with a single-pilot shall be equipped with an autopilot with at least altitude hold and heading mode.
out of sight of the land;
in a visibility of less than 1 500 m;
at night; or
at a distance from land corresponding to more than three minutes at normal cruising speed.
Helicopters with an MOPSC of more than nine and operated under IFR or at night shall be equipped with airborne weather detecting equipment when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route to be flown.
Helicopters operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.
Helicopters shall be equipped with a crew member interphone system when carrying a crew member other than a flight crew member.
the helicopter is designed without a bulkhead between pilot and passengers; and
the operator is able to demonstrate that when in flight, the pilot’s voice is audible and intelligible at all passengers’ seats.
all helicopters with an MCTOM of more than 7 000 kg; and
helicopters with an MCTOM of more than 3 175 kg and first issued with an individual CofA on or after 1 January 1987.
the preceding two hours for helicopters referred to in (a)(1) and (a)(2), when first issued with an individual CofA on or after 1 January 2016;
the preceding one hour for helicopters referred to in (a)(1), when first issued with an individual CofA on or after 1 August 1999 and before 1 January 2016;
the preceding 30 minutes for helicopters referred to in (a)(1), when first issued with an individual CofA before 1 August 1999; or
the preceding 30 minutes for helicopters referred to in (a)(2), when first issued with an individual CofA before 1 January 2016.
voice communications transmitted from or received in the flight crew compartment by radio;
flight crew members' voice communications using the interphone system and the public address system, if installed;
the aural environment of the flight crew compartment, including without interruption:
for helicopters first issued with an individual CofA on or after 1 August 1999 , the audio signals received from each crew microphone;
for helicopters first issued with an individual CofA before 1 August 1999 , the audio signals received from each crew microphone, where practicable;
voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.
the CVR shall start automatically to record prior to the helicopter moving under its own power and continue to record until the termination of the flight when the helicopter is no longer capable of moving under its own power; and
depending on the availability of electrical power, the CVR shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.
helicopters with an MCTOM of more than 3 175 kg and first issued with an individual CofA on or after 1 August 1999;
helicopters with an MCTOM of more than 7 000 kg, or an MOPSC of more than nine, and first issued with an individual CofA on or after 1 January 1989 but before 1 August 1999.
flight path, speed, attitude, engine power, operation and configuration and be capable of retaining the data recorded during at least the preceding 10 hours, for helicopters referred to in (a)(1) and first issued with an individual CofA on or after 1 January 2016;
flight path, speed, attitude, engine power and operation and be capable of retaining the data recorded during at least the preceding eight hours, for helicopters referred to in (a)(1) and first issued with an individual CofA before 1 January 2016;
flight path, speed, attitude, engine power and operation and be capable of retaining the data recorded during at least the preceding five hours, for helicopters referred to in (a)(2).
Turbine-engined helicopters with an MCTOM of 2 250 kg or more shall be equipped with a flight recorder if all of the following conditions are met:
they are not within the scope of point CAT.IDE.H.190(a);
they are first issued with an individual CofA on or after 5 September 2022 .
The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed.
The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours.
The flight recorder shall automatically start to record prior to the helicopter being capable of moving under its own power and shall stop automatically after the helicopter is no longer capable of moving under its own power.
If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the commander and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques.]
data link communication messages related to ATS communications to and from the helicopter, including messages applying to the following applications:
data link initiation;
controller-pilot communication;
addressed surveillance;
flight information;
as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;
as far as is practicable, given the architecture of the system, aircraft operational control data;
as far as is practicable, given the architecture of the system, graphics;
information that enables correlation to any associated records related to data link communications and stored separately from the helicopter; and
information on the time and priority of data link communications messages, taking into account the system’s architecture.
Compliance with CVR and FDR requirements may be achieved by the carriage of one combination recorder.
a seat or berth for each person on board who is aged 24 months or more;
a seat belt on each passenger seat and restraining belts for each berth;
for helicopters first issued with an individual CofA on or after 1 August 1999, a safety belt with upper torso restraint system for use on each passenger seat for each passenger aged 24 months or more;
a child restraint device (CRD) for each person on board younger than 24 months;
a seat belt with upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration on each flight crew seat;
a seat belt with upper torso restraint system on each seat for the minimum required cabin crew.
have a single point release; and
on flight crew seats and on the seats for the minimum required cabin crew include two shoulder straps and a seat belt that may be used independently.
Helicopters in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.
readily accessible for use;
kept up to date.
Non-pressurised helicopters operated at pressure altitudes above 10 000 ft shall be equipped with supplemental oxygen equipment capable of storing and dispensing the oxygen supplies in accordance with the following tables.
Oxygen minimum requirements for complex non-pressurised helicopters
a Passenger numbers in Table 1 refer to passengers actually carried on board including persons younger than 24 months. | |
Supply for | Duration and cabin pressure altitude |
---|---|
1.Occupants of flight crew compartment seats on flight crew compartment duty and crew members assisting flight crew in their duties | The entire flying time at pressure altitudes above 10 000 ft. |
2.Required cabin crew members | The entire flying time at pressure altitudes above 13 000 ft and for any period exceeding 30 minutes at pressure altitudes above 10 000 ft but not exceeding 13 000 ft. |
3.Additional crew members and 100 % of passengersa | The entire flying time at pressure altitudes above 13 000 ft. |
4.10 % of passengersa | The entire flying time after 30 minutes at pressure altitudes above 10 000 ft but not exceeding 13 000 ft. |
Oxygen minimum requirements for other-than-complex non-pressurised helicopters
a Passenger numbers in Table 2 refer to passengers actually carried on board including persons younger than 24 months. | |
Supply for | Duration and cabin pressure altitude |
---|---|
1.Occupants of flight crew compartment seats on flight crew compartment duty, crew members assisting flight crew in their duties, and required cabin crew members | The entire flying time at pressure altitudes above 13 000 ft and for any period exceeding 30 minutes at pressure altitudes above 10 000 ft but not exceeding 13 000 ft. |
2.Additional crew members and 100 % of passengersa | The entire flying time at pressure altitudes above 13 000 ft. |
3.10 % of passengersa | The entire flying time after 30 minutes at pressure altitudes above 10 000 ft but not exceeding 13 000 ft. |
Number of hand fire extinguishers
MOPSC | Number of extinguishers |
---|---|
7-30 | 1 |
31-60 | 2 |
61-200 | 3 |
If areas of the helicopter’s fuselage suitable for break-in by rescue crews in an emergency are marked, such areas shall be marked as shown in Figure 1.
Helicopters with an MOPSC of more than 19 shall be equipped with one portable battery-powered megaphone readily accessible for use by crew members during an emergency evacuation.
an emergency lighting system having an independent power supply to provide a source of general cabin illumination to facilitate the evacuation of the helicopter; and
emergency exit marking and locating signs visible in daylight or in the dark.
in performance class 1 or 2 on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed;
in performance class 3 on a flight over water at a distance corresponding to more than three minutes flying time at normal cruising speed.
performance class 1 or 2 on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed;
performance class 3 on a flight over water beyond autorotational distance from land;
performance class 2 or 3 when taking off or landing at an aerodrome or operating site where the take-off or approach path is over water.
Each crew member shall wear a survival suit when operating in performance class 3 on a flight over water beyond autorotational distance or safe forced landing distance from land, when the weather report or forecasts available to the commander indicate that the sea temperature will be less than plus 10 °C during the flight.]
Helicopters operated:
in performance class 1 or 2 on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed;
in performance class 3 on a flight over water at a distance corresponding to more than three minutes flying time at normal cruising speed, shall be equipped with:
in the case of a helicopter carrying less than 12 persons, at least one life-raft with a rated capacity of not less than the maximum number of persons on board, stowed so as to facilitate its ready use in an emergency;
in the case of a helicopter carrying more than 11 persons, at least two life-rafts, stowed so as to facilitate their ready use in an emergency, sufficient together to accommodate all persons capable of being carried on board and, if one is lost, the remaining life-raft(s) having, the overload capacity sufficient to accommodate all persons on the helicopter;
at least one survival ELT (ELT(S)) for each required life-raft; and
life-saving equipment, including means of sustaining life, as appropriate to the flight to be undertaken.
Helicopters operated over areas in which search and rescue would be especially difficult shall be equipped with:
signalling equipment to make distress signals;
at least one ELT(S); and
additional survival equipment for the route to be flown taking account of the number of persons on board.
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Helicopters certified for operating on water shall be equipped with:
[F4a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the helicopter on water, appropriate to its size, mass and handling characteristics; and]
equipment for making the sound signals prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.
Helicopters shall be designed for landing on water or certified for ditching in accordance with the relevant certification specification when operated in performance class 1 or 2 on a flight over water in a hostile environment at a distance from land corresponding to more than 10 minutes flying time at normal cruise speed.
Helicopters shall be designed for landing on water or certified for ditching in accordance with the relevant certification specification or fitted with emergency flotation equipment when operated in:
performance class 1 or 2 on a flight over water in a non-hostile environment at a distance from land corresponding to more than 10 minutes flying time at normal cruise speed;
performance class 2, when taking off or landing over water, except in the case of helicopter emergency medical services ( ‘ HEMS ’ ) operations, where for the purpose of minimising exposure, the landing or take-off at a HEMS operating site located in a congested environment is conducted over water;
performance class 3 on a flight over water beyond safe forced landing distance from land.]
Whenever a radio communication and/or radio navigation system is required, helicopters shall be equipped with a headset with boom microphone or equivalent and a transmit button on the flight controls for each required pilot and/or crew member at his/her assigned station.
Helicopters operated under IFR shall be equipped with an audio selector panel operable from each required flight crew member station.
Helicopters operated under VFR over routes that can be navigated by reference to visual landmarks shall be equipped with radio communication equipment necessary under normal radio propagation conditions to fulfil the following:
communicate with appropriate ground stations;
communicate with appropriate ATC stations from any point in controlled airspace within which flights are intended; and
receive meteorological information.
Helicopters shall be equipped with a pressure altitude reporting secondary surveillance radar (SSR) transponder and any other SSR transponder capability required for the route being flown.
Aeronautical databases used on certified aircraft system applications shall meet data quality requirements that are adequate for the intended use of the data.
The operator shall ensure the timely distribution and insertion of current and unaltered aeronautical databases to all aircraft that require them.
Notwithstanding any other occurrence reporting requirements as defined in Regulation (EU) No 376/2014, the operator shall report to the database provider instances of erroneous, inconsistent or missing data that might be reasonably expected to constitute a hazard to flight.
In such cases, the operator shall inform flight crew and other personnel concerned, and shall ensure that the affected data is not used.]
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[F11Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the protection of natural persons with regard to the processing of personal data and on the free movement of such data, and repealing Directive 95/46/EC (General Data Protection Regulation) ( OJ L 119, 4.5.2016, p. 1 ).]
Textual Amendments
F11Substituted by Commission Implementing Regulation (EU) 2019/1387 of 1 August 2019 amending Regulation (EU) No 965/2012 as regards requirements for aeroplane landing performance calculations and the standards for assessing the runway surface conditions, update on certain aircraft safety equipment and requirements and operations without holding an extended range operational approval.