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Commission Regulation (EU) No 379/2014 of 7 April 2014 amending Commission Regulation (EU) No 965/2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council
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THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC(1), and in particular Article 8(5) thereof,
Whereas:
(1) Operators and personnel involved in the operation of certain aircraft have to comply with the relevant essential requirements set out in Annex IV to Regulation (EC) No 216/2008.
(2) In accordance with Regulation (EC) No 216/2008 the Commission should adopt the necessary implementing rules for establishing the conditions for the safe operation of aircraft. Those rules should primarily take into account the complexity of aircraft, organisations and aircraft operations, as well as the risks associated with the different types of operations.
(3) Commission Regulation (EU) No 965/2012(2) establishes implementing rules for commercial air transport operations with aeroplanes and helicopters. Rules for commercial air transport operations with balloons and sailplanes should also be provided in order to comply with the basic principles and applicability of Regulation (EC) No 216/2008. In addition, the specificities of certain commercial operations with aeroplanes and helicopters, starting and ending at the same aerodrome or operating site, need to be appropriately addressed according to their scale and scope and the risk involved.
(4) Commission Regulation (EU) No 800/2013(3) amends Regulation (EU) No 965/2012 to include rules for non-commercial operations according to the complexity of aircraft. It is also necessary to amend Regulation (EU) No 965/2012 in order to reflect the current state of the art and to ensure proportionate measures for certain strictly defined activities with other-than-complex aircraft and the organizations involved.
(5) Rules for specialised operations with aeroplanes, helicopters balloons and sailplanes should also be included taking into account the particular aspects of such operations and the risk involved. For reasons of proportionality it would not be appropriate to subject all commercial operators to certification, in particular commercial specialised operators. Although of commercial nature, these operators would be subject to a declaration of capability instead of a certificate. Nevertheless, conditions for certain high risk commercial specialised operations, which endanger third parties on the ground, should be specified in the interest of safety and therefore those operations should be submitted to authorisation.
(6) Regulation (EU) No 965/2012 should therefore be amended accordingly.
(7) In order to ensure a smooth transition and a high level of civil aviation safety in the Union, the implementing measures should reflect the state of the art, including best practices, and scientific and technical progress in the field of air operations. Accordingly, technical requirements and administrative procedures agreed under the auspices of the International Civil Aviation Organisation and the European Joint Aviation Authorities until 30 June 2009, as well as existing legislation pertaining to a specific national environment, should be considered.
(8) It is necessary to provide sufficient time for the aeronautical industry and Member States’ administrations to adapt to the new regulatory framework.
(9) The European Aviation Safety Agency prepared draft implementing rules and submitted them as an Opinion to the Commission in accordance with Article 19(1) of Regulation (EC) No 216/2008.
(10) The measures provided for in this Regulation are in accordance with the opinion of the Committee established by Article 65 of Regulation (EC) No 216/2008,
HAS ADOPTED THIS REGULATION:
Regulation (EU) No 965/2012 is amended as follows:
Article 1 is replaced by the following:
1.This Regulation lays down detailed rules for air operations with aeroplanes, helicopters, balloons and sailplanes, including ramp inspections of aircraft of operators under the safety oversight of another State when landed at aerodromes located in the territory subject to the provisions of the Treaty.
2.This Regulation also lays down detailed rules on the conditions for issuing, maintaining, amending, limiting, suspending or revoking the certificates of operators of aircraft referred to in Article 4(1)(b) and (c) of Regulation (EC) No 216/2008 engaged in commercial air transport operation, the privileges and responsibilities of the holders of certificates as well as conditions under which operations shall be prohibited, limited or subject to certain conditions in the interest of safety.
3.This Regulation also lays down detailed rules on the conditions and procedures for the declaration by, and for the oversight of, operators engaged in commercial specialised operations and non-commercial operation of complex motor-powered aircraft, including non-commercial specialised operations of complex motor-powered aircraft.
4.This Regulation also lays down detailed rules on the conditions under which certain high risk commercial specialised operations shall be subject to authorisation in the interest of safety, and on the conditions for issuing, maintaining, amending, limiting, suspending or revoking the authorisations.
5.This Regulation shall not apply to air operations within the scope of Article 1(2)(a) of Regulation (EC) No 216/2008.
6.This Regulation shall not apply to air operations with tethered balloons and airships as well as tethered balloon flights.’;
Article 2 is amended as follows:
in the first paragraph, the following points are added:
“Specialised operation” means any operation other than commercial air transport where the aircraft is used for specialised activities such as agriculture, construction, photography, surveying, observation and patrol, aerial advertisement.
“High risk commercial specialised operation” means any commercial specialised aircraft operation carried out over an area where the safety of third parties on the ground is likely to be endangered in the event of an emergency, or, as determined by the competent authority of the place where the operation is conducted, any commercial specialised aircraft operation that, due to its specific nature and the local environment in which it is conducted, poses a high risk, in particular to third parties on the ground.
“Introductory flight” means any flight against remuneration or other valuable consideration consisting of an air tour of short duration, offered by an approved training organisation or an organisation created with the aim of promoting aerial sport or leisure aviation, for the purpose of attracting new trainees or new members.
“Competition flight” means any flying activity where the aircraft is used in air races or contests, as well as where the aircraft is used to practice for air races or contests and to fly to and from racing or contest events.
“Flying display” means any flying activity deliberately performed for the purpose of providing an exhibition or entertainment at an advertised event open to the public, including where the aircraft is used to practice for a flying display and to fly to and from the advertised event.’;
in the second paragraph, ‘VII’ is replaced by ‘VIII’;
Article 5 is amended as follows:
the following paragraph 1a is inserted:
‘1a.Operators engaged in CAT operations starting and ending at the same aerodrome/operating site with Performance class B aeroplanes or non-complex helicopters shall comply with the relevant provisions of Annexes III and IV.’;
paragraphs 3, 4 and 5 are replaced by the following:
‘3.Operators of complex motor-powered aeroplanes and helicopters involved in non-commercial operations shall declare their capability and means to discharge their responsibilities associated with the operation of aircraft and operate the aircraft in accordance with the provisions specified in Annex III and Annex VI. Such operators when engaged in non-commercial specialised operations shall operate the aircraft in accordance with the provisions specified in Annex III and VIII instead.
4.Operators of other-than-complex motor-powered aeroplanes, and helicopters, as well as balloons and sailplanes, involved in non-commercial operations, including non-commercial specialised operations, shall operate the aircraft in accordance with the provisions specified in Annex VII.
5.Training organisations having their principal place of business in a Member State and approved in accordance with Regulation (EU) No 1178/2011 when conducting flight training into, within or out of the Union shall operate:
(a)complex motor-powered aeroplanes and helicopters in accordance with the provisions specified in Annex VI;
(b)other-than-complex motor-powered aeroplanes and helicopters as well as balloons and sailplanes in accordance with the provisions specified in Annex VII.’;
the following paragraphs 6 and 7 are added:
‘6.Operators shall only operate an aircraft for the purpose of commercial specialised operations as specified in Annexes III and VIII.
7.Flights taking place immediately before, during or immediately after specialised operations and directly connected to those operations shall be operated in accordance with paragraphs 3, 4 and 6, as applicable. Except for parachute operations, no more than six persons indispensable to the mission, excluding crew members, shall be carried on board.’;
Article 6 is amended as follows:
paragraph 1 is deleted;
the following paragraph 4a is inserted:
‘4a.By way of derogation from Article 5(1) and (6), the following operations with other-than-complex motor-powered aircraft may be conducted in accordance with Annex VII:
(a)cost-shared flights by private individuals, on the condition that the direct cost is shared by all the occupants of the aircraft, pilot included and the number of persons sharing the direct costs is limited to six;
(b)competition flights or flying displays, on the condition that the remuneration or any valuable consideration given for such flights is limited to recovery of direct costs and a proportionate contribution to annual costs, as well as prizes of no more than a value specified by the competent authority;
(c)introductory flights, parachute dropping, sailplane towing or aerobatic flights performed either by a training organisation having its principal place of business in a Member State and approved in accordance with Regulation (EU) No 1178/2011, or by an organisation created with the aim of promoting aerial sport or leisure aviation, on the condition that the aircraft is operated by the organisation on the basis of ownership or dry lease, that the flight does not generate profits distributed outside of the organisation, and that whenever non-members of the organisation are involved, such flights represent only a marginal activity of the organisation.’;
Article 8 is amended as follows:
paragraph 3 is replaced by the following:
‘3.CAT operations with helicopters, CAT operations with balloons and CAT operations with sailplanes shall comply with national requirements.’;
the following paragraph 4 is added:
‘4.Non-commercial operations, including non-commercial specialised operations, with complex motor-powered aeroplanes and helicopters, as well as commercial specialised operations with aeroplanes, helicopters, balloons and sailplanes shall continue to be conducted in accordance with applicable national flight time limitation legislation until the related implementing rules are adopted and apply.’;
in Article 10, paragraph 3 is amended as follows:
in point (a) the word ‘Annex III’ is replaced by ‘Annexes II and III’;
in point (b) the words ‘Annex V, VI and VII’ are replaced by ‘Annexes II, V, VI and VII’;
in Article 10, the following paragraphs 4, 5, 6 and 7 are added:
‘4.By way of derogation from the second subparagraph of paragraph 1, Member States may decide not to apply the provisions of Annexes II, III, VII and VIII to specialised operations until 21 April 2017.
5.By way of derogation from the second subparagraph of paragraph 1, Member States may decide not to apply the provisions of Annexes II, III and IV to:
(a)CAT operations starting and ending at the same aerodrome/operating site with Performance class B aeroplanes or non-complex helicopters until 21 April 2017; and
(b)CAT operations with balloons and sailplanes until 21 April 2017.
6.When a Member State makes use of the derogation provided for in paragraph 5 point (a), the following rules shall apply:
(a)for aeroplanes, Annex III to Regulation (EEC) No 3922/91 and related national exemptions in accordance with Article 8(2) of Regulation (EEC) No 3922/91;
(b)for helicopters, national requirements.
7.When a Member State makes use of the derogations provided for in paragraphs 3, 4 and 5, it shall notify the Commission and the Agency. This notification shall describe the reasons for the derogation and its duration, as well as the programme for implementation containing actions envisaged and related timing.’;
Annexes I to VII to Regulation (EU) No 965/2012 are amended as set out in Annex I to this Regulation;
an Annex VIII (Part-SPO) is added to Regulation (EU) No 965/2012, as set out in Annex II to this Regulation.
This Regulation shall enter into force on the third day following that of its publication in the Official Journal of the European Union.
It shall apply from 1 July 2014.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 7 April 2014.
For the Commission
The President
José Manuel Barroso
The title is replaced by ‘Definitions for terms used in Annexes II to VIII’.
The following item is inserted:
“Balloon empty mass” means the mass determined by weighing the balloon with all the installed equipment a specified in the AFM.’.
Point 40 is replaced by the following:
“Dry lease agreement” means an agreement between undertakings pursuant to which the aircraft is operated under the air operator certificate (AOC) of the lessee or, in the case of commercial operations other than CAT, under the responsibility of the lessee.’.
The following item is inserted:
“Task specialist” means a person assigned by the operator or a third party, or acting as an undertaking, who performs tasks on the ground directly associated with a specialised task or performs specialised tasks on board or from the aircraft.’.
Point 120 is replaced by the following:
“Traffic load” means the total mass of passengers, baggage, cargo and carry-on specialist equipment and, except for balloons, including any ballast.’.
Point 127 is replaced by the following:
“Wet lease agreement” means an agreement:
in the case of CAT operations, between air carriers pursuant to which the aircraft is operated under the AOC of the lessor; or
in the case of commercial operations other than CAT, between operators pursuant to which the aircraft is operated under the responsibility of the lessor.’.
In ARO.GEN.120(d)(1), a comma and the words ‘specialised operation authorisation’ are inserted after ‘the approval’.
In ARO.GEN.200(c), the words ‘or authorised’ are inserted after ‘certified’.
ARO.GEN.205(a), a comma and the words ‘specialised operation authorisation’ are inserted after ‘the initial certification’.
ARO.GEN.205(b), a comma and the word ‘authorisation’ are inserted after ‘certification’.
In ARO.GEN.220(a):
the following item is inserted:
the process of authorisation of a high risk commercial specialised operation and continuing oversight of an authorisation holder;’;
point (7) is replaced by the following
oversight of persons and organisations exercising activities within the territory of the Member State, but overseen, certified or authorised by the competent authority of another Member State or the Agency, as agreed between these authorities;’;
in point (9), a comma and the words ‘or authorisation’ are inserted after ‘certification’.
In ARO.GEN.220, point (b) is replaced by the following:
The competent authority shall maintain a list of all organisation certificates and specialised operations authorisations it issued as well as declarations it received’.
In ARO.GEN.300(a), items (1) and (2) are replaced by the following:
compliance with the requirements applicable to organisations or type of operations prior to the issue of a certificate, approval or authorisation, as applicable;
continued compliance with the applicable requirements of organisations it has certified, specialised operations it has authorised and organisations from whom it received a declaration;’.
In ARO.GEN.305, the following amendments are made:
point (d) is replaced by the following:
For organisations declaring their activity to the competent authority, the oversight programme shall be based on the specific nature of the organisation, the complexity of its activities and the data of past oversight activities and the assessment of risks associated with the type of activity carried out. It shall include audits and inspections, including ramp and unannounced inspections, as appropriate.’;
point (d1) is inserted as follows:
For organisations holding a specialised operations authorisation, the oversight programme shall be established in accordance with (d) and shall also take into account the past and current authorisation process and the validity period of the authorisation.’.
ARO.GEN.350(b) is replaced by the following:
A level 1 finding shall be issued by the competent authority when any significant non-compliance is detected with the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules, with the organisation’s procedures and manuals or with the terms of an approval, certificate, specialised operation authorisation or with the content of a declaration which lowers safety or seriously hazards flight safety.’.
In ARO.GEN.350(b)(2) and (3) respectively, the words ‘or specialised operations authorisation’ are inserted after the words ‘organisation certificate’.
ARO.GEN.350(c) is replaced by the following:
A level 2 finding shall be issued by the competent authority when any non-compliance is detected with the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules, with the organisation’s procedures and manuals or with the terms of an approval, certificate, specialised operation authorisation or with the content of a declaration which could lower safety or hazard flight safety.’.
In ARO.GEN.350(d)(1), a comma and the words ‘specialised operations authorisation’ are inserted after ‘certificate’.
In ARO.GEN.350(e), a comma and the words ‘or authorised by’ are inserted after the words ‘an organisation certified by’.
In ARO.GEN.355(a), the reference to Regulation (EU) No 290/2012 is replaced by a reference to Regulation (EU) No 1178/2011.
The following ARO.GEN.360 is added:
If, during oversight or by any other means, evidence is found showing a non-compliance with the applicable requirements by an operator subject to the requirements laid down in Regulation (EC) No 216/2008 and its Implementing Rules, the competent authority that identified the non-compliance shall take any enforcement measures necessary to prevent the continuation of that non-compliance.’
In ARO.OPS.100, the following point (c) is added:
The competent authority may determine specific operational limitations. Such limitations shall be documented in the operations specifications.’.
In SUBPART OPS the following SECTION Ia is inserted:
In ARO.OPS.200(b)(2), the words ‘and specialised operations’ are inserted after the words ‘non-commercial operations’.
ARO.OPS.210 is replaced by the following:
The competent authority may determine a distance or local area for the purpose of operations.’.
In Subpart OPS the following SECTION III is inserted:
The competent authority may establish additional conditions for introductory flights carried out in accordance with Part-NCO in the territory of the Member State. Such conditions shall ensure safe operations and be proportionate.’.
In Appendix I:
the sub-title is replaced by ‘(Approval schedule for air transport operators)’;
the words ‘Commercial specialised operations (SPO)’ and footnote 2 are deleted.
In Appendix II, the repeating word ‘Take-off’ is deleted and footnote 10 is replaced by the following:
In Appendix V, the words ‘Specialised operations’ are added below the words ‘Non-commercial operations’.
All references to Regulation (EC) No 1702/2003 are replaced by references to Commission Regulation (EU) No 748/2012(4).
All references to Regulation (EC) No 290/2012 are replaced by references to Regulation (EU) No 1178/2011.
The text of ORO.GEN.005 is replaced by the following:
‘This Annex establishes requirements to be followed by an air operator conducting:
commercial air transport operations (CAT);
commercial specialised operations;
non-commercial operations with complex motor-powered aircraft;
non-commercial specialised operations with complex motor-powered aircraft.’.
In ORO.GEN.105, the words ‘or specialised operation authorisation’ are inserted after ‘declaration obligation’.
In ORO.GEN.110, point (a) is replaced by the following:
The operator is responsible for the operation of the aircraft in accordance with Annex IV to Regulation (EC) No 216/2008, as applicable, the relevant requirements of this Annex and its air operator certificate (AOC) or specialised operation authorisation (SPO authorisation) or declaration.’.
In ORO.GEN.110(c), a comma and the words ‘SPO authorisation’ are inserted after the word ‘certificate’.
In ORO.GEN.110, the following point is added:
Notwithstanding (j), the operator of a sailplane or a balloon or of flights taking off and landing at the same aerodrome or operating site, under VFR by day, with
single-engined propeller-driven aeroplanes having a maximum certified take-off mass of 5 700 kg or less and a MOPSC of 5 or less; or
other than complex motor-powered helicopters, single-engined, with a MOPSC of 5 or less,
shall ensure that the flight crew has received an appropriate training or briefing to enable them to recognise undeclared dangerous goods brought on-board by passengers or as cargo.’.
In ORO.GEN.115:
the title is replaced by the following: ‘Application for an AOC’;
in point (a) the word ‘air’ is inserted before ‘operator certificate’.
In ORO.GEN.120, the following point is added:
When an operator subject to SPO authorisation wishes to use alternative means of compliance, it shall comply with (b) whenever such alternative means of compliance affects the standard operating procedures that are part of the authorisation and with (c) for the declared part of its organisation and operation.’.
The title of ORO.GEN.125 is replaced by the following: ‘Terms of approval and privileges of an AOC holder’.
The title of ORO.GEN.130 is replaced by the following: ‘Changes related to an AOC holder’.
The title of ORO.GEN.135 is replaced by the following: ‘Continued validity of an AOC’.
In ORO.GEN.140(a), a comma and the words ‘SPO authorisation’ are inserted after the word ‘certification’.
In ORO.GEN.140(b), the words ‘in the case of CAT’ are inserted, surrounded by commas, after the words ‘Access to the aircraft mentioned under (a) shall’.
ORO.GEN.205 is replaced by the following:
In ORO.AOC.100(a), the word ‘transport’ is inserted before the word ‘operations’.
In ORO.AOC.100, points (b) and (c) are replaced by the following:
The operator shall provide the following information to the competent authority:
the official name and business name, address, and mailing address of the applicant;
a description of the proposed operation, including the type(s), and number of aircraft to be operated;
a description of the management system, including organisational structure;
the name of the accountable manager;
the names of the nominated persons required by ORO.AOC.135(a) together with their qualifications and experience;
a copy of the operations manual required by ORO.MLR.100;
a statement that all the documentation sent to the competent authority have been verified by the applicant and found in compliance with the applicable requirements.
Applicants shall demonstrate to the competent authority that:
they comply with all the applicable requirements of Annex IV to Regulation (EC) No 216/2008, this Annex, Annex IV (Part-CAT) and Annex V (Part-SPA) to this Regulation;
all aircraft operated have a certificate of airworthiness (CofA) in accordance with Regulation (EU) No 748/2012; and
its organisation and management are suitable and properly matched to the scale and scope of the operation.’.
In ORO.AOC.125(a)(1)(ii), the words ‘air transport’ are inserted after the word ‘commercial’.
In ORO.DEC.100, the first sentence is replaced by the following:
‘The operator of complex motor-powered aircraft engaged in non-commercial operations or non-commercial specialised operations, and the commercial specialised operator shall:’.
The following Subpart is inserted after SUBPART DEC — DECLARATION:
Wet leasing-in an aircraft of a third country operator:
The safety standards of a third country operator with regard to continuing airworthiness and air operations are equivalent to the applicable requirements established by Regulation (EC) No 2042/2003 and this Regulation;
The aircraft of a third country operator has a standard CofA issued in accordance with ICAO Annex 8;
The duration of the wet lease-in does not exceed seven months in any 12 consecutive month period; or
Dry leasing-in an aircraft registered in a third country:
An operational need has been identified that cannot be satisfied through leasing an aircraft registered in the EU;
The duration of the dry lease-in does not exceed seven months in any 12 consecutive month period;
Compliance with the applicable requirements of Regulation (EC) No 2042/2003 is ensured;
The aircraft is equipped in accordance with Annex VIII [Part SPO].
that is carried out over an area where the safety of third parties on the ground is likely to be endangered in the event of an emergency, or
that, as determined by the competent authority of the place where the operation is conducted, due to its specific nature and the local environment in which it is conducted, poses a high risk, in particular to third parties on the ground.
the official name and business name, address, and mailing address of the applicant;
a description of the management system, including organisational structure;
a description of the proposed operation, including the type(s), and number of aircraft to be operated;
the risk assessment documentation and related standard operating procedures, required by SPO.OP.230;
a statement that all the documentation sent to the competent authority has been verified by the operator and found in compliance with the applicable requirements.
the operator remaining in compliance with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules, taking into account the provisions related to the handling of findings as specified under ORO.GEN.150;
the competent authority being granted access to the operator as defined in ORO.GEN.140 to determine continued compliance with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules; and
the authorisation not being surrendered or revoked.
ORO.MLR.100(b) is replaced by the following:
The content of the OM shall reflect the requirements set out in this Annex, Annex IV (Part-CAT), Annex V (Part-SPA), Annex VI (Part-NCC) and Annex VIII (Part-SPO), as applicable, and shall not contravene the conditions contained in the operations specifications to the air operator certificate (AOC), the SPO authorisation or the declaration and the list of specific approvals, as applicable.’.
In ORO.MLR.100, the following point (g1) is inserted:
For SPO authorisation holders, any amendment associated with the authorised standard operating procedures, prior approval shall be obtained before the amendment becomes effective.’
In ORO.MLR.100(h), the words ‘and (g1)’ are inserted after ‘Notwithstanding (g)’.
In ORO.MLR.101, the first sentence is replaced by the following:
‘Except for operations with single engined propeller-driven aeroplanes with a MOPSC of 5 or single engined non-complex helicopters with a MOPSC of 5, taking off and landing at the same aerodrome or operating site, under VFR by day, and for operations with sailplanes and balloons, the main structure of the OM shall be as follows:’.
ORO.MLR.115(a) is replaced by the following:
The following records shall be stored for at least 5 years.
for CAT operators, records of the activities referred to in ORO.GEN.200;
for declared operators, a copy of the operator’s declaration, details of approvals held and operations manual;
for SPO authorisation holders, in addition to (a)(2), records related to the risk assessment conducted in accordance with SPO.OP.230 and related standard operating procedures.’
In ORO.MLR.115(b)(4), a comma and the words ‘if applicable’ are added after ‘dangerous goods’.
In ORO.SEC.100.A the title is replaced by the followings
In ORO.SEC.100.H, the title is replaced by the following
ORO.FC.005 is replaced by the following:
This Subpart establishes requirements to be met by the operator related to flight crew training, experience and qualification and comprises:
SECTION 1 specifying common requirements applicable to both non-commercial operations of complex motor-powered aircraft and any commercial operation;
SECTION 2 specifying additional requirements applicable to commercial air transport operations, with the exception of:
commercial air transport operations of sailplanes or balloons; or
commercial air transport operations of passengers conducted under visual flight rules (VFR) by day, starting and ending at the same aerodrome or operating site and within a local area specified by the competent authority, with
single-engined propeller-driven aeroplanes having a maximum certified take-off mass of 5 700 kg or less and a MOPSC of 5; or
other-than-complex motor-powered helicopters, single engined, with a MOPSC of 5.
SECTION 3 specifying additional requirements for commercial specialised operations and for those referred to in b(1) and (2).’.
In ORO.FC.105:
in point (c), first sentence, the words ‘In the case of commercial operations of aeroplanes and helicopters,’ followed by a comma, are inserted at the beginning;
point (d) is replaced by the following:
Point (c) shall not apply in the case of:
performance class B aeroplanes involved in commercial air transport operations under VFR by day; and
commercial air transport operations of passengers conducted under VFR by day, starting and ending at the same aerodrome or operating site or within a local area specified by the competent authority, with other than complex motor-powered helicopters, single-engined, with a MOPSC of 5.’.
ORO.FC.145(c) is replaced by the following:
In the case of CAT operations, training and checking programmes, including syllabi and use of individual flight simulation training devices (FSTDs), shall be approved by the competent authority.’.
After ORO.FC.H.250, the following SECTION is added:
In ORO.CC.100(a) second sentence, the words ‘Except for balloons’, followed by a comma, are inserted at the beginning.
All references to Regulation (EC) No 1702/2003 are replaced by references to Regulation (EU) No 748/2012.
The following CAT.GEN.105 is added:
aeroplanes when they are power-driven by an engine; and
sailplanes when operated without using an engine.
CAT.GEN.MPA.180(a)(5) and (6) are replaced by the following:
a 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;’.
In SUBPART A — GENERAL REQUIREMENTS, the following SECTION is inserted:
be responsible for the safety of all crew members and passengers on board, as soon as the commander arrives on board of 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 balloons, from the moment the inflating of the envelope is started until the envelope is deflated, unless the commander has delegated the responsibility to another qualified person during the filling phase until the commander arrives as specified in the operations manual (OM);
for sailplanes, from the moment the launch procedure is started until the sailplane comes to a rest at the end of the flight;
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 not to embark and to disembark any person 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;
ensure that all passengers have received a safety briefing;
ensure that all operational procedures and checklists are complied with in accordance with the operations manual;
ensure that the pre-flight inspection has been carried out in accordance with the requirements of Annex I (Part-M) to Regulation (EC) No 2042/2003;
be satisfied that relevant emergency equipment remains easily accessible for immediate use;
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 his/her 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 pre-flight briefing of those persons assisting in the inflation and deflation of the envelope;
ensure that no person is smoking on board or within the direct vicinity of the balloon; and
ensure that persons assisting in the inflation and deflation of the envelope wear appropriate protective clothing.
when under the influence of psychoactive substances or alcohol;
when unfit due to injury, fatigue, medication, sickness or other similar causes; or
until a reasonable time period has elapsed after deep water diving or following blood donation.
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 all crew members can communicate with each other in a common language.
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.
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 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 on the ground; 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, if applicable;
a copy of the air operator certificate (AOC);
the operations specifications relevant to the aircraft type, issued with the AOC, if applicable;
the aircraft radio licence, if applicable;
the third party liability insurance certificate(s);
the journey log, or equivalent, for the aircraft;
the aircraft technical log, in accordance with Annex I (Part-M) to Regulation (EC) No 2042/2003, if applicable;
the MEL or CDL, if applicable;
details of the filed air traffic service (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;
appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation;
appropriate meteorological information;
passenger manifests, if applicable;
for sailplanes, mass and balance documentation and for balloons, mass documentation;
the operational flight plan, if applicable; and
any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.
take off and land at the same aerodrome or operating site; or
remain within a local area specified in the operations manual.
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.
they are not subject to the Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905) 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.
In CAT.OP.MPA.151, the following point (a1) is inserted:
Notwithstanding CAT.OP.MPA.150(b) to (d), for operations taking off and landing at the same aerodrome or operating site with ELA2 aeroplanes under VFR by day the operator shall specify the minimum final reserve fuel in the OM. This minimum final reserve fuel shall not be less than the amount needed to fly for a period of 45 minutes.’.
In SUBPART B — OPERATIONAL PROCEDURES, the following SECTION is inserted:
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.’.
In CAT.POL.A.240(b)(4), ‘ORO.OPS’ is replaced by ‘ORO.FC’.
In CAT.POL.A.310, the following point (e) is added:
The requirements in (a)(3), (a)(4), (a)(5), (b)(2) and (c)(2) shall not be applicable to VFR operations by day.’.
In CAT.POL.A.405(b), the reference to ‘CAT.POL.A.405(b) or (c)’ is replaced by a reference to ‘CAT.POL.A.400(b) or (c)’.
In SUBPART C — AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS the following SECTIONS 4 and 5 are inserted:
The commander shall only operate the sailplane if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.
balloon empty mass;
mass of the traffic load;
mass of the fuel or ballast load;
take-off mass;
loading of the balloon performed under the supervision of the commander or qualified personnel;
preparation and disposition of all documentation.
The commander shall only operate the balloon if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.’.
In CAT.IDE.A.100(c), CAT.IDE.A.215(d) and in CAT.IDE.H.100(c), the word ‘must’ is replaced by ‘shall’.
In SUBPART D — INSTRUMENTS, DATA AND EQUIPMENT the following SECTIONS 3 and 4 are inserted:
used by the flight crew to control the flight path;
used to comply with CAT.IDE.S.140;
used to comply with CAT.IDE.S.145; or
installed in the sailplane.
independent portable light;
accurate time piece; and
survival and signalling equipment.
the information provided by these instruments or equipment shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008; and
the instruments and equipment shall not affect the airworthiness of the sailplane, even in the case of failures or malfunction.
A flight shall not be commenced when any of the sailplane instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless the sailplane is operated in accordance with the minimum equipment list (MEL).
in the case of powered sailplanes, magnetic heading;
time in hours, minutes and seconds;
pressure altitude; and
indicated airspeed.
vertical speed;
attitude or turn and slip; and
magnetic heading.
Sailplanes performing cloud flying shall be equipped with a means of measuring and displaying:
magnetic heading;
time in hours, minutes and seconds;
pressure altitude;
indicated airspeed;
vertical speed; and
attitude or turn and slip.
a seat for each person on board; and
a seat belt with upper torso restraint system for each seat according to the AFM.
Sailplanes operated at pressure altitudes above 10 000 ft shall be equipped with oxygen storage and dispensing apparatus carrying enough breathing oxygen to supply:
crew members for any period in excess of 30 minutes when the pressure altitude will be between 10 000 ft and 13 000 ft; and
all crew members and passengers for any period that the pressure altitude will be above 13 000 ft.
The commander of a sailplane operated over water shall determine the risks to survival of the occupants of the sailplane in the event of a ditching, based on which he/she shall determine the carriage of:
a life-jacket, or equivalent individual floatation device, for each person on board, that shall be worn or stowed in a position that is readily accessible from the seat of the person for whose use it is provided;
an emergency locator transmitter (ELT) or a personal locator beacon (PLB), carried by a crew member or a passenger, capable of transmitting simultaneously on 121,5 MHz and 406 MHz; and
equipment for making distress signals, when operating a flight:
over water beyond gliding distance from the land; or
where the take-off or approach path is so disposed over water that in the event of a mishap there would be a likelihood of ditching.
Sailplanes operated over areas in which search and rescue would be especially difficult shall be equipped with such signalling devices and life-saving equipment as appropriate to the area overflown.
Sailplanes shall be equipped with any navigation equipment necessary to proceed in accordance with:
the ATS flight plan if applicable; and
the applicable airspace requirements.
When required by the airspace being flown, sailplanes shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.
used by the flight crew to determine the flight path;
used to comply with CAT.IDE.B.155; or
installed in the balloon.
independent portable light;
accurate time piece;
first-aid kit;
survival and signalling equipment;
alternative source of ignition;
fire blanket or fire resistant cover;
drop line; and
knife.
the information provided by these instruments or equipment shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008; and
the instruments and equipment shall not affect the airworthiness of the balloon, even in the case of failures or malfunction.
A flight shall not be commenced when any of the balloon instruments, items of equipment or functions, required for the intended flight, are inoperative, unless the balloon is operated in accordance with the minimum equipment list (MEL).
Balloons operated at night shall be equipped with:
anti-collision lights;
a means to provide adequate illumination for all instruments and equipment essential to the safe operation of the balloon; and
an independent portable light.
Balloons operated under VFR shall be equipped with:
a means of displaying drift direction; and
a means of measuring and displaying:
time in hours, minutes and seconds;
vertical speed, if required by the AFM;
pressure altitude, if required by the AFM, if required by air space requirements or when altitude needs to be controlled for the use of oxygen; and
except for gas balloons, the pressure of each burning gas supply line.
Balloons with a separate compartment for the commander shall be equipped with a restraint system for the commander.
readily accessible for use; and
kept up-to-date.
Balloons operated at pressure altitudes above 10 000 ft shall be equipped with oxygen storage and dispensing apparatus carrying enough breathing oxygen to supply:
crew members for any period in excess of 30 minutes when the pressure altitude will be between 10 000 ft and 13 000 ft; and
all crew members and passengers for any period that the pressure altitude will be above 13 000 ft.
Hot-air balloons shall be equipped with at least one hand fire extinguisher as required by the applicable airworthiness code.
The commander of a balloon operated over water shall determine the risks to survival of the occupants of the balloon in the event of a ditching, based on which he/she shall determine the carriage of:
a life-jacket for each person on board, or equivalent individual floatation device for each person on board younger than 24 months, that shall be worn or stowed in a position that is readily accessible from the station of the person for whose use it is provided;
an emergency locator transmitter (ELT) or a personal locator beacon (PLB), carried by a crew member or a passenger, capable of transmitting simultaneously on 121,5 MHz and 406 MHz; and
equipment for making distress signals.
Balloons operated over areas in which search and rescue would be especially difficult shall be equipped with such signalling devices and life-saving equipment as appropriate to the area overflown.
an alternative source of ignition;
a means of measuring and indicating fuel quantity;
a fire blanket or fire resistant cover; and
a drop line of at least 25 m in length.
a knife; and
a drop line of at least 20 m in length made of natural fibre or electrostatic conductive material.
When required by the airspace being flown, balloons shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.’.
All references to Regulation (EC) No 1702/2003 are replaced by references to Regulation (EU) No 748/2012.
In SPA.GEN.100(a)(1), the words ‘air transport’ are deleted.
SPA.DG.100 is replaced by the following:
Except as provided for in Annex IV (Part-CAT), Annex VI (Part-NCC), Annex VII (Part-NCO) and Annex VIII (Part-SPO), the operator shall only transport dangerous goods by air if the operator has been approved by the competent authority.’.
Except for an aeroplane equipped with turboprop engines and a maximum take-off mass at or below 5 700 kg, in the event of an engine failure during take-off, the pilot-in-command shall ensure that the aeroplane is able:
to discontinue the take-off and stop within the accelerate-stop distance available or the runway available; or
to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with NCC.POL.130.’.
All references to Regulation (EC) No 1702/2003 are replaced by references to Regulation (EU) No 748/2012.
NCO.GEN.102 is amended as follows:
The following point NCO.GEN.103 is inserted:
Introductory flights referred to in Article 6(5)(c) of this Regulation when conducted in accordance with this Annex, shall:
start and end at the same aerodrome or operating site, except for balloons and sailplanes;
be operated under VFR by day;
be overseen by a nominated person responsible for their safety; and
comply with any other conditions stipulated by the competent authority.’.
NCO.GEN.106 is replaced by the following:
The pilot-in-command of a balloon shall in addition to NCO.GEN.105:
be responsible for the pre-flight briefing of those persons assisting in the inflation and deflation of the envelope;
ensure that no person is smoking on board or within the direct vicinity of the balloon; and
ensure that persons assisting in the inflation and deflation of the envelope wear appropriate protective clothing.’.
In NCO.GEN.135(a)(10), the word ‘area’ is inserted after the words ‘for the route’.
In NCO.OP.110(c), first sentence, the word ‘only’ is inserted after ‘shall’.
The title of NCO.OP.113 is replaced by the following: ‘Aerodrome operating minima — onshore circling operations with helicopters’.
In NCO.OP.127(a) and (b), the word ‘gas’ is deleted.
NCO.OP.215 is replaced by the following:
NCO.POL.105(b) is replaced by the following:
The weighing shall be accomplished:
for aeroplanes and helicopters, by the manufacturer of the aircraft or by an approved maintenance organisation; and
for sailplanes and balloons, by the manufacturer of the aircraft or in accordance with Commission Regulation (EC) No 2042/2003, as applicable.’.
NCO.IDE.B.110 is replaced by the following:
Balloons operated at night shall be equipped with:
anti-collision lights;
a means to provide adequate illumination for all instruments and equipment essential to the safe operation of the balloon; and
an independent portable light.’.
NCO.IDE.B.125 is replaced by the following:
Hot air -balloons shall be equipped with at least one hand fire extinguisher, if required by the applicable certification specifications.’.
NCO.IDE.B.140 is replaced by the following:
an alternative source of ignition;
a means of measuring and indicating fuel quantity;
a fire blanket or fire resistant cover; and
a drop line of at least 25 metres (m) in length.
a knife; and
a drop line of at least 20 m in length made of natural fibre or electrostatic conductive material.’.
The following SUBPART E is added:
This subpart establishes specific requirements to be followed by a pilot-in-command conducting non-commercial specialised operations with other-than-complex motor-powered aircraft.
Whenever crew members or task specialists are involved in the operation, the pilot-in-command shall
ensure compliance of crew members and task specialists with NCO.SPEC.115 and NCO.SPEC.120;
not commence a flight if any crew member or task specialist is incapacitated from performing duties by any cause such as injury, sickness, fatigue or the effects of any psychoactive substance;
not continue a flight beyond the nearest weather-permissible aerodrome or operating site when any crew member or task specialist’s capacity to perform duties is significantly reduced from causes such as fatigue, sickness or lack of oxygen;
ensure that crew members and task specialists comply with the laws, regulations and procedures of those States where operations are conducted;
ensure that all crew members and task specialists are able to communicate with each other in a common language; and
ensure that task specialists and crew members 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.
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 perform his/her duties; or
when under the influence of psychoactive substances or alcohol or for other reasons as referred to in 7.g of Annex IV to Regulation (EC) No 216/2008.
maintain his/her individual records regarding flight and duty times and rest periods as referred to in Annex III (Part-ORO), Subpart FTL to Regulation (EU) No 965/2012, if applicable; and
provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements.
any fault, failure, malfunction or defect, which he/she believes may affect the airworthiness or safe operation of the aircraft, including emergency systems; and
any incident that was endangering, or could endanger, the safety of the operation.
any fault, failure, malfunction or defect, which he/she believes may affect the airworthiness or safe operation of the aircraft, including emergency systems; and
any incident that was endangering, or could endanger, the safety of the operation.
emergency equipment and procedures;
operational procedures associated with the specialised task before each flight or series of flights
The pilot-in-command shall establish minimum flight altitudes for each flight providing the required terrain clearance for all route segments to be flown in IFR. The minimum flight altitudes shall not be lower than those published by the State overflown.
NCO.OP.125(a)(1)(i) does not apply to sailplane-towing, flying display, aerobatic flights or competition flights.
Notwithstanding NCO.OP.126(a)(1), the pilot-in-command of a helicopter may only commence a VFR flight by day remaining within 25 NM of the aerodrome/operating site of departure with reserve fuel of not less than 10 minutes at best-range-speed.
Unless a task specialist is on-board the aircraft for training, the pilot-in-command shall, when carrying task specialists, not simulate:
situations that require the application of abnormal or emergency procedures; or
flight in instrument meteorological conditions (IMC).
If installed, the ground proximity warning system may be disabled during those specialised tasks, which by their nature require the aircraft to be operated within a distance from the ground below that which would trigger the ground proximity warning system.
Notwithstanding NCO.OP.200, the ACAS II may be disabled during those specialised tasks, which by their nature require the aircraft to be operated within a distance from each other below that which would trigger the ACAS.
The pilot-in-command shall not operate an aircraft over congested areas of cities, towns or settlements or over an open-air assembly of persons when releasing dangerous goods.
When operating an aeroplane at a height of less than 150 m (500 ft) above a non-congested area, for operations of aeroplanes that are not able to sustain level flight in the event of a critical engine failure, the pilot-in-command shall have:
established operational procedures to minimise the consequences of an engine failure; and
briefed all crew members and task specialists on board on the procedures to be carried out in the event of a forced landing.
the helicopter is certified in category A or B; and
safety measures are established to prevent undue hazard to persons or property on the ground
established operational procedures to minimise the consequences of an engine failure; and
briefed all crew members and task specialists on board on the procedures to be carried out in the event of a forced landing.
a hover out of ground effect (HOGE) with all engines operating at the appropriate power rating; or
if conditions prevail that a HOGE is not likely to be established, the helicopter mass shall not exceed the maximum mass specified for a hover in ground effect (HIGE) with all engines operating at the appropriate power rating, provided prevailing conditions allow a hover in ground effect at the maximum specified mass.
The checklist for HESLO shall contain:
normal, abnormal and emergency procedures;
relevant performance data;
required equipment;
any limitations; and
responsibilities and duties of the pilot-in-command, and, if applicable, crew members and task specialists.
The helicopter shall be equipped with at least:
one cargo safety mirror or alternative means to see the hook(s)/load; and
one load meter, unless there is another method of determining the weight of the load.
The operator transporting dangerous goods to or from unmanned sites or remote locations shall apply to the competent authority for an exemption from the provisions of the Technical Instructions if they intend not to comply with the requirements of those Instructions.
The checklist for HEC shall contain:
normal, abnormal and emergency procedures;
relevant performance data;
required equipment;
any limitations; and
responsibilities and duties of the pilot-in-command, and, if applicable, crew members and task specialists.
hoist operations equipment or cargo hook;
one cargo safety mirror or alternative means to see the hook; and
one load meter, unless there is another method of determining the weight of the load.
The checklist for PAR shall contain:
normal, abnormal and emergency procedures;
relevant performance data;
required equipment;
any limitations; and
responsibilities and duties of the pilot-in-command, and, if applicable, crew members and task specialists.
The requirement laid down in NCO.SPEC.120(c) shall not be applicable for task specialists performing parachute jumping.
Notwithstanding NCO.IDE.A.140(a)(1) and NCO.IDE.H.140(a)(1), the floor of the aircraft may be used as a seat, provided means are available for the task specialist to hold or strap on.
Notwithstanding NCO.SPEC.110(f), the requirement to use supplemental oxygen shall not be applicable for crew members other than the pilot-in-command and for task specialists carrying out duties essential to the specialised task, whenever the cabin altitude:
exceeds 13 000 ft, for a period of not more than 6 minutes;, or
exceeds 15 000 ft, for a period of not more 3 minutes.
Notwithstanding NCO.SPEC.160, parachutists may exit the aircraft for the purpose of parachute display over congested areas of cities, towns or settlements or over an open-air assembly of persons whilst carrying smoke train devices, provided these are manufactured for this purpose.
The checklist for ABF shall contain:
normal, abnormal and emergency procedures;
relevant performance data;
required equipment;
any limitations; and
responsibilities and duties of the pilot-in-command, and, if applicable, crew members and task specialists.
The following documents and information listed in NCO.GEN.135(a) need not be carried during aerobatic flights:
details of the filed ATS flight plan, if applicable;
current and suitable aeronautical charts for the route/area of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted; and
procedures and visual signals information for use by intercepting and intercepted aircraft.
The following equipment requirements need not be applicable to aerobatic flights:
first-aids kit as laid down in NCO.IDE.A.145 and NCO.IDE.H.145;
hand-fire extinguishers as laid down in NCO.IDE.A.160 and NCO.IDE.H.180; and
emergency locator transmitters or personal locator beacons as laid down in NCO.IDE.A.170 and NCO.IDE.H.170.’.
competition flights or flying displays, on the condition that the remuneration or any valuable consideration given for such flights is limited to recovery of direct costs and a proportionate contribution to annual costs, as well as prizes of no more than a value specified by the competent authority.
parachute dropping, sailplane towing or aerobatic flights performed either by a training organisation having its principal place of business in a Member State and approved in accordance with Regulation (EU) No 1178/2011, or by an organisation created with the aim of promoting aerial sport or leisure aviation, on the condition that the aircraft is operated by the organisation on the basis of ownership or dry lease, that the flight does not generate profits distributed outside of the organisation, and that whenever non-members of the organisation are involved, such flights represent only a marginal activity of the organisation.
The competent authority shall be the authority designated by the Member State in which the operator has its principal place of business or is residing.
Alternative means of compliance to those adopted by the Agency may be used by an operator to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules.
aeroplanes when they are power-driven by an engine; and
sailplanes when operated without using an engine.
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 perform his/her duties; or
when under the influence of psychoactive substances or alcohol or for other reasons as referred to in 7.g. of Annex IV to Regulation (EC) No 216/2008.
maintain his/her individual records regarding flight and duty times and rest periods as referred to in Annex III (Part-ORO), Subpart FTL to Regulation (EU) No 965/2012, if applicable; and
provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements.
any fault, failure, malfunction or defect, which he/she believes may affect the airworthiness or safe operation of the aircraft, including emergency systems; and
any incident that was endangering, or could endanger, the safety of the operation.
any fault, failure, malfunction or defect, which he/she believes may affect the airworthiness or safe operation of the aircraft, including emergency systems; and
any incident that was endangering, or could endanger, the safety of the operation.
the safety of the aircraft and of all crew members, task specialists and cargo on board during aircraft operations;
the initiation, continuation, termination or diversion of a flight in the interest of safety;
ensuring that all operational procedures and checklists are complied with in accordance with the appropriate manual;
only commencing a flight if he/she is satisfied that all operational limitations referred to in 2.a.3 of Annex IV to Regulation (EC) No 216/2008 are complied with, as follows:
the aircraft is airworthy;
the aircraft is duly registered;
instruments and equipment required for the execution of that flight are installed in the aircraft and are operative, unless operation with inoperative equipment is permitted by the minimum equipment list (MEL) or equivalent document, if applicable, as required in SPO.IDE.A.105, SPO.IDE.H.105, SPO.IDE.S.105 or SPO.IDE.B.105;
the mass of the aircraft and, except in the case of balloons, the centre of gravity location are such that the flight can be conducted within limits prescribed in the airworthiness documentation;
all equipment and baggage is properly loaded and secured; and
the aircraft operating limitations as specified in the aircraft flight manual (AFM) will not be exceeded at any time during the flight;
not commencing a flight if he/she, or any other crew member or task specialist is incapacitated from performing duties by any cause such as injury, sickness, fatigue or the effects of any psychoactive substance;
not continuing a flight beyond the nearest weather-permissible aerodrome or operating site when his/her or any other crew member or task specialist’s capacity to perform duties is significantly reduced from causes such as fatigue, sickness or lack of oxygen;
deciding on acceptance of the aircraft with unserviceabilities in accordance with the configuration deviation list (CDL) or MEL, if applicable;
recording utilisation data and all known or suspected defects in the aircraft at the termination of the flight, or series of flights, in the aircraft technical log or journey log for the aircraft; and
ensuring that, when installed, flight recorders:
are not disabled or switched off during flight; and
in the event of an accident or an incident that is subject to mandatory reporting:
are not intentionally erased;
are deactivated immediately after the flight is completed; and
are reactivated only with the agreement of the investigating authority.
The pilot-in-command of a balloon shall, in addition to SPO.GEN.107:
be responsible for the pre-flight briefing of those persons assisting in the inflation and deflation of the envelope;
ensure that no person is smoking on board or within the direct vicinity of the balloon; and
ensure that persons assisting in the inflation and deflation of the envelope wear appropriate protective clothing.
The pilot-in-command, crew members and task specialists shall comply with the laws, regulations and procedures of those States where operations are conducted.
The operator shall ensure that all crew members and task specialists are able to communicate with each other in a common language.
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 aeroplane;
is trained to use the radio telephone, if radio communications are required;
has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control (ATC) signals and instructions, phraseology and procedures; and
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.
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.
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.
the AFM, or equivalent document(s);
the original certificate of registration;
the original certificate of airworthiness (CofA);
the noise certificate, if applicable;
a copy of the declaration as specified in ORO.DEC.100 and, if applicable, a copy of the authorisation as specified in ORO.SPO.110;
the list of specific approvals, if applicable;
the aircraft radio licence, if applicable;
the third party liability insurance certificate(s);
the journey log, or equivalent, for the aircraft;
the aircraft technical log, in accordance with Annex I (Part-M) to Regulation (EC) No 2042/2003, if applicable;
details of the filed ATS flight plan, if applicable;
current and suitable aeronautical charts for the route/area 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;
the current parts of the operations manual and/or SOP or AFM that are relevant to the duties of crew members and task specialists, which shall be easily accessible to them;
the MEL or CDL, if applicable;
appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation;
appropriate meteorological information, if applicable;
cargo manifests, if applicable; and
any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.
intending to take off and land at the same aerodrome or operating site; or
remaining within a distance or area determined by the competent authority in accordance with ARO.OPS.210.
used by the operator for airworthiness or maintenance purposes only;
de-identified; or
disclosed under secure procedures.
they are not subject to the Technical Instructions in accordance with Part 1 of those Instructions;
they are carried by task specialists or crew members or are in baggage which has been separated from its owner, in accordance with Part 8 of the Technical Instructions;
required on board the aircraft for specialised purposes in accordance with the Technical Instructions;
they are used to facilitate flight safety where carriage aboard the aircraft is reasonable to ensure their timely availability for operational purposes, whether or not such articles and substances are required to be carried or intended to be used in connection with a particular flight.
any dangerous good accident or incidents;
the finding of dangerous goods carried by task specialists or crew, or in their baggage, when not in accordance with Part 8 of the Technical Instructions.
The operator shall not operate an aircraft over congested areas of cities, towns or settlements or over an open-air assembly of persons when releasing dangerous goods.
The pilot-in-command shall make the final decision regarding the admission to the flight crew compartment and shall ensure that:
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 only use aerodromes and operating sites that are adequate for the type of aircraft and operation concerned.
For the selection of alternate aerodromes and the fuel policy, the operator shall consider an aerodrome as an isolated aerodrome if the flying time to the nearest adequate destination alternate aerodrome is more than:
for aeroplanes with reciprocating engines, 60 minutes; or
for aeroplanes with turbine engines, 90 minutes.
not be lower than those established by the State in which the aerodrome is located, except when specifically approved by that State; and
when undertaking low visibility operations, be approved by the competent authority in accordance with Annex V (Part-SPA), Subpart E to Regulation (EU) No 965/2012.
the type, performance and handling characteristics of the aircraft;
the competence and experience of the flight crew and, if applicable, its composition;
the dimensions and characteristics of the runways and 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, the rollout and the missed approach;
the obstacles in the approach, the missed approach and the climb-out areas required 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 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 flight crew is qualified appropriately.
the minimum height to which the approach aid can be used without the required visual reference;
the obstacle clearance height (OCH) for the category of aircraft;
the published approach procedure DH where applicable;
the system minimum specified in Table 1; or
the minimum DH specified in the AFM or equivalent document, if stated.
the OCH for the category of aircraft;
the system minimum specified in Table 1; or
the minimum MDH specified in the AFM, if stated.
System minima
Facility | Lowest DH/MDH (ft) |
---|---|
Instrument landing system (ILS) | 200 |
Global navigation satellite system (GNSS)/satellite-based augmentation system (SBAS) (lateral precision with vertical guidance approach (LPV)) | 200 |
GNSS (lateral navigation (LNAV)) | 250 |
GNSS/Baro-vertical navigation (VNAV) (LNAV/VNAV) | 250 |
Localiser (LOC) with or without distance measuring equipment (DME) | 250 |
Surveillance radar approach (SRA) (terminating at ½ NM) | 250 |
SRA (terminating at 1 NM) | 300 |
SRA (terminating at 2 NM or more) | 350 |
VHF omnidirectional radio range (VOR) | 300 |
VOR/DME | 250 |
Non-directional beacon (NDB) | 350 |
NDB/DME | 300 |
VHF direction finder (VDF) | 350 |
the published circling OCH for the aeroplane category;
the minimum circling height derived from Table 1; or
the DH/MDH of the preceding instrument approach procedure.
the circling visibility for the aeroplane category, if published;
the minimum visibility derived from Table 2; or
the runway visual range/converted meteorological visibility (RVR/CMV) of the preceding instrument approach procedure.
MDH and minimum visibility for circling vs. aeroplane category
Aeroplane category | ||||
---|---|---|---|---|
A | B | C | D | |
MDH (ft) | 400 | 500 | 600 | 700 |
Minimum meteorological visibility (m) | 1 500 | 1 600 | 2 400 | 3 600 |
The MDH for an onshore circling operation with helicopters shall not be lower than 250 ft and the meteorological visibility not less than 800 m.
provided obstacle clearance criteria can be observed, full account is taken of the operating conditions and any ATC clearance is adhered to; or
when being radar-vectored by an ATC unit.
The pilot-in-command shall take into account published noise abatement procedures to minimise the effect of aircraft noise while ensuring that safety has priority over noise abatement.
The pilot-in-command shall make use of operating procedures, where established, to minimise the effect of heating-system noise while ensuring that safety has priority over noise abatement.
for visual flight rules (VFR) flights:
by day, to fly to the aerodrome of intended landing and thereafter to fly for at least 30 minutes at normal cruising altitude; or
by night, to fly to the aerodrome of intended landing and thereafter to fly for at least 45 minutes at normal cruising altitude;
for IFR flights:
when no destination alternate is required, to fly to the aerodrome of intended landing and thereafter to fly for at least 45 minutes at normal cruising altitude; or
when a destination alternate is required, to fly to the aerodrome of intended landing, to an alternate aerodrome and thereafter to fly for at least 45 minutes at normal cruising altitude.
forecast meteorological conditions;
anticipated ATC routings and traffic delays;
procedures for loss of pressurisation or failure of one engine while en-route, where applicable; and
any other condition that may delay the landing of the aeroplane or increase fuel and/or oil consumption.
for VFR flights:
to fly to the aerodrome/operating site of intended landing and thereafter to fly for at least 20 minutes at best-range-speed; or
for VFR flights by day, a reserve fuel of 10 minutes at best-range-speed provided the he/she remains within 25 NM of the aerodrome/operating site of departure; and
for IFR flights:
when no alternate is required or no weather-permissible alternate aerodrome is available, to fly to the aerodrome/operating site of intended landing, and thereafter to fly for 30 minutes at normal cruising speed at 450 m (1 500 ft) above the destination aerodrome/operating site under standard temperature conditions and approach and land; or
when an alternate is required, to fly to and execute an approach and a missed approach at the aerodrome/operating site of intended landing, and thereafter:
to fly to the specified alternate; and
to fly for 30 minutes at normal holding speed at 450 m (1 500 ft) above the alternate aerodrome/operating site under standard temperature conditions and approach and land.
forecast meteorological conditions;
anticipated ATC routings and traffic delays;
failure of one engine while en-route, where applicable; and
any other condition that may delay the landing of the aircraft or increase fuel and/or oil consumption.
data provided by the balloon manufacturer;
anticipated masses;
expected meteorological conditions; and
air navigation services provider procedures and restrictions.
emergency equipment and procedures;
operational procedures associated with the specialised task before each flight or series of flights
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.
for aeroplanes having two engines, not more than a distance equivalent to a flight time of 1 hour at the single-engine cruise speed in still air standard conditions; and
for aeroplanes having three or more engines, not more than a distance equivalent to a flight time of 2 hours at the one-engine-inoperative (OEI) cruise speed according to the AFM in still air standard conditions.
For IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in the flight plan, unless:
the available current meteorological information indicates that, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, the approach and landing may be made under visual meteorological conditions (VMC); or
the place of intended landing is isolated and:
an instrument approach procedure is prescribed for the aerodrome of intended landing; and
available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival, or from the actual time of departure to 2 hours after the estimated time of arrival whichever is the shorter period:
a cloud base of at least 300 m (1 000 ft) above the minimum associated with the instrument approach procedure; and
visibility of at least 5,5 km or of 4 km more than the minimum associated with the procedure.
For IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in the flight plan, unless:
an instrument approach procedure is prescribed for the aerodrome of intended landing and the available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival, or from the actual time of departure to 2 hours after the estimated time of arrival, whichever is the shorter period:
a cloud base of at least 120 m (400 ft) above the minimum associated with the instrument approach procedure; and
visibility of at least 1 500 m more than the minimum associated with the procedure; or
the place of intended landing is isolated and:
an instrument approach procedure is prescribed for the aerodrome of intended landing;
available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival:
the cloud base is at least 120 m (400 ft) above the minimum associated with the instrument approach procedure;
visibility is at least 1 500 m more than the minimum associated with the procedure; and
a point of no return (PNR) is determined in case of an offshore destination.
Except for balloons, 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, other crew members and task specialists.
The pilot-in-command shall not allow smoking on board or during refuelling or defuelling of the aircraft.
Before commencing take-off, the pilot-in-command shall be satisfied that:
according to the information available, the weather at the aerodrome or operating site and the condition of the runway or FATO intended to be used would not prevent a safe take-off and departure; and
applicable aerodrome operating minima will be complied with.
Before commencing take-off, the pilot-in-command shall be satisfied that, according to the information available, the weather at the operating site or aerodrome will not prevent a safe take-off and departure.
Unless a task specialist is on-board the aircraft for training, the pilot-in-command shall, when carrying task specialists, not simulate:
situations that require the application of abnormal or emergency procedures; or
flight in instrument meteorological conditions (IMC).
the duration of the excursion above 13 000 ft is not more than 10 minutes or, if needed for a longer period, the time strictly necessary to the accomplishment of the specialised task;
the flight is not conducted above 16 000 ft;
the safety briefing in accordance with SPO.OP.135 includes adequate information to crew members and tasks specialists on the effects of hypoxia;
SOPs for the concerned operation reflecting (1), (2) and (3);
the previous experience of the operator in conducting operations above 13 000 ft without using supplemental oxygen;
the individual experience of crew members and task specialists and their physiological adaptation to high altitudes; and
the altitude of the base where the operator is established or the operations are conducted from.
Before commencing an approach to land, the pilot-in-command shall be satisfied that, according to the information available, the weather at the aerodrome or the operating site and the condition of the runway or FATO intended to be used would not prevent a safe approach, landing or missed approach.
below 1 000 ft above the aerodrome; or
into the final approach segment in the case where the decision altitude/height (DA/H) or minimum descent altitude/height (MDA/H) is more than 1 000 ft above the aerodrome,
for aeroplanes and helicopters, by the manufacturer of the aircraft or by an approved maintenance organisation; and
for sailplanes and balloons, by the manufacturer of the aircraft or in accordance with Regulation (EC) No 2042/2003 as applicable.
aircraft dry operating mass;
mass of the traffic load;
mass of the fuel load;
aircraft load and load distribution;
take-off mass, landing mass and zero fuel mass; and
applicable aircraft CG positions.
the 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, as applicable;
name of the pilot-in-command;
name of the person who prepared the document;
dry operating mass and the corresponding CG of the aircraft;
mass of the fuel at take-off and the mass of trip fuel;
mass of consumables other than fuel, if applicable;
load components;
take-off mass, landing mass and zero fuel mass;
applicable aircraft CG positions; and
the limiting mass and CG values.
Notwithstanding SPO.POL.115(a)(5), the CG position may not need not be on the mass and balance documentation, if 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.
The pilot-in-command shall only operate the aircraft if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.
The operator shall ensure that:
the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:
at take-off, as required in SPO.POL.130;
en-route with one engine inoperative (OEI), as required in SPO.POL.135; and
at landing, as required in SPO.POL.140,
allowing for expected reductions in mass as the flight proceeds, and for fuel jettisoning;
the mass at the start of take-off shall never exceed the maximum take-off mass specified in the AFM for the pressure altitude appropriate to the elevation of the aerodrome or operating site, and if used as a parameter to determine the maximum take-off mass, any other local atmospheric condition; and
the estimated mass for the expected time of landing at the aerodrome or operating site of intended landing and at any destination alternate aerodrome shall never exceed the maximum landing mass specified in the AFM for the pressure altitude appropriate to the elevation of those aerodromes or operating sites and if used as a parameter to determine the maximum landing mass, any other local atmospheric condition.
the calculated take-off distance shall not exceed the take-off distance available with a clearway distance not exceeding half of the take-off run available;
the calculated take-off run shall not exceed the take-off run available;
a single value of V1 shall be used for the rejected and continued take-off, where a V1 is specified in the AFM; 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.
to discontinue the take-off and stop within the accelerate-stop distance available or the runway available; or
to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with SPO.POL.135.
The pilot-in-command shall ensure that in the event of an engine becoming inoperative at any point along the route, a multi-engined aeroplane shall be able to continue the flight to an adequate aerodrome or operating site without flying below the minimum obstacle clearance altitude at any point.
The pilot-in-command shall ensure that at any aerodrome or operating site, after clearing all obstacles in the approach path by a safe margin, the aeroplane shall be able to land and stop, or a seaplane to come to a satisfactory low speed, within the landing distance available. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data.
When operating an aeroplane at a height of less than 150 m (500 ft) above a non-congested area, for operations of aeroplanes that are not able to sustain level flight in the event of a critical engine failure, the operator shall:
establish operational procedures to minimise the consequences of an engine failure;
establish a training programme for crew members; and
ensure that all crew members and task specialists on board are briefed on the procedures to be carried out in the event of a forced landing.
the helicopter is certified in category A or B; and
safety measures are established to prevent undue hazard to persons or property on the ground and the operation and its SOP is authorised.
establish operational procedures to minimise the consequences of an engine failure;
establish a training programme for crew members; and
ensure that all crew members and task specialists on board are briefed on the procedures to be carried out in the event of a forced landing.
a hover out of ground effect (HOGE) with all engines operating at the appropriate power rating; or
if conditions prevail that a HOGE is not likely to be established, the helicopter mass shall not exceed the maximum mass specified for a hover in ground effect (HIGE) with all engines operating at the appropriate power rating, provided prevailing conditions allow a hover in ground effect at the maximum specified mass.
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, and
sea anchor and equipment for mooring.
the information provided by these instruments, equipment or accessories shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008 or SPO.IDE.A.215 and SPO.IDE.A.220;
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:
the aeroplane is operated in accordance with the minimum equipment list (MEL), if established;
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); or
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,
pressure 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.
pressure 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,
pressure 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:
pressure 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
an 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 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.
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.
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.
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;
for 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 complex motor-powered aeroplanes, a seat belt with upper torso restraint system, having a single point release and 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.
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.
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, when first issued with an individual CofA on or before 1 July 2008;
an automatic ELT, 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.
Where required by the airspace being flown, aeroplanes shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.
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 light,
an accurate time piece,
chart holder,
first-aid kit,
survival and signalling equipment, and
sea anchor and equipment for mooring.
the information provided by these instruments, equipment or accessories shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008 or SPO.IDE.H.215 and SPO.IDE.H.220; and
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:
the helicopter is operated in accordance with the minimum equipment list (MEL), if established;
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); or
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,
pressure 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.
pressure 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,
pressure 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:
pressure 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.
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.
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 operating:
on a flight over water in support of offshore operations, 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 and when:
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; or
the estimated rescue time exceeds the estimated survival time; or
so determined by the pilot-in-command based on a risk assessment taking into account the following conditions:
flights over water beyond auto-rotational distance or safe forced landing distance from land, where in the case of the 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.
Helicopters operated in offshore operations in a hostile sea area, at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, shall comply with the following:
When 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, or when the estimated rescue time exceeds the calculated survival time, or the flight is planned to be conducted at night, all crew members and task specialists on board are wearing a survival suit.
All life-rafts carried in accordance with SPO.IDE.H.199 shall be installed so as to be usable in the sea conditions in which the helicopter’s ditching, flotation and trim characteristics were evaluated in order to comply with the ditching requirements for certification.
The helicopter shall be equipped with an emergency lighting system with an independent power supply to provide a source of general cabin illumination to facilitate the evacuation of the helicopter.
All emergency exits, including crew emergency exits, and the means of opening them shall be conspicuously marked for the guidance of occupants using the exits in daylight or in the dark. Such markings shall be designed to remain visible if the helicopter is capsized and the cabin is submerged.
All non-jettisonable doors that are designated as ditching emergency exits shall have a means of securing them in the open position so that they do not interfere with occupants’ egress in all sea conditions up to the maximum required to be evaluated for ditching and flotation.
All doors, windows or other openings in the cabin compartment intended to be used for the purpose of underwater escape shall be equipped so as to be operable in an emergency.
Life-jackets shall be worn at all times, unless the task specialist or crew member for whose use the life jacket is provided is wearing an integrated survival suit that meets the combined requirement of the survival suit and life-jacket.
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.
Complex 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.
used by the flight crew to control the flight path;
used to comply with SPO.IDE.S.145;
used to comply with SPO.IDE.S.150; or
installed in the sailplane.
independent portable light,
accurate time piece, and
survival and signalling equipment.
the information provided by these instruments, equipment or accessories shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008; and
the instruments and equipment shall not affect the airworthiness of the sailplane, even in the case of failures or malfunction.
A flight shall not be commenced when any of the sailplane instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless:
the sailplane is operated in accordance with the MEL, if established; or
the sailplane is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.
in the case of powered sailplanes, magnetic heading,
time in hours, minutes and seconds,
pressure altitude, and
indicated airspeed.
vertical speed,
attitude or turn and slip, and
magnetic heading.
Sailplanes performing cloud flying shall be equipped with a means of measuring and displaying:
magnetic heading,
time in hours, minutes and seconds,
pressure altitude,
indicated airspeed,
vertical speed, and
attitude or turn and slip.
a seat for each person on board; and
a seat belt with upper torso restraint system for each seat according to the AFM.
Sailplanes operated at pressure altitudes above 10 000 ft shall be equipped with an oxygen storage and dispensing apparatus carrying enough breathing oxygen to supply:
crew members for any period in excess of 30 minutes when the pressure altitude will be between 10 000 ft and 13 000 ft; and
all crew members and task specialists for any period that the pressure altitude will be above 13 000 ft.
The pilot-in-command of a sailplane operated over water shall determine the risks to survival of the occupants of the sailplane in the event of a ditching, based on which he/she shall determine the carriage of:
a life-jacket, or equivalent individual floatation device, for each person on board, that shall be worn or stowed in a position that is readily accessible from the seat of the person for whose use it is provided;
an emergency locator transmitter (ELT) or a personal locator beacon (PLB), carried by a crew member or a task specialist, capable of transmitting simultaneously on 121,5 MHz and 406 MHz; and
equipment for making distress signals, when operating a flight:
over water beyond gliding distance from land; or
where the take-off or approach path is so disposed over water that in the event of a mishap there would be a likelihood of ditching.
Sailplanes operated over areas in which search and rescue would be especially difficult shall be equipped with such signalling devices and life-saving equipment as appropriate to the area overflown.
Sailplanes shall be equipped with any navigation equipment necessary to proceed in accordance with:
the ATS flight plan if applicable; and
the applicable airspace requirements.
When required by the airspace being flown, sailplanes shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.
used by the flight crew to determine the flight path;
used to comply with SPO.IDE.B.145; or
installed in the balloon.
independent portable light,
an accurate time piece,
first-aid kit, and
survival and signalling equipment,
the information provided by these instruments, equipment or accessories shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008; and
the instruments and equipment shall not affect the airworthiness of the balloon, even in the case of failures or malfunction.
A flight shall not be commenced when any of the balloon instruments, items of equipment or functions required for the intended flight are inoperative, unless:
the balloon is operated in accordance with the MEL, if established; or
the balloon is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.
Balloons operated at night shall be equipped with:
anti-collision lights;
a means to provide adequate illumination for all instruments and equipment essential to the safe operation of the balloon;
an independent portable light.
Balloons operated under VFR by day shall be equipped with the following:
a means of displaying drift direction; and
a means of measuring and displaying:
time in hours, minutes and seconds;
vertical speed, if required by the AFM; and
pressure altitude, if required by the AFM, if required by airspace requirements or when altitude needs to be controlled for the use of oxygen.
readily accessible for use; and
kept up-to-date.
Balloons operated at pressure altitudes above 10 000 ft shall be equipped with an oxygen storage and dispensing apparatus carrying enough breathing oxygen to supply:
crew members for any period in excess of 30 minutes when the pressure altitude will be between 10 000 ft and 13 000 ft; and
all crew members and task specialists for any period that the pressure altitude will be above 13 000 ft.
Hot air balloons shall be equipped with at least one hand fire extinguisher if required by the applicable certification specifications.
The pilot-in-command of a balloon operated over water shall determine the risks to survival of the occupants of the balloon in the event of a ditching, based on which he/she shall determine the carriage of:
a life-jacket for each person on board, that shall be worn or stowed in a position that is readily accessible from the station of the person for whose use it is provided;
an emergency locator transmitter (ELT) or a personal locator beacon (PLB), carried by a crew member or a task specialist, capable of transmitting simultaneously on 121,5 MHz and 406 MHz; and
equipment for making the distress signals.
Balloons operated over areas in which search and rescue would be especially difficult shall be equipped with such signalling devices and life-saving equipment as appropriate to the area overflown.
Balloons shall be equipped with protective gloves for each crew member.
Hot-air balloons shall be equipped with:
an alternative source of ignition;
a means of measuring and indicating fuel quantity;
a fire blanket or fire resistant cover; and
a drop line of at least 25 metres (m) in length.
Gas balloons shall be equipped with:
a knife; and
a drop line of at least 20 m in length made of natural fibre or electrostatic conductive material.
When required by the airspace being flown, balloons shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.
The standard operating procedures for HESLO shall specify:
the equipment to be carried, including its operating limitations and appropriate entries in the MEL, as applicable;
crew composition and experience requirements of crew members and task specialists;
the relevant training for crew members and task specialists to perform their task and the qualification and nomination of persons providing such training to the crew members and task specialists;
responsibilities and duties of crew members and task specialists;
performance criteria necessary to be met to conduct HESLO operations;
normal, abnormal and emergency procedures.
The helicopter shall be equipped with at least:
one cargo safety mirror or alternative means to see the hook(s)/load; and
one load meter, unless there is another method of determining the weight of the load.
The operator transporting dangerous goods to or from unmanned sites or remote locations shall apply to the competent authority for an exemption from the provisions of the Technical Instructions if they intend not to comply with the requirements of those Instructions.
The standard operating procedures for HEC shall specify:
the equipment to be carried, including its operating limitations and appropriate entries in the MEL, as applicable;
crew composition and experience requirements of crew members and task specialists;
the relevant training for crew members and task specialists to perform their task and the qualification and nomination of persons providing such training to the crew members and task specialists;
responsibilities and duties of crew members and task specialists;
performance criteria necessary to be met to conduct HEC operations;
normal, abnormal and emergency procedures.
hoist operations equipment or cargo hook;
one cargo safety mirror or alternative means to see the hook; and
one load meter, unless there is another method of determining the weight of the load.
The standard operating procedures for PAR shall specify:
the equipment to be carried, including its operating limitations and appropriate entries in the MEL, as applicable;
crew composition and experience requirements of crew members and task specialists;
the relevant training for crew members and task specialists to perform their task and the qualification and nomination of persons providing such training to the crew members and task specialists;
responsibilities and duties of crew members and task specialists;
performance criteria necessary to be met to conduct parachute operations;
normal, abnormal and emergency procedures.
The requirement for task specialist’s responsibilities as laid down in SPO.GEN.106(c) shall not be applicable for task specialists performing parachute jumping.
Notwithstanding SPO.IDE.A.160(a) and SPO.IDE.H.160(a)(1), the floor of the aircraft may be used as a seat, provided means are available for the task specialist to hold or strap on.
Notwithstanding SPO.OP.195(a), the requirement to use supplemental oxygen shall not be applicable for crew members other than the pilot-in-command and for task specialists carrying out duties essential to the specialised task, whenever the cabin altitude:
exceeds 13 000 ft, for a period of not more than 6 minutes.
exceeds 15 000 ft, for a period of not more 3 minutes.
When carrying more than 6 persons, the pilot-in-command of a balloon operated over water shall determine the risks to survival of the occupants of the balloon in the event of a ditching, based on which he/she shall determine the carriage of an emergency locator transmitter (ELT) capable of transmitting simultaneously on 121,5 MHz and 406 MHz.
Notwithstanding SPO.GEN.155, parachutists may exit the aircraft for the purpose of parachute display over congested areas of cities, towns or settlements or over an open-air assembly of persons whilst carrying smoke train devices, provided these are manufactured for this purpose.
The standard operating procedures for ABF shall specify:
the equipment to be carried, including its operating limitations and appropriate entries in the MEL, as applicable;
crew composition and experience requirements of crew members and task specialists;
the relevant training for crew members and task specialists to perform their task and the qualification and nomination of persons providing such training to the crew members and task specialists;
responsibilities and duties of crew members and task specialists;
performance criteria necessary to be met to conduct aerobatic flights;
normal, abnormal and emergency procedures.
The following documents listed in SPO.GEN.140(a) need not be carried during aerobatic flights:
details of the filed ATS flight plan, if applicable;
current and suitable aeronautical charts for the route/area 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; and
information concerning search and rescue services for the area of the intended flight.
The following equipment requirements need not be applicable to aerobatic flights:
first-aids kit as laid down in SPO.IDE.A.165 and SPO.IDE.H.165;
hand-fire extinguishers as laid down in SPO.IDE.A.180 and SPO.IDE.H.180; and
emergency locator transmitters or personal locator beacons as laid down in SPO.IDE.A.190 and SPO.IDE.H.190.”
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 (OJ L 296, 25.10.2012, p. 1).
Commission Regulation (EU) No 800/2013 of 14 August 2013 amending Regulation (EU) No 965/2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 227, 24.8.2013, p. 1).
Commission Regulation (EU) No 748/2012 of 3 August 2012 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 224, 21.8.2012, p. 1).
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