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 composition, competence and experience of the flight crew; 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 necessary for the execution of contingency procedures; the obstacle clearance altitude/height for the instrument approach procedures; the means to determine and report meteorological conditions; and the flight technique to be used during the final approach.

the ground equipment required for the intended procedure is operative; the aircraft systems required for the type of approach are operative; the required aircraft performance criteria are met; and the crew is 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 pilot-in-command shall use the departure and approach procedures established by the State of the aerodrome, if such procedures have been published for the runway or FATO to be used.

provided that obstacle clearance criteria are observed and full account is taken of the operating conditions; or when being radar-vectored by an ATC unit.

In any case, the final approach segment shall be flown visually or in accordance with the published approach procedures.

The operator shall specify a method to establish minimum flight altitudes that provide the required terrain clearance for all route segments to be flown in IFR.

The pilot-in-command shall establish minimum flight altitudes for each flight based on this method. The minimum flight altitudes shall not be lower than that published by the State overflown.

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.

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

for VFR flights, to fly to the aerodrome/operating site of intended landing and thereafter to fly for at least 20 minutes at best-range-speed; and 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 holding 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 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; 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 aircraft or increase fuel and/or oil consumption.

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

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

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 IFR flights, the pilot-in-command shall specify at least one weather-permissible take-off alternate aerodrome in the flight plan if the weather conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or it would not be possible to return to the aerodrome of departure for other reasons.

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 an aerodrome to be selected as a take-off alternate aerodrome the available information shall indicate that, at the estimated time of use, the conditions will be at or above the aerodrome operating minima for that operation.

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

For all other types of fuel, necessary precautions shall be taken and the aircraft shall be properly manned by qualified personnel ready to initiate and direct an evacuation of the aircraft by the most practical and expeditious means available.

when on the ground: when receiving the ATC departure clearance via voice communication; and when engines are running; when in flight: below transition altitude; or 10 000 ft, whichever is higher; and whenever deemed necessary by the pilot in command.

In the conditions of (a), the boom microphone or equivalent shall be in a position that permits its use for two-way radio communications.

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

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

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

The operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aircraft are necessary to allow the safe operation of the aircraft.

The pilot-in-command shall only commence take-off if the aircraft is clear of any deposit that might adversely affect the performance or controllability of the aircraft, except as permitted under the procedures referred to in (a) and in accordance with the AFM.

The operator shall establish procedures for flights in expected or actual icing conditions.

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

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

situations that require the application of abnormal or emergency procedures; or flight in instrument meteorological conditions (IMC).

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

The operator shall establish a procedure to ensure that in-flight fuel checks and fuel management are performed.

The pilot-in-command shall check at regular intervals that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to a weather-permissible aerodrome or operating site and the planned reserve fuel as required by NCC.OP.130 or NCC.OP.131.

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

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.

Where the RVR is not available, RVR values may be derived by converting the reported visibility.

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

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

The touchdown zone RVR shall always be controlling.

During any phase of operation, the loading, the mass and the centre of gravity (CG) position of the aircraft shall comply with any limitation specified in the AFM, or the operations manual, if more restrictive.

Placards, listings, instrument markings, or combinations thereof, containing those operating limitations prescribed by the AFM for visual presentation, shall be displayed in the aircraft.

The operator shall establish the mass and the CG of any aircraft by actual weighing prior to initial entry into service. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known.

The weighing shall be accomplished by the manufacturer of the aircraft or by an approved maintenance organisation.

85 kg, including hand baggage, for flight crew/technical crew members; and 75 kg for cabin crew members.

actual weighing; determining the mass of the traffic load in accordance with standard passenger and baggage masses; or calculating passenger mass on the basis of a statement by, or on behalf of, each passenger and adding to it a predetermined mass to account for hand baggage and clothing, when the number of passenger seats available on the aircraft is: less than 10 for aeroplanes; or less than six for helicopters.

for passengers, those in Tables 1 and 2, where hand baggage and the mass of any infant carried by an adult on one passenger seat are included: Standard masses for passengers — aircraft with a total number of passenger seats of 20 or more

Passenger seats	20 and more		30 and more
	Male	Female	All adult
Adults	88 kg	70 kg	84 kg
Children	35 kg	35 kg	35 kg

Standard masses for passengers — aircraft with a total number of passenger seats of 19 or less

Passenger seats	1 – 5	6 – 9	10 – 19
Male	104 kg	96 kg	92 kg
Female	86 kg	78 kg	74 kg
Children	35 kg	35 kg	35 kg

for baggage: for aeroplanes, when the total number of passenger seats available on the aeroplane is 20 or more, standard mass values for checked baggage in Table 3; Standard masses for baggage — aeroplanes with a total number of passenger seats of 20 or more

Type of flight	Baggage standard mass
Domestic	11 kg
Within the European region	13 kg
Intercontinental	15 kg
All other	13 kg

for helicopters, when the total number of passenger seats available on the helicopters is 20 or more, the standard mass value for checked baggage of 13 kg.

by weighing; or by calculation on the basis of a statement by, or on behalf of, each passenger. Where this is impractical, a minimum standard mass of 13 kg shall be used.

The operator shall establish procedures to enable the pilot-in-command to determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the operations manual.

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.

The operator shall establish procedures to enable the pilot-in-command to comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment and the maximum seating limit.

The operator shall specify, in the operations manual, the principles and methods involved in the loading and in the mass and balance system that meet the requirements contained in (a) to (i). This system shall cover all types of intended operations.

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 including passengers, baggage, freight and ballast; take-off mass, landing mass and zero fuel mass; applicable aircraft CG positions; and the limiting mass and CG values.

Where mass and balance data and documentation are generated by a computerised mass and balance system, the operator shall verify the integrity of the output data.

When the loading of the aircraft is not supervised by the pilot-in-command, the person supervising the loading of the aircraft shall confirm by hand signature or equivalent that the load and its distribution are in accordance with the mass and balance documentation established by the pilot-in-command. The pilot-in-command shall indicate his/her acceptance by hand signature or equivalent.

any last minute change after the completion of the mass and balance documentation is entered in the flight planning documents containing the mass and balance documentation; the maximum last minute change allowed in passenger numbers or hold load is specified; and new mass and balance documentation is prepared if this maximum number is exceeded.

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.

for the aeroplane where a V1 is specified in the AFM, the aeroplane shall be able to discontinue the take-off and stop within the accelerate-stop distance available; and for the aeroplane where a net take-off flight path is specified in the AFM, the aeroplane shall be able 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.

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 operator’s minimum equipment list (MEL); 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 passenger 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.

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 systems required in (a)(4) and (c)(2) due to condensation or icing; 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; 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.

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 a maximum operational passenger seating configuration (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 or an MOPSC of more than 19 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; and non-pressurised aeroplanes with an MOPSC of more than nine.

Aeroplanes operated in expected or actual icing conditions at night shall be equipped with a means to illuminate or detect the formation of ice. The means to illuminate the formation of ice shall not cause glare or reflection that would handicap flight crew members in the performance of their duties.

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.

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 in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.

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.

Figure 1

Aeroplanes shall be equipped with a pressure altitude reporting secondary surveillance radar (SSR) transponder and any other SSR transponder capability required for the route being flown.

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 operator’s minimum equipment list (MEL); 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 passenger 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.

Helicopters 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; 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 the following: pressure altitude; indicated airspeed; vertical speed; slip; attitude; and stabilised heading; a means of preventing malfunction of the airspeed indicating systems required in (a)(4) and (c)(2) due to condensation or icing; an alternate source of static pressure; a chart holder in an easily readable position that can be illuminated for night operations; and an additional means of measuring and displaying attitude as a standby instrument.

Helicopters operated under IFR with a single pilot shall be equipped with an autopilot with at least altitude hold and heading mode.

Helicopters with an MOPSC of more than nine and operated under IFR or at night shall be equipped with airborne weather detecting equipment when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route to be flown.

Helicopters operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.

Compliance with CVR and FDR requirements may be achieved by one flight data and cockpit voice combination recorder.

Helicopters in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.

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.

Figure 1

Each crew member 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 autorotational 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: in the case of a helicopter carrying less than 12 persons, at least one life-raft with a rated capacity of not less than the maximum number of persons on board, stowed so as to facilitate their ready use in emergency; in the case of a helicopter carrying more than 11 persons, at least two life-rafts, stowed so as to facilitate their ready use in an emergency, sufficient together to accommodate all persons capable of being carried on board and, if one is lost the remaining life-raft(s) having the overload capacity sufficient to accommodate all persons on the helicopter; at least one survival ELT (ELT(S)) for each required life-raft; and life-saving equipment, including means of sustaining life, as appropriate to the flight to be undertaken.

Helicopters operated over areas in which search and rescue would be especially difficult shall be equipped with:

signalling equipment to make distress signals; at least one 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 persons on board are wearing a survival suit. All life-rafts carried in accordance with NCC.IDE.H.227 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 passenger 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 passenger or crew member 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.

Helicopters shall be designed for landing on water or certified for ditching in accordance with the relevant airworthiness code or fitted with emergency flotation equipment when 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.

Whenever a radio communication and/or radio navigation system is required, helicopters shall be equipped with a headset with boom microphone or equivalent and a transmit button on the flight controls for each required pilot and/or crew member at his/her assigned station.

Helicopters shall be equipped with a pressure altitude reporting secondary surveillance radar (SSR) transponder and any other SSR transponder capability required for the route being flown.

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; his/her competence and experience; 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 necessary for the execution of contingency procedures; the obstacle clearance altitude/height for the instrument approach procedures; the means to determine and report meteorological conditions; and the flight technique to be used during the final approach.

the ground equipment 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 pilot 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 pilot-in-command shall use the departure and approach procedures established by the State of the aerodrome, if such procedures have been published for the runway or FATO to be used.

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.

for visual flight rules (VFR) flights: by day, taking-off and landing at the same aerodrome/landing site and always remaining in sight of that aerodrome/landing site, to fly the intended route and thereafter for at least 10 minutes at normal cruising altitude; 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.

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

for VFR flights, to fly to the aerodrome/operating site of intended landing and thereafter to fly for at least 20 minutes at best-range-speed; and 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 holding 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 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; 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 aircraft or increase fuel and/or oil consumption.

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

The pilot-in-command shall only commence a flight if the reserve fuel, gas or ballast is sufficient for 30 minutes of flight.

data provided by the balloon manufacturer; anticipated masses; expected meteorological conditions; and air navigation services provider procedures and restrictions.

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

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

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

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

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

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

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

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

situations that require the application of abnormal or emergency procedures; or flight in instrument meteorological conditions (IMC).

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

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

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.

Where the RVR is not available, RVR values may be derived by converting the reported visibility.

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

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

The touchdown zone RVR shall always be controlling.

During any phase of operation, the loading, the mass and, except for balloons, the centre of gravity (CG) position of the aircraft shall comply with any limitation specified in the AFM, or equivalent document.

Placards, listings, instrument markings, or combinations thereof, containing those operating limitations prescribed by the AFM for visual presentation, shall be displayed in the aircraft.

The operator shall ensure that the mass and, except for balloons, the CG of the aircraft have been established by actual weighing prior to initial entry into service. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Such information shall be made available to the pilot-in-command. The aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known.

The weighing shall be accomplished by the manufacturer of the aircraft or by an approved maintenance organisation.

A flight shall not be commenced when any of the aeroplane instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless:

the aeroplane is operated in accordance with the MEL, if established; 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 passenger 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.

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; and a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.

Turbine-powered aeroplanes certified for a maximum passenger seating configuration 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.

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.

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.

Figure 1

Aeroplanes operated over areas in which search and rescue would be especially difficult shall be equipped with such signalling devices and life-saving equipment, including means of sustaining life, as may be appropriate to the area overflown.

Where required by the airspace being flown, aeroplanes shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.

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 MEL, if established; 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 passenger 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.

Helicopters 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; slip; attitude; stabilised heading; and outside air temperature; a means of indicating when the supply of power to the gyroscopic instruments is not adequate; a means of preventing malfunction of the airspeed indicating system required by (a)(4) due to condensation or icing; and an additional means of measuring and displaying attitude as a standby instrument.

Helicopters operated under IFR with a single pilot shall be equipped with an autopilot with at least altitude hold and heading mode.

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.

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.

Figure 1

Helicopters, operated over areas in which search and rescue would be especially difficult, shall be equipped with such signalling devices and life-saving equipment, including means of sustaining life, as may be appropriate to the area overflown.

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.

Where required by the airspace being flown, helicopters shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.

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.

Sailplanes performing cloud flying 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; and attitude or turn and slip.

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 passengers 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 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 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.

A flight shall not be commenced when any of the balloon instruments, items of equipment or functions required for the intended flight are inoperative or missing, 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:

position lights; a means to provide adequate illumination for all instruments and equipment essential to the safe operation of the balloon; an independent portable light; and for hot air airships the following: a landing light; and an anti-collision 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.

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 passengers for any period that the pressure altitude will be above 13 000 ft.

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, 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; when carrying more than 6 persons, an emergency locator transmitter (ELT) capable of transmitting simultaneously on 121,5 MHz and 406 MHz; when carrying up to 6 persons, an 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 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.

When required by the airspace being flown, balloons shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.