- Latest available (Revised)
- Point in Time (22/03/2017)
- Original (As adopted by EU)
Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council
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Version Superseded: 01/07/2018
Point in time view as at 22/03/2017. This version of this contains provisions that are not valid for this point in time.
There are currently no known outstanding effects for the Commission Regulation (EU) No 965/2012, Division SUBPART B.
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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.
[F1operations 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,
Textual Amendments
provided that search and rescue service arrangements can be maintained.
[F1other-than complex motor-powered aeroplanes; and]
helicopters.
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 competent authority taking into account the operator’s experience, training programme and flight crew qualification.
the radar provides course guidance to ensure obstacle clearance; and
either:
the minimum descent height (MDH) is determined from a radio altimeter; or
the minimum descent altitude (MDA) plus an adequate margin is applied.
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.
[F3space-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 competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall 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
F4 Substituted by Commission Regulation (EU) 2017/363 of 1 March 2017 amending Regulation (EU) No 965/2012 as regards the specific approval of single-engined turbine aeroplane operations at night or in instrument meteorological conditions and the approval requirements for the dangerous goods training relating to commercial specialised operations, non-commercial operations of complex motor-powered aircraft and non-commercial specialised operations of complex motor-powered aircraft.
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 either:
a maximum operational passenger seating configuration (MOPSC) of 20 or more; or
a maximum take-off mass of 45 360 kg or more,
the distance flown in 60 minutes at the one-engine-inoperative (OEI) cruising speed determined in accordance with (b);
for performance class A aeroplanes with:
an MOPSC of 19 or less; and
a maximum take-off mass less than 45 360 kg,
the distance flown in 120 minutes or, subject to approval by the competent authority, up to 180 minutes for turbo-jet aeroplanes, at the OEI cruise speed determined in accordance with (b);
for performance class B or C aeroplanes:
the distance flown in 120 minutes at the OEI cruise speed determined in accordance with (b); or
300 NM, whichever is less.
the determined OEI cruising speed; and
the determined maximum distance from an adequate aerodrome.
the aeroplane/engine combination holds an extended range operations with two-engined aeroplanes (ETOPS) type design and reliability approval for the intended operation;
a set of conditions has been implemented to ensure that the aeroplane and its engines are maintained to meet the necessary reliability criteria; and
the flight crew and all other operations personnel involved are trained and suitably qualified to conduct the intended operation.
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
provided with a safety briefing card on which picture-type instructions indicate the operation of emergency equipment and 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;
[F3space-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;[F6 and]
[F2any navigational database required for performance-based navigation is suitable and current; and]
any additional operational limitation can be complied with.
Textual Amendments
[F1other-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.
the destination is a coastal aerodrome and the helicopter is routing from offshore;
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 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.
an off-shore destination alternate aerodrome shall be used only after a PNR. Prior to the PNR, on-shore alternate aerodromes shall be used;
OEI landing capability shall be attainable at the alternate aerodrome;
to the extent possible, deck availability shall be guaranteed. The dimensions, configuration and obstacle clearance of individual helidecks or other sites shall be assessed in order to establish operational suitability for use as an alternate aerodrome by each helicopter type proposed to be used;
weather minima shall be established taking accuracy and reliability of meteorological information into account;
the MEL shall contain specific provisions for this type of operation; and
an off-shore alternate aerodrome shall only be selected if the operator has established a procedure in the operations manual.
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.
Notwithstanding (a), when flying between helidecks located in class G airspace where the overwater sector is less than 10 NM, VFR flights may be conducted when the limits are at, or better than, the following:
Table 1 | ||||
Minima for flying between helidecks located in class G airspace | ||||
a The cloud base shall be such as to allow flight at the specified height, below and clear of cloud. | ||||
b Helicopters may be operated in flight visibility down to 800 m provided the destination or an intermediate structure is continuously visible. | ||||
c Helicopters may be operated in flight visibility down to 1 500 m provided the destination or an intermediate structure is continuously visible. | ||||
Day | Night | |||
---|---|---|---|---|
Heighta | Visibility | Heighta | Visibility | |
Single-pilot | 300 ft | 3 km | 500 ft | 5 km |
Two pilots | 300 ft | 2 kmb | 500 ft | 5 kmc |
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 competent authority.
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.]
Valid from 31/12/2020
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 competent authority the hours flown for each helicopter operated during the previous calendar year.
Table 1 | |
Aircraft categories corresponding to VAT values | |
Aircraft category | VAT |
---|---|
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 operator shall only use aerodromes and operating sites that are adequate for the type(s) of aircraft and operation(s) concerned.
The commander shall take into account the effect of aircraft noise while ensuring that safety has priority over noise abatement.
data provided by the balloon manufacturer;
anticipated masses;
expected meteorological conditions; and
air navigation services provider(s) procedures and restrictions.
Persons requiring special conditions, assistance and/or devices when carried on a flight shall be considered as SCPs and be carried under conditions that ensure the safety of the aircraft and its occupants according to procedures established by the operator.
The operator shall ensure that passengers are given a safety briefing before or, where appropriate, during the flight.
Before commencing the flight, the commander shall:
ascertain by every reasonable means available that the ground facilities including communication facilities and navigation aids available and directly required on such a flight, for the safe operation of the aircraft, are adequate for the type of operation under which the flight is to be conducted; and
be familiar with all available meteorological information appropriate to the intended flight. Preparation for a flight away from the vicinity of the place of departure shall include:
a study of available current weather reports and forecasts; and
the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of weather conditions.
The commander shall ensure that before take-off and landing, and whenever deemed necessary in the interest of safety:
all equipment and baggage are properly secured; and
emergency evacuation remains possible.
No person shall be allowed to smoke on board a sailplane or balloon.
The commander shall only commence or continue a VFR flight if the latest available meteorological information indicates that the weather conditions along the route and at the intended destination at the estimated time of use will be at or above the applicable VFR operating minima.
The commander shall only commence take-off if the aircraft is clear of any deposit that might adversely affect the performance or controllability of the aircraft, except as permitted in accordance with the AFM.
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 would not prevent a safe take-off and departure.
The commander shall ensure that when carrying passengers abnormal or emergency situations that require the application of abnormal or emergency procedures are not simulated.
The commander shall check at regular intervals that the amount of usable fuel and ballast remaining in flight is not less than the fuel and ballast needed to complete the intended flight and the reserve planned for landing.
The commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of the aircraft in flight use supplemental oxygen continuously whenever the pressure altitude exceeds 10 000 ft for a period of more than 30 minutes and whenever the pressure altitude exceeds 13 000 ft.
Before commencing an approach to land, the commander shall be satisfied that, according to the information available to him/her, the weather at the intended aerodrome or operating site and the condition of the surface intended to be used would not prevent a safe approach and landing.
A sailplane shall only be operated during day.]
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