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Textual Amendments
used by the flight crew to control the flight path;
used to comply with SPO.IDE.A.215;
used to comply with SPO.IDE.A.220; or
installed in the aeroplane.
spare fuses;
independent portable lights;
an accurate time piece;
chart holder;
first aid kits;
survival and signalling equipment;
sea anchor and equipment for mooring;
a simple PCDS used by a task specialist as a restraint device.
Textual Amendments
F2 Substituted 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).
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 SPO.IDE.A.215 and SPO.IDE.A.220 of this Annex;
the instruments, equipment or accessories 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 either of the following conditions is fulfilled:
the aeroplane is operated in accordance with the minimum equipment list (MEL);
for complex motor-powered aeroplanes and for any aeroplane used in commercial operations, the operator is approved by the competent authority to operate the aeroplane within the constraints of the master minimum equipment list (MMEL) in accordance with point ORO.MLR.105(j) of Annex III;
the aeroplane is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.]
Aeroplanes shall be equipped with spare electrical fuses, of the ratings required for complete circuit protection, for replacement of those fuses that are allowed to be replaced in flight.
Aeroplanes operated at night shall be equipped with:
an anti-collision light system;
navigation/position lights;
a landing light;
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 cabin compartments;
an independent portable light for each crew member station; and
lights to conform with the International Regulations for Preventing Collisions at Sea if the aeroplane is operated as a seaplane.
magnetic heading,
time in hours, minutes and seconds,
[F2barometric altitude,]
indicated airspeed,
Mach number whenever speed limitations are expressed in terms of Mach number, and
slip for complex motor-powered aeroplanes.
a means of measuring and displaying the following:
turn and slip,
attitude,
vertical speed, and
stabilised heading;
a means of indicating when the supply of power to the gyroscopic instruments is not adequate.
[F2barometric altitude,]
indicated airspeed,
slip, or turn and slip, as applicable,
attitude, if applicable,
vertical speed, if applicable
stabilised heading, if applicable, and
Mach number whenever speed limitations are expressed in terms of Mach number, if applicable.
Aeroplanes operated under IFR shall be equipped with:
a means of measuring and displaying the following:
magnetic heading,
time in hours, minutes and seconds,
[F2barometric altitude,]
indicated airspeed,
vertical speed,
turn and slip,
attitude,
stabilised 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 gyroscopic instruments is not adequate.
whenever two pilots are required for the operation, an additional separate means of displaying for the second pilot:
[F2barometric altitude,]
indicated airspeed,
vertical speed,
turn and slip,
attitude,
stabilised heading, and
Mach number whenever speed limitations are expressed in terms of Mach number, if applicable;
a means of preventing malfunction of the airspeed indicating system required in (a)(4) and (c)(2) due to condensation or icing; and
complex motor-powered aeroplanes when operated under IFR shall, in addition to (a), (b), (c) and (d), be equipped with:
an alternate source of static pressure;
a chart holder in an easily readable position that can be illuminated for night operations;
a second independent means of measuring and displaying altitude unless already installed to comply with (e)(1); and
[F2an emergency power supply, independent of the main electrical generating system, for the purpose of operating and illuminating an attitude indicating system for a minimum period of 30 minutes. The emergency power supply shall be automatically operative after the total failure of the main electrical generating system and clear indication shall be given on the instrument or on the instrument panel that the attitude indicator is being operated by emergency power.]
Complex motor-powered aeroplanes operated under IFR with a single pilot shall be equipped with an autopilot with at least altitude hold and heading mode.
Turbine-powered aeroplanes with a maximum certified take-off mass (MCTOM) of more than 5 700 kg or an MOPSC of more than nine shall be equipped with a TAWS that meets the requirements for:
class A equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual certificate of airworthiness (CofA) was first issued after 1 January 2011 ; or
class B equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual CofA was first issued on or before 1 January 2011 .
When used in commercial operations, turbine-powered aeroplanes for which the individual CofA was first issued after 1 January 2019 and having an MCTOM of 5 700 kg or less and an MOPSC of six to nine shall be equipped with a TAWS that meets the requirements for class B equipment, as specified in an acceptable standard.]
Textual Amendments
F3 Substituted 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 shall be equipped with ACAS II.
The following aeroplanes 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.
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 27 000 kg and first issued with an individual CofA on or after 1 January 2016 ; and
aeroplanes with an MCTOM of more than 2 250 kg:
certified for operation with a minimum crew of at least two pilots;
equipped with turbojet engine(s) or more than one turboprop engine; and
for which a type certificate is first issued on or after 1 January 2016 .
the 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 2021 ; 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, the audio signals received from each boom and mask microphone in use; and
voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.
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 the following conditions are met:
they are not within the scope of point SPO.IDE.A.145(a);
they are used for commercial operations;
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 pilot-in-command 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.]
Textual Amendments
F5 Inserted 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.
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 requirements and FDR requirements may be achieved by:
one flight data and cockpit voice combination recorder if the aeroplane has to be equipped with a CVR or an FDR; or
two flight data and cockpit voice combination recorders if the aeroplane has to be equipped with a CVR and an FDR.
Aeroplanes shall be equipped with:
a seat or station for each crew member or task specialist on board;
a seat belt on each seat, and restraint devices for each station;
[F6for other-than-complex motor-powered aeroplanes, a seat belt with upper torso restraint system on each flight crew seat, having a single point release for aeroplanes having a CofA first issued on or after 25 August 2016 ;
for complex motor-powered aeroplanes, 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; and
on each observer's seat located in the flight crew compartment;]
[F2The seat belt with upper torso restraint system required under point (d) shall have:
a single point release;
on 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 25 August 2016 .]
Textual Amendments
readily accessible for use; and
kept up-to-date.
for any period when the cabin pressure altitude exceeds 15 000 ft, but in no case less than 10 minutes’ supply;
for any period when, in the event of loss of pressurisation and taking into account the circumstances of the flight, the pressure altitude in the flight crew and cabin compartment will be between 14 000 ft and 15 000 ft;
for any period in excess of 30 minutes when the pressure altitude in the flight crew and cabin compartment will be between 10 000 ft and 14 000 ft; and
for no less than 10 minutes, in the case of aeroplanes operated at pressure altitudes above 25 000 ft, or operated below that altitude, but under conditions that will not allow them to descend safely to a pressure altitude of 13 000 ft within 4 minutes.
a device to provide a warning indication to the flight crew of any loss of pressurisation; and
in the case of complex motor-powered aeroplanes, quick donning masks for flight crew members.
all crew members for any period in excess of 30 minutes when the pressure altitude in the cabin compartment will be between 10 000 ft and 13 000 ft; and
all persons on board for any period that the pressure altitude in the cabin compartment will be above 13 000 ft.
in the flight crew compartment; and
in each cabin compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.]
Textual Amendments
Aeroplanes with an MCTOM of more than 5 700 kg shall be equipped with at least one crash axe or crowbar located in the flight crew compartment.
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.
an ELT of any type or an aircraft localisation means meeting the requirement of Annex IV (Part CAT), CAT.GEN.MPA.210, to Regulation (EU) No 965/2012, when first issued with an individual CofA on or before 1 July 2008 ;
an automatic ELT or an aircraft localisation means meeting the requirement of Annex IV (Part CAT), CAT.GEN.MPA.210, to Regulation (EU) No 965/2012, when first issued with an individual CofA after 1 July 2008 ; or
a survival ELT (ELT(S)) or a personal locator beacon (PLB), carried by a crew member or a task specialist, when certified for a maximum seating configuration of six or less.]
single-engine landplanes when:
flying over water beyond gliding distance from land; or
taking off or landing at an aerodrome or operating site where, in the opinion of the pilot-in-command, the take-off or approach path is so disposed over water that there would be a likelihood of a ditching;
seaplanes operated over water; and
aeroplanes operated at a distance away from land where an emergency landing is possible greater than that corresponding to 30 minutes at normal cruising speed or 50 NM, whichever is less.
a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the aeroplane on water, appropriate to its size, weight and handling characteristics; and
equipment for making the sound signals as prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.
equipment for making the distress signals;
life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency; and
life-saving equipment, to provide the means of sustaining life, as appropriate to the flight to be undertaken.
signalling equipment to make the distress signals;
at least one survival ELT (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; or
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.
Each person on board shall wear individual protective equipment that is adequate for the type of operation being undertaken.
conducting two-way communication for aerodrome control purposes;
receiving meteorological information at any time during flight;
conducting two-way communication at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and
providing for communication on the aeronautical emergency frequency 121,5 MHz.
the ATS flight plan, if applicable; and
the applicable airspace requirements.
Textual Amendments
Textual Amendments
F9 Inserted 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).
Where required by the airspace being flown, aeroplanes shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.
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.]
used by the flight crew to control the flight path;
used to comply with SPO.IDE.H.215;
used to comply with SPO.IDE.H.220; or
installed in the helicopter.
independent portable lights;
an accurate time piece;
first-aid kit;
survival and signalling equipment;
sea anchor and equipment for mooring;
child restraint device;
a simple PCDS used by a task specialist as a restraint device.]
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 SPO.IDE.H.215 and SPO.IDE.H.220 of this Annex;
the instruments, equipment or accessories 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 is inoperative or missing, unless either of the following conditions is fulfilled:
the helicopter is operated in accordance with the minimum equipment list (MEL);
for complex motor-powered helicopters, and for any helicopter used in commercial operations, the operator is approved by the competent authority to operate the helicopter within the constraints of the master minimum equipment list (MMEL) in accordance with point ORO.MLR.105(j) of Annex III;
the helicopter is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.]
Helicopters operated at night shall be equipped with:
an anti-collision light system;
navigation/position lights;
a landing light;
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 cabin compartments;
an independent portable light for each crew member station; and
lights to conform with the International Regulations for Preventing Collisions at Sea if the helicopter is amphibious.
magnetic heading,
time in hours, minutes and seconds,
[F2barometric altitude,]
indicated airspeed, and
slip.
a means of measuring and displaying:
attitude,
vertical speed, and
stabilised heading;
a means of indicating when the supply of power to the gyroscopic instruments is not adequate; and
for complex motor-powered helicopters, a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.
[F2barometric altitude,]
indicated airspeed,
slip,
attitude, if applicable,
vertical speed, if applicable, and
stabilised heading, if applicable.
Helicopters operated under IFR shall be equipped with:
a means of measuring and displaying:
magnetic heading,
time in hours, minutes and seconds,
[F2barometric altitude,]
indicated airspeed,
vertical speed,
slip,
attitude,
stabilised heading, and
outside air temperature;
a means of indicating when the supply of power to the gyroscopic instruments is not adequate;
whenever two pilots are required for the operation, an additional separate means of displaying:
[F2barometric altitude,]
indicated airspeed,
vertical speed,
slip,
attitude, and
stabilised heading;
a means of preventing malfunction of the airspeed indicating system required by (a)(4) and (c)(2) due to condensation or icing;
an additional means of measuring and displaying attitude as a standby instrument; and
the following for complex motor-powered helicopters:
an alternate source of static pressure; and
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.
Helicopters 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.
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 cockpit, including, without interruption, the audio signals received from each crew microphone; and
voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.
Turbine-engined helicopters with an MCTOM of 2 250 kg or more shall be equipped with a flight recorder if all the following conditions are met:
they are within the scope of point SPO.IDE.H.145(a);
they are used for commercial operations;
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 pilot-in-command 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; 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 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 one flight data and cockpit voice combination recorder.
a seat or station for each crew member or task specialist on board;
a seat belt on each seat, and restraint devices for each station;
for helicopters first issued with an individual CofA after 31 December 2012 , a seat belt with an upper torso restraint system for each seat; and
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.
readily accessible for use; and
kept up-to-date.
all crew members for any period in excess of 30 minutes when the pressure altitude in the cabin compartment will be between 10 000 ft and 13 000 ft; and
all crew members and task specialists for any period that the pressure altitude in the cabin compartment will be above 13 000 ft.
in the flight crew compartment; and
in each cabin compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.
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.
an automatic ELT; and
one survival ELT (ELT(S)) in a life-raft or life-jacket when the helicopter is operated at a distance from land corresponding to more than 3 minutes flying time at normal cruising speed.
flying over water beyond autorotational distance from the land where in case of the critical engine failure, the helicopter is not able to sustain level flight; or
flying over water at a distance of land corresponding to more than 10 minutes flying at normal cruising speed, where in case of the critical engine failure, the helicopter is able to sustain level flight; or
taking off or landing at an aerodrome/operating site where the take-off or approach path is over water.
equipment for making the distress signals;
life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency; and
life-saving equipment to provide the means of sustaining life, as appropriate to the flight to be undertaken.
Textual Amendments
operated on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is able to sustain level flight;
operated on a flight over water beyond auto-rotational distance from the land, where in the case of the critical engine failure, the helicopter is not able to sustain level flight; or
taking off or landing at an aerodrome or operating site where the take-off or approach path is so disposed over water that in the event of a mishap there would be the likelihood of a ditching.
Each person on board shall wear a survival suit when so determined by the pilot-in-command based on a risk assessment taking into account the following conditions:
flights over water beyond autorotational distance or safe forced-landing distance from land, where, in the case of a critical engine failure, the helicopter is not able to sustain level flight; and
the weather report or forecasts available to the pilot-in-command indicate that the sea temperature will be less than plus 10 °C during the flight.]
Helicopters operated:
on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed where in the case of the critical engine failure, the helicopter is able to sustain level flight; or
on a flight over water at a distance corresponding to more than 3 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is not able to sustain level flight, and if so determined by the pilot-in-command by means of a risk assessment, shall be equipped with:
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 their ready use in emergency;
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 survival ELT (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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Textual Amendments
Helicopters certified for operating on water shall be equipped with:
a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the helicopter on water, appropriate to its size, weight and handling characteristics; and
equipment for making the sound signals prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.
[F10Complex motor-powered helicopters operated on a flight over water in a hostile environment at a distance from land corresponding to more than 10 minutes' flying time at normal cruising speed and other-than complex motor-powered helicopters flying over water in a hostile environment beyond a distance of 50 NM from land shall be:]
designed for landing on water in accordance with the relevant airworthiness code;
certified for ditching in accordance with the relevant airworthiness code; or
fitted with emergency flotation equipment.
Each person on board shall wear individual protective equipment that is adequate for the type of operation being undertaken.
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, crew member and/or task specialist at his/her assigned station.
conducting two-way communication for aerodrome control purposes;
receiving meteorological information;
conducting two-way communication at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and
providing for communication on the aeronautical emergency frequency 121,5 MHz.
the ATS flight plan, if applicable; and
the applicable airspace requirements.
Where required by the airspace being flown, helicopters shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.
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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Textual Amendments
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