easa amcs - is-bao matrix may 2014 - · pdf fileifr — flight and navigational...

May 30, 2014

COMPARISON EASA AMCS

FOR NON-COMMERCIAL OPERATIONS WITH COMPLEX MOTOR-POWERED AIRCRAFT

AND IS-BAO IMPLEMENTATION GUIDANCE

MATERIAL

International Business Aviation Council

Suite 16.33, 999 University Street Montreal, Quebec, H3C 5J9, Canada www.ibac.org

Disclaimer for Use of Document

The information contained in this comparative matrix is intended for the information of operators wishing to use the IS-BAO – an International Standard for Business Aircraft Operations as part of their means of complying with Regulation (EC) No 216/2008 and the associated Implementing Rules for the non-commercial operation of complex motor-powered aircraft, and to assist National Authorities in exercising regulatory oversight of such operators. It is provided for guidance only and must not be used as a definitive source of the Regulation and Implementing Rules. No one should act or rely on the basis of information contained in this document without referring to the applicable regulations and Implementing Rules, including the related AMCs. The International Business Aviation Council (IBAC) shall not be held responsible for any loss or damage caused in any way, including by errors, omissions, inaccuracy, interpretation or misinterpretation, whether negligent or not. IBAC hereby disclaims any and all liability to any person in respect of anything done or omitted to be done by any person purportedly in reliance on this document.

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Table of Contents USE OF IS-BAO BY EUROPEAN AIR OPERATORS .................................................................................. 1

ANNEX III PART - ORO ................................................................................................................................. 2

SUBPART GEN - GENERAL REQUIREMENTS ...................................................................................... 2

SECTION I - GENERAL .......................................................................................................................... 2

AMC1 ORO.GEN.110(c) Operator responsibilities ............................................................................. 2

AMC1 ORO.GEN.110(f)(h) Operator responsibilities ........................................................................ 2

AMC1 ORO.GEN.150(b) Findings ....................................................................................................... 4

AMC1 ORO.GEN.160 Occurrence reporting ....................................................................................... 4

SECTION 2 - MANAGEMENT................................................................................................................ 4

AMC1 ORO.GEN.200(a)(1);(2);(3);(5) Management system .............................................................. 4

AMC1 ORO.GEN.200(a)(4) Management system .............................................................................. 5

AMC1 ORO.GEN.200(a)(5) Management system .............................................................................. 6

AMC1 ORO.GEN.205 Contracted activities ......................................................................................... 7

AMC1 ORO.GEN.220(b) Record-keeping ........................................................................................... 7

AMC1 ORO.DEC.100 Declaration ....................................................................................................... 8

GM1 ORO.DEC.100 Declaration.......................................................................................................... 8

SUBPART MLR - MANUALS, LOGS AND RECORDS ........................................................................... 9

AMC1 ORO.MLR.100 Operations manual - general............................................................................ 9

AMC2 ORO.MLR.100 Operations manual – General ........................................................................ 10

AMC1 ORO.MLR.105(c) Minimum equipment list ........................................................................... 11

AMC1 ORO.MLR.105(d)(3) Minimum equipment list ..................................................................... 12

AMC1 ORO.MLR.105(f) Minimum equipment list .......................................................................... 12

AMC1 ORO.MLR.105(g) Minimum equipment list .......................................................................... 13

AMC1 ORO.MLR.105(h) Minimum equipment list .......................................................................... 13

AMC1 ORO.MLR.105(j) Minimum equipment list ........................................................................... 14

AMC1 ORO.MLR.110 Journey log .................................................................................................... 14

AMC1 ORO.MLR.115 Record-keeping ............................................................................................. 15

SUBPART FC - FLIGHT CREW ............................................................................................................... 16

SECTION 1 — COMMON REQUIREMENTS ................................................................................................. 16

AMC1 ORO.FC.100(c) Composition of flight crew ........................................................................... 16

AMC1 ORO.FC.105(c) Designation as pilot-in-command/commander ............................................. 16

AMC1 ORO.FC.125 Differences training and familiarisation training .............................................. 16

AMC1 ORO.FC.145(b) Provision of training .................................................................................... 17

AMC1 ORO.FC.145(d) Provision of training ..................................................................................... 17

SUBPART CC - CABIN CREW ................................................................................................................ 19

SECTION 1 — COMMON REQUIREMENTS .............................................................................................. 19

AMC 1 ORO.CC.100 Number and composition of cabin crew .......................................................... 19

AMC1 ORO.CC.115(c) Conduct of training courses and associated checking .................................. 20

AMC1 ORO.CC.115(d) Conduct of training courses and associated checking .................................. 21

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AMC1 ORO.CC.115(e) Conduct of training courses and associated checking .................................. 21

TABLE 1 – CABIN CREW CRM TRAINING ............................................................................................... 22

AMC1 ORO.CC.120(a)(1) Initial training course ............................................................................... 25

AMC1 ORO.CC.125(c) Aircraft type specific training and operator conversion training .................. 25

AMC1 ORO.CC.125(d) Aircraft type specific training and operator conversion training ................ 27

AMC1 ORO.CC.125 & ORO.CC.130 Aircraft type specific training and operator conversion training & differences training .......................................................................................................................... 31

AMC1 ORO.CC.125(b) & ORO.CC.130(c) Aircraft type specific training and operator conversion training & differences training ............................................................................................................ 31

AMC1 ORO.CC.135 Familiarisation ................................................................................................. 31

AMC1 ORO.CC.140 Recurrent training ............................................................................................. 31

AMC1 ORO.CC.145 REFRESHER TRAINING ........................................................................................... 32

PART NCC ..................................................................................................................................................... 34

SUBPART A - GENERAL REQUIREMENTS ......................................................................................... 34

GM1 NCC.GEN.105(e)(2) Crew responsibilities .............................................................................. 34

AMC1 NCC.GEN.105(g) Crew responsibilities ................................................................................. 34

AMC1 NCC.GEN.106(c) Pilot-in-command responsibilities and authority ....................................... 34

AMC1 NCC.GEN.106(d) Pilot-in-command responsibilities and authority ........................................ 35

AMC1 NCC.GEN.106 (e) Pilot-in-command responsibilities and authority ..................................... 35

AMC1 NCC.GEN.130 Portable electronic devices ............................................................................. 35

AMC1 NCC.GEN.135 Information on emergency and survival equipment carried ............................ 40

AMC1 NCC.GEN.140(a)(3) Documents, manuals and information to be carried ............................... 40

AMC1 NCC.GEN.140(a)(11) Documents, manuals and information to be carried ............................ 40

AMC1 NCC.GEN.140(a)(12) Documents, manuals and information to be carried ............................. 41

AMC1 NCC.GEN.140 Documents, manuals and information to be carried ...................................... 41

AMC1 NCC.GEN.145(b) Preservation, production and use of flight recorder recordings ................. 41

AMC1 NCC.GEN.150(e) Transport of dangerous goods .................................................................... 43

SUBPART B — OPERATIONAL PROCEDURES ................................................................................... 47

AMC1 NCC.OP.100 Use of aerodromes and operating sites............................................................... 47

AMC1 NCC.OP.110 Aerodrome operating minima — general .......................................................... 47







AMC8 NCC.OP.110 Aerodrome operating minima — general ......................................................... 63

AMC9 NCC.OP.110 Aerodrome operating minima — general ........................................................... 64

AMC1 NCC.OP.111 Aerodrome operating minima — NPA, APV, CAT I operations ....................... 67

AMC1 NCC.OP.120 Noise abatement procedures ............................................................................. 67

AMC1 NCC.OP.140 Passenger briefing ............................................................................................. 68

AMC1 NCC.OP.152 Destination alternate aerodromes — helicopters ................................................ 68

AMC1 NCC.OP.155 Refuelling with passengers embarking, on board or disembarking ........ 69

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AMC1 NCC.OP.165 Carriage of passengers ....................................................................................... 71

AMC1 NCC.OP.180 Meteorological conditions ................................................................................. 71

AMC1 NCC.OP.190 Ice and other contaminants — flight procedures ................................................ 71

AMC1 NCC.OP.225 Approach and landing conditions ...................................................................... 73

AMC1 NCC.OP.230 Commencement and continuation of approach .................................................. 73

SUBPART C — AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS ............................ 76

AMC1 NCC.POL.105(a) Mass and balance, loading .......................................................................... 76

AMC1 NCC.POL.105(b) Mass and balance, loading ......................................................................... 77

AMC1 NCC.POL.105(c) Mass and balance, loading .......................................................................... 78

AMC1 NCC.POL.105(d) Mass and balance, loading ......................................................................... 79

AMC1 NCC.POL.110(a) Mass and balance data and documentation ................................................. 80

AMC2 NCC.POL.110(b) Mass and balance data and documentation ................................................. 80

AMC1 NCC.POL.110(c) Mass and balance data and documentation ................................................. 81

AMC2 NCC.POL.110(c) Mass and balance data and documentation ................................................ 81

AMC1 NCC.POL.125 Take-off — aeroplanes .................................................................................... 81



AMC1 NCC.POL.135 Landing — aeroplanes .................................................................................... 82

AMC2 NCC.POL.135 Landing — aeroplanes .................................................................................... 83

SUBPART D — INSTRUMENT DATA EQUIPMENT ............................................................................ 83

SECTION 1 — AEROPLANES ..................................................................................................................... 83

AMC1 NCC.IDE.A.120 & NCC.IDE.A.125 Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment ............................................................ 83

AMC2 NCC.IDE.A.120 Operations under VFR — flight and navigational instruments and associated equipment ........................................................................................................................... 83

AMC1 NCC.IDE.A.120(a)(1)&NCC.IDE.A.125(a)(1) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment ............................................... 84



AMC2 NCC.IDE.A.125(a)(3) Operations under IFR — flight and navigational instruments and associated equipment ........................................................................................................................... 84


AMC1 NCC.IDE.A.120(c)&NCC.IDE.A.125(c) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment ........................................................... 85

AMC1 NCC.IDE.A.125(a)(9) Operations under IFR — flight and navigational instruments and associated equipment ........................................................................................................................... 85

AMC1 NCC.IDE.A.125(d) Operations under IFR — flight and navigational instruments and associated equipment ........................................................................................................................... 85

AMC1 NCC.IDE.A.125(f) Operations under IFR — flight and navigational instruments and associated equipment ........................................................................................................................... 85

AMC1 NCC.IDE.A.135 Terrain awareness warning system (TAWS) ............................................... 86

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AMC1 NCC.IDE.A.145 Airborne weather detecting equipment ........................................................ 86

The type of weather detection equipment is not specified in the IS-BAO guidance material. Weather detection equipment is required by all pressurized aeroplanes. .......................................................... 86

Operators should note this AMC. ........................................................................................................ 86

AMC1 NCC.IDE.A.155 Flight crew interphone system ..................................................................... 86

The IS-BAO requires boom mikes. ..................................................................................................... 86

AMC1 NCC.IDE.A.160 Cockpit voice recorder ................................................................................. 86

The IS-BAO implementation guidance does not specify CVR performance details. ......................... 86

Operators must meet the requirements of NCC.IDE.160 and should note this AMC. ........................ 86

AMC1 NCC.IDE.A.165 Flight data recorder ...................................................................................... 87

The IS-BAO implementation guidance does not specify FRD performance details. The IS-BAO specifies Type II FDRs for most aeroplanes. ...................................................................................... 87

Operators must meet the requirements of NCC.IDE.165 and should note this AMC. ........................ 87

AMC1 NCC.IDE.A.170 Data link recording ....................................................................................... 99

AMC1 NCC.IDE.A.175 Flight data and cockpit voice combination recorder .................................. 102

AMC1 NCC.IDE.A.180 Seats, seat safety belts, restraint systems and child restraint devices 102

AMC2 NCC.IDE.A.180 Seats, seat safety belts, restraint systems and child restraint devices . 105

AMC3 NCC.IDE.A.180 Seats, seat safety belts, restraint systems and child restraint devices .......... 105

AMC1 NCC.IDE.A.190 First-aid kit ................................................................................................. 106

AMC2 NCC.IDE.A.190 First-aid kit ................................................................................................ 107

AMC1 NCC.IDE.A.195 Supplemental oxygen — pressurised aeroplanes ........................................ 107

AMC1 NCC.IDE.A.200 Supplemental oxygen — non-pressurised aeroplanes ............................... 108

AMC1 NCC.IDE.A.205 Hand fire extinguishers .............................................................................. 109

AMC1 NCC.IDE.A.210 Marking of break-in points ......................................................................... 109

AMC1 NCC.IDE.A.215 Emergency locator transmitter (ELT)......................................................... 110

AMC2 NCC.IDE.A.215 Emergency locator transmitter (ELT)......................................................... 110

AMC1 NCC.IDE.A.220 Flight over water ........................................................................................ 111

AMC2 NCC.IDE.A.220 Flight over water ........................................................................................ 112

AMC1 NCC.IDE.A.230(a)(2) Survival equipment ........................................................................... 113

AMC1 NCC.IDE.A.230(a)(3) Survival equipment ........................................................................... 113

AMC1 NCC.IDE.A.230(b)(2) Survival equipment ........................................................................... 114

AMC1 NCC.IDE.A.240 Headset ....................................................................................................... 114

AMC1 NCC.IDE.A.255 Transponder ................................................................................................ 114

AMC1 NCC.IDE.A.260 Electronic navigation data management ..................................................... 115

SECTION 2 — HELICOPTERS ................................................................................................................... 115

AMC1 NCC.IDE.H.115 Operating lights .......................................................................................... 115

AMC1 NCC.IDE.H.120&NCC.IDE.H.125 Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment ........................................................... 115

AMC1 NCC.IDE.H.120(a)(1)&NCC.IDE.H.125(a)(1) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment ............................................. 116



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AMC1 NCC.IDE.H.120(b)(1)(iii)&NCC.IDE.H.125(a)(8) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment ............................................. 117

AMC1 NCC.IDE.H.125(a)(9) Operations under IFR — flight and navigational instruments and associated equipment ......................................................................................................................... 117

AMC1 NCC.IDE.H.120(c)&NCC.IDE.H.125(c) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment .......................................................... 117

AMC1 NCC.IDE.H.125(d) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment ........................................................................... 117

AMC1 NCC.IDE.H.125(f) Operations under IFR — flight and navigational instruments and associated equipment ......................................................................................................................... 118

AMC1 NCC.IDE.H.145 Airborne weather detecting equipment ....................................................... 118

The type of weather detection equipment is not specified in the IS-BAO guidance material. Weather detection equipment is recommended for helicopters when carrying passengers at night if in IMC. ........................................................................................................................................................... 118

Operators must meet the requirements of NCC.IDE.H.145 and should note this AMC. .................. 118

AMC1 NCC.IDE.H.155 Flight crew interphone system .................................................................... 118

AMC1 NCC.IDE.H.160 Cockpit voice recorder ............................................................................... 118

The IS-BAO implementation guidance does not specify CVR performance details. ....................... 118


AMC1 NCC.IDE.H.165 Flight data recorder ..................................................................................... 118

The IS-BAO implementation guidance does not specify FRD performance details. The IS-BAO specifies Type IV FDRs for most aeroplanes. ................................................................................... 118


AMC1 NCC.IDE.H.170 Data link recording ..................................................................................... 124

AMC1 NCC.IDE.H.180 Seats, seat safety belts, restraint systems and child restraint devices ........................................................................................................................................................... 128

AMC2 NCC.IDE.H.180 Seats, seat safety belts, restraint systems and child restraint devices 131

AMC3 NCC.IDE.H.180 Seats, seat safety belts, restraint systems and child restraint devices ........ 131

AMC1 NCC.IDE.H.190 First-aid kit ................................................................................................. 131

AMC2 NCC.IDE.H.190 First-aid kit ................................................................................................. 133

AMC1 NCC.IDE.H.200 Supplemental oxygen — non-pressurised helicopters ................................. 133

AMC1 NCC.IDE.H.205 Hand fire extinguishers .............................................................................. 133

AMC1 NCC.IDE.H.210 Marking of break-in points ......................................................................... 134

AMC1 NCC.IDE.H.215 Emergency locator transmitter (ELT) ......................................................... 135

AMC2 NCC.IDE.H.215 Emergency locator transmitter (ELT) ......................................................... 135

AMC1 NCC.IDE.H.225(a) Life-jackets ............................................................................................ 136

AMC1 NCC.IDE.H.225(b) Life-jackets ............................................................................................ 136

AMC1 NCC.IDE.H.227 Life-rafts, survival ELTs and survival equipment on extended overwater flights ................................................................................................................................ 136

AMC1 NCC.IDE.H.230 Survival equipment .................................................................................... 138

AMC2 NCC.IDE.H.230 Survival equipment ..................................................................................... 139

AMC1 NCC.IDE.H.231 Additional requirements for helicopters conducting offshore operations in a hostile sea area ............................................................................................................................ 139

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AMC1 NCC.IDE.H.235 All helicopters on flight over water - ditching ............................................ 139

AMC1 NCC.IDE.H.240 Headset ...................................................................................................... 140

AMC1 NCC.IDE.H.255 Transponder ............................................................................................... 140

ANNEX V PART-SPA ................................................................................................................................. 141

SUBPART A - GENERAL REQUIREMENTS ....................................................................................... 141

AMC1 SPA.GEN.105(a) Application for a specific approval........................................................... 141

SUBPART B - PERFORMANCE-BASED NAVIGATION (PBN) OPERATIONS ............................... 141

SUBPART C - OPERATIONS WITH SPECIFIED MINIMUM NAVIGATION PERFORMANCE (MNPS) ............................................................................................................................................. 141

AMC1 SPA.MNPS.105 MNPS operational approval ...................................................................... 141

SUBPART D - OPERATIONS IN AIRSPACE WITH REDUCED VERTICAL SEPARATION MINIMA (RVSM) ..................................................................................................................................................... 142

AMC1 SPA.RVSM.105 RVSM operational approval ...................................................................... 142

AMC2 SPA.RVSM.105 RVSM operational approval ...................................................................... 143

AMC1 SPA.RVSM.110(a) RVSM equipment requirements ............................................................ 150

SUBPART E - LOW VISIBILITY OPERATIONS (LVO) ...................................................................... 150

AMC1 SPA.LVO.100 Low visibility operations ............................................................................... 150

AMC2 SPA.LVO.100 Low visibility operations ............................................................................ 152



AMC5 SPA.LVO.100 Low visibility operations .............................................................................. 157



AMC1 SPA.LVO.105 LVO approval ................................................................................................ 165






AMC1 SPA.LVO.120 Flight crew training and qualifications .......................................................... 176

AMC1 SPA.LVO.125 Operating procedures .................................................................................... 193

SUBPART G - TRANSPORT OF DANGEROUS GOODS .................................................................... 196

AMC1 SPA.DG.105(a) Approval to transport dangerous goods ....................................................... 196

AMC1 SPA.DG.105(b) Approval to transport dangerous goods ....................................................... 197

AMC1 SPA.DG.110(a) Dangerous goods information and documentation ...................................... 198

AMC1 SPA.DG.110(b) Dangerous goods information and documentation ...................................... 198

May 30, 2014 1

USE OF IS-BAO BY EUROPEAN AIR OPERATORS

This document supplements the document Comparison EASA Ops Implementation Rules for Non-commercial Operations with Complex Motor-powered Aircraft and the IS-BAO. That document is a comparative matrix of the EASA Implementing Rules (IRs) for the non-commercial operation of complex motor-powered aircraft and the standards of the IS-BAO. This document then compares the AMCs associated those EASA IRs and the IS-BAO implementation guidance. It is intended for the guidance of operators who wish to use IS-BAO implementation as part of their means of complying with the EASA rule requirements.

While it must be understood that operators to which the EASA rules apply must meet those requirements, the two documents are intended to provide operators and national authorities with information on the manner in which the processes, procedures and programmes developed for IS-BAO implementation can be used by an operator to meet the requirements specified in the EASA Parts ORO and NCC Implementing Rules (and some of the Part SPA requirements) and to identify those requirements which are not fully addressed by the IS-BAO. Instances of EASA requirements that are not addressed in an equivalent manner in the IS-BAO are noted in the Comments column and highlighted in yellow in the Table of Contests as well as the body of the document. While some of these differences are significant many are relatively minor or may be simply be issues of level of detail. Never-the-less operators should review the document carefully and ensure that their programs, processes and procedures fully meet the IR requirements. It should be noted that there are some EASA requirements, such as the fuel requirements, which are different than the IS-BAO requirements and are under review by ICAO. They are highlighted in turquoise and the IS-BAO requirements will be updated when the ICAO requirements are published. It should be noted that as of May 2014 some of the EASA cabin crew requirements are under review. When this review is completed this document will be updated. It will also be updated as the relevant rules and AMCs are updated. Operators or National Authorities who note any discrepancies are requested to submit them to IBAC at [email protected].

Comparison EASA AMCs for Non-commercial Ops to IS-BAO EASA AMCs – PART - ORO IS-BAO Implementation Guidance Material Comments

May 30 , 2014 2

ANNEX III PART - ORO

SUBPART GEN - GENERAL REQUIREMENTS

SECTION I - GENERAL

AMC1 ORO.GEN.110(c) Operator responsibilities

OPERATIONAL CONTROL The organisation and methods established to exercise operational control should be included in the operations manual and should cover at least a description of responsibilities concerning the initiation, continuation and termination or diversion of each flight

Addressed in the IS-BAO Generic Company Operations Manual (GCOM) section A 2.1- Operational Control System.

AMC1 ORO.GEN.110(f)(h) Operator responsibilities

ESTABLISHMENT OF PROCEDURES

(a) An operator should establish procedures to be followed by cabin crew covering at least: (1) arming and disarming of slides; (2) operation of cabin lights, including emergency lighting; (3) prevention and detection of cabin, oven and toilet fires; (4) actions to be taken when turbulence is encountered; and (5) actions to be taken in the event of an emergency and/or an evacuation.

When establishing procedures and a checklist system for cabin crew with respect to the aircraft cabin, the operator should take into account at least the following duties:

The vast majority of NCC operators do not use cabin crew. Appropriate passenger and cabin safety procedures are addressed in GCOM section A 8.14.

Duties

Pre-take off

In-flight

Pre- landin

Post- landing

(1) Briefing of

cabin crew by the senior cabin crew

x


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(2) Check of safety and emergency equipment in

x

(3) Security checks x x

(4) Passenger embarkation

x x

(5) Securing of passenger

x x

(6) Securing of galleys and

x if req’d x

(7) Arming of x

(8) Safety briefing/inform

x x x x

(9) ’Cabin secure’ x if req’d x

(10) Operation of x if req’d x x

(11) Cabin crew at assigned crew

x if req’d x x

(12) Surveillance of x x x x

(13) Prevention and detection of fire in the cabin (including the combi- cargo

x

x

x

x

(14) Actions to be taken when

x

(15) Actions to be taken in case of in- flight

x


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(16) Actions to be taken in the

x x x x

(17) Disarming of x

(18) Reporting of any deficiency and/or un-

x

x

x

x

(b) The operator should specify the contents of safety briefings for all

cabin crew members prior to the commencement of a flight or series of flights.

AMC1 ORO.GEN.150(b) Findings

GENERAL

The corrective action plan defined by the operator should address the effects of the non- compliance, as well as its root cause.

Corrective action plans are comprehensively addressed in the IS-BAO SMS Toolkit and the GCOM section A 3.5- Safety Assurance and SMS Evaluation.

AMC1 ORO.GEN.160 Occurrence reporting GENERAL (a) The operator should report all occurrences defined in AMC 20-8, and as

required by the applicable national rules implementing Directive 2003/42/EC3 on occurrence reporting in civil aviation.

(b) In addition to the reports required by AMC 20-8 and Directive 2003/42/EC, the operator should report volcanic ash clouds encountered during flight.

Incident reporting is addressed in the GCOM sections 1.4.k and 12.3, however not all of the applicable national rules implementing Directive 2003/42/EC3 may be addressed

Operators must ensure that all of the applicable national rules implementing Directive 2003/42/EC3 are addressed

SECTION 2 - MANAGEMENT

AMC1 ORO.GEN.200(a)(1);(2);(3);(5) Management system 3.2 Safety Management System Requirements

NON-COMPLEX OPERATORS - GENERAL

(a) Safety risk management may be performed using hazard checklists or similar risk management tools or processes, which are integrated into the activities of the operator.

(b) The operator should manage safety risks related to a change. The

The IS-BAO includes a comprehensive SMS guidance material and an SMS Toolkit that operators can use to develop an SMS which meets ICAO Annex 19 requirements. The guidance material is also scalable so that operators can develop and SMS that is appropriate to the size and complexity of their


May 30 , 2014 5

management of change should be a documented process to identify external and internal change that may have an adverse effect on safety. It should make use of the operator’s existing hazard identification, risk assessment and mitigation processes.

(c) The operator should identify a person who fulfils the role of safety manager and who is responsible for coordinating the safety management system. This person may be the accountable manager or a person with an operational role within the operator.

(d) Within the operator, responsibilities should be identified for hazard identification, risk assessment and mitigation.

(e) The safety policy should include a commitment to improve towards the highest safety standards, comply with all applicable legal requirements, meet all applicable standards, consider best practices and provide appropriate resources.

(f) The operator should, in cooperation with other stakeholders, develop, coordinate and maintain an emergency response plan (ERP) that ensures orderly and safe transition from normal to emergency operations and return to normal operations. The ERP should provide the actions to be taken by the operator or specified individuals in an emergency and reflect the size, nature and complexity of the activities performed by the operator.

operation and the inherent safety risks.

AMC1 ORO.GEN.200(a)(4) Management system

TRAINING AND COMMUNICATION ON SAFETY

(c) Training (1) All personnel should receive safety training as appropriate for their

safety responsibilities. (2) Adequate records of all safety training provided should be kept.

(d) Communication (1) The operator should establish communication about safety matters

that: (i) ensures that all personnel are aware of the safety

management activities as appropriate for their safety responsibilities;

The IS-BAO includes a comprehensive SMS guidance material and an SMS Toolkit that operators can use to develop an SMS which meets ICAO Annex 19 requirements. The guidance material is also scalable so that operators can develop and SMS that is appropriate to the size and complexity of their operation and the inherent safety risks.


May 30 , 2014 6

(ii) conveys safety critical information, especially relating to assessed risks and analysed hazards;

(iii) explains why particular actions are taken; and (iv) explains why safety procedures are introduced or changed.

(2) Regular meetings with personnel where information, actions and procedures are discussed may be used to communicate safety matters.

AMC1 ORO.GEN.200(a)(5) Management system

MANAGEMENT SYSTEM DOCUMENTATION - GENERAL

(a) The operator’s management system documentation should at least include the following information: (1) a statement signed by the accountable manager to confirm that the

operator will continuously work in accordance with the applicable requirements and the operator’s documentation as required by this Annex;

(2) the operator's scope of activities; (3) the titles and names of persons referred to in ORO.GEN.210 (a) and

(b); (4) an operator chart showing the lines of responsibility between

the persons referred to in ORO.GEN.210; (5) a general description and location of the facilities referred to in

ORO.GEN.215; (6) procedures specifying how the operator ensures compliance with

the applicable requirements; (7) the amendment procedure for the operator’s management system

documentation. (b) The operator’s management system documentation may be included in a

separate manual or in (one of) the manual(s) as required by the applicable subpart(s). A cross- reference should be included.

The IS-BAO includes a comprehensive SMS guidance material and an SMS Toolkit that operators can use to develop an SMS which meets ICAO Annex 19 requirements. The guidance material is also scalable so that operators can develop and SMS that is appropriate to the size and complexity of their operation and the inherent safety risks.


May 30 , 2014 7

AMC1 ORO.GEN.205 Contracted activities

RESPONSIBILITY WHEN CONTRACTING ACTIVITIES

(a) The operator may decide to contract certain activities to external organisations.

(b) A written agreement should exist between the operator and the contracted organisation clearly defining the contracted activities and the applicable requirements.

(c) The contracted safety-related activities relevant to the agreement should be included in the operator's safety management and compliance monitoring programmes.

(d) The operator should ensure that the contracted organisation has the necessary authorisation or approval when required, and commands the resources and competence to undertake the task.

Section A 3.5.1 of the GCOM has guidance on assessing the activities of contractors where their services may affect the safety of the operation, however they are not a specific as this AMC.

Operators must meet the requirements of ORO.GEN. 205 and should ensure that their SMS contains the provisions recommended by this AMC.

AMC1 ORO.GEN.220(b) Record-keeping

GENERAL

(a) The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organised in a way that ensures traceability and retrievability throughout the required retention period.

(b) Records should be kept in paper form or in electronic format or a combination of both. Records stored on microfilm or optical disc format are also acceptable. The records should remain legible throughout the required retention period. The retention period starts when the record has been created or last amended.

(c) Paper systems should use robust material which can withstand normal handling and filing. Computer systems should have at least one backup system which should be updated within 24 hours of any new entry. Computer systems should include safeguards against the ability of unauthorised personnel to alter the data.

Training records are addressed in the GCOM section D 3.1 and technical records in section A 9.2. However, they are not a specific and recommended in this AMC.

Operators must meet the requirements of ORO.GEN. 220(b) and should ensure that their record systems meet the provision of this AMC.


May 30 , 2014 8

(d) All computer hardware used to ensure data backup should be stored in a different location from that containing the working data and in an environment that ensures they remain in good condition. When hardware or software changes take place, special care should be taken that allnecessary data continues to be accessible at least through the fullperiod specified in the relevant subpart. In the absence of suchindication, all records should be kept for a minimum period of 5 years

AMC1 ORO.DEC.100 Declaration

CHANGES

The new declaration should be submitted before the change becomes effective indicating the date as of which the change would apply.

Operators must ensure that they have filed the Declaration required by ORO.DEC.100 and follow the provisions of this AMC

GM1 ORO.DEC.100 Declaration

GENERAL

The intent of the declaration is to:

(a) have the operator acknowledge its responsibilities under the applicable safety regulations and that it holds all necessary approvals;

(b) inform the competent authority of the existence of an operator; and

(c) enable the competent authority to fulfil its oversight responsibilities in accordance with ARO.GEN.300 and 305.

MANAGED OPERATIONS

When the non-commercial operation of a complex motor-powered aircraft is managed by a third party on behalf of the owner, that party may be the operator in the sense of Article 3(h) of Regulation (EC) No 216/2008, and therefore has to declare its capability and means to discharge the responsibilities associated with the operation of the aircraft to the competent authority.

In such a case, it should also be assessed whether the third party operator undertakes a commercial operation in the sense of Article 3(i) of Regulation (EC)

Included for information purposes


May 30 , 2014 9

216/2008.

SUBPART MLR - MANUALS, LOGS AND RECORDS

AMC1 ORO.MLR.100 Operations manual - general 10.0 COMPANY OPERATIONS MANUAL

GENERAL

(a) The operations manual (OM) may vary in detail according to the complexity of the operation and of the type and number of aircraft operated.

(b) The OM or parts thereof may be presented in any form, including electronic form. In all cases, the accessibility, usability and reliability should be assured.

(c) The OM should be such that: (1) all parts of the manual are consistent and compatible in form and

content; (2) the manual can be readily amended; and (3) the content and amendment status of the manual is controlled

and clearly indicated. (d) The OM should include a description of its amendment and revision process

specifying: (1) the person(s) who may approve amendments or revisions; (2) the conditions for temporary revisions and/or immediate amendments

or revision required in the interest of safety; and (3) the methods by which operator personnel are advised of the changes.

(e) The OM content may be based on, or may refer to, industry codes of practice. (f) When compiling an OM, the operator may take advantage of the

contents of other relevant documents. Material produced by the operator for the type-related part of the OM may be supplemented with, or substituted by, applicable parts of the aircraft flight manual (AFM) or, where such a document exists, by an aircraft operating manual produced by the manufacturer of the aircraft.

(g) In the case of commercial operations with other-than-complex motor-

The IS-BAO GCOM addresses these items.


May 30 , 2014 10

powered aircraft or non-commercial operations, a ‘pilot operating handbook’ (POH), or equivalent document, may be used as the type-related part of the OM, provided that the POH covers the normal and abnormal/emergency operating procedures.

(h) For the route and aerodrome part of the OM, material produced by the operator may be supplemented with or substituted by applicable route guide material produced by a specialist company.

(i) If the operator chooses to use material from another source in the OM, either the applicable material should be copied and included directly in the relevant part of the OM, or the OM should contain a reference to the appropriate section of that applicable material.

(j) If the operator chooses to make use of material from another source (e.g. a route manual producer, an aircraft manufacturer or a training organisation), this does not absolve the operator from the responsibility of verifying the applicability and suitability of this material. Any material received from an external source should be given its status by a statement in the OM.

AMC2 ORO.MLR.100 Operations manual – General

CONTENTS - NON-COMMERCIAL OPERATIONS WITH COMPLEX MOTOR-POWERED AIRCRAFT

The OM should contain at least the following information, where applicable:

(a) Table of contents; (b) Amendment control status and list of effective pages or paragraphs, unless

the entire manual is re-issued and the manual has an effective date on it; (c) Duties, responsibilities and succession of management and operating

personnel; (d) Description of the management system; (e) Operational control system; (f) Flight time limitations; (g) Standard operating procedures (SOPs); (h) Weather limitations;

The IS-BAO GCOM includes these items.


May 30 , 2014 11

(i) Emergency procedures; (j) Accidents/incidents considerations; (k) Security procedures; (l) Minimum equipment list (MEL); (m) Personnel qualifications and training; (n) Record-keeping; (o) Normal flight operations; (p) Performance operating limitations; (q) Use/protection of flight data recorder (FDR)/cockpit voice recorder

(CVR) records, where applicable; (r) Handling of dangerous goods.

AMC1 ORO.MLR.105(c) Minimum equipment list AMENDMENTS TO THE MEL FOLLOWING CHANGES TO THE MMEL – APPLICABLE CHANGES AND ACCEPTABLE TIMESCALES (a) The following are applicable changes to the MMEL that require amendment

of the MEL: (1) a reduction of the rectification interval; (2) change of an item, only when the change is applicable to the aircraft

or type of operations and is more restrictive. (b) An acceptable timescale for submitting the amended MEL to the competent

authority is 90 days from the date of applicability specified in the approved change to the MMEL.

(c) Reduced timescales for the implementation of safety-related amendments may be required if the Agency and/or competent authority consider it necessary.

The GCOM contains generic MEL procedures but as a MEL and the associated procedures must be approved by the State of Registry the operator must reflect the approved procedures in the operations manual.

Operator must comply with the MEL provisions approved by their State of Registry and include them in their operations manual.


May 30 , 2014 12

AMC1 ORO.MLR.105(d)(3) Minimum equipment list

EXTENT OF THE MEL

The operator should include guidance in the MEL on how to deal with any failures that occur between the commencement of the flight and the start of the take-off. If a failure occurs between the commencement of the flight and the start of the take-off, any decision to continue the flight should be subject to pilot judgement and good airmanship. The pilot-in-command/commander may refer to the MEL before any decision to continue the flight is taken.


AMC1 ORO.MLR.105(f) Minimum equipment list

RECTIFICATION INTERVAL EXTENSION (RIE) - OPERATOR PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY AND NOTIFICATION TO THE COMPETENT AUTHORITY

(a) The operator’s procedures to address the extension of rectification intervals and ongoing surveillance to ensure compliance should provide the competent authority with details of the name and position of the nominated personnel responsible for the control of the operator’s rectification interval extension (RIE) procedures and details of the specific duties and responsibilities established to control the use of RIEs.

(b) Personnel authorising RIEs should be adequately trained in technical and/or operational disciplines to accomplish their duties. They should have necessary operational knowledge in terms of operational use of the MEL as alleviating documents by flight crew and maintenance personnel and engineering competence. The authorising personnel should be listed by appointment and name.

(c) The operator should notify the competent authority within 1 month of the extension of the applicable rectification interval or within the appropriated timescales specified by the approved procedure for the RIE.

(d) The notification should be made in a form determined by the competent authority and should specify the original defect, all such uses, the



May 30 , 2014 13

reason for the RIE and the reasons why rectification was not carried out within the original rectification interval.

AMC1 ORO.MLR.105(g) Minimum equipment list

OPERATIONAL AND MAINTENANCE PROCEDURES

(a) The operational and maintenance procedures referenced in the MEL should be based on the operational and maintenance procedures referenced in the MMEL. Modified procedures may, however, be developed by the operator when they provide the same level of safety as required by the MMEL.

(b) Providing appropriate operational and maintenance procedures referenced in the MEL, regardless of who developed them, is the responsibility of the operator.

(c) Any item in the MEL requiring an operational or maintenance procedure to ensure an acceptable level of safety should be so identified in the ‘remarks’ or ’exceptions’ column/part/section of the MEL. This will normally be ‘(O)’ for an operational procedure, or ’(M)’ for a maintenance procedure. ‘(O)(M)’ means both operational and maintenance procedures are required.

(d) The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the operator.


AMC1 ORO.MLR.105(h) Minimum equipment list

OPERATIONAL AND MAINTENANCE PROCEDURES - APPLICABLE CHANGES

Changes to the operational and maintenance procedures referenced in the MMEL are considered applicable and require the amendment of the maintenance and operating procedures referenced in the MEL when the:

(a) modified procedure is applicable to the operator’s MEL; and



May 30 , 2014 14

(b) purpose of this change is to improve compliance with the intent of the associated MMEL dispatch condition.

AMC1 ORO.MLR.105(j) Minimum equipment list

OPERATION OF AN AIRCRAFT WITHIN THE CONSTRAINTS OF THE MMEL - OPERATOR’S PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY

(a) The operator’s procedures to address the operation of an aircraft outside the constraints of the MEL but within the constraints of the MMEL and ongoing surveillance to ensure compliance should provide the competent authority with details of the name and position of the nominated personnel responsible for the control of the operations under such conditions and details of the specific duties and responsibilities established to control the use of the approval.

(b) Personnel authorising operations under such approval should be adequately trained in technical and operational disciplines to accomplish their duties. They should have the necessary operational knowledge in terms of operational use of the MEL as alleviating documents by flight crew and maintenance personnel and engineering competence. The authorising personnel should be listed by appointment and name.


AMC1 ORO.MLR.110 Journey log

GENERAL

(a) The aircraft journey log, or equivalent, should include the following items, where applicable: (1) aircraft nationality and registration, (2) date, (3) name(s) of crew member(s), (4) duty assignments of crew member(s), (5) place of departure, (6) place of arrival, (7) time of departure,

The GCOM addresses aircraft journey logs and their use but does not specify all of the items included in this AMC

Operator must comply with ORO.MLR.110 and should ensure that their aircraft journey logs contain the items noted in this AMC and follow the associated procedures.


May 30 , 2014 15

(8) time of arrival, (9) hours of flight, (10) nature of flight (scheduled or non-scheduled), (11) incidents, observations, if any, (12) signature of person in charge.

(b) The information, or parts thereof, may be recorded in a form other than on printed paper. Accessibility, usability and reliability should be assured.

(c) ‘Journey log, or equivalent’, means that the required information may be recorded in documentation other than a log book, such as the operational flight plan or the aircraft technical log.

(d) ‘Series of flights’, means consecutive flights, which begin and end: (1) within a 24 hour period; (2) at the same aerodrome or operating site or remain within a local

area specified in the operations manual; and (3) with the same pilot-in-command/commander of the aircraft.

AMC1 ORO.MLR.115 Record-keeping

TRAINING RECORDS

A summary of training should be maintained by the operator to show every crew member’s completion of each stage of training and checking.

Addressed in GCOM section D 3 - Record Keeping


May 30 , 2014 16

SUBPART FC - FLIGHT CREW

SECTION 1 — COMMON REQUIREMENTS

AMC1 ORO.FC.100(c) Composition of flight crew

OPERATIONAL MULTI-PILOT LIMITATION (OML)

The operator should ensure that pilots with an OML on their medical certificate only operate aircraft in multi-pilot operations when the other pilot is fully qualified on the relevant type of aircraft, is not subject to an OML and has not attained the age of 60 years.

Not specifically addressed in the IS-BAO GCOM. Operator must comply with ORO.FC.100c and should ensure that appropriate operational multi-pilot limitations are addressed in their operation manual.

AMC1 ORO.FC.105(c) Designation as pilot-in-command/commander

ROUTE/AREA AND AERODROME RECENCY

(a) The 12-month period should be counted from the last day of the month:

(1) when the familiarisation training was undertaken; or

(2) of the latest operation on the route or area to be flown and of the aerodromes, facilities and procedures to be used.

(b) When the operation is undertaken within the last 3 calendar months of that period, the new 12-month period should be counted from the original expiry date.

Considering the nature on NCC operations it would be very difficult for operators to meet the requirement requirements of ORO.FC.105(c).

Operators should discuss this requirement with their National Authority and investigate possible alleviation.

AMC1 ORO.FC.125 Differences training and familiarisation training

GENERAL

(a) Differences training requires additional knowledge and training on the aircraft or an appropriate training device. It should be carried out: (1) when introducing a significant change of equipment and/or

procedures on types or variants currently operated; and

(2) in the case of aeroplanes, when operating another variant of an aeroplane of the same type or another type of the same class currently operated; or

Addressed in GCOM section A 4.3-Operation on More than One Type and Implementation Guidance 5.0, 4.b, but not in the detail of this AMC.

Operator must comply with ORO.FC.125 and should ensure that any required differences training meets the provisions of this AMC.


May 30 , 2014 17

(3) in the case of helicopters, when operating a variant of a helicopter currently operated.

(b) Familiarisation training requires only the acquisition of additional knowledge. It should be carried out when: (1) operating another helicopter or aeroplane of the same type; or

(2) when introducing a significant change of equipment and/or procedures on types or variants currently operated.

AMC1 ORO.FC.145(b) Provision of training

NON-MANDATORY (RECOMMENDATION) ELEMENTS

When developing the training programmes and syllabi, the operator should consider the non-mandatory (recommendation) elements for the relevant type that are provided in the data established in accordance with Regulation (EC) No 748/20129.

Addressed in GCOM section D 2.1.3- Aircraft Type Simulator Training

AMC1 ORO.FC.145(d) Provision of training

FULL FLIGHT SIMULATORS (FFS)

The operator should classify any differences between the aircraft and FFS in accordance with the Air Transport Association (ATA) chapters as follows: Compliance Levels (a) Level A differences:

(1) no influence on flight characteristics; (2) no influence on procedures (normal and/or abnormal); (3) differences in presentation; and (4) differences in operation. Method: self-instruction via the operations manual or flight crew information.

(b) Level B differences: (1) no influence on flight characteristics;

Addressed in GCOM section D 2.1.3- Aircraft Type Simulator Training and Implementation Guidance 5.0, 4.a & b but not in the detail of this AMC.

Operator must comply with ORO.FC.145(d) and should ensure that any required differences training meets the provisions of this AMC.


May 30 , 2014 18

(2) influence on procedures (normal and/or abnormal); and (3) possible differences in presentation and operation. Method: flight crew information, computer-based training, system device training or special instruction by instructor.

(c) Level C differences: (1) influence on flight characteristics; (2) influence on procedures (normal and/or abnormal); and (3) eventually differences in presentation and operation. Method: special instruction by instructor, a selected partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme.

(d) Level D differences: (1) influence on flight characteristics; and/or (2) influence on procedures (normal and/or abnormal); and/or (3) differences in presentation and/or operation; and (4) FSTD is level D qualified and is used for zero flight-time training

(ZFTT). Method: a specified partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme.


May 30 , 2014 19

SUBPART CC - CABIN CREW

SECTION 1 — COMMON REQUIREMENTS

AMC 1 ORO.CC.100 Number and composition of cabin crew

DETERMINATION OF THE NUMBER AND COMPOSITION OF CABIN CREW

(a) When determining the minimum number of cabin crew required to operate aircraft engaged in commercial air transport operations, factors to be taken into account should include: (1) the number of doors/exits; (2) the type(s) of doors/exits and the associated assisting evacuation

means; (3) the location of doors/exits in relation to cabin crew stations and the

cabin layout; (4) the location of cabin crew stations taking into account direct view

requirements and cabin crew duties in an emergency evacuation including: (i) opening floor level doors/exits and initiating stair or slide

deployment; (ii) assisting passengers to pass through doors/exits; and (iii) directing passengers away from inoperative doors/exits,

crowd control and passenger flow management; (5) actions required to be performed by cabin crew in ditching,

including the deployment of slide-rafts and the launching of life-rafts;

(6) additional actions required to be performed by cabin crew members when responsible for a pair of doors/exits; and

(7) the type and duration of the flight to be operated. (b) When scheduling cabin crew for a flight, the operator should establish

procedures that take account of the experience of each cabin crew member. The procedures should specify that the required cabin crew

Not addressed in IS-BAO implementation guidance. The IS-BAO requires operators to meet the cabin crew requirements specified by the State.

Operators must meet the requirements in ORO.CC.100 and should comply with the requirements of this AMC as appropriate.


May 30 , 2014 20

includes some cabin crew members who have at least 3 months experience as an operating cabin crew member.

AMC1 ORO.CC.115(c) Conduct of training courses and associated checking

TRAINING METHODS AND TRAINING DEVICES

(a) The operator should establish training methods that take into account the following: (1) training should include the use of cabin training devices,

audio-visual presentations, computer-based training and other types of training, as most appropriate to the training element; and

(2) a reasonable balance between the different training methods should be ensured so that the cabin crew member achieves the level of proficiency necessary for a safe performance of all related cabin crew duties and responsibilities.

(b) When assessing the representative training devices to be used, the operator should: (1) take into account that a representative training device may be

used to train cabin crew as an alternative to the use of the actual aircraft or required equipment;

(2) ensure that those items relevant to the training and checking intended to be given accurately represent the aircraft or equipment in the following particulars: (i) layout of the cabin in relation to doors/exits, galley areas

and safety and emergency equipment stowage as relevant; (ii) type and location of passenger seats and cabin crew stations; (iii) doors/exits in all modes of operation, particularly in relation

to the method of operation, mass and balance and operating forces, including failure of power-assist systems where fitted; and

(iv) safety and emergency equipment of the type provided in the aircraft (such equipment may be ‘training use only’ items and, for oxygen and protective breathing equipment, units charged with or without oxygen may be used); and

Addressed in GCOM section D 2.2 Flight Attendant Training and in the IS-BAO section 5.3 but not in this detail.



May 30 , 2014 21

(3) assess the following factors when determining whether a door/exit can be considered to be a variant of another type: (i) door/exit arming/disarming; (ii) direction of movement of the operating handle; (iii) direction of door/exit opening; (iv) power-assist mechanisms; and (v) assisting evacuation means such as slides and ropes.

AMC1 ORO.CC.115(d) Conduct of training courses and associated checking CHECKING (a) Checking required for each training course should be accomplished by

the method appropriate to the training element to be checked. These methods include: (1) practical demonstration; (2) computer-based assessment; (3) in-flight checks; (4) oral or written tests.

(b) Training elements that require individual practical participation may be combined with practical checks.

No specified in the IS-BAO. Training to performance is accepted.

Operators must meet the requirements in ORO.CC.115 and should comply with the requirements of this AMC as appropriate. It also should be noted that Rulemaking Tasks 0516 & 0517 are reviewing the cabin crew requirements related to the non-commercial operations with complex motor-powered aircraft.

AMC1 ORO.CC.115(e) Conduct of training courses and associated checking

CREW RESOURCE MANAGEMENT–TRAINING PROGRAMMES AND CRM INSTRUCTORS

(a) Implementation of CRM training Table 1 below indicates which CRM training elements should be covered in each type of training.

Addressed in GCOM section D 2.6 Crew Resource Management. But it is recommended that CRM training involve all operator personnel not conducted ion a segmented basis.

Operators must meet the requirements in ORO.CC.115) and should comply with the requirements of this AMC as appropriate.


May 30 , 2014 22

TABLE 1 – CABIN CREW CRM TRAINING CRM TRAINING ELEMENTS to be covered

Operator’s CRM Training

Operator Aircraft Type Conversion Training

Annual Recurrent Training

Senior Cabin Crew (SCC) Course

General Principles

Human factors in aviation

General instructions on CRM principles and objectives

Not required

(as covered under initial training required by Part-

Not required

Not required

Overview

Relevant to the individual cabin crew member Personality awareness, human error and reliability, attitudes and behaviours, self- assessment

Stress and stress management

Not required

(as covered under initial training required by Part-CC)

Not required

Overview (3 year cycle)

Not required

Relevant to the entire aircraft crew

Error prevention and detection

Shared situation awareness, information

Workload management Effective communication and coordination between all crew members including the flight


May 30 , 2014 23

Leadership, cooperation, synergy decision-

In-depth

Relevant

to the type(s)

Overview

(3 year cycle)

Reinforcement

(relevant to the SCC duties)

Individual and team responsibilities, decision making and Identification and management of the passenger human factors: crowd control, passenger

Specifics related to aircraft types (narrow/wide bodied, single/multi deck), flight crew

Not required

In-depth

Relevant to the operator and the organisation

Company safety culture, SOPs, organisational factors, factors linked to the type of operations

Effective communication and coordination with th ti l

In- depth

Relevant to the type(s)

Overview (3 year cycle)

Reinforcement

(relevant to the SCC duties)

Case- studies Required Required (b) CRM training programmes for commercial air transport operations

(1) There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made to allow, whenever practicable, flight a nd cabin crew instructors to observe and comment on each other’s training. Consideration should be given to creating films of flight crew compartment scenarios for playback to all cabin crew during recurrent training, and to providing the opportunity for cabin crew members, particularly senior cabin crew members, to participate in flight crew line-oriented flying training (LOFT) exercises.


May 30 , 2014 24

(2) The programme of each CRM training course, its content and the level to be achieved should comply with the relevant elements specified in table 1 below as applicable to the appropriate training course to be completed.

(3) CRM training for senior cabin crew members (i) CRM training for senior cabin crew members should be

the application of knowledge gained in previous CRM training and operational experience relevant to the specific duties and responsibilities of a senior cabin crew member.

(ii) The senior cabin crew member should demonstrate the ability to manage the operation and take appropriate leadership/management decisions.

(c) CRM instructor qualifications for commercial air transport operations (1) All personnel conducting training should be appropriately

qualified to integrate elements of CRM into all appropriate training programmes.

(2) A training and standardisation programme for CRM instructors should be established.

(3) The cabin crew CRM instructor should: (i) have suitable experience of commercial air transport

operations as a cabin crew member; (ii) have received instruction on human factors performance

limitations (HPL); (iii) have completed an introductory CRM course as required

by Part-CC and all cabin crew CRM training required by Part-ORO;

(iv) have received instruction in training skills in order to conduct CRM courses; and

(v) be supervised by an appropriately qualified CRM instructor when conducting their first CRM training course.


May 30 , 2014 25

(4) An experienced non-cabin crew CRM instructor may continue to be a cabin crew CRM instructor, provided that the provisions specified in (3)(ii) to (3)(v) are satisfied and that the instructor demonstrates a satisfactory knowledge of the nature of the operation, the relevant specific aircraft types and the cabin crew working environment.

(5) Instructors integrating elements of CRM into aircraft type training, recurrent training, or senior cabin crew training should have acquired relevant knowledge of human factors and have completed appropriate CRM training.

AMC1 ORO.CC.120(a)(1) Initial training course

NEW ENTRANTS IN OPERATIONS OTHER THAN COMMERCIAL AIR TRANSPORT OPERATIONS (a) When a new entrant to an operator conducting operations other than

commercial air transport is a cabin crew member, not holding a valid cabin crew attestation, who has already acquired experience as cabin crew in operations other than commercial air transport, credit may be granted to the elements of the initial training programme he/she has previously completed if such training elements are documented in his/her training records.

(b) In such a case, the operator should ensure that: (1) the full training programme as specified in Appendix 1 to Part-

CC has been covered, and (2) the new entrant successfully undergoes the examination required

by ORO.CC.120(a)(2).

Not addressed in the IS-BAO Operators must meet the requirements in ORO.CC.120 and should comply with the requirements of this AMC as appropriate.

AMC1 ORO.CC.125(c) Aircraft type specific training and operator conversion training

TRAINING PROGRAMME – AIRCRAFT TYPE SPECIFIC TRAINING The following aircraft type specific training elements should be covered as relevant to the aircraft type:

Addressed in GCOM section D 2 TRAINING SYLLABI AND CHECKING, but not in this detail.

Operators must meet the requirements in ORO.CC.125 and should comply with the


May 30 , 2014 26

(a) Aircraft description (1) type of aircraft, principal dimensions, narrow or wide bodied,

single or double deck; (2) speed, altitude, range; (3) passenger seating capacity; (4) flight crew number and minimum number of required cabin crew; (5) cabin doors/exits location and sill height; (6) cargo and unpressurised areas as relevant; (7) aircraft systems relevant to cabin crew duties; (8) flight crew compartment – general presentation, pilot seats and their

mechanism, emergency exits, storage; (9) required cabin crew stations; (10) flight crew compartment security - general: door components and use; (11) access to avionics bay where relevant; (12) lavatories - general: doors, systems, calls and signs; and (13) least risk bomb location.

(b) Safety and emergency equipment and aircraft systems installed Each cabin crew member should receive realistic training on, and demonstration of, the location and use of all aircraft type specific safety and emergency equipment and aircraft systems installed, with emphasis on the following: (1) slides, and where non-self-supporting slides are carried, the

use of any associated assisting evacuation means; (2) life-rafts and slide-rafts, including the equipment attached to,

and/or carried in, the raft; (3) drop-out oxygen system; and (4) communication equipment.

(c) Operation of doors and exits This training should be conducted in a representative training device or in the actual aircraft and should include failure of power assist systems

requirements of this AMC as appropriate.


May 30 , 2014 27

where fitted and the action and forces required to operate and deploy evacuation slides. Training should also include operation and actual opening of the flight crew compartment security door when installed.

(d) Fire and smoke protection equipment Each cabin crew member should be trained in using fire and/or smoke protection equipment where fitted.

(e) Evacuation slide training (1) Each cabin crew member should descend an evacuation slide

from a height representative of the aircraft main deck sill height. (2) The slide should be fitted to a representative training device or

to the actual aircraft. (3) A further descent should be made when the cabin crew member

qualifies on an aircraft type in which the main deck exit sill height differs significantly from any aircraft type previously operated.

(f) Operation of equipment related to pilot incapacitation The training should cover any type specific elements or conditions relevant to cabin crew actions to be taken in case of pilot incapacitation. Each cabin crew member should be trained to operate all equipment that must be used in case of pilot incapacitation.

AMC1 ORO.CC.125(d) Aircraft type specific training and operator conversion training

TRAINING PROGRAMME – OPERATOR CONVERSION TRAINING The following training elements should be covered as relevant to the aircraft type and the related operator’s specifics: (a) Description of the cabin configuration

The description should cover all elements specific to the operator’s cabin configuration and any differences with those previously covered in accordance with AMC1 ORO.CC.125(c), including: (1) required and additional cabin crew stations - location (including

direct view), restraint systems, control panels; (2) passenger seats – general presentation and associated




May 30 , 2014 28

operator’s specific features and equipment; (3) designated stowage areas; (4) lavatories - operator’s specific features, equipment and systems

additional to the aircraft type specific elements; (5) galley - location, appliances, water and waste system, including

shut-off, sinks, drains, stowage, control panels, calls and signs; and where applicable (6) crew rest areas - location, systems, controls, safety and emergency

equipment; (7) cabin dividers, curtains, partitions; (8) lift location, use, controls; (9) stowage for the containment of waste; and (10) passenger hand rail system or alternative means.

(b) Safety and emergency equipment Each cabin crew member should receive realistic training on and demonstration of the location and use of all safety and emergency equipment carried, including: (1) life-jackets, infant life-jackets and flotation devices; (2) first-aid and drop-out oxygen, including supplementary systems; (3) fire extinguishers and protective breathing equipment (PBE); (4) crash axe or crowbar; (5) emergency lights including torches; (6) communication equipment, including megaphones; (7) slide-rafts and life-rafts’ survival packs and their contents; (8) pyrotechnics (actual or representative devices); (9) first-aid kits, emergency medical kits and their contents; and (10) other portable safety and emergency equipment, where applicable.

(c) Normal and emergency procedures Each cabin crew member should be trained on the operator’s normal and emergency procedures as applicable, with emphasis on the following:


May 30 , 2014 29

(1) passenger briefing, safety demonstration and cabin surveillance; (2) severe air turbulence; (3) non–pressurisation, slow and sudden decompression, including

the donning of portable oxygen equipment by each cabin crew member; and

(4) other in-flight emergencies. (d) Passenger handling and crowd control

Training should be provided on the practical aspects of passenger preparation and handling, as well as crowd control, in various emergency situations as applicable to the operator’s specific aircraft cabin configuration, and should cover the following: (1) communications between flight crew and cabin crew and use of all

communications equipment, including the difficulties of coordination in a smoke- filled environment;

(2) verbal commands; (3) the physical contact that may be needed to encourage people out of

a door/exit and onto a slide; (4) redirection of passengers away from unusable doors/exits; (5) marshalling of passengers away from the aircraft; (6) evacuation of special categories of passengers with emphasis on

passengers with disabilities or reduced mobility; and (7) authority and leadership.

(e) Fire and smoke training (1) Each cabin crew member should receive realistic and practical

training in the use of all fire-fighting equipment, including protective clothing representative of that carried in the aircraft.

(2) Each cabin crew member should: (i) extinguish an actual fire characteristic of an aircraft

interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used; and


May 30 , 2014 30

(ii) exercise the donning and use of PBE in an enclosed simulated smoke- filled environment with particular emphasis on identifying the actual source of fire and smoke.

(f) Evacuation procedures Training should include all the operator’s procedures that are applicable to planned or unplanned evacuations on land and water. It should also include, where relevant, the additional actions required from cabin crew members responsible for a pair of doors/exits and the recognition of when doors/exits are unusable or when evacuation equipment is unserviceable.

(g) Pilot incapacitation procedures Unless the minimum flight crew is more than two, each cabin crew member should be trained in the procedure for pilot incapacitation. Training in the use of flight crew checklists, where required by the operator's standard operating procedures (SOPs), should be conducted by a practical demonstration.

(h) Crew resource management (1) Each cabin crew member should complete the operator's CRM

training covering the applicable training elements to the level specified in the relevant column of Table 1 of AMC1 ORO.CC.115(e).

(2) When a cabin crew member undertakes the operator’s conversion training on an aircraft type, the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered to the level specified in column ‘Operator’s aircraft type conversion training’.

(3) The operator's CRM training and CRM training covered during operator aircraft type conversion training should be conducted by at least one cabin crew CRM instructor.


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AMC1 ORO.CC.125 & ORO.CC.130 Aircraft type specific training and operator conversion training & differences training

TRAINING PROGRAMMES

The programmes and syllabi of aircraft type specific training, operator conversion training and differences training should take into account the cabin crew member's previous training as documented in his/her training records.

Not specifically addressed in the IS-BAO. Training to performance is recognized as appropriate.

Operators must meet the requirements in ORO.CC.125 & 130 and should comply with the requirements of this AMC as appropriate.

AMC1 ORO.CC.125(b) & ORO.CC.130(c) Aircraft type specific training and operator conversion training & differences training

NON-MANDATORY (RECOMMENDATIONS) ELEMENTS

When developing the training programmes and syllabi for aircraft-type specific training and for differences training, the operator should consider the non-mandatory (recommendations) elements for the relevant type that are provided in the data established in accordance with Regulation (EC) No 748/201211.

Not specifically addressed in the IS-BAO. Operators must meet the requirements in ORO.CC.125 & 130 and should comply with the requirements of this AMC as appropriate.

AMC1 ORO.CC.135 Familiarisation FAMILIARISATION FLIGHTS AND AIRCRAFT FAMILIARISATION VISITS (d) For cabin crew members assigned to operations other than commercial air

transport, familiarisation should be completed by means of an aircraft familiarisation visit, or a familiarisation flight, as appropriate taking into account the aircraft type to be operated by the cabin crew member.

Not specifically addressed in the IS-BAO. Operators must meet the requirements in ORO.CC.135 and should comply with the requirements of this AMC as appropriate.

AMC1 ORO.CC.140 Recurrent training TRAINING PROGRAMMES (a) Elements of the annual recurrent training programme

(1) Training on the location and handling of safety and emergency equipment should include all relevant oxygen systems, and any equipment such as defibrillators if carried on board.

(2) Training on emergency procedures should cover pilot incapacitation procedures and crowd control techniques.

(3) CRM training should satisfy the following:

Addressed in GCOM section D 2 TRAINING SYLLABI AND CHECKING.


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(i) the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered within a 3-year cycle to the level required by Column ‘Annual Recurrent Training’;

(ii) the definition and implementation of the programme should be managed by a cabin crew CRM instructor; and

(iii) when CRM training is provided by stand-alone modules, it should be conducted by at least one cabin crew CRM instructor.

(b) Additional triennial elements of recurrent training programme (1) Training on the operation of normal and emergency doors/exits

should cover failure of power assist systems where fitted. This should include the actions and forces required to operate and deploy evacuation slides, and additional training when relevant for cabin crew members responsible for a pair of doors/exits.

(2) Training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft should include individual practice by each cabin crew member to extinguish a fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used. Training should place particular emphasis on identifying the actual source of fire or smoke.

AMC1 ORO.CC.145 Refresher training TRAINING PROGRAMME (a) Training on emergency procedures should include pilot incapacitation

procedures and crowd control techniques as applicable to the aircraft type; and

(b) Operation of doors and exits by each cabin crew member should include failure of power assist systems where fitted as well as the action and forces required to operate and deploy evacuation slides.



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Comparison IS-BAO to EASA IR Requirements for Non-commercial Ops EASA IR Requirements – PART - NCC IS-BAO Requirements Comments

May 30 , 2014 34

PART NCC

SUBPART A - GENERAL REQUIREMENTS

GM1 NCC.GEN.105(e)(2) Crew responsibilities GENERAL

In accordance with 7.g. of Annex IV to Regulation (EC) No 216/20082 (essential requirements for air operations), a crew member must not perform duties on board an aircraft when under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes. This should be understood as including the following: (a) effects of deep water diving and blood donation, and allowing for a

certain time period between these activities and returning to flying; and (b) without prejudice to more restrictive national regulations, the

consumption of alcohol while on duty or less than 8 hours prior to the commencement of duties, and commencing a flight duty period with a blood alcohol level in excess of 0.2 per thousand.

Included for information purposes

AMC1 NCC.GEN.105(g) Crew responsibilities OCCURRENCE REPORTING

Whenever a crew member makes use of the applicable reporting systems, a copy of the report should be communicated to the pilot-in-command.

This specific is not addressed in the IS-BAO as chain of command issues are not usually an issue in non-commercial ops. In any event NCC.GEN.105(g) requires such reports to be made to the PIC so this AMC provision would appear to be redundant.

Operators must comply with NCC.GEN.105.

AMC1 NCC.GEN.106(c) Pilot-in-command responsibilities and authority REPORTING OF HAZARDOUS FLIGHT CONDITIONS (a) These reports should include any detail which may be pertinent to the

safety of other aircraft. (b) Such reports should be made whenever any of the following

conditions are encountered or observed: (1) severe turbulence; (2) severe icing; (3) severe mountain wave;

This item is addressed in the IS-BAO section 4.2.3 but is not included in the GCOM or other implementation guidance.

Operators must comply with NCC.GEN.106(c).


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(4) thunderstorms, with or without hail that are obscured, embedded, widespread or in squall lines;

(5) heavy dust storm or heavy sandstorm; (6) volcanic ash cloud; and (7) unusual and/or increasing volcanic activity or a volcanic eruption.

(c) When other meteorological conditions not listed above, e.g. wind shear, are encountered that, in the opinion of the pilot-in-command, may affect the safety or the efficiency of other aircraft operations, the pilot-in-command should advise the appropriate air traffic services (ATS) unit as soon as practicable.

AMC1 NCC.GEN.106(d) Pilot-in-command responsibilities and authority MITIGATING MEASURES — FATIGUE The use of additional crew members and/or controlled rest during flight as described in GM1 NCC.GEN.106(d) may be considered as appropriate fatigue mitigating measures.

This is not addressed in the IS-BAO. Operators may use this fatigue mitigation measure as appropriate.

AMC1 NCC.GEN.106 (e) Pilot-in-command responsibilities and authority VIOLATION REPORTING If required by the State in which the incident occurs, the pilot-in-command should submit a report on any such violation to the appropriate authority of such State; in that event, the pilot-in-command should also submit a copy of it to the competent authority. Such reports should be submitted as soon as possible and normally within 10 days.

This is not addressed in the IS-BAO as this is a State regulatory issue.

NCC.GEN.106(e) provides the PIC with authority “in an emergency situation that requires immediate decision and action, take any action he/she considers necessary under the circumstances …” Operators should include this provision in the operations manual.

AMC1 NCC.GEN.130 Portable electronic devices GENERAL (a) Scope

This AMC provides means to prevent that portable electronic devices

IS-BAO section 4.7 recommends that operators provide guidance on the use of mobile phones and PED for all personnel, including critical phases of flight and ground operations, operating vehicles, and maintenance work.

Operators may wish to use this AMC as their means of complying with NCC.GEN.130.


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(PEDs) on board aircraft adversely affect the performance of the aircraft’s systems and equipment. This AMC addresses operation of PEDs in the different aircraft zones – passenger compartment, flight compartment, and cargo compartments. Furthermore, it addresses the specific case of PEDs qualified and under configuration control by the operator - controlled PEDs (C-PEDs) - for which the operator gives some credit.

(b) Restrictions on the use of PEDs in the passenger compartment If an operator permits passengers to use PEDs on board its aircraft, procedures should be in place to control their use. The operator should ensure that all crew members and ground personnel are trained to enforce the restrictions on this equipment in line with these procedures. These procedures should ensure the following: (1) As the general principle all PEDs (including transmitting PEDs

(T-PEDs)) are switched off at the start of the flight when the passengers have boarded and all doors have been closed, until a passenger door has been opened at the end of the flight.

(2) The following exceptions from the general principle may be granted under the responsibility of the operator: (i) Medical equipment necessary to support physiological

functions does not need to be switched off. (ii) The use of PEDs, excluding T-PEDs, may be permitted

during non- critical phases of flight, excluding taxiing. (iii) T-PEDs may be used during non-critical phases of

flight, excluding taxiing, if the aircraft is equipped with a system or otherwise certified allowing the operation of such technology during flight. The restrictions coming from the corresponding aircraft certification as documented in the aircraft flight manual (AFM), or equivalent document(s), stay in force.

(iv) The use of C-PEDs during critical phases of flight, however, may only be permitted if the operator has accounted for this situation in its assessment.

Section 6.11.1.b.ix of the IS-BAO requires the operator to brief the passenger on “the operator's procedures regarding the use of portable electronic devices” prior to take-off. This requirement is also included in the GCOM section A 8.14.1 Passenger Safety Briefing but no specific guidance is provided on the use of PEDs.


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(v) The pilot-in-command may permit the use of any kind of PED when the aircraft is stationary during prolonged departure delays, provided that sufficient time is available to check the passenger compartment before the flight proceeds. Similarly, after landing, the pilot-in- command may authorise the use of any kind of PED in the event of a prolonged delay for a parking/gate position (even though doors are closed and the engines are running).

(3) Announcements should be made during boarding of the aircraft to inform passengers of the restrictions applicable to PEDs (in particular to T-PEDs) before fastening their seat belts.

(4) Where in-seat electrical power supplies are available for passenger use, the following should apply: (i) information cards giving safety instructions are provided

to the passengers; (ii) PEDs should be disconnected from any in-seat electrical

power supply, switched off and stowed during taxiing, take-off, approach, landing, and during abnormal or emergency conditions; and

(iii) crew members should be aware of the proper means to switch off in- seat power supplies used for PEDs.

(5) During boarding and any phase of flight: (i) appropriate coordination between crew members is

defined to deal with interference or other safety problems associated with PEDs;

(ii) passenger use of equipment during the flight is monitored; (iii) suspect equipment is switched off; and (iv) particular attention is given to passenger misuse of

equipment that could include a built-in transmitting function.

(6) Thermal runaways of batteries, in particular lithium batteries, and potential resulting fire can be handled properly.


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(7) Appropriate coordination between crew members should be defined to deal with interference or other safety problems associated with PEDs.

(8) The pilot-in-command may, for any reason and during any phase of flight, require deactivation and stowage of PEDs.

(9) Occurrences of suspected or confirmed interference that have potential safety implications should be reported to the competent authority. Where possible, to assist follow-up and technical investigation, reports should describe the offending device, identify the brand name and model number, its location in the aircraft at the time of the occurrence, interference symptoms and the results of actions taken by the crew. The cooperation of the device owner should be sought by obtaining contact details.

(10) Special requests to operate a PED or T-PED during any phase of the flight for specific reasons (e.g. for security measures) should be handled properly.

(c) Restrictions on the use of PEDs in the flight compartment Due to the higher risk of interference and potential for distracting crew from their duties, PEDs should not be used in the flight compartment. However, the operator may allow the use of PEDs, e.g. to assist the flight crew in their duties, if procedures are in place to ensure the following: (1) The conditions for the use of PEDs in-flight are specified in the

operations manual, otherwise they should be switched off and stowed during all phases of flight.

(2) The PEDs do not pose a loose-item risk or other hazard. (3) During critical phases of flight only those C-PEDs are operated, for

which the operator has demonstrated that the radio frequency (RF) interference levels are below those considered acceptable for the specific aircraft environment. Guidance for such test is provided in (e) below.


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(4) During pre-flight procedures, e.g. when loading route information into navigation systems or when monitoring fuel loading, no T-PED should be operated. In all other cases, flight crew and other persons on board the aircraft involved in dispatching the aircraft should observe the same restrictions as applicable to passengers.

(5) These restrictions should not preclude use of a T-PED (specifically a mobile phone) by the flight crew to deal with an emergency. However, reliance should not be predicated on a T-PED for this purpose.

(d) PEDs not accessible during the flight PEDs should be switched off, when not accessible for deactivation during flight. This should apply especially to PEDs contained in baggage or transported as part of the cargo. The operator may allow deviation for PEDs for which tests have demonstrated their safe operation. Other precautions, such as transporting in shielded, metal boxes, may also be used to mitigate associated risks. In case an automated function is used to deactivate a T-PED, the unit should be qualified for safe operation on board the aircraft.

(e) Test methods The means to demonstrate that the RF radiations (intentional or non-intentional) are tolerated by aircraft systems should be as follows: (1) The radio frequency (RF) emissions of PEDs should meet the levels

as defined by EUROCAE ED-14E/RTCA DO 160E Section 21 Category M for operation in the passenger compartment and EUROCAE ED-14E/RTCA DO 160E Section 21 Category H for operation in the cargo bay. Later revisions of those documents may be used for testing. The assessment of intentional transmissions of T- PEDs is excluded from those test standards and needs to be addressed separately.

(2) When the operator intends to allow the operation of T-PEDs, its assessment should follow the principles set out in EUROCAE ED-130.


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AMC1 NCC.GEN.135 Information on emergency and survival equipment carried

CONTENT OF INFORMATION The information, compiled in a list, should include, as applicable: (a) the number, colour and type of life-rafts and pyrotechnics; (b) details of emergency medical supplies and water supplies; and (c) the type and frequencies of the emergency portable radio equipment.

Section 8.5.5 of the IS-BAO requires the operator to have this information available but does not require it to be in the operations manual.

AMC1 NCC.GEN.140(a)(3) Documents, manuals and information to be carried

CERTIFICATE OF AIRWORTHINESS The certificate of airworthiness should be a normal certificate of airworthiness, a restricted certificate of airworthiness or a permit to fly issued in accordance with the applicable airworthiness requirements.

Addressed in GCOM section 2.1.2 and IS-BAO 8.3.1.


CURRENT AND SUITABLE AERONAUTICAL CHARTS The aeronautical charts carried should contain data appropriate to the applicable air traffic regulations, rules of the air, flight altitudes, area/route and nature of the operation. Due consideration should be given to carriage of textual and graphic representations of: (1) aeronautical data including, as appropriate for the nature of the

operation: (i) airspace structure; (ii) significant points, navigation aids (navaids) and air

traffic services (ATS) routes; (iii) navigation and communication frequencies; (iv) prohibited, restricted and danger areas; and (v) sites of other relevant activities that may hazard the flight; and

(2) topographical data, including terrain and obstacle data. (b) A combination of different charts and textual data may be used to

Addressed in GCOM section 2.1.2 and IS-BAO 8.3.1.


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provide adequate and current data.

(c) The aeronautical data should be appropriate for the current aeronautical information regulation and control (AIRAC) cycle.

(d) The topographical data should be reasonably recent, having regard to the nature of the planned operation.


PROCEDURES AND VISUAL SIGNALS FOR USE BY INTERCEPTING AND INTERCEPTED AIRCRAFT The procedures and the visual signals information for use by intercepting and intercepted aircraft should reflect those contained in the International Civil Aviation Organisation’s (ICAO) Annex 2. This may be part of the operations manual.

Required by IS-BAO section A 8.3.1 but is not included in the implementation guidance material.

This AMC is a logical way to meet this EASA and IS-BAO requirement.

AMC1 NCC.GEN.140 Documents, manuals and information to be carried GENERAL The documents, manuals and information may be available in a form other than on printed paper. An electronic storage medium is acceptable if accessibility, usability and reliability can be assured.

Addressed in IS-BAO section 8.3.

AMC1 NCC.GEN.145(b) Preservation, production and use of flight recorder recordings

OPERATIONAL CHECKS Whenever a recorder is required to be carried, the operator should: (a) perform an annual inspection of flight data recorder (FDR) recording

and cockpit voice recorder (CVR) recording, unless one or more of the following applies: (1) Where two solid-state FDRs both fitted with internal built-in-test

equipment sufficient to monitor reception and recording of data share the same acquisition unit, a comprehensive recording inspection need only be performed for one FDR. For the second FDR, checking its internal built-in-test equipment is sufficient. The inspection should be performed alternately such that each FDR is

Not addressed in the IS-BAO implementation guidance material.

Operators may wish to use this AMC as their means of complying with NCC.GEN.145(b).


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inspected once every other year. (2) Where the following conditions are met, the FDR recording

inspection is not needed: (i) the aircraft flight data are collected in the frame of a

flight data monitoring (FDM) programme; (ii) the data acquisition of mandatory flight parameters is the

same for the FDR and for the recorder used for the FDM programme;

(iii) the integrity of all mandatory flight parameters is verified by the FDM programme; and

(iv) the FDR is solid-state and is fitted with internal built-in-test equipment sufficient to monitor reception and recording of data.

(3) Where two solid-state CVRs are fitted both with internal built-in-test equipment sufficient to monitor reception and recording of data, a comprehensive recording inspection need only to be performed for one CVR. For the second CVR, checking its internal built-in-test equipment is sufficient. The inspection should be performed alternately such that each CVR is inspected once every other year.

(b) perform every 5 years an inspection of the data link recording. (c) check every 5 years, or in accordance with the recommendations of

the sensor manufacturer, that the parameters dedicated to the FDR and not monitored by other means are being recorded within the calibration tolerances and that there is no discrepancy in the engineering conversion routines for these parameters.


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AMC1 NCC.GEN.150(e) Transport of dangerous goods

DANGEROUS GOODS ACCIDENT AND INCIDENT REPORTING

(a) Any type of dangerous goods accident or incident, or the finding of:

(1) undeclared or misdeclared dangerous goods in cargo;

(2) forbidden dangerous goods in mail; or

(3) forbidden dangerous goods in passenger or crew baggage, or on the person of a passenger or a crew member

should be reported. For this purpose, the Technical Instructions consider that reporting of undeclared and misdeclared dangerous goods found in cargo also applies to items of operators’ stores that are classified as dangerous goods.

(b) The first report should be dispatched within 72 hours of the event. It may be sent by any means, including e-mail, telephone or fax. This report should include the details that are known at that time, under the headings identified in (c). If necessary, a subsequent report should be made as soon as possible giving all the details that were not known at the time the first report was sent. If a report has been made verbally, written confirmation should be sent as soon as possible.

(c) The first and any subsequent report should be as precise as possible and contain the following data, where relevant:

(1) date of the incident or accident or the finding of undeclared or misdeclared dangerous goods;

(2) location and date of flight;

(3) description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc.;

(4) proper shipping name (including the technical name, if appropriate) and United Nations (UN)/identification (ID) number, when known;

(5) class or division and any subsidiary risk;

Addressed in GCOM section A 10.8.4 Dangerous Goods Occurrence Report. Operators are required to include appropriate State report form and producers in their operations manual.

Operators may wish to use this AMC as their means of complying with NCC.GEN.150(e).


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(6) type of packaging, and the packaging specification marking on it;

(7) quantity;

(8) name and address of the passenger, etc.;

(9) any other relevant details;

(10) suspected cause of the incident or accident;

(11) action taken;

(12) any other reporting action taken; and

(13) name, title, address and telephone number of the person making the report.

(d) Copies of relevant documents and any photographs taken should be attached to the report.

(e) A dangerous goods accident or incident may also constitute an aircraft accident, serious incident or incident. The criteria for reporting both types of occurrence should be met.

(f) The following dangerous goods reporting form should be used, but other forms, including electronic transfer of data, may be used provided that at least the minimum information of this AMC is supplied:

DANGEROUS GOODS OCCURRENCE REPORT DGOR No:

1. Operator: 2. Date of Occurrence: 3. Local time of occurrence:

4. Flight date:


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5. Departure aerodrome: 6. Destination aerodrome:

7. Aircraft type: 8. Aircraft registration:

9. Location of occurrence: 10. Origin of the goods:

11. Description of the occurrence, including details of injury, damage, etc. (if necessary continue on the reverse of this form):

12. Proper shipping name (including the technical name): 13. UN/ID No (when known):

14.Class/Division (when known):

15. Subsidiary risk(s):

16. Packing group: 17. Category (Class 7 only):

18. Type of packaging:

19.Packaging specification marking:

20. No of packages: 21. Quantity (or transport index, if applicable):


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22. Name and address of passenger, etc.:

23. Other relevant information (including suspected cause, any action taken):

24. Name and title of person making report: 25. Telephone No:

26. Company: 27. Reporters ref:

28. Address: 29. Signature:

30. Date:

Description of the occurrence (continuation)

Notes for completion of the form:

1. A dangerous goods accident is as defined in Annex I. For this purpose serious injury is as defined in Regulation (EU) No 996/2010 of the European Parliament and of the Council5.

2. The initial report should be dispatched unless exceptional circumstances prevent this. This occurrence report form, duly completed, should be sent as soon as possible, even if all the information is not available.

3. Copies of all relevant documents and any photographs should be attached to this report.

4. Any further information, or any information not included in the initial report, should be sent as soon as possible to the authorities identified in NCC.GEN.150(e).


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5. Providing it is safe to do so, all dangerous goods, packagings, documents, etc. relating to the occurrence should be retained until after the initial report has been sent to the authorities identified in NCC.GEN.150(e), and they have indicated whether or not these should continue to be retained.

SUBPART B — OPERATIONAL PROCEDURES

AMC1 NCC.OP.100 Use of aerodromes and operating sites USE OF OPERATING SITES (a) The pilot-in-command should have available from a pre-survey or

other publication, for each operating site to be used, diagrams or ground and aerial photographs, depiction (pictorial) and description of: (1) the overall dimensions of the operating site; (2) location and height of relevant obstacles to approach and take-

off profiles and in the manoeuvring area; (3) approach and take-off flight paths; (4) surface condition (blowing dust/snow/sand); (5) provision of control of third parties on the ground (if applicable); (6) lighting, if applicable; (7) procedure for activating the operating site in accordance with

national regulations, if applicable; (8) other useful information, for example details of the appropriate

ATS agency and frequency; and (9) site suitability with reference to available aircraft performance.

(b) Where the operator specifically permits operation from sites that are not pre- surveyed, the pilot-in-command should make, from the air, a judgement on the suitability of a site. At least (a)(1) to (a)(6) inclusive and (a)(9) should be considered.

GCOM section A 2.1.5 requires the PIC to not commence a flight unless it has been ascertained that the facilities available and directly required for such flight and for the safe operation of the aircraft are adequate. Detail such as this AMC is not included.

In most instances operators use commercial air navigation and aerodrome publications which contain this information to comply with NC.OP.100. However if there is any doubt they may wish to use this AMC as their means of compliance.

AMC1 NCC.OP.110 Aerodrome operating minima — general COMMERCIALLY AVAILABLE INFORMATION An acceptable method of specifying aerodrome operating minima is through


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the use of commercially available information.

AMC2 NCC.OP.110 Aerodrome operating minima — general GENERAL (a) The aerodrome operating minima should not be lower than the values

given in NCC.OP.111 or AMC3 NCC.OP.110 (c). (b) Whenever practical approaches should be flown as stabilised

approaches (SAps). Different procedures may be used for a particular approach to a particular runway.

(c) Whenever practical, non-precision approaches should be flown using the continuous descent final approach (CDFA) technique. Different procedures may be used for a particular approach to a particular runway.

(d) For approaches not flown using the CDFA technique: when calculating the minima in accordance with NCC.OP.111, the applicable minimum runway visual range (RVR) should be increased by 200 m for Category A and B aeroplanes and by 400 m for Category C and D aeroplanes, provided the resulting RVR/converted meteorological visibility (CMV) value does not exceed 5 000 m. SAp or CDFA should be used as soon as facilities are improved to allow these techniques.

Addressed in GCOM sections 8.7 and 8.8., except the use of the CDFA technique is not discussed. GCOM section A 8.8.2 requires operators to include their specific operation procedures.

Operators my use this AMC when completing section A 8.8.2 of their GCOM.

AMC3 NCC.OP.110 Aerodrome operating minima — general TAKE-OFF OPERATIONS (a) General:

(1) Take-off minima should be expressed as visibility (VIS) or RVR limits, taking into account all relevant factors for each aerodrome planned to be used and aircraft characteristics. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. ceiling, should be specified.

(2) The pilot-in-command should not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome, unless a weather- permissible take-off alternate aerodrome is available.

Addressed in GCOM sections 8.7.3 and 8.8.1..


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(3) When the reported meteorological visibility is below that required for take-off and RVR is not reported, a take-off should only be commenced if the pilot-in- command can determine that the visibility along the take-off runway/area is equal to or better than the required minimum.

(4) When no reported meteorological visibility or RVR is available, a take-off should only be commenced if the pilot-in-command can determine that the RVR/VIS along the take-off runway/area is equal to or better than the required minimum.

(b) Visual reference: (1) The take-off minima should be selected to ensure sufficient

guidance to control the aircraft in the event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the critical engine.

(2) For night operations, ground lights should be available to illuminate the runway/final approach and take-off area (FATO) and any obstacles.

(c) Required RVR/visibility: (1) Aeroplanes:

(i) For aeroplanes, the take-off minima specified by the operator should be expressed as RVR/VIS values not lower than those specified in Table 1.A.

(ii) When reported RVR or meteorological visibility is not available, the pilot-in-command should not commence take-off unless he/she can determine that the actual conditions satisfy the applicable take-off minima.

(2) Helicopters: (i) For helicopters having a mass where it is possible to reject

the take-off and land on the FATO in case of the critical engine failure being recognised at or before the take-off decision point (TDP), the operator should specify an RVR/VIS as take-off minima in accordance with Table 1.H.


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(ii) For all other cases, the pilot-in-command should operate to take-off minima of 800 m RVR/VIS and remain clear of cloud during the take-off manoeuvre until reaching the performance capabilities of (c)(2)(i).

(iii) Table 5 for converting reported meteorological visibility to RVR should not be used for calculating take-off minima.


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TABLE 1.A: TAKE-OFF — AEROPLANES (without low visibility take-off (LVTO) approval) RVR/VIS

Facilities RVR/VIS (m)*

Day only: Nil** 500

Day: at least runway edge lights or runway centreline markings

Night: at least runway edge lights or runway centreline lights and runway end lights

400

*: The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.

**: The pilot is able to continuously identify the take-off surface and maintain directional control.

TABLE 1.H: TAKE-OFF — HELICOPTERS (without LVTO approval) RVR/Visibility

Onshore aerodromes with instrument flight rules (IFR) departure procedures

RVR/VIS (m)

No light and no markings (day only) 400 or the rejected take- off distance, whichever is the greater

No markings (night) 800


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Runway edge/FATO light and centreline marking 400

Runway edge/FATO light, centreline marking and relevant RVR information

400

Offshore helideck *

Two-pilot operations 400

Single-pilot operations 500

*: The take-off flight path to be free of obstacles.

AMC4 NCC.OP.110 Aerodrome operating minima — general CRITERIA FOR ESTABLISHING RVR/CMV (a) In order to qualify for the lowest allowable values of RVR/CMV

specified in Table 4.A, the instrument approach should meet at least the following facility requirements and associated conditions: (1) Instrument approaches with designated vertical profile up to and

including 4.5° for Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes, where the facilities are: (i) Instrument landing system (ILS)/microwave landing system

(MLS)/GBAS landing system (GLS)/precision approach radar (PAR); or

(ii) approach procedure with vertical guidance (APV); and where the final approach track is offset by not more than 15° for Category A and B aeroplanes or by not more than 5° for Category C and D aeroplanes.

(2) Instrument approach operations flown using the CDFA technique with a nominal vertical profile, up to and including 4.5° for Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes, where the facilities are non-directional beacon (NDB), NDB/distance measuring equipment (DME), VHF

Not addressed in the IS-BAO. Most NCC operators use commercial publication to establish to establish their aerodrome operating minima. Operators who wish to establish their own operating minima can use these AMCs.


May 30 , 2014 53

omnidirectional radio range (VOR), VOR/DME, localiser (LOC), LOC/DME, VHF direction finder (VDF), surveillance radar approach (SRA) or global navigation satellite system (GNSS)/lateral navigation (LNAV), with a final approach segment of at least 3 NM, which also fulfil the following criteria: (i) the final approach track is offset by not more than 15° for

Category A and B aeroplanes or by not more than 5° for Category C and D aeroplanes;

(ii) the final approach fix (FAF) or another appropriate fix where descent is initiated is available, or distance to threshold (THR) is available by flight management system (FMS)/area navigation (NDB/DME) or DME; and

(iii) the missed approach point (MAPt) is determined by timing, the distance from FAF to THR is ≤ 8 NM.

(3) Instrument approaches where the facilities are NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or GNSS/LNAV, not fulfilling the criteria in (a)(2), or with an minimum descent height (MDH) ≥ 1 200 ft.

(b) The missed approach operation, after an approach operation has been flown using the CDFA technique, should be executed when reaching the decision height/altitude (DH/A) or the MAPt, whichever occurs first. The lateral part of the missed approach procedure should be flown via the MAPt unless otherwise stated on the approach chart.

AMC5 NCC.OP.110 Aerodrome operating minima — general DETERMINATION OF RVR/CMV/VIS MINIMA FOR NPA, APV, CAT I - AEROPLANES (a) The minimum RVR/CMV/VIS should be the highest of the values

specified in Table 3 and Table 4.A but not greater than the maximum values specified in Table 4.A, where applicable.

(b) The values in Table 3 should be derived from the formula below: required RVR/VIS (m) = [(DH/MDH (ft) x 0.3048) / tanα] – length of approach lights (m);



May 30 , 2014 54

where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 3 up to 3.77° and then remaining constant.

(c) If the approach is flown with a level flight segment at or above MDA/H, 200 m should be added for Category A and B aeroplanes and 400 m for Category C and D aeroplanes to the minimum RVR/CMV/VIS value resulting from the application of Table 3 and Table 4.A.

(d) An RVR of less than 750 m as indicated in Table 3 may be used: (1) for CAT I operations to runways with full approach lighting

system (FALS), runway touchdown zone lights (RTZL) and runway centreline lights (RCLL);

(2) for CAT I operations to runways without RTZL and RCLL when using an approved head-up guidance landing system (HUDLS), or equivalent approved system, or when conducting a coupled approach or flight-director-flown approach to a DH. The ILS should not be published as a restricted facility; and

(3) for APV operations to runways with FALS, RTZL and RCLL when using an approved head-up display (HUD).

(e) Lower values than those specified in Table 3 may be used for HUDLS and auto-land operations if approved in accordance with Annex V (Part SPA), Subpart E.

(f) The visual aids should comprise standard runway day markings and approach and runway lights as specified in Table 2. The competent authority may approve that RVR values relevant to a basic approach lighting system (BALS) are used on runways where the approach lights are restricted in length below 210 m due to terrain or water, but where at least one cross-bar is available.

(g) For night operations or for any operation where credit for runway and approach lights is required, the lights should be on and serviceable, except as provided for in Table 6.

(h) For single-pilot operations, the minimum RVR/VIS should be


May 30 , 2014 55

calculated in accordance with the following additional criteria: (1) an RVR of less than 800 m as indicated in Table 3 may be

used for CAT I approaches provided any of the following is used at least down to the applicable DH: (i) a suitable autopilot, coupled to an ILS, MLS or GLS

that is not published as restricted; or (ii) an approved HUDLS, including, where appropriate,

enhanced vision system (EVS), or equivalent approved system;

(2) where RTZL and/or RCLL are not available, the minimum RVR/CMV should not be less than 600 m; and

(3) an RVR of less than 800 m as indicated in Table 3 may be used for APV operations to runways with FALS, RTZL and RCLL when using an approved HUDLS, or equivalent approved system, or when conducting a coupled approach to a DH equal to or greater than 250 ft.

TABLE 2: APPROACH LIGHTING SYSTEMS

Class of lighting facility

Length, configuration and intensity of approach lights

FALS CAT I lighting system (HIALS ≥ 720 m) distance coded centreline, Barrette centreline

IALS Simple approach lighting system (HIALS 420 – 719 m) single source, Barrette

BALS Any other approach lighting system (HIALS, MIALS or ALS 210 – 419 m)


May 30 , 2014 56

NALS Any other approach lighting system (HIALS, MIALS or ALS < 210 m) or no approach lights

Note: HIALS: high intensity approach lighting system;

MIALS: medium intensity approach lighting system; ALS: approach lighting system.


May 30 , 2014 57

TABLE 3: RVR/CMV VS. DH/MDH

DH or MDH Class of lighting facility

FALS IALS BALS NALS

See (d), (e), (h) above for RVR < 750/800 m

ft RVR/CMV (m)

200 - 210 550 750 1 000 1 200

211 - 220 550 800 1 000 1 200

221 - 230 550 800 1 000 1 200

231 - 240 550 800 1 000 1 200

241 - 250 550 800 1 000 1 300

251 - 260 600 800 1 100 1 300

261 - 280 600 900 1 100 1 300

281 - 300 650 900 1 200 1 400

301 - 320 700 1 000 1 200 1 400

321 - 340 800 1 100 1 300 1 500

341 - 360 900 1 200 1 400 1 600


May 30 , 2014 58

361 - 380 1 000 1 300 1 500 1 700

381 - 400 1 100 1 400 1 600 1 800

401 - 420 1 200 1 500 1 700 1 900

421 - 440 1 300 1 600 1 800 2 000

441 - 460 1 400 1 700 1 900 2 100

461 - 480 1 500 1 800 2 000 2 200

481 500 1 500 1 800 2 100 2 300

501 - 520 1 600 1 900 2 100 2 400

521 - 540 1 700 2 000 2 200 2 400

541 - 560 1 800 2 100 2 300 2 500

561 - 580 1 900 2 200 2 400 2 600

581 - 600 2 000 2 300 2 500 2 700

601 - 620 2 100 2 400 2 600 2 800

621 - 640 2 200 2 500 2 700 2 900

641 - 660 2 300 2 600 2 800 3 000

661 - 680 2 400 2 700 2 900 3 100

681 - 700 2 500 2 800 3 000 3 200


May 30 , 2014 59

701 - 720 2 600 2 900 3 100 3 300

721 - 740 2 700 3 000 3 200 3 400

741 - 760 2 700 3 000 3 300 3 500

761 - 800 2 900 3 200 3 400 3 600

801 - 850 3 100 3 400 3 600 3 800

851 - 900 3 300 3 600 3 800 4 000

901 - 950 3 600 3 900 4 100 4 300

951 - 1 000 3 800 4 100 4 300 4 500

1 001 - 1 100 4 100 4 400 4 600 4 900

1 101 - 1 200 4 600 4 900 5 000 5 000

1 201 and above 5 000 5 000 5 000 5 000


May 30 , 2014 60

Table 4.A: CAT I, APV, NPA - aeroplanes Minimum and maximum applicable RVR/CMV (lower and upper cut-off limits)

Facility/conditions RVR/CMV (m)

Aeroplane category

A B C D

ILS, MLS, GLS, PAR, GNSS/SBAS, GNSS/VNAV

Min According to Table 3

Max 1 500 1 500 2 400 2 400

NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA, GNSS/LNAV with a procedure that fulfils the criteria in AMC4 NCC.OP.110 (a)(2).

Min 750 750 750 750

Max 1 500 1 500 2 400 2 400

For NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA, GNSS/LNAV:

— not fulfilling the criteria in AMC4 NCC.OP.110 (a)(2)., or

— with a DH or MDH ≥ 1 200 ft

Min 1 000 1 000 1 200 1 200

Max According to Table 3 if flown using the CDFA technique, otherwise an add-on of 200/400 m applies to the values in Table 3 but not to result in a value exceeding 5 000 m.


May 30 , 2014 61

AMC6 NCC.OP.110 Aerodrome operating minima — general DETERMINATION OF RVR/CMV/VIS MINIMA FOR NPA, CAT I — HELICOPTERS (a) For non-precision approach (NPA) operations the minima

specified in Table 4.1.H should apply: (1) where the missed approach point is within ½ NM of the

landing threshold, the approach minima specified for FALS may be used regardless of the length of approach lights available. However, FATO/runway edge lights, threshold lights, end lights and FATO/runway markings are still required;

(2) for night operations, ground lights should be available to illuminate the FATO/runway and any obstacles; and

(3) for single-pilot operations, the minimum RVR is 800 m or the minima in Table 4.2.H, whichever is higher.

(b) For CAT I operations, the minima specified in Table 4.2.H should apply:

(1) for night operations, ground light should be available to illuminate the FATO/runway and any obstacles;

(2) for single-pilot operations, the minimum RVR/VIS should be calculated in accordance with the following additional criteria:

(i) an RVR of less than 800 m should not be used except when using a suitable autopilot coupled to an ILS, MLS or GLS, in which case normal minima apply; and

(ii) the DH applied should not be less than 1.25 times the minimum use height for the autopilot.


TABLE 4.1.H : ONSHORE NPA MINIMA

MDH (ft) * Facilities vs. RVR/CMV (m) **, ***


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FALS IALS BALS NALS

250 – 299 600 800 1 000 1 000

300 – 449 800 1 000 1 000 1 000

450 and above 1 000 1 000 1 000 1 000

*: The MDH refers to the initial calculation of MDH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest 10 ft, which may be done for operational purposes, e.g. conversion to MDA.

**: The tables are only applicable to conventional approaches with a nominal descent slope of not greater than 4°. Greater descent slopes will usually require that visual glide slope guidance (e.g. precision path approach indicator (PAPI)) is also visible at the MDH.

***: FALS comprise FATO/runway markings, 720 m or more of high intensity/medium intensity (HI/MI) approach lights, FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights to be on.

IALS comprise FATO/runway markings, 420 – 719 m of HI/MI approach lights, FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights to be on.

BALS comprise FATO/runway markings, < 420 m of HI/MI approach lights, any length of low intensity (LI) approach lights, FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights to be on.

NALs comprise FATO/runway markings, FATO/runway edge lights, threshold lights, FATO/runway end lights or no lights at all.

TABLE 4.2.H: ONSHORE CAT I MINIMA

DH (ft) * Facilities vs. RVR/CMV (m) **, ***

FALS IALS BALS NALS


May 30 , 2014 63

200 500 600 700 1 000

201 – 250 550 650 750 1 000

251 – 300 600 700 800 1 000

301 and above 750 800 900 1 000

*: The DH refers to the initial calculation of DH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest 10 ft, which may be done for operational purposes, e.g. conversion to DA.

**: The table is applicable to conventional approaches with a glide slope up to and including 4°.

***: FALS comprise FATO/runway markings, 720 m or more of HI/MI approach lights, FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights to be on.

IALS comprise FATO/runway markings, 420 – 719 m of HI/MI approach lights, FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights to be on.

BALS comprise FATO/runway markings, < 420 m of HI/MI approach lights, any length of LI approach lights, FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights to be on.

NALS comprise FATO/runway markings, FATO/runway edge lights, threshold lights, FATO/runway end lights or no lights at all.

AMC7 NCC.OP.110 Aerodrome operating minima — general VISUAL APPROACH OPERATIONS For a visual approach operation the RVR should not be less than 800 m.

Not addressed in the IS-BAO. Operators can use this AMC when completing section 8.8.2 of their operations manual

AMC8 NCC.OP.110 Aerodrome operating minima — general CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY TO Not addressed in the IS-BAO Operators can use this


May 30 , 2014 64

RVR/CMV (a) A conversion from meteorological visibility to RVR/CMV should not

be used: (1) when reported RVR is available; (2) for calculating take-off minima; and (3) for other RVR minima less than 800 m.

(b) If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. ‘RVR more than 1 500 m’, it should not be considered as a reported value for (a)(1).

(c) When converting meteorological visibility to RVR in circumstances other than those in (a), the conversion factors specified in Table 5 should be used.

AMC as part of their means of complying with NCC.OP.110.

TABLE 5 : CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY TO RVR/CMV

Light elements in operation

RVR/CMV = reported meteorological visibility x

Day Night

HI approach and runway lights 1.5 2.0

Any type of light installation other than above

1.0 1.5

No lights 1.0 not applicable

AMC9 NCC.OP.110 Aerodrome operating minima — general EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT (a) General

These instructions are intended for both pre-flight and in-flight use. It is, however, not expected that the pilot-in-command would consult such instructions after passing 1 000 ft above the

Not addressed in the IS-BAO Operators can use this AMC as part of their means of complying with NCC.OP.110.


May 30 , 2014 65

aerodrome. If failures of ground aids are announced at such a late stage, the approach could be continued at the pilot-in-command’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 6 and, if considered necessary, the approach should be abandoned.

(b) Conditions applicable to Table 6: (1) multiple failures of runway/FATO lights other than indicated

in Table 6 should not be acceptable; (2) deficiencies of approach and runway/FATO lights are treated

separately; and (3) failures other than ILS, MLS affect RVR only and not DH. TABLE 6 : FAILED OR DOWNGRADED EQUIPMENT — EFFECT ON LANDING MINIMA

Failed or downgraded equipment

Effect on landing minima

CAT I APV, NPA

ILS/MLS standby transmitter

No effect

Outer marker

No effect if replaced by height check at 1 000 ft

APV — not applicable

NPA with FAF: no effect unless used as FAF

If the FAF cannot be identified (e.g. no method available for timing of descent), non-precision operations cannot be conducted


May 30 , 2014 66

Middle marker No effect No effect unless used as MAPt

RVR Assessment Systems

No effect

Approach lights

Minima as for NALS

Approach lights except the last 210 m

Minima as for BALS


Minima as for IALS

Standby power for approach lights

No effect

Edge lights, threshold lights and runway end lights

Day — no effect Night — not allowed

Centreline lights

No effect if flight director (F/D), HUDLS or auto-land;

otherwise RVR 750 m

No effect

Centreline lights spacing increased to 30 m

No effect


May 30 , 2014 67

Touchdown zone lights

No effect if F/D, HUDLS or auto-land; otherwise RVR 750 m

No effect

Taxiway lighting system

No effect

AMC1 NCC.OP.111 Aerodrome operating minima — NPA, APV, CAT I operations

NPA FLOWN WITH THE CDFA TECHNIQUE The DA/DH used should take into account any add-on to the published minima as identified by the operator’s management system and specified in the operations manual (aerodrome operating minima).

Not addressed in the IS-BAO. Operators can use this AMC as part of their means of complying with NCC.OP.111.

AMC1 NCC.OP.120 Noise abatement procedures NADP DESIGN (a) For each aeroplane type two departure procedures should be defined,

in accordance with ICAO Doc. 8168 (Procedures for Air Navigation Services, ‘PANS- OPS’), Volume I: (1) noise abatement departure procedure one (NADP 1), designed to

meet the close-in noise abatement objective; and (2) noise abatement departure procedure two (NADP 2), designed to

meet the distant noise abatement objective. (b) For each type of NADP (1 and 2), a single climb profile should be

specified for use at all aerodromes, which is associated with a single sequence of actions. The NADP 1 and NADP 2 profiles may be identical.

GCOM 8.10 requires the aircraft to be operated so as to adhere to all published noise abatement procedures within the safe operating limitations of the aircraft.


May 30 , 2014 68

AMC1 NCC.OP.125 MINIMUM OBSTACLE CLEARANCE ALTITUDES — IFR FLIGHTS

GENERAL Commercially available information specifying minimum obstacle clearance altitudes may be used.

Most NCC operators use suchl information

AMC1 NCC.OP.140 Passenger briefing

TRAINING PROGRAMME (a) The operator may replace the briefing/demonstration with a passenger

training programme covering all safety and emergency procedures for a given type of aircraft.

(b) Only passengers who have been trained according to this programme and have flown on the aircraft type within the last 90 days may be carried on board without receiving a briefing/demonstration.

IS-BAO 5.3.1.1 recommends emergency procedure training for passengers of aircraft where there are no cabin attendants and GCOM A 8.14.1 provides for the standard safety briefing to be shortened for regular/recurring passengers who are familiar with the aircraft, route and have repeated to that type of flight.

Operators may wish to include the provision of the AMC in section A 8.14.1 of their GCOM.

AMC1 NCC.OP.152 Destination alternate aerodromes — helicopters

OFFSHORE ALTERNATE AERODROMES (a) Weather-permissible offshore alternate aerodromes may be selected and

specified subject to the following: (1) the offshore alternate aerodrome should only be used after passing a

point of no return (PNR). Prior to a PNR, onshore alternate aerodromes should be used;

(2) mechanical reliability of critical control systems and critical components should be considered and taken into account when determining the suitability of the alternate aerodrome;

(3) one-engine-inoperative (OEI) performance capability should be attainable prior to arrival at the alternate;

(4) to the extent possible, deck availability should be guaranteed; and (5) weather information should be reliable and accurate.

(b) Offshore alternate aerodromes should not be used when it is possible to carry enough fuel to have an onshore alternate aerodrome. Offshore alternate aerodromes should not be used in a hostile

Similar details are specified in IS-BAO 6.2.5H Fuel and Oil Supply Requirements (helicopters). A note is included indicating that operators must meet the specific requirements of the State of Registry and the State in which the operation is being conducted.

Helicopter operators may wish to use this AMC for complying with NCC.OP.152.


May 30 , 2014 69

environment. (c) The landing technique specified in the AFM following control system

failure may preclude the nomination of certain helidecks as alternate aerodromes.

AMC1 NCC.OP.155 Refuelling with passengers embarking, on board or disembarking

OPERATIONAL PROCEDURES — GENERAL (a) If passengers are on board when refuelling with:

(1) other than aviation gasoline (AVGAS); or (2) wide-cut type fuel; or (3) a mixture of these types of fuel, ground servicing activities and work inside the aeroplane, such as catering and cleaning, should be conducted in such a manner that they do not create a hazard and allow emergency evacuation to take place through those aisles and exits intended for emergency evacuation.

(b) The deployment of integral aircraft stairs or the opening of emergency exits as a prerequisite to refuelling is not necessarily required.

OPERATIONAL PROCEDURES — AEROPLANES (c) Operational procedures should specify that at least the following

precautions are taken: (1) one qualified person should remain at a specified location

during fuelling operations with passengers on board. This qualified person should be capable of handling emergency procedures concerning fire protection and fire- fighting, handling communications and initiating and directing an evacuation;

(2) two-way communication should be established and should remain available by the aeroplane’s inter-communication system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the aeroplane; the involved personnel should remain within easy reach of the system of communication;

(3) crew members, personnel and passengers should be warned that

Addressed in GCOM section A 8.2.3.


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refuelling will take place; (4) ‘fasten seat belts’ signs should be off; (5) ‘no smoking’ signs should be on, together with interior lighting

to enable emergency exits to be identified; (6) passengers should be instructed to unfasten their seat belts and

refrain from smoking; (7) the minimum required number of cabin crew should be on

board and be prepared for an immediate emergency evacuation; (8) if the presence of fuel vapour is detected inside the aeroplane, or

any other hazard arises during refuelling, fuelling should be stopped immediately;

(9) the ground area beneath the exits intended for emergency evacuation and slide deployment areas, if applicable, should be kept clear at doors where stairs are not in position for use in the event of evacuation; and

(10) provision should be made for a safe and rapid evacuation. OPERATIONAL PROCEDURES — HELICOPTERS (d) Operational procedures should specify that at least the following

precautions are taken: (1) door(s) on the refuelling side of the helicopter remain closed; (2) door(s) on the non-refuelling side of the helicopter remain

open, weather permitting; (3) fire fighting facilities of the appropriate scale be positioned so

as to be immediately available in the event of a fire; (4) sufficient personnel should be immediately available to move

passengers clear of the helicopter in the event of a fire; (5) sufficient qualified personnel be on board and be prepared for an

immediate emergency evacuation; (6) if the presence of fuel vapour is detected inside the helicopter, or

any other hazard arises during refuelling, fuelling should be stopped


May 30 , 2014 71

immediately; (7) the ground area beneath the exits intended for emergency

evacuation be kept clear; and (8) provision should be made for a safe and rapid evacuation.

AMC1 NCC.OP.165 Carriage of passengers

SEATS THAT PERMIT DIRECT ACCESS TO EMERGENCY EXITS Passengers who occupy seats that permit direct access to emergency exits should appear to be reasonably fit, strong and able to assist the rapid evacuation of the aircraft in an emergency after an appropriate briefing by the crew.

Addressed in GCOM A 12.1.3 Emergency Landing and Evacuation Procedures. Otherwise this is not a necessary requirement for NCC ops where there may be only one or two passengers.

AMC1 NCC.OP.180 Meteorological conditions

EVALUATION OF METEOROLOGICAL CONDITIONS Pilots should carefully evaluate the available meteorological information relevant to the proposed flight, such as applicable surface observations, winds and temperatures aloft, terminal and area forecasts, air meteorological information reports (AIRMETs), significant meteorological information (SIGMET) and pilot reports. The ultimate decision whether, when, and where to make the flight rests with the pilot-in-command. Pilots should continue to re-evaluate changing weather conditions.

Addressed in GCOM section A 2.1.5 Flight Planning Requirements.

AMC1 NCC.OP.190 Ice and other contaminants — flight procedures

FLIGHT IN EXPECTED OR ACTUAL ICING CONDITIONS (a) The procedures to be established by the operator should take

account of the design, the equipment, the configuration of the aircraft and the necessary training. For these reasons, different aircraft types operated by the same company may require the development of different procedures. In every case, the relevant limitations are those that are defined in the AFM and other documents produced by the manufacturer.

(b) The operator should ensure that the procedures take account of the following: (1) the equipment and instruments that should be serviceable for

Addressed in GCOM sections, A 2.1.1, 2.4, 5.2, 5.3, 8.3, 8.12.3 and D 2


May 30 , 2014 72

flight in icing conditions; (2) the limitations on flight in icing conditions for each phase of

flight. These limitations may be imposed by the aircraft’s de-icing or anti-icing equipment or the necessary performance corrections that have to be made;

(3) the criteria the flight crew should use to assess the effect of icing on the performance and/or controllability of the aircraft;

(4) the means by which the flight crew detects, by visual cues or the use of the aircraft’s ice detection system, that the flight is entering icing conditions; and

(5) the action to be taken by the flight crew in a deteriorating situation (which may develop rapidly) resulting in an adverse effect on the performance and/or controllability of the aircraft, due to: (i) the failure of the aircraft’s anti-icing or de-icing equipment

to control a build-up of ice; and/or (ii) ice build-up on unprotected areas.

(c) Training for dispatch and flight in expected or actual icing conditions. The content of the operations manual should reflect the training, both conversion and recurrent, that flight crew, cabin crew and all other relevant operational personnel require in order to comply with the procedures for dispatch and flight in icing conditions: (1) For the flight crew, the training should include:

(i) instruction on how to recognise, from weather reports or forecasts that are available before flight commences or during flight, the risks of encountering icing conditions along the planned route and on how to modify, as necessary, the departure and in-flight routes or profiles;

(ii) instruction on the operational and performance limitations or margins;

(iii) the use of in-flight ice detection, anti-icing and de-icing systems in both normal and abnormal operation; and


May 30 , 2014 73

(iv) instruction on the differing intensities and forms of ice accretion and the consequent action which should be taken.

(2) For the cabin crew, the training should include: (i) awareness of the conditions likely to produce surface

contamination; and (ii) the need to inform the flight crew of significant ice accretion.

AMC1 NCC.OP.225 Approach and landing conditions

LANDING DISTANCE/FATO SUITABILITY The in-flight determination of the landing distance/FATO suitability should be based on the latest available meteorological report.

This is an airmanship issue that is not specifically included in the IS-BAO.

AMC1 NCC.OP.230 Commencement and continuation of approach

VISUAL REFERENCES FOR INSTRUMENT APPROACH OPERATIONS (a) NPA, APV and CAT I operations

At DH or MDH, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot: (1) elements of the approach lighting system; (2) the threshold; (3) the threshold markings; (4) the threshold lights; (5) the threshold identification lights; (6) the visual glide slope indicator; (7) the touchdown zone or touchdown zone markings; (8) the touchdown zone lights; (9) FATO/runway edge lights; or (10) other visual references specified in the operations manual.

(b) Lower than standard category I (LTS CAT I) operations At DH, the visual references specified below should be distinctly visible and identifiable to the pilot:

Not addressed in the IS-BAO Operators may wish to add this information in sections A 8.8.2 and 8.9 of their ops manual.


May 30 , 2014 74

(1) a segment of at least three consecutive lights, being the centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these; and

(2) this visual reference should include a lateral element of the ground pattern, such as an approach light crossbar or the landing threshold or a barrette of the touchdown zone light unless the operation is conducted utilising an approved HUDLS usable to at least 150 ft.

(c) CAT II or OTS CAT II operations: At DH, the visual references specified below should be distinctly visible and identifiable to the pilot: (1) a segment of at least three consecutive lights, being the

centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these; and

(2) this visual reference should include a lateral element of the ground pattern, such as an approach light crossbar or the landing threshold or a barrette of the touchdown zone light unless the operation is conducted utilising an approved HUDLS to touchdown.

(d) CAT III operations (1) For CAT IIIA operations and for CAT IIIB operations

conducted either with fail-passive flight control systems or with the use of an approved HUDLS: at DH, a segment of at least three consecutive lights, being the centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these is attained and can be maintained by the pilot.

(2) For CAT IIIB operations conducted either with fail-operational flight control systems or with a fail-operational hybrid landing system using a DH: at DH, at least one centreline light is attained and can be maintained by the pilot.


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(3) For CAT IIIB operations with no DH there is no requirement for visual reference with the runway prior to touchdown.

(e) Approach operations utilising EVS – CAT I operations (1) At DH or MDH, the following visual references should be

displayed and identifiable to the pilot on the EVS: (i) elements of the approach light; or (ii) the runway threshold, identified by at least one of the

following: (A) the beginning of the runway landing surface, (B) the threshold lights, the threshold identification lights;

or (C) the touchdown zone, identified by at least one of

the following: the runway touchdown zone landing surface, the touchdown zone lights, the touchdown zone markings or the runway lights.

(2) At 100 ft above runway threshold elevation at least one of the visual references specified below should be distinctly visible and identifiable to the pilot without reliance on the EVS: (i) the lights or markings of the threshold; or (ii) the lights or markings of the touchdown zone.

(f) Approach operations utilising EVS – APV and NPA operations flown with the CDFA technique (1) At DH/MDH, visual references should be displayed and identifiable

to the pilot on the EVS image as specified under (a). (2) At 200 ft above runway threshold elevation, at least one of the

visual references specified under (a) should be distinctly visible and identifiable to the pilot without reliance on the EVS.


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SUBPART C — AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS

AMC1 NCC.POL.105(a) Mass and balance, loading

CENTRE OF GRAVITY LIMITS — OPERATIONAL CG ENVELOPE AND IN-FLIGHT CG In the Certificate Limitations section of the AFM, forward and aft CG limits are specified. These limits ensure that the certification stability and control criteria are met throughout the whole flight and allow the proper trim setting for take-off. The operator should ensure that these limits are respected by: (a) Defining and applying operational margins to the certified CG envelope

in order to compensate for the following deviations and errors: (1) Deviations of actual CG at empty or operating mass from

published values due, for example, to weighing errors, unaccounted modifications and/or equipment variations.

(2) Deviations in fuel distribution in tanks from the applicable schedule. (3) Deviations in the distribution of baggage and cargo in the

various compartments as compared with the assumed load distribution as well as inaccuracies in the actual mass of baggage and cargo.

(4) Deviations in actual passenger seating from the seating distribution assumed when preparing the mass and balance documentation. Large CG errors may occur when ‘free seating’, i.e. freedom of passengers to select any seat when entering the aircraft, is permitted. Although in most cases reasonably even longitudinal passenger seating can be expected, there is a risk of an extreme forward or aft seat selection causing very large and unacceptable CG errors, assuming that the balance calculation is done on the basis of an assumed even distribution. The largest errors may occur at a load factor of approximately 50 % if all passengers are seated in either the forward or aft half of the cabin. Statistical analysis indicates that the risk of such extreme seating adversely affecting the CG is greatest on small aircraft.

Addressed in appropriately GCOM sections A 2.2 Aircraft Weight and Balance and A 9.15 Aircraft Weight & Balance Control.


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(5) Deviations of the actual CG of cargo and passenger load within individual cargo compartments or cabin sections from the normally assumed mid position.

(6) Deviations of the CG caused by gear and flap positions and by application of the prescribed fuel usage procedure, unless already covered by the certified limits.

(7) Deviations caused by in-flight movement of cabin crew, galley equipment and passengers.

(b) Defining and applying operational procedures in order to: (1) ensure an even distribution of passengers in the cabin; (2) take into account any significant CG travel during flight caused

by passenger/crew movement; and (3) take into account any significant CG travel during flight

caused by fuel consumption/transfer. AMC1 NCC.POL.105(b) Mass and balance, loading

WEIGHING OF AN AIRCRAFT (a) New aircraft that have been weighed at the factory may be placed into

operation without reweighing if the mass and balance records have been adjusted for alterations or modifications to the aircraft. Aircraft transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator, unless the mass and balance cannot be accurately established by calculation.

(b) The mass and centre of gravity (CG) position of an aircraft should be revised whenever the cumulative changes to the dry operating mass exceed ±0.5 % of the maximum landing mass or for aeroplanes the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This should be done either by weighing the aircraft or by calculation.

(c) When weighing an aircraft, normal precautions should be taken, which are consistent with good practices such as: (1) checking for completeness of the aircraft and equipment;

Addressed in GCOM section A 9.15 Aircraft Weight & Balance Control.


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(2) determining that fluids are properly accounted for; (3) ensuring that the aircraft is clean; and (4) ensuring that weighing is accomplished in an enclosed building.

(d) Any equipment used for weighing should be properly calibrated, zeroed and used in accordance with the manufacturer's instructions. Each scale should be calibrated either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment should enable the mass of the aircraft to be established accurately. One single accuracy criterion for weighing equipment cannot be given. However, the weighing accuracy is considered satisfactory if the accuracy criteria in Table 1 are met by the individual scales/cells of the weighing equipment used:

Table 1: Accuracy criteria for weighing equipment

For a scale/cell load An accuracy of below 2 000 kg ± 1 % from 2 000 kg to 20 000 kg ± 20 kg above 20 000 kg ± 0.1 %

AMC1 NCC.POL.105(c) Mass and balance, loading

DRY OPERATING MASS (a) The dry operating mass should include:

(1) crew and crew baggage; (2) catering and removable passenger service equipment; and (3) tank water and lavatory chemicals.

(b) The operator should correct the dry operating mass to account for any additional crew baggage. The position of this additional baggage should be accounted for when establishing the centre of gravity of the

Addressed in appropriately GCOM sections A 2.2 Aircraft Weight and Balance and A 9.15 Aircraft Weight & Balance Control.


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aircraft. (c) The operator should establish a procedure in the operations manual to

determine when to select actual or standard masses for crew members. (d) When determining the actual mass by weighing, crew members’

personal belongings and hand baggage should be included. Such weighing should be conducted immediately prior to boarding the aircraft.

AMC1 NCC.POL.105(d) Mass and balance, loading

MASS VALUES FOR PASSENGERS AND BAGGAGE (a) The predetermined mass for hand baggage and clothing should be

established by the operator on the basis of studies relevant to its particular operation. In any case, it should not be less than: (1) 4 kg for clothing; and (2) 6 kg for hand baggage. The passengers’ stated mass and the mass of passengers’ clothing and hand baggage should be checked prior to boarding and adjusted, if necessary. The operator should establish a procedure in the operations manual when to select actual or standard masses and the procedure to be followed when using verbal statements.

(b) When determining the actual mass by weighing, passengers’ personal belongings and hand baggage should be included. Such weighing should be conducted immediately prior to boarding the aircraft.

(c) When determining the mass of passengers by using standard mass values, provided in Tables 1 and 2 of NCC.POL.105(e), infants occupying separate passenger seats should be considered as children for the purpose of this AMC. When the total number of passenger seats available on an aircraft is 20 or more, the standard masses for males and females in Table 1 of NCC.POL.105(e) should be used. As an alternative, in cases where the total number of passenger seats available is 30 or more, the ‘All Adult’ mass values in Table 1 of NCC.POL.105(e) may be used. On aeroplane flights with 19 passenger seats or less and all helicopter flights where no hand baggage is carried in the cabin or where hand

Addressed in appropriately GCOM sections A 2.2 Aircraft Weight and Balance


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baggage is accounted for separately, 6 kg may be deducted from male and female masses in Table 2 of NCC.POL.105(e). Articles such as an overcoat, an umbrella, a small handbag or purse, reading material or a small camera are not considered as hand baggage. For helicopter operations in which a survival suit is provided to passengers, 3 kg should be added to the passenger mass value.

(d) Mass values for baggage. The mass of checked baggage should be checked prior to loading and increased, if necessary.

(e) On any flight identified as carrying a significant number of passengers whose masses, including hand baggage, are expected to significantly deviate from the standard passenger mass, the operator should determine the actual mass of such passengers by weighing or by adding an adequate mass increment.

(f) If standard mass values for checked baggage are used and a significant number of passengers’ checked baggage is expected to significantly deviate from the standard baggage mass, the operator should determine the actual mass of such baggage by weighing or by adding an adequate mass increment.

AMC1 NCC.POL.110(a) Mass and balance data and documentation

CONTENTS The mass and balance documentation should include advice to the pilot-in-command whenever a non-standard method has been used for determining the mass of the load.

Not applicable for most NCC ops.

AMC2 NCC.POL.110(b) Mass and balance data and documentation

INTEGRITY The operator should verify the integrity of mass and balance data and documentation generated by a computerised mass and balance system, at intervals not exceeding 6 months. The operator should establish a system to check that amendments of its input data are incorporated properly in the system and that the system is operating correctly on a continuous basis.



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AMC1 NCC.POL.110(c) Mass and balance data and documentation

SIGNATURE OR EQUIVALENT Where a signature by hand is impracticable or it is desirable to arrange the equivalent verification by electronic means, the following conditions should be applied in order to make an electronic signature the equivalent of a conventional hand-written signature: (a) electronic ‘signing’ by entering a personal identification number (PIN)

code with appropriate security, etc.; (b) entering the PIN code generates a print-out of the individual’s name

and professional capacity on the relevant document(s) in such a way that it is evident, to anyone having a need for that information, who has signed the document;

(c) the computer system logs information to indicate when and where each PIN code has been entered;

(d) the use of the PIN code is, from a legal and responsibility point of view, considered to be fully equivalent to signature by hand;

(e) the requirements for record keeping remain unchanged; and (f) all personnel concerned are made aware of the conditions associated with

electronic signature and this is documented.

AMC2 NCC.POL.110(c) Mass and balance data and documentation MASS AND BALANCE DOCUMENTATION SENT VIA DATA LINK Whenever the mass and balance documentation is sent to the aircraft via data link, a copy of the final mass and balance documentation as accepted by the pilot-in-command should be available on the ground.


AMC1 NCC.POL.125 Take-off — aeroplanes TAKE-OFF MASS The following should be considered for determining the maximum take-off mass: (a) the pressure altitude at the aerodrome; (b) the ambient temperature at the aerodrome; (c) the runway surface condition and the type of runway surface;

Addressed appropriately in GCOM section A 2.2 Aircraft Weight and Balance but not in this detail.


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(d) the runway slope in the direction of take-off; (e) not more than 50 % of the reported head-wind component or not less than

150 % of the reported tailwind component; and (f) the loss, if any, of runway length due to alignment of the aeroplane prior

to take- off. AMC2 NCC.POL.125 Take-off — aeroplanes CONTAMINATED RUNWAY PERFORMANCE DATA Wet and contaminated runway performance data, if made available by the manufacturer, should be taken into account. If such data is not made available, the operator should account for wet and contaminated runway conditions by using the best information available.

Addressed in GCOM section 8.4.2 Wet and Contaminated Runways

AMC3 NCC.POL.125 Take-off — aeroplanes

ADEQUATE MARGIN The adequate margin should be defined in the operations manual.

Adequate margin is referenced in IS-BAO section 6.2.8.3.A.

AMC1 NCC.POL.135 Landing — aeroplanes

GENERAL The following should be considered to ensure that an aeroplane is able to land and stop, or a seaplane to come to a satisfactorily low speed, within the landing distance available: (a) the pressure altitude at the aerodrome; (b) the runway surface condition and the type of runway surface; (C) the runway slope in the direction of landing; (d) not more than 50 % of the reported head-wind component or not less than

150 % of the reported tailwind component; and (e) use of the most favourable runway, in still air; (f) use of the runway most likely to be assigned considering the probable

wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.

Addressed appropriately in IS-BAO section 8.1.1 and GCOM section A 2.2 Aircraft Weight and Balance, but not in this detail.


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AMC2 NCC.POL.135 Landing — aeroplanes ALLOWANCES The allowances should be stated in the operations manual.

Not addressed in the IS-BAO implementation guidance. Allowance are very rarely used by NCC operators, but it they are, they can be included

SUBPART D — INSTRUMENT DATA EQUIPMENT

SECTION 1 — AEROPLANES

AMC1 NCC.IDE.A.120 & NCC.IDE.A.125 Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

INTEGRATED INSTRUMENTS (a) Individual equipment requirements may be met by combinations of

instruments, by integrated flight systems or by a combination of parameters on electronic displays. The information so available to each required pilot should not be less than that required in the applicable operational requirements, and the equivalent safety of the installation should be approved during type certification of the aeroplane for the intended type of operation.

(b) The means of measuring and indicating turn and slip, aeroplane attitude and stabilised aeroplane heading may be met by combinations of instruments or by integrated flight director systems, provided that the safeguards against total failure, inherent in the three separate instruments, are retained.

No such alleviation in the IS-BAO Information

AMC2 NCC.IDE.A.120 Operations under VFR — flight and navigational instruments and associated equipment

LOCAL FLIGHTS For flights that do not exceed 60 minutes’ duration, that take off and land at the same aerodrome and that remain within 50 NM of that aerodrome, an equivalent means of complying with NCC.IDE.A.120 (a)(5) & (b)(1)(i) may be: (a) a turn and slip indicator;



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(b) a turn coordinator; or (c) both an attitude indicator and a slip indicator.

AMC1 NCC.IDE.A.120(a)(1)&NCC.IDE.A.125(a)(1) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING The means of measuring and displaying magnetic heading should be a magnetic compass or equivalent.

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.A.120 and require the operator to meet the requirements of the State of Registry.

Information


MEANS OF MEASURING AND DISPLAYING THE TIME An acceptable means of compliance is a clock displaying hours, minutes and seconds, with a sweep-second pointer or digital presentation.


Information


CALIBRATION OF THE MEANS FOR MEASURING AND DISPLAYING PRESSURE ALTITUDE The instrument measuring and displaying pressure altitude should be of a sensitive type calibrated in feet (ft), with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight.


Information

AMC2 NCC.IDE.A.125(a)(3) Operations under IFR — flight and navigational instruments and associated equipment

ALTIMETERS — IFR OR NIGHT OPERATIONS Except for unpressurised aeroplanes operating below 10 000 ft, the altimeters of aeroplanes operating under IFR or at night should have counter drum-pointer or equivalent presentation.

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same astNCC.IDE.A.120 and require the operator to meet the requirements of the State of Registry.

Information


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CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED The instrument indicating airspeed should be calibrated in knots (kt).

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.A.120 & 125 and require the operator to meet the requirements of the State of Registry.

Information

AMC1 NCC.IDE.A.120(c)&NCC.IDE.A.125(c) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

MULTI-PILOT OPERATIONS - DUPLICATE INSTRUMENTS Duplicate instruments include separate displays for each pilot and separate selectors or other associated equipment where appropriate.

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.A.120 & 125 and require the operator to meet the requirements of the State of Registry.

Information

AMC1 NCC.IDE.A.125(a)(9) Operations under IFR — flight and navigational instruments and associated equipment

MEANS OF DISPLAYING OUTSIDE AIR TEMPERATURE (a) The means of displaying outside air temperature should be calibrated in

degrees Celsius. (b) The means of displaying outside air temperature may be an air

temperature indicator that provides indications that are convertible to outside air temperature.


Information

AMC1 NCC.IDE.A.125(d) Operations under IFR — flight and navigational instruments and associated equipment

MEANS OF PREVENTING MALFUNCTION DUE TO CONDENSATION OR ICING The means of preventing malfunction due to either condensation or icing of the airspeed indicating system should be a heated pitot tube or equivalent.


Information

AMC1 NCC.IDE.A.125(f) Operations under IFR — flight and navigational instruments and associated equipment

CHART HOLDER Not specifically addressed in the IS-BAO, but there is a requirement for the operator to meet the requirements of

Operators must meet the requirements of


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An acceptable means of compliance with the chart holder requirement is to display a pre-composed chart on an electronic flight bag (EFB).

the State of Registry. NCC.IDE.A.125 and should note the AMC

AMC1 NCC.IDE.A.135 Terrain awareness warning system (TAWS) EXCESSIVE DOWNWARDS GLIDESLOPE DEVIATION WARNING FOR CLASS A TAWS

The requirement for a Class A TAWS to provide a warning to the flight crew for excessive downwards glideslope deviation should apply to all final approach glideslopes with angular vertical navigation (VNAV) guidance, whether provided by the instrument landing system (ILS), microwave landing system (MLS), satellite-based augmentation system approach procedure with vertical guidance (SBAS APV (localiser performance with vertical guidance approach LPV)), ground-based augmentation system (GBAS (GPS landing system, GLS)) or any other systems providing similar guidance. The same requirement should not apply to systems providing vertical guidance based on barometric VNAV

Not specifically addressed in the IS-BAO, but there is a requirement for the operator to meet the requirements of the State of Registry.

Operators must meet the requirements of NCC.IDE.A.135 and should note the AMC

AMC1 NCC.IDE.A.145 Airborne weather detecting equipment GENERAL The airborne weather detecting equipment should be an airborne weather radar, except for propeller-driven pressurised aeroplanes with an MCTOM not more than 5 700 kg and an MOPSC of not more than nine, for which other equipment capable of detecting thunderstorms and other potentially hazardous weather conditions, regarded as detectable with airborne weather radar equipment, are also acceptable.

The type of weather detection equipment is not specified in the IS-BAO guidance material. Weather detection equipment is required by all pressurized aeroplanes.

Operators should note this AMC.

AMC1 NCC.IDE.A.155 Flight crew interphone system

TYPE OF FLIGHT CREW INTERPHONE

The flight crew interphone system should not be of a handheld type.

The IS-BAO requires boom mikes.

AMC1 NCC.IDE.A.160 Cockpit voice recorder

GENERAL

The operational performance requirements for cockpit voice recorders (CVRs) should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-112 (Minimum Operational Performance

The IS-BAO implementation guidance does not specify CVR performance details.

Operators must meet the requirements of NCC.IDE.160 and should note this AMC.


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Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including amendments n°1 and 2, or any later equivalent standard produced by EUROCAE.

AMC1 NCC.IDE.A.165 Flight data recorder OPERATIONAL PERFORMANCE REQUIREMENTS (a) The operational performance requirements for flight data recorders

(FDRs) should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(b) The flight data recorder should record, with reference to a timescale, the list of parameters in Table 1 and Table 2, as applicable.

(c) The parameters to be recorded should meet the performance specifications (designated ranges, sampling intervals, accuracy limits and minimum resolution in read-out) as defined in the relevant tables of EUROCAE Document ED-112, dated March 2003, including amendments n°1 and 2, or any later equivalent standard produced by EUROCAE.

The IS-BAO implementation guidance does not specify FRD performance details. The IS-BAO specifies Type II FDRs for most aeroplanes.

Operators must meet the requirements of NCC.IDE.165 and should note this AMC.

Table 1: All Aeroplanes

No* Parameter

1a

1b

1c

Time; or

Relative time count

Global navigation satellite system (GNSS) time synchronisation

2

Pressure altitude

3

Indicated airspeed; or calibrated airspeed


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No* Parameter

4

Heading (primary flight crew reference) - when true or magnetic heading can be

selected, the primary heading reference, a discrete indicating selection, should be

recorded

5

Normal acceleration

6

Pitch attitude

7

Roll attitude

8

Manual radio transmission keying and CVR/FDR synchronisation reference.

9

9a

9b

Engine thrust/power:

Parameters required to determine propulsive thrust/power on each engine

Flight crew compartment thrust/power lever position (for aeroplanes with non-

mechanically linked flight crew compartment — engine controls)

14

Total or outside air temperature

16

Longitudinal acceleration (body axis)

17

Lateral acceleration


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No* Parameter

18

18a

18b

18c

Primary flight control surface and primary flight control pilot input (for multiple or

split surfaces, a suitable combination of inputs is acceptable instead of recording

each surface separately. For aeroplanes that have a flight control break-away

capability that allows either pilot to operate the controls independently, record

both inputs):

Pitch axis

Roll axis

Yaw axis

19

Pitch trim surface position

23

Marker beacon passage

24 Warnings — in addition to the master warning each ‘red’ warning (including smoke warnings from other compartments) should be recorded when the warning condition cannot be determined from other parameters or from the CVR

25

Each navigation receiver frequency selection

27

Air-ground status (and a sensor of each landing gear if installed)

75

All flight control input forces (for fly-by-wire flight control systems, where control

f iti i f ti f th di l t f th t l i t d i l


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No* Parameter

* The number in the left hand column reflects the serial number depicted in EUROCAE ED-112.


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Table 2: Aeroplanes for which the data source for the parameter is either used by aeroplane systems or is available on the instrument panel for use by the flight crew to operate the aeroplane

No* Parameter

10

10a

10b

Flaps

Trailing edge flap position

Flight crew compartment control selection

11

11a

11b

Slats

Leading edge flap (slat) position

Flight crew compartment control selection

12

Thrust reverse status

13

13a

13b

13c

13d

Ground spoiler and speed brake:

Ground spoiler position

Ground spoiler selection

Speed brake position

Speed brake selection

15

Autopilot, autothrottle, automatic flight control system (AFCS) mode and

engagement status

20

Radio altitude. For auto-land/Category III operations, each radio altimeter should

be recorded.


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No* Parameter

21

21a

21b

21c

Vertical deviation — (the approach aid in use should be recorded. For auto-

land/CAT III operations, each system should be recorded.):

ILS/GPS/GLS glide path

MLS elevation

GNSS approach path/integrated area navigation (IRNAV) vertical deviation

22

22a

22b

22c

Horizontal deviation — (the approach aid in use should be recorded. For auto-

land/CAT III operations, each system should be recorded. It is acceptable to

arrange them so that at least one is recorded every second):

ILS/GPS/GLS localiser

MLS azimuth

GNSS approach path/IRNAV lateral deviation

26

26a

26b

Distance measuring equipment (DME) 1 and 2 distances:

Distance to runway threshold (GLS)

Distance to missed approach - Point (IRNAV/IAN)

28

28a

28b

28c

Ground proximity warning system (GPWS)/TAWS/ground collision avoidance

system (GCAS) status:

Selection of terrain display mode, including pop-up display status

Terrain alerts, including cautions and warnings and advisories

On/off switch position

29

Angle of attack


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No* Parameter

30

30a

30b

Low pressure warning (each system):

Hydraulic pressure

Pneumatic pressure

31

Ground speed

32

32a

32b

Landing gear:

Landing gear

Gear selector position

33

Navigation data:

33a

33b

33c

33d

33e

33f

Drift angle

Wind speed

Wind direction

Latitude

Longitude

GNSS augmentation in use

34

34a

34b

Brakes:

Left and right brake pressure

Left and right brake pedal position


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No* Parameter

35

35a

35b

35c

35d

35e

35f

35g

35h

Additional engine parameters (if not already recorded in parameter 9 of Table 1 of

AMC1 NCC.IDE.A.165 and if the aeroplane is equipped with a suitable data

source): Engine pressure ratio (EPR)

N1

Indicated vibration level N2

Exhaust gas temperature (EGT)

Fuel flow

Fuel cut-off lever position N3

36

36a

36b

36c

36d

36e

Traffic alert and collision avoidance system (TCAS)/ACAS — a suitable

combination of discretes should be recorded to determine the status of the

system:

Combined control

Vertical control

Up advisory

Down advisory

Sensitivity level

37

Wind shear warning


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No* Parameter

38

38a

Selected barometric setting:

Pilot

38b Co-pilot

39

Selected altitude (all pilot selectable modes of operation) — to be recorded for the

aeroplane where the parameter is displayed electronically

40

Selected speed (all pilot selectable modes of operation) — to be recorded for the


41

Selected Mach (all pilot selectable modes of operation) — to be recorded for the


42

Selected vertical speed (all pilot selectable modes of operation) — to be recorded

for the aeroplane where the parameter is displayed electronically

43

Selected heading (all pilot selectable modes of operation) — to be recorded for the


44

44a

44b

44c

Selected flight path (All pilot selectable modes of operation) - to be recorded for the aeroplane where the parameter is displayed electronically:

Course/desired track (DSTRK)

Path angle

Coordinates of final approach path (IRNAV/IAN)

45

Selected decision height - to be recorded for the aeroplane where the parameter is displayed electronically


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No* Parameter

46

46a

46b

Electronic flight instrument system (EFIS) display format:

Pilot

Co-pilot

47

Multi-function/engine/alerts display format

48

AC electrical bus status — each bus

49

DC electrical bus status — each bus

50

Engine bleed valve position

51

Auxiliary power unit (APU) bleed valve position

52

Computer failure (all critical flight and engine control systems)

53

Engine thrust command

54

Engine thrust target

55

Computed centre of gravity (CG)

56

Fuel quantity or fuel quantity in CG trim tank

57

Head-up display in use

58

Para visual display on

59

Operational stall protection, stick shaker and pusher activation


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No* Parameter

60

60a

60b

60c

60d

60e

60f

Primary navigation system reference:

GNSS

Inertial navigational system (INS) VHF omnidirectional radio range (VOR)/DME

MLS

Loran C ILS

61

Ice detection

62

Engine warning — each engine vibration

63

Engine warning — each engine over temperature

64

Engine warning — each engine oil pressure low

65

Engine warning — each engine over speed

66

Yaw trim surface position

67

Roll trim surface position

68

Yaw or sideslip angle

69

De-icing and/or anti-icing systems selection

70

Hydraulic pressure — each system


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No* Parameter

71

Loss of cabin pressure

72

Flight crew compartment trim control input position pitch — when mechanical

means for control inputs are not available, cockpit display trim positions or trim

command should be recorded

73 Flight crew compartment trim control input position roll — when mechanical


command should be recorded

74

Flight crew compartment trim control input position yaw — when mechanical


command should be recorded 76

Event marker

77

Date

78

Actual navigation performance (ANP) or estimate of position error (EPE) or

estimate of position uncertainty (EPU)



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AMC1 NCC.IDE.A.170 Data link recording GENERAL (a) As a means of compliance with NCC.IDE.A.170 (a) the recorder on

which the data link messages are recorded may be: (1) the CVR; (2) the FDR; (3) a combination recorder when NCC.IDE.A.175 is applicable; or (4) a dedicated flight recorder. In that case, the operational

performance requirements for this recorder should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including amendments No 1 and 2, or any later equivalent standard produced by EUROCAE.

(b) As a means of compliance with NCC.IDE.A.170 (a)(2) the operator should enable correlation by providing information that allows an accident investigator to understand what data was provided to the aircraft and, when the provider identification is contained in the message, by which provider.

(c) The timing information associated with the data link communications messages required to be recorded by NCC.IDE.A.170 (a)(3) should be capable of being determined from the airborne-based recordings. This timing information should include at least the following: (1) the time each message was generated; (2) the time any message was available to be displayed by the flight crew; (3) the time each message was actually displayed or recalled from a

queue; and (4) the time of each status change.

(d) The message priority should be recorded when it is defined by the protocol of the data link communication message being recorded.

This requirement comes into effect in 2016. It currently is not addressed in the IS-BAO or implementation guidance material. The IS-BAO will be updated when the requirement comes into effect in Annex 6 Part II

Operators should not the requirement, AMC and associated GM.


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(e) The expression ‘taking into account the system’s architecture’, in NCC.IDE.A.170 (a)(3), means that the recording of the specified information may be omitted if the existing source systems involved would require a major upgrade. The following should be considered: (1) the extent of the modification required; (2) the down-time period; and (3) equipment software development.

(f) Data link communications messages that support the applications in Table 1 below should be recorded.

(g) Further details on the recording requirements can be found in the recording requirement matrix in Appendix D.2 of EUROCAE Document ED-93 (Minimum Aviation System Performance Specification for CNS/ATM Recorder Systems), dated November 1998.

Table 1: Data link recording

Item No.

Application Type Application Description Required Recording Content

1 Data link initiation This includes any application used to log on to, or initiate, a data link service. In future air navigation system (FANS)-1/A and air traffic navigation (ATN), these are ATS facilities notification (AFN) and context management (CM), respectively.

C

2 Controller/pilot communication

This includes any application used to exchange requests, clearances, instructions and reports between the flight crew and controllers on the ground. In FANS-1/A and ATN, this includes the controller pilot data link communications (CPDLC) application.

It also includes applications used for the exchange of oceanic clearances (OCL) and departure clearances (DCL), as well as data link delivery of taxi clearances.

C


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3 Addressed surveillance

This includes any surveillance application in which the ground sets up contracts for delivery of surveillance data.

In FANS-1/A and ATN, this includes the automatic dependent surveillance-contract (ADS-C) application.

C, F2

4 Flight information This includes any application used for delivery of flight information data to specific aeroplanes. This includes for example digital automatic terminal information service (D ATIS), data link operational terminal information service (D OTIS), digital weather information services (data link-meteorological aerodrome or aeronautical report (D-METAR) or terminal weather information for pilots (TWIP)), data link flight information service (D-FIS), and Notice to Airmen (electronic NOTAM) delivery.

C

5 Broadcast surveillance

This includes elementary and enhanced surveillance systems, as well as automatic dependent surveillance-broadcast (ADS-B) output data.

M*, F2

6 Aeronautical operational control (AOC) data

This includes any application transmitting or receiving data used for AOC purposes (in accordance with the ICAO definition of AOC). Such systems may also process aeronautical administrative communication (AAC) messages, but there is no requirement to record AAC messages

M*

7 Graphics This includes any application receiving graphical data to be used for operational purposes (i.e. excluding applications that are receiving such things as updates to manuals).

M* F1


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AMC1 NCC.IDE.A.175 Flight data and cockpit voice combination recorder

GENERAL When two flight data and cockpit voice combination recorders are installed, one should be located near the flight crew compartment in order to minimise the risk of data loss due to a failure of the wiring that gathers data to the recorder. The other should be located at the rear section of the aeroplane in order to minimise the risk of data loss due to recorder damage in the case of a crash.

Operators should note the AMC and associated GM

AMC1 NCC.IDE.A.180 Seats, seat safety belts, restraint systems and child restraint devices

CHILD RESTRAINT DEVICES (CRDS) (a) A CRD is considered to be acceptable if:

(1) it is a ‘supplementary loop’ belt manufactured with the same techniques and the same materials as the approved safety belts; or

(2) it complies with (b). (b) Provided the CRD can be installed properly on the respective

aircraft seat, the following CRDs are considered acceptable: (1) CRDs approved for use in aircraft by a competent authority

on the basis of a technical standard and marked accordingly. (2) CRDs approved for use in motor vehicles according to the

UN standard ECE R 44, -03 or later series of amendments. (3) CRDs approved for use in motor vehicles and aircraft

according to Canadian CMVSS 213/213.1. (4) CRDs approved for use in motor vehicles and aircraft

according to US FMVSS No 213 and manufactured to these standards on or after February 26, 1985. US approved CRDs manufactured after this date should bear the following labels in red letters: (i) ‘THIS CHILD RESTRAINT SYSTEM

CONFORMS TO ALL APPLICABLE FEDERAL

Child restraint devices are not specified in the IS-BAO. Operators who use CRDs should use this AMC.


May 30 , 2014 103

MOTOR VEHICLE SAFETY STANDARDS’; and (ii) ‘THIS RESTRAINT IS CERTIFIED FOR USE IN

MOTOR VEHICLES AND AIRCRAFT’; (5) CRDs qualified for use in aircraft according to the

German ‘Qualification Procedure for Child Restraint Systems for Use in Aircraft’ (TÜV Doc. TÜV/958- 01/2001); and

(6) Devices approved for use in cars, manufactured and tested to standards equivalent to those listed above. The device should be marked with an associated qualification sign, which shows the name of the qualification organisation and a specific identification number, related to the associated qualification project. The qualifying organisation should be a competent and independent organisation that is acceptable to the competent authority.

(c) Location (1) Forward facing CRDs may be installed on both forward and

rearward facing passenger seats but only when fitted in the same direction as the passenger seat on which they are positioned. Rearward facing CRDs should only be installed on forward facing passenger seats. A CRD may not be installed within the radius of action of an airbag, unless it is obvious that the airbag is de-activated or it can be demonstrated that there is no negative impact from the airbag.

(2) An infant in a CRD should be located as near to a floor level exit as feasible.

(3) An infant in a CRD should not hinder evacuation for any passenger.

(4) An infant in a CRD should neither be located in the row (where rows are existing) leading to an emergency exit nor located in a row immediately forward or aft of an emergency exit. A window passenger seat is the preferred


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location. An aisle passenger seat or a cross aisle passenger seat that forms part of the evacuation route to exits is not recommended. Other locations may be acceptable provided the access of neighbour passengers to the nearest aisle is not obstructed by the CRD.

(5) In general, only one CRD per row segment is recommended. More than one CRD per row segment is allowed if the infants are from the same family or travelling group provided the infants are accompanied by a responsible adult sitting next to them.

(6) A row segment is the fraction of a row separated by two aisles or by one aisle and the aeroplane fuselage.

(d) Installation (1) CRDs should only be installed on a suitable aircraft seat

with the type of connecting device they are approved or qualified for. E.g., CRDs to be connected by a three point harness only (most rearward facing baby CRDs currently available) should not be attached to an aeroplane seat with a lap belt only; a CRD designed to be attached to a vehicle seat by means of rigid bar lower anchorages (ISO-FIX or US equivalent) only, should only be used on aeroplane seats that are equipped with such connecting devices and should not be attached by the aeroplane seat lap belt. The method of connecting should be the one shown in the manufacturer’s instructions provided with each CRD.

(2) All safety and installation instructions should be followed carefully by the responsible adult accompanying the infant. Crew members should prohibit the use of any inadequately installed CRD or not qualified seat.

(3) If a forward facing CRD with a rigid backrest is to be fastened by a lap belt, the restraint device should be fastened when the backrest of the passenger seat on which it rests is in a reclined position. Thereafter, the backrest is to be positioned upright. This procedure ensures better


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tightening of the CRD on the aircraft seat if the aircraft seat is reclinable.

(4) The buckle of the adult safety belt should be easily accessible for both opening and closing, and should be in line with the seat belt halves (not canted) after tightening.

(5) Forward facing restraint devices with an integral harness must not be installed such that the adult safety belt is secured over the infant.

(e) Operation (1) Each CRD should remain secured to a passenger seat

during all phases of flight, unless it is properly stowed when not in use.

(2) Where a CRD is adjustable in recline, it should be in an upright position for all occasions when passenger restraint devices are required.


UPPER TORSO RESTRAINT SYSTEM An upper torso restraint system having three straps is deemed to be compliant with the requirement for restraint systems with two shoulder straps. SAFETY BELT A safety belt with diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for safety belts (two anchorage points).

Such details are not specified in the IS-BAO. Operators should note the AMC


SEATS FOR MINIMUM REQUIRED CABIN CREW (a) Seats for the minimum required cabin crew members should

be located near required floor level emergency exits, except if the emergency evacuation of passengers would be enhanced by seating cabin crew members elsewhere. In this case, other locations are



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acceptable. (b) Such seats should be forward or rearward facing within 15° of the

longitudinal axis of the aeroplane. AMC1 NCC.IDE.A.190 First-aid kit CONTENT OF FIRST-AID KITS (a) First-aid kits should be equipped with appropriate and sufficient

medications and instrumentation. However, these kits should be amended by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of passengers, etc.).

(b) The following should be included in the FAKs: (1) Equipment:

(i) bandages (assorted sizes); (ii) burns dressings (unspecified); (iii) wound dressings (large and small); (iv) adhesive dressings (assorted sizes); (v) adhesive tape; (vi) adhesive wound closures; (vii) safety pins; (viii) safety scissors; (ix) antiseptic wound cleaner; (x) disposable resuscitation aid; (xi) disposable gloves; (xii) tweezers: splinter; and (xiii) thermometers (non-mercury).

(2) Medications: (i) simple analgesic (may include liquid form); (ii) antiemetic; (iii) nasal decongestant;



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(iv) gastrointestinal antacid, in the case of aeroplanes carrying more than nine passengers;

(v) anti-diarrhoeal medication, in the case of aeroplanes carrying more than nine passengers; and

(vi) antihistamine. (3) Other:

(i) a list of contents in at least two languages (English and one other). This should include information on the effects and side effects of medications carried;

(ii) first-aid handbook, current edition; (iii) medical incident report form; and (iv) biohazard disposal bags.

(4) An eye irrigator, although not required to be carried in the FAK, should, where possible, be available for use on the ground.

AMC2 NCC.IDE.A.190 First-aid kit MAINTENANCE OF FIRST-AID KITS To be kept up to date first-aid kits should be: (a) inspected periodically to confirm, to the extent possible, that

contents are maintained in the condition necessary for their intended use;

(b) replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant; and

(c) replenished after use in-flight at the first opportunity where replacement items are available.


AMC1 NCC.IDE.A.195 Supplemental oxygen — pressurised aeroplanes DETERMINATION OF OXYGEN (a) In the determination of the amount of oxygen required for the

routes to be flown, it is assumed that the aeroplane will descend in accordance with the emergency procedures specified in the operations manual, without exceeding its operating limitations,

The IS-BAO refers to State of Registry requirements. Operators must meet the requirements of NCC.IDE.A.195 and should note this AMC.


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to a flight altitude that will allow the flight to be completed safely (i.e. flight altitudes ensuring adequate terrain clearance, navigational accuracy, hazardous weather avoidance, etc.).

(b) The amount of oxygen should be determined on the basis of cabin pressure altitude and flight duration, and on the assumption that a cabin pressurisation failure will occur at the pressure altitude or point of flight that is most critical from the standpoint of oxygen need.

(c) Following a cabin pressurisation failure, the cabin pressure altitude should be considered to be the same as the aeroplane pressure altitude, unless it can be demonstrated to the competent authority that no probable failure of the cabin or pressurisation system will result in a cabin pressure altitude equal to the aeroplane pressure altitude. Under these circumstances, the demonstrated maximum cabin pressure altitude may be used as a basis for determination of oxygen supply.

AMC1 NCC.IDE.A.200 Supplemental oxygen — non-pressurised aeroplanes

DETERMINATION OF OXYGEN (a) On routes where the oxygen is necessary to be carried for 10 % of

the passengers for the flight time between 10 000 ft and 13 000 ft, the oxygen may be provided by: (1) a plug-in or drop-out oxygen system with sufficient outlets

and dispensing units uniformly distributed throughout the cabin so as to provide oxygen to each passenger at his/her own discretion when seated on his/her assigned seat; or

(2) portable bottles, when a cabin crew member is required for the flight.

(b) The amount of supplemental oxygen for sustenance for a particular operation should be determined on the basis of flight altitudes and flight duration, consistent with the operating procedures, including emergency procedures, established for each operation and the routes to be flown, as specified in the

The IS-BAO refers to State of Registry requirements. Operators must meet the requirements of NCC.IDE.A.195 and should note this AMC.


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operations manual. AMC1 NCC.IDE.A.205 Hand fire extinguishers NUMBER, LOCATION AND TYPE (a) The number and location of hand fire extinguishers should be

such as to provide adequate availability for use, account being taken of the number and size of the passenger compartments, the need to minimise the hazard of toxic gas concentrations and the location of toilets, galleys, etc. These considerations may result in the number of fire extinguishers being greater than the minimum required.

(b) There should be at least one hand fire extinguisher installed in the flight crew compartment and this should be suitable for fighting both flammable fluid and electrical equipment fires. Additional hand fire extinguishers may be required for the protection of other compartments accessible to the crew in flight. Dry chemical fire extinguishers should not be used in the flight crew compartment, or in any compartment not separated by a partition from the flight crew compartment, because of the adverse effect on vision during discharge and, if conductive, interference with electrical contacts by the chemical residues.

(c) Where only one hand fire extinguisher is required in the passenger compartments, it should be located near the cabin crew member’s station, where provided.

(d) Where two or more hand fire extinguishers are required in the passenger compartments and their location is not otherwise dictated by consideration of (a), an extinguisher should be located near each end of the cabin with the remainder distributed throughout the cabin as evenly as is practicable.

(e) Unless an extinguisher is clearly visible, its location should be indicated by a placard or sign. Appropriate symbols may also be used to supplement such a placard or sign.

IS-BAO requirements are similar to NCC.IDE.A.205 but details such as this AMC are not specified in the IS-BAO.

Operators should note the AMC

AMC1 NCC.IDE.A.210 Marking of break-in points

MARKINGS – COLOUR AND CORNERS Marking of Break-in Points is not specified in the IS-BAO. Operators must meet the


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(a) The colour of the markings should be red or yellow and, if necessary, should be outlined in white to contrast with the background.

(b) If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm should be inserted so that there is no more than 2 m between adjacent markings.

requirements of NCC.IDE.A.210 and should note this AMC.

AMC1 NCC.IDE.A.215 Emergency locator transmitter (ELT)

ELT BATTERIES Batteries used in the ELTs should be replaced (or recharged, if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour, and also when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the equipment manufacturer, has expired. The new expiry date for the replacement (or recharged) battery should be legibly marked on the outside of the equipment. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

IS-BAO ELT requirements are similar to NCC.IDE.A.125 but ELT maintenance is not specified in the IS-BAO implementation guidance material.


AMC2 NCC.IDE.A.215 Emergency locator transmitter (ELT)

TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS

(a) The ELT required by this provision should be one of the following:

(1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid search and rescue (SAR) teams in locating the crash site.

(2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT does not employ an integral antenna, the aircraft-mounted antenna may be disconnected and an auxiliary antenna (stored

The IS-BAO requires ELTs to meet the requirements of Annex 10 Volume III.



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on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of ELT is intended to aid SAR teams in locating the crash site or survivor(s).

(3) Automatic deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and that is automatically ejected, deployed and activated by an impact, and, in some cases, also by hydrostatic sensors. Manual deployment is also provided. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site.

(4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so as to facilitate its ready use in an emergency and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed either to be tethered to a life-raft or a survivor.

(b) To minimise the possibility of damage in the event of crash impact, the automatic ELT should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash.

(c) Any ELT carried should operate in accordance with the relevant provisions of ICAO Annex 10, Volume III and should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

AMC1 NCC.IDE.A.220 Flight over water

ACCESSIBILITY OF LIFE-JACKETS

The life-jacket should be accessible from the seat or berth of the person for whose use it is provided, with a safety belt or restraint system fastened.

ELECTRIC ILLUMINATION OF LIFE-JACKETS

Addressed in IS-BAO GCOM section 8.13 Flights Over Water. Location of the life jackets and specifications for the illumination are not included.

Operators should note the recommendation on life jacket location and illumination.


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The means of electric illumination should be a survivor locator light as defined in the applicable ETSO issued by the Agency or equivalent.

RISK ASSESSMENT

(a) When conducting the risk assessment, the pilot-in-command should base his/her decision, as far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the aeroplane.

(b) The pilot-in-command should, for determining the risk, take the following operating environment and conditions into account:

(1) sea state;

(2) sea and air temperatures;

(3) the distance from land suitable for making an emergency landing; and

(4) the availability of search and rescue facilities. AMC2 NCC.IDE.A.220 Flight over water

LIFE–RAFTS AND EQUIPMENT FOR MAKING DISTRESS SIGNALS

(a) The following should be readily available with each life-raft:

(1) means for maintaining buoyancy;

(2) a sea anchor;

(3) life-lines and means of attaching one life-raft to another;

(4) paddles for life-rafts with a capacity of six or less;

(5) means of protecting the occupants from the elements;

(6) a water-resistant torch;

(7) signalling equipment to make the pyrotechnic distress signals described in ICAO Annex 2, Rules of the Air;

(8) 100 g of glucose tablets for each four, or fraction of four,

Addressed in IS-BAO GCOM section A 12.7 Emergency/Survival Equipment


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persons that the life-raft is designed to carry:

(9) at least 2 litres of drinkable water provided in durable containers or means of making sea water drinkable or a combination of both; and

(10) first-aid equipment.

(b) As far as practicable, items listed in (a) should be contained in a pack. AMC1 NCC.IDE.A.230(a)(2) Survival equipment

SURVIVAL ELT

An ELT(AP) may be used to replace one required ELT(S) provided that it meets the ELT(S) requirements. A water-activated ELT(S) is not an ELT(AP).

Not included in IS-BAO. Operators should note this alleviation

AMC1 NCC.IDE.A.230(a)(3) Survival equipment ADDITIONAL SURVIVAL EQUIPMENT (a) The following additional survival equipment should be carried when

required: (1) 500 ml of water for each four, or fraction of four, persons on

board; (2) one knife; (3) first-aid equipment; and (4) one set of air/ground codes.

(b) In addition, when polar conditions are expected, the following should be carried: (1) a means of melting snow; (2) one snow shovel and one ice saw; (3) sleeping bags for use by 1/3 of all persons on board and

space blankets for the remainder or space blankets for all passengers on board; and

(4) one arctic/polar suit for each crew member carried.

Addressed in IS-BAO GCOM section A 12.7 Emergency/Survival Equipment but polar conditions are not specified.

Operators should note the equipment recommended in this AMC for polar conditions.


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(c) If any item of equipment contained in the above list is already carried on board the aircraft in accordance with another requirement, there is no need for this to be duplicated.

AMC1 NCC.IDE.A.230(b)(2) Survival equipment

APPLICABLE AIRWORTHINESS STANDARD

The applicable airworthiness standard should be CS-25 or equivalent.

The airworthiness standard for survival equipment is not specified in the IS-BAO.

Operators should note the specified airworthiness standard.

AMC1 NCC.IDE.A.240 Headset

GENERAL

(a) A headset consists of a communication device that includes two earphones to receive and a microphone to transmit audio signals to the aeroplane’s communication system. To comply with the minimum performance requirements, the earphones and microphone should match the communication system’s characteristics and the flight crew compartment environment. The headset should be adequately adjustable in order to fit the flight crew’s head. Headset boom microphones should be of the noise cancelling type.

(b) If the intention is to utilise noise cancelling earphones, the operator should ensure that the earphones do not attenuate any aural warnings or sounds necessary for alerting the flight crew on matters related to the safe operation of the aeroplane.

Not included in IS-BAO. Operators should note this AMC

AMC1 NCC.IDE.A.255 Transponder

SSR TRANSPONDER

(a) The secondary surveillance radar (SSR) transponders of aeroplanes being operated under European air traffic control should comply with any applicable Single European Sky legislation.

(b) If the Single European Sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.

Transponder specifications are not included in IS-BAO. Operators should note this AMC


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AMC1 NCC.IDE.A.260 Electronic navigation data management

ELECTRONIC NAVIGATION DATA PRODUCTS

(a) When the operator of a complex motor-powered aeroplane uses a navigation database that supports an airborne navigation application as a primary means of navigation, the navigation database supplier should hold a Type 2 letter of acceptance (LoA), or equivalent.

(b) If this airborne navigation application is needed for an operation requiring a specific approval in accordance with Annex V (Part-SPA), the operator’s procedures should be based upon the Type 2 LoA acceptance process.

IS-BAO GCOM requires operators to include procedures to ensure data bases are current but supplier LOAs are not specified.

Operators should note this AMC

SECTION 2 — HELICOPTERS

AMC1 NCC.IDE.H.115 Operating lights

LANDING LIGHT

The landing light should be trainable, at least in the vertical plane.

Included in IS-BAO 8.2.4.H.

AMC1 NCC.IDE.H.120&NCC.IDE.H.125 Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

INTEGRATED INSTRUMENTS

(a) Individual equipment requirements may be met by combinations of instruments or by integrated flight systems or by a combination of parameters on electronic displays. The information so available to each required pilot should not be less than that required in the applicable operational requirements, and the equivalent safety of the installation should be approved during type certification of the helicopter for the intended type of operation.



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(b) The means of measuring and indicating slip, helicopter attitude and stabilised helicopter heading may be met by combinations of instruments or by integrated flight director systems, provided that the safeguards against total failure, inherent in the three separate instruments, are retained.

AMC1 NCC.IDE.H.120(a)(1)&NCC.IDE.H.125(a)(1) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING

The means of measuring and displaying magnetic heading should be a magnetic compass or equivalent.

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.H.120 and require the operator to meet the requirements of the State of Registry.

Information


MEANS FOR MEASURING AND DISPLAYING THE TIME

An acceptable means of compliance is be a clock displaying hours, minutes and seconds, with a sweep-second pointer or digital presentation.


Information


CALIBRATION OF THE MEANS FOR MEASURING AND DISPLAYING PRESSURE ALTITUDE The instrument measuring and displaying pressure altitude should be of a sensitive type calibrated in feet (ft), with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight


Information


CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED Not specified in the IS-BAO implementation guidance, but Information


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The instrument indicating airspeed should be calibrated in knots (kt).

the IS-BAO requirement is the same as NCC.IDE.H.120 & 125 and require the operator to meet the requirements of the State of Registry.

AMC1 NCC.IDE.H.120(b)(1)(iii)&NCC.IDE.H.125(a)(8) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

STABILISED HEADING

Stabilised heading should be achieved for VFR flights by a gyroscopic heading indicator, whereas for IFR flights this should be achieved through a magnetic gyroscopic heading indicator.

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.H.120 & 125 and require the operator to meet the requirements of the State of Registry.

Information

AMC1 NCC.IDE.H.125(a)(9) Operations under IFR — flight and navigational instruments and associated equipment

OUTSIDE AIR TEMPERATURE

(a) The means of displaying outside air temperature should be calibrated in degrees Celsius.

(b) The means of displaying outside air temperature may be an air temperature indicator that provides indications that are convertible to outside air temperature.

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.H 125 and require the operator to meet the requirements of the State of Registry.

Information

AMC1 NCC.IDE.H.120(c)&NCC.IDE.H.125(c) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS

Duplicate instruments include separate displays for each pilot and separate selectors or other associated equipment where appropriate.

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.H.120 & 125 and require the operator to meet the requirements of the State of Registry.

Information

AMC1 NCC.IDE.H.125(d) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

MEANS OF PREVENTING MALFUNCTION DUE TO CONDENSATION OR ICING

Not specified in the IS-BAO implementation guidance, but the IS-BAO requirement is the same as NCC.IDE.H.125 and require the operator to meet the requirements of the State of

Information


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The means of preventing malfunction due to either condensation or icing of the airspeed indicating system should be a heated pitot tube or equivalent.

Registry.

AMC1 NCC.IDE.H.125(f) Operations under IFR — flight and navigational instruments and associated equipment

CHART HOLDER

An acceptable means of compliance with the chart holder requirement is to display a pre-composed chart on an electronic flight bag (EFB).

Not specifically addressed in the IS-BAO, but there is a requirement for the operator to meet the requirements of the State of Registry.

Operators must meet the requirements of NCC.IDE.H.125 and should note the AMC

AMC1 NCC.IDE.H.145 Airborne weather detecting equipment

GENERAL

The airborne weather detecting equipment should be an airborne weather radar.

The type of weather detection equipment is not specified in the IS-BAO guidance material. Weather detection equipment is recommended for helicopters when carrying passengers at night if in IMC.

Operators must meet the requirements of NCC.IDE.H.145 and should note this AMC.

AMC1 NCC.IDE.H.155 Flight crew interphone system

TYPE OF FLIGHT CREW INTERPHONE

The flight crew interphone system should not be of a handheld type.

The IS-BAO requires interphone system with headsets and mikes.

AMC1 NCC.IDE.H.160 Cockpit voice recorder

GENERAL

The operational performance requirements for CVRs should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including amendments n°1 and 2, or any later equivalent standard produced by EUROCAE.

The IS-BAO implementation guidance does not specify CVR performance details.


AMC1 NCC.IDE.H.165 Flight data recorder

OPERATIONAL PERFORMANCE REQUIREMENTS

(a) The operational performance requirements for flight data recorders (FDRs) should be those laid down in EUROCAE Document

The IS-BAO implementation guidance does not specify FRD performance details. The IS-BAO specifies Type IV FDRs for most aeroplanes.



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ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(b) The FDR should record, with reference to a timescale, the list of parameters in Table 1 and Table 2, as applicable.

(c) The parameters recorded by the FDR should meet, as far as practicable, the performance specifications (designated ranges, sampling intervals, accuracy limits and minimum resolution in read-out) defined in EUROCAE ED-112, including amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(d) FDR systems for which some recorded parameters do not meet the performance specifications of EUROCAE Document ED-112 may be acceptable to the Agency.

Table 1: FDR parameters — All helicopters

No* Parameter

1 Time or relative time count

2 Pressure altitude

3 Indicated airspeed

4 Heading

5 Normal acceleration

6 Pitch attitude

7 Roll attitude

8 Manual radio transmission keying CVR/FDR synchronisation reference


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No* Parameter

9

9a

9b

9c

9d

9e

Power on each engine:

Free power turbine speed (NF)

Engine torque

Engine gas generator speed (NG)

Flight crew compartment power control position

Other parameters to enable engine power to be determined

10a

10b

Main rotor speed

Rotor brake (if installed)

11 11a

11b

11c

11d

11e

11f

Primary flight controls — Pilot input and/or control output position (if applicable):

Collective pitch

Longitudinal cyclic pitch

Lateral cyclic pitch

Tail rotor pedal

Controllable stabilator (if applicable)

Hydraulic selection

12 Hydraulics low pressure (each system should be recorded.)

13 Outside air temperature

18 Yaw rate or yaw acceleration

20 Longitudinal acceleration (body axis)

21 Lateral acceleration

25 Marker beacon passage


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No* Parameter

26 Warnings — a discrete should be recorded for the master warning, gearbox

low oil pressure and stability augmentation system as failure. Other ‘red’

warnings should be recorded where the warning condition cannot be

determined from other parameters or from the cockpit voice recorder.

27 Each navigation receiver frequency selection

37 Engine control modes


Table 2: FDR parameters — Helicopters for which the data source for the parameter is

either used by helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter.

No* Parameter

4 AFCS mode and engagement status

15 Stability augmentation system engagement (each system should be recorded)

16 Main gear box oil pressure

17 17a 17b 17c

Gear box oil temperature: Main gear box oil temperature Intermediate gear box oil temperature Tail rotor gear box oil temperature

19 Indicated sling load force (if signals readily available)


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No* Parameter 22 Radio altitude

23 23a 23b 23c

Vertical deviation — the approach aid in use should be recorded: ILS glide path MLS elevation GNSS approach path

24 24a 24b 24c

Horizontal deviation — the approach aid in use should be recorded: ILS localiser MLS azimuth GNSS approach path

28 DME 1 & 2 distances

29 Navigation data:

29a 29b 29c 29d 29e 29f

Drift angle Wind speed Wind direction Latitude Longitude Ground speed

30 Landing gear or gear selector position

31 Engine exhaust gas temperature (T4)

32 Turbine inlet temperature (TIT/ITT)

33 Fuel contents

34 Altitude rate (vertical speed) — only necessary when available from cockpit instruments


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No* Parameter

35 Ice detection

36 36a 36b 36c 36d 36e

Helicopter health and usage monitor system (HUMS): Engine data Chip detector Track timing Exceedance discretes Broadband average engine vibration

38 38a 38b

Selected barometric setting — to be recorded for helicopters where the parameter is displayed electronically: Pilot Co-pilot

39 Selected altitude (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically

40 Selected speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically

41 Not used (selected Mach)

42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically

43 Selected heading (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically

44 Selected flight path (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically

45 Selected decision height (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically

46 EFIS display format


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No* Parameter 47 Multi-function/engine/alerts display format

48 Event marker * The number in the left hand column reflects the serial number depicted in EUROCAE ED-112.

AMC1 NCC.IDE.H.170 Data link recording

GENERAL

(a) As a means of compliance with NCC.IDE.H.170, the recorder on which the data link messages are recorded should be:

(1) the CVR;

(2) the FDR;

(3) a combination recorder when NCC.IDE.H.175 is applicable; or

(4) a dedicated flight recorder. In such a case, the operational performance requirements for this recorder should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(b) As a means of compliance with NCC.IDE.H.170 (a)(2), the operator should enable correlation by providing information that allows an accident investigator to understand what data was provided to the aircraft and, when the provider identification is contained in the message, by which provider.

(c) The timing information associated with the data link communications messages required to be recorded by NCC.IDE.H.170(a)(3) should be

This requirement comes into effect in 2016. It currently is not addressed in the IS-BAO or implementation guidance material. The IS-BAO will be updated when the requirement comes into effect in Annex 6 Part III

Operators should not the requirement, AMC and associated GM.


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capable of being determined from the airborne-based recordings. This timing information should include at least the following:

(1) the time each message was generated;

(2) the time any message was available to be displayed by the flight crew;

(3) the time each message was actually displayed or recalled from a queue; and

(4) the time of each status change.

(d) The message priority should be recorded when it is defined by the protocol of the data link communication message being recorded.

(e) The expression ‘taking into account the system’s architecture’, in NCC.IDE.H.170 (a)(3), means that the recording of the specified information may be omitted if the existing source systems involved would require a major upgrade. The following should be considered:

(1) the extent of the modification required;

(2) the down-time period; and

(3) equipment software development.

(f) Data link communications messages that support the applications in Table 1 should be recorded.

(g) Further details on the recording requirements can be found in the recording requirement matrix in Appendix D.2 of EUROCAE Document ED-93 (Minimum Aviation System Performance Specification for CNS/ATM Recorder Systems), dated November 1998.

Table 1: Data link recording


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Item No

Application Type Application Description Required Recording Content

1 Data link initiation This includes any application used to log on to, or initiate, a data link service. In future air navigation system (FANS)-1/A and air trafficnavigation (ATN), these are ATS facilities notification (AFN) and context management (CM), respectively.

C

2 Controller/pilot communication

This includes any application used to exchange requests, clearances, instructions and reportsbetween the flight crew and controllers on the ground. In FANS-1/A and ATN, this includes the controller pilot data link communications (CPDLC) application. It also includes applications used for the exchangeof oceanic clearances (OCL) and departure clearances (DCL), as well as data link delivery of taxi clearances.

C

3 Addressed surveillance This includes any surveillance application in which the ground sets up contracts for delivery of surveillance data. In FANS-1/A and ATN, this includes the automatic dependent surveillance-contract (ADS-C) application.

C, F2


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Item No Application Type Application Description Required Recording Content

4 Flight information This includes any application used for delivery of flight information data to specific helicopters. This includes for example digital automatic terminal information service (D-ATIS), data link operational terminal information service (D- OTIS), digital weather information services (D- METAR or TWIP), data link-flight information service (D-FIS) and Notice to Airmen (electronic NOTAM) delivery.

C

5 Broadcast surveillance This includes elementary and enhanced surveillance systems, as well as automatic dependent surveillance-broadcast (ADS-B) output data.

M*, F2

6 AOC data This includes any application transmitting or receiving data used for AOC purposes (in accordance with the ICAO definition of AOC). Such systems may also process AAC messages, but there is no requirement to record AAC messages

M*

7 Graphics This includes any application receiving graphical data to be used for operational purposes (i.e. excluding applications that are receiving such things as updates to manuals).

M* F1


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AMC1 NCC.IDE.H.180 Seats, seat safety belts, restraint systems and child restraint devices

CHILD RESTRAINT DEVICES (CRDS)

(a) A CRD is considered to be acceptable if:

(1) it is a supplementary loop belt manufactured with the same techniques and the same materials of the approved safety belts; or

(2) it complies with (b).

(b) Provided the CRD can be installed properly on the respective helicopter seat, the following CRDs are considered acceptable:

(1) CRDs approved for use in aircraft by a competent authority on the basis of a technical standard and marked accordingly.

(2) CRDs approved for use in motor vehicles according to the UN standard ECE R 44, -03 or later series of amendments.

(3) CRDs approved for use in motor vehicles and aircraft according to Canadian CMVSS 213/213.1.

(4) CRDs approved for use in motor vehicles and aircraft according to US FMVSS No 213 and manufactured to these standards on or after February 26, 1985. US approved CRDs manufactured after this date should bear the following labels in red letters:

(i) ‘THIS CHILD RESTRAINT SYSTEM CONFORMS TO ALL APPLICABLE FEDERAL MOTOR VEHICLE SAFETY STANDARDS’; and

(ii) ‘THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT’;

(5) CRDs qualified for use in aircraft according to the German ‘Qualification Procedure for Child Restraint Systems for Use in Aircraft’ (TÜV Doc.: TÜV/958-01/2001); and

(6) Devices approved for use in cars, manufactured and tested to standards equivalent to those listed above. The device should

Child restraint devices are not specified in the IS-BAO. Operators who use CRDs should use this AMC.


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be marked with an associated qualification sign, which shows the name of the qualification organisation and a specific identification number, related to the associated qualification project. The qualifying organisation should be a competent and independent organisation that is acceptable to the competent authority.

(c) Location

(1) Forward facing CRDs may be installed on both forward and rearward facing passenger seats but only when fitted in the same direction as the passenger seat on which they are positioned. Rearward facing CRDs should only be installed on forward facing passenger seats. A CRD may not be installed within the radius of action of an airbag, unless it is obvious that the airbag is de-activated or it can be demonstrated that there is no negative impact from the airbag.

(2) An infant in a CRD should be located as near to a floor level exit as feasible.

(3) An infant in a CRD should not hinder evacuation for any passenger.

(4) An infant in a CRD should neither be located in the row (where rows are existing) leading to an emergency exit nor located in a row immediately forward or aft of an emergency exit. A window passenger seat is the preferred location. An aisle passenger seat or a cross aisle passenger seat that forms part of the evacuation route to exits is not recommended. Other locations may be acceptable provided the access of neighbour passengers to the nearest aisle is not obstructed by the CRD.

(5) In general, only one CRD per row segment is recommended. More than one CRD per row segment is allowed if the infants are from the same family or travelling group provided the infants are accompanied by a responsible adult sitting next to them.

(6) A row segment is the fraction of a row separated by two aisles or by one aisle and the helicopter fuselage.


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(d) Installation

(1) CRDs should only be installed on a suitable helicopter seat with the type of connecting device they are approved or qualified for. E.g., CRDs to be connected by a three point harness only (most rearward facing baby CRDs currently available) should not be attached to a helicopter seat with a lap belt only; a CRD designed to be attached to a vehicle seat by means of rigid bar lower anchorages (ISO-FIX or US equivalent) only, should only be used on helicopter seats that are equipped with such connecting devices and should not be attached by the helicopter seat lap belt. The method of connecting should be the one shown in the manufacturer’s instructions provided with each CRD.

(2) All safety and installation instructions should be followed carefully by the responsible person accompanying the infant. Cabin crew should prohibit the use of any inadequately installed CRD or not qualified seat.

(3) If a forward facing CRD with a rigid backrest is to be fastened by a lap belt, the restraint device should be fastened when the backrest of the passenger seat on which it rests is in a reclined position. Thereafter, the backrest is to be positioned upright. This procedure ensures better tightening of the CRD on the aircraft seat if the aircraft seat is reclinable.

(4) The buckle of the adult safety belt should be easily accessible for both opening and closing, and should be in line with the seat belt halves (not canted) after tightening.

(5) Forward facing restraint devices with an integral harness should not be installed such that the adult safety belt is secured over the infant.

(e) Operation

(1) Each CRD should remain secured to a passenger seat during all phases of flight, unless it is properly stowed when not in use.


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(2) Where a CRD is adjustable in recline, it should be in an upright position for all occasions when passenger restraint devices are required.


UPPER TORSO RESTRAINT SYSTEM

An upper torso restraint system having three straps is deemed to be compliant with the requirement for restraint systems with two shoulder straps.

SAFETY BELT

A safety belt with a diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for safety belts (two anchorage points).



SEATS FOR MINIMUM REQUIRED CABIN CREW

(a) Seats for the minimum required cabin crew members should be located near required floor level emergency exits, except if the emergency evacuation of passengers would be enhanced by seating the cabin crew members elsewhere. In this case other locations are acceptable. This criterion should also apply if the number of required cabin crew members exceeds the number of floor level emergency exits.

(b) Seats for cabin crew member(s) should be forward or rearward facing within 15° of the longitudinal axis of the helicopter.


AMC1 NCC.IDE.H.190 First-aid kit

CONTENT OF FIRST-AID KIT

(a) First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be amended by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of passengers, etc.).

(b) The following should be included in the FAKs:



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(1) Equipment:

(i) bandages (assorted sizes);

(ii) burns dressings (unspecified);

(iii) wound dressings (large and small);

(iv) adhesive dressings (assorted sizes);

(v) adhesive tape;

(vi) adhesive wound closures;

(vii) safety pins;

(viii) safety scissors;

(ix) antiseptic wound cleaner;

(x) disposable resuscitation aid;

(xi) disposable gloves;

(xii) tweezers: splinter; and

(xiii) thermometers (non-mercury).

(2) Medications:

(i) simple analgesic (may include liquid form);

(ii) antiemetic;

(iii) nasal decongestant;

(iv) gastrointestinal antacid, in the case of helicopters carrying more than nine passengers;

(v) anti-diarrhoeal medication in the case of helicopters carrying more than nine passengers; and

(vi) antihistamine.

(3) Other:


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(i) a list of contents in at least two languages (English and one other). This should include information on the effects and side effects of medications carried;

(ii) first-aid handbook;

(iii) medical incident report form; and

(iv) biohazard disposal bags.

(4) An eye irrigator, although not required to be carried in the FAK, should, where possible, be available for use on the ground.

AMC2 NCC.IDE.H.190 First-aid kit

MAINTENANCE OF FIRST-AID KITS

To be kept up to date, first-aid kits should be:

(a) inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use;

(b) replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant; and

(c) replenished after use in-flight at the first opportunity where replacement items are available.


AMC1 NCC.IDE.H.200 Supplemental oxygen — non-pressurised helicopters

DETERMINATION OF OXYGEN

The amount of supplemental oxygen required for a particular operation should be determined on the basis of flight altitudes and flight duration, consistent with the operating procedures, including emergency procedures, established for each operation and the routes to be flown as specified in the operations manual.

The IS-BAO refers to State of Registry requirements. Operators must meet the requirements of NCC.IDE.H.200 and should note this AMC.

AMC1 NCC.IDE.H.205 Hand fire extinguishers

NUMBER, LOCATION AND TYPE

(a) The number and location of hand fire extinguishers should be such as

IS-BAO requirements are similar to NCC.IDE.H.205 but details such as this AMC are not specified in the IS-BAO.

Operators should note the AMC


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to provide adequate availability for use, account being taken of the number and size of the passenger compartments, the need to minimise the hazard of toxic gas concentrations and the location of toilets, galleys, etc. These considerations may result in the number of fire extinguishers being greater than the minimum required.

(b) There should be at least one hand fire extinguisher installed in the flight crew compartment and this should be suitable for fighting both flammable fluid and electrical equipment fires. Additional hand fire extinguishers may be required for the protection of other compartments accessible to the crew in flight. Dry chemical fire extinguishers should not be used in the flight crew compartment, or in any compartment not separated by a partition from the flight crew compartment, because of the adverse effect on vision during discharge and, if conductive, interference with electrical contacts by the chemical residues.

(c) Where only one hand fire extinguisher is required in the passenger compartments, it should be located near the cabin crew member’s station, where provided.

(d) Where two or more hand fire extinguishers are required in the passenger compartments and their location is not otherwise dictated by consideration of (a), an extinguisher should be located near each end of the cabin with the remainder distributed throughout the cabin as evenly as is practicable.

(e) Unless an extinguisher is clearly visible, its location should be indicated by a placard or sign. Appropriate symbols may also be used to supplement such a placard or sign.

AMC1 NCC.IDE.H.210 Marking of break-in points

MARKINGS – COLOUR AND CORNERS

(a) The colour of the markings should be red or yellow and, if necessary, should be outlined in white to contrast with the background.

(b) If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm should be inserted so that there is no more than 2 m between

Marking of Break-in Points is not specified in the IS-BAO.

Operators must meet the requirements of NCC.IDE.A.210 and should note this AMC.


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adjacent markings. AMC1 NCC.IDE.H.215 Emergency locator transmitter (ELT)

ELT BATTERIES

Batteries used in the ELTs should be replaced (or recharged, if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour, and also when 50% of their useful life (or for rechargeable, 50% of their useful life of charge), as established by the equipment manufacturer, has expired. The new expiry date for the replacement (or recharged) battery should be legibly marked on the outside of the equipment. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

IS-BAO ELT requirements are similar to NCC.IDE.A.125 but ELT maintenance is not specified in the IS-BAO implementation guidance material.


AMC2 NCC.IDE.H.215 Emergency locator transmitter (ELT)

TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS

(a) The ELT required by this provision should be one of the following:

(1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid SAR teams in locating the crash site.

(2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT does not employ an integral antenna, the aircraft-mounted antenna may be disconnected and an auxiliary antenna (stored on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of ELT is intended to aid SAR teams in locating the crash site or survivor(s).

(3) Automatic deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and that is automatically ejected, deployed and activated by an impact, and, in some cases, also by

The IS-BAO requires ELTs to meet the requirements of Annex 10 Volume III.



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hydrostatic sensors. Manual deployment is also provided. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site.

(4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so as to facilitate its ready use in an emergency, and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed either to be tethered to a life-raft or a survivor.

(b) To minimise the possibility of damage in the event of crash impact, the automatic ELT should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash.

(c) Any ELT carried should operate in accordance with the relevant provisions of ICAO Annex 10, Volume III and should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

AMC1 NCC.IDE.H.225(a) Life-jackets

ACCESSIBILITY

The life-jacket should be accessible from the seat or berth of the person for whose use it is provided, with a safety belt or restraint system fastened.

Addressed in IS-BAO GCOM section 8.13 Flights Over Water. Location of the life jackets are not included.

Operators should note the recommendation on life jacket.

AMC1 NCC.IDE.H.225(b) Life-jackets

ELECTRIC ILLUMINATION

The means of electric illumination should be a survivor locator light as defined in the applicable ETSO issued by the Agency or equivalent.

Addressed in IS-BAO GCOM section 8.13 Flights Over Water. Specifications for the illumination are not included.

Operators should note the recommendation on life jacket illumination.

AMC1 NCC.IDE.H.227 Life-rafts, survival ELTs and survival equipment on extended overwater flights

LIFE-RAFTS AND EQUIPMENT FOR MAKING DISTRESS SIGNALS

(a) Each required life-raft should conform to the following specifications:

(1) be of an approved design and stowed so as to facilitate their ready

Addressed in IS-BAO section 8.6.H which calls for equipment for sustaining life appropriate to the flight to be undertaken .

Operators should note the recommendation s of this AMC.


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use in an emergency;

(2) be radar conspicuous to standard airborne radar equipment;

(3) when carrying more than one life-raft on board, at least 50 % of the rafts should be able to be deployed by the crew while seated at their normal station, where necessary by remote control; and

(4) life-rafts that are not deployable by remote control or by the crew should be of such weight as to permit handling by one person. 40 kg should be considered a maximum weight.

(b) Each required life-raft should contain at least the following:

(1) one approved survivor locator light;

(2) one approved visual signalling device;

(3) one canopy (for use as a sail, sunshade or rain catcher) or other means to protect occupants from the elements;

(4) one radar reflector;

(5) one 20 m retaining line designed to hold the life-raft near the helicopter but to release it if the helicopter becomes totally submerged;

(6) one sea anchor; and

(7) one survival kit, appropriately equipped for the route to be flown, which should contain at least the following:

(i) one life-raft repair kit;

(ii) one bailing bucket;

(iii) one signalling mirror;

(iv) one police whistle;

(v) one buoyant raft knife;

(vi) one supplementary means of inflation;


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(vii) sea sickness tablets;

(viii) one first-aid kit;

(ix) one portable means of illumination;

(x) 500 ml of pure water and one sea water desalting kit; and

(xi) one comprehensive illustrated survival booklet in an appropriate language.

AMC1 NCC.IDE.H.230 Survival equipment

ADDITIONAL SURVIVAL EQUIPMENT

(a) The following additional survival equipment should be carried when required:

(1) 500 ml of water for each four, or fraction of four, persons on board;

(2) one knife;

(3) first-aid equipment; and

(4) one set of air/ground codes.

(b) In addition, when polar conditions are expected, the following should be carried:

(1) a means of melting snow;

(2) one snow shovel and one ice saw;

(3) sleeping bags for use by 1/3 of all persons on board and space blankets for the remainder or space blankets for all passengers on board; and

(4) one arctic/polar suit for each crew member carried.

(c) If any item of equipment contained in the above list is already carried on board the aircraft in accordance with another requirement, there is no need for this to be duplicated.

Addressed in IS-BAO section 8.7 which calls for equipment for sustaining life appropriate to the area being overflown.

Operators should note the recommendation s of this AMC.


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AMC2 NCC.IDE.H.230 Survival equipment

SURVIVAL ELT

An ELT(AP) may be used to replace one required ELT(S) provided that it meets the ELT(S) requirements. A water-activated ELT(S) is not an ELT(AP).

Not included in IS-BAO. Operators should note this alleviation

AMC1 NCC.IDE.H.231 Additional requirements for helicopters conducting offshore operations in a hostile sea area

INSTALLATION OF THE LIFE-RAFT

(a) Projections on the exterior surface of the helicopter that are located in a zone delineated by boundaries that are 1.22 m (4 ft) above and 0.61 m (2 ft) below the established static water line could cause damage to a deployed life-raft. Examples of projections which need to be considered are aerials, overboard vents, unprotected split-pin tails, guttering and any projection sharper than a three dimensional right angled corner.

(b) While the boundaries specified in (a) are intended as a guide, the total area that should be considered should also take into account the likely behaviour of the life- raft after deployment in all sea states up to the maximum in which the helicopter is capable of remaining upright.

(c) Wherever a modification or alteration is made to a helicopter within the boundaries specified, the need to prevent the modification or alteration from causing damage to a deployed life-raft should be taken into account in the design.

(d) Particular care should also be taken during routine maintenance to ensure that additional hazards are not introduced by, for example, leaving inspection panels with sharp corners proud of the surrounding fuselage surface, or allowing door sills to deteriorate to a point where sharp edges become a hazard.

Not specified in the IS-BAO. Operators must meet the requirements of NCC.IDE.H.231 and should note the recommendations of this AMC.

AMC1 NCC.IDE.H.235 All helicopters on flight over water - ditching

The same considerations of AMC1 NCC.IDE.H.231 should apply in respect of emergency flotation equipment.

Addressed in IS-BAO 8.6.H.


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AMC1 NCC.IDE.H.240 Headset

GENERAL

A headset consists of a communication device that includes two earphones to receive and a microphone to transmit audio signals to the helicopter’s communication system. To comply with the minimum performance requirements, the earphones and microphone should match the communication system’s characteristics and the flight crew compartment environment. The headset should be adequately adjustable in order to fit the flight crew’s head. Headset boom microphones should be of the noise cancelling type.

(a) If the intention is to utilise noise cancelling earphones, the operator should ensure that the earphones do not attenuate any aural warnings or sounds necessary for alerting the flight crew on matters related to the safe operation of the helicopter.

Specifications for headsets and mikes are not included in the IS-BAO.

Operators should note this AMC

AMC1 NCC.IDE.H.255 Transponder

SSR TRANSPONDER

(a) The secondary surveillance radar (SSR) transponders of helicopters being operated under European air traffic control should comply with any applicable Single European Sky legislation.

(b) If the Single European Sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.

Transponder specifications are not included in IS-BAO. Operators should note this AMC

Comparison IS-BAO to EASA IR Requirements for Non-commercial Ops EASA IR Requirements – PART - SPA IS-BAO Requirements Related Issues

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ANNEX V PART-SPA

SUBPART A - GENERAL REQUIREMENTS

AMC1 SPA.GEN.105(a) Application for a specific approval

DOCUMENTATION

(a) Operating procedures should be documented in the operations manual.

(b) If an operations manual is not required, operating procedures may be described in a manual specifying procedures (procedures manual). If the aircraft flight manual (AFM) or the pilot operating handbook (POH) contains such procedures, they should be considered as acceptable means to document the procedures.

EASA administrative information

SUBPART B - PERFORMANCE-BASED NAVIGATION (PBN) OPERATIONS

SUBPART C - OPERATIONS WITH SPECIFIED MINIMUM NAVIGATION PERFORMANCE (MNPS)

AMC1 SPA.MNPS.105 MNPS operational approval

LONG RANGE NAVIGATION SYSTEM (LRNS)

(a) For unrestricted operation in MNPS airspace an aircraft should be equipped with two independent LRNSs.

(b) An LRNS may be one of the following:

(1) one inertial navigation system (INS);

(2) one global navigation satellite system (GNSS); or

(3) one navigation system using the inputs from one or more inertial reference system (IRS) or any other sensor system

Addressed in IS-BAO GCOM section A 8.16.2.2 Aircraft System Requirements


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complying with the MNPS requirement.

(c) In case of the GNSS is used as a stand-alone system for LRNS, an integrity check should be carried out.

(d) For operation in MNPS airspace along notified special routes the aeroplane should be equipped with one LRNS.

SUBPART D - OPERATIONS IN AIRSPACE WITH REDUCED VERTICAL SEPARATION MINIMA (RVSM)

AMC1 SPA.RVSM.105 RVSM operational approval

CONTENT OF OPERATOR RVSM APPLICATION

The following material should be made available to the competent authority, in sufficient time to permit evaluation, before the intended start of RVSM operations:

(a) Airworthiness documents

Documentation that shows that the aircraft has RVSM airworthiness approval. This should include an aircraft flight manual (AFM) amendment or supplement.

(b) Description of aircraft equipment

A description of the aircraft appropriate to operations in an RVSM environment.

(c) Training programmes, operating practices and procedures

The operator should submit training syllabi for initial and recurrent training programmes together with other relevant material. The material should show that the operating practices, procedures and training items, related to RVSM operations in airspace that requires State operational approval, are incorporated.

EASA administrative information


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(d) Manuals and checklists

The appropriate manuals and checklists should be revised to include information/guidance on standard operating procedures. Manuals should contain a statement of the airspeeds, altitudes and weights considered in RVSM aircraft approval, including identification of any operating limitations or conditions established for that aircraft type. Manuals and checklists may need to be submitted for review by the competent authority as part of the application process.

(e) Past performance

Relevant operating history, where available, should be included in the application. The applicant should show that any required changes have been made in training, operating or maintenance practices to improve poor height-keeping performance.

(f) Minimum equipment list

Where applicable, a minimum equipment list (MEL), adapted from the master minimum equipment list (MMEL), should include items pertinent to operating in RVSM airspace.

(g) Plan for participation in verification/monitoring programmes

The operator should establish a plan for participation in any applicable verification/monitoring programme acceptable to the competent authority. This plan should include, as a minimum, a check on a sample of the operator's fleet by an regional monitoring agency (RMA)’s independent height-monitoring system.

AMC2 SPA.RVSM.105 RVSM operational approval

OPERATING PROCEDURES

(a) Flight planning

(1) During flight planning the flight crew should pay particular attention to conditions that may affect operation in RVSM

Guidance in IS-BAO GCOM section A.8.16 EASA Administrative requirement


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airspace. These include, but may not be limited to:

(i) verifying that the airframe is approved for RVSM operations;

(ii) reported and forecast weather on the route of flight;

(iii) minimum equipment requirements pertaining to height-keeping and alerting systems; and

(iv) any airframe or operating restriction related to RVSM operations.

(b) Pre-flight procedures

(1) The following actions should be accomplished during the pre-flight procedure:

(i) Review technical logs and forms to determine the condition of equipment required for flight in the RVSM airspace. Ensure that maintenance action has been taken to correct defects to required equipment.

(ii) During the external inspection of aircraft, particular attention should be paid to the condition of static sources and the condition of the fuselage skin near each static source and any other component that affects altimetry system accuracy. This check may be accomplished by a qualified and authorised person other than the pilot (e.g. a flight engineer or ground engineer).

(iii) Before take-off, the aircraft altimeters should be set to the QNH (atmospheric pressure at nautical height) of the airfield and should display a known altitude, within the limits specified in the aircraft operating manuals. The two primary altimeters should also agree within limits specified by the aircraft operating manual. An alternative procedure using QFE (atmospheric pressure at aerodrome elevation/runway threshold) may also be used. The maximum value of acceptable altimeter


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differences for these checks should not exceed 23 m (75 ft). Any required functioning checks of altitude indicating systems should be performed.

(iv) Before take-off, equipment required for flight in RVSM airspace should be operative and any indications of malfunction should be resolved.

(c) Prior to RVSM airspace entry

(1) The following equipment should be operating normally at entry into RVSM airspace:

(i) two primary altitude measurement systems. A cross-check between the primary altimeters should be made. A minimum of two will need to agree within ±60 m (±200 ft). Failure to meet this condition will require that the altimetry system be reported as defective and air traffic control (ATC) notified;

(ii) one automatic altitude-control system;

(iii) one altitude-alerting device; and

(iv) operating transponder.

(2) Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot should request a new clearance to avoid entering this airspace.

(b) In-flight procedures

(1) The following practices should be incorporated into flight crew training and procedures:

(i) Flight crew should comply with any aircraft operating restrictions, if required for the specific aircraft type, e.g. limits on indicated Mach number, given in the RVSM airworthiness approval.

(ii) Emphasis should be placed on promptly setting


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the sub-scale on all primary and standby altimeters to 1013.2 hPa / 29.92 in Hg when passing the transition altitude, and rechecking for proper altimeter setting when reaching the initial cleared flight level.

(iii) In level cruise it is essential that the aircraft is flown at the cleared flight level. This requires that particular care is taken to ensure that ATC clearances are fully understood and followed. The aircraft should not intentionally depart from cleared flight level without a positive clearance from ATC unless the crew are conducting contingency or emergency manoeuvres.

(iv) When changing levels, the aircraft should not be allowed to overshoot or undershoot the cleared flight level by more than 45 m (150 ft). If installed, the level off should be accomplished using the altitude capture feature of the automatic altitude-control system.

(v) An automatic altitude-control system should be operative and engaged during level cruise, except when circumstances such as the need to re- trim the aircraft or turbulence require disengagement. In any event, adherence to cruise altitude should be done by reference to one of the two primary altimeters. Following loss of the automatic height-keeping function, any consequential restrictions will need to be observed.

(vi) Ensure that the altitude-alerting system is operative.

(vii) At intervals of approximately 1 hour, cross-checks between the primary altimeters should be made. A minimum of two will need to agree within ±60 m (±200 ft). Failure to meet this condition will require


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that the altimetry system be reported as defective and ATC notified or contingency procedures applied:

(A) the usual scan of flight deck instruments should suffice for altimeter cross-checking on most flights; and

(B) before entering RVSM airspace, the initial altimeter cross-check of primary and standby altimeters should be recorded.

(viii) In normal operations, the altimetry system being used to control the aircraft should be selected for the input to the altitude reporting transponder transmitting information to ATC.

(ix) If the pilot is notified by ATC of a deviation from an assigned altitude exceeding ±90 m (±300 ft) then the pilot should take action to return to cleared flight level as quickly as possible.

(2) Contingency procedures after entering RVSM airspace are as follows:

(i) The pilot should notify ATC of contingencies (equipment failures, weather) that affect the ability to maintain the cleared flight level and coordinate a plan of action appropriate to the airspace concerned. The pilot should obtain to the guidance on contingency procedures is contained in the relevant publications dealing with the airspace.

(ii) Examples of equipment failures that should be notified to ATC are:

(A) failure of all automatic altitude-control systems aboard the aircraft;

(B) loss of redundancy of altimetry systems;


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(C) loss of thrust on an engine necessitating descent; or

(D) any other equipment failure affecting the ability to maintain cleared flight level.

(iii) The pilot should notify ATC when encountering greater than moderate turbulence.

(iv) If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared flight level, the pilot should follow any established contingency procedures for the region of operation and obtain ATC clearance as soon as possible.

(c) Post-flight procedures

(1) In making technical log entries against malfunctions in height-keeping systems, the pilot should provide sufficient detail to enable maintenance to effectively troubleshoot and repair the system. The pilot should detail the actual defect and the crew action taken to try to isolate and rectify the fault.

(2) The following information should be recorded when appropriate:

(i) primary and standby altimeter readings;

(ii) altitude selector setting;

(iii) subscale setting on altimeter;

(iv) autopilot used to control the aircraft and any differences when an alternative autopilot system was selected;

(v) differences in altimeter readings, if alternate static ports selected;


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(vi) use of air data computer selector for fault diagnosis procedure; and

(vii) the transponder selected to provide altitude information to ATC and any difference noted when an alternative transponder was selected.

(d) Crew training

(1) The following items should also be included in flight crew training programmes:

(i) knowledge and understanding of standard ATC phraseology used in each area of operations;

(ii) importance of crew members cross-checking to ensure that ATC clearances are promptly and correctly complied with;

(iii) use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot should review the application of static source error correction/position error correction through the use of correction cards; such correction data should be available on the flight deck;

(iv) problems of visual perception of other aircraft at 300 m (1 000 ft) planned separation during darkness, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns;

(v) characteristics of aircraft altitude capture systems that may lead to overshoots;

(vi) relationship between the aircraft's altimetry, automatic altitude control and transponder systems in normal and abnormal conditions; and

(vii) any airframe operating restrictions, if required for


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the specific aircraft group, related to RVSM airworthiness approval.

AMC1 SPA.RVSM.110(a) RVSM equipment requirements

TWO INDEPENDENT ALTITUDE MEASUREMENT SYSTEMS

Each system should be composed of the following components:

(a) cross-coupled static source/system, with ice protection if located in areas subject to ice accretion;

(b) equipment for measuring static pressure sensed by the static source, converting it to pressure altitude and displaying the pressure altitude to the flight crew:

(c) equipment for providing a digitally encoded signal corresponding to the displayed pressure altitude, for automatic altitude reporting purposes;

(d) static source error correction (SSEC), if needed to meet the performance criteria for RVSM flight envelopes; and

(e) signals referenced to a flight crew selected altitude for automatic control and alerting. These signals will need to be derived from an altitude measurement system meeting the performance criteria for RVSM flight envelopes.

Guidance in IS-BAO GCOM section A.8.16 State approval is required for RVSM ops.

SUBPART E - LOW VISIBILITY OPERATIONS (LVO)

AMC1 SPA.LVO.100 Low visibility operations

LVTO OPERATIONS - AEROPLANES

For a low visibility take-off (LVTO) with an aeroplane the following provisions should apply:

(a) for an LVTO with a runway visual range (RVR) below 400 m the criteria specified in Table 1.A;

(b) for an LVTO with an RVR below 150 m but not less than 125 m:

(1) high intensity runway centre line lights spaced 15 m or

No specific guidance is provided in the IS-BAO on Low Visibility Operations. Operators must meet the requirements of the State of Registry and State where the operations occurs.

Operators must meet the requirement of SPA.LVO.100 and should note this AMC.


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less apart and high intensity edge lights spaced 60 m or less apart that are in operation;

(2) a 90 m visual segment that is available from the flight crew compartment at the start of the take-off run; and

(3) the required RVR value is achieved for all of the relevant RVR reporting points;

(c) for an LVTO with an RVR below 125 m but not less than 75 m:

(1) runway protection and facilities equivalent to CAT III landing operations are available; and

(2) the aircraft is equipped with an approved lateral guidance system.

Table 1.A: LVTO – aeroplanes RVR vs. facilities Facilities RVR (m) *, **

Day: runway edge lights and runway centre line markings

Night: runway edge lights and runway end lights or runway centre line lights and runway end lights

300

Runway edge lights and runway centre line lights 200

Runway edge lights and runway centre line lights TDZ, MID, rollout 150***

High intensity runway centre line lights spaced 15 m or less and high intensity edge lights spaced 60 m or less are in operation

TDZ, MID, rollout 125***

Runway protection and facilities equivalent to CAT III landing operations are available and the aircraft is equipped either with an approved lateral guidance system or an approved HUD / HUDLS for take-off

TDZ, MID, rollout 75


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*; The reported RVR value representative of the initial part of the take-off run can be replaced by pilot assessment.

**: Multi-engined aeroplanes that in the event of an engine failure at any point during take-off can either stop or continue the take-off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins.

***: The required RVR value to be achieved for all relevant RVRs

TDZ: touchdown zone, equivalent to the initial part of the take-off run MID: midpoint


LVTO OPERATIONS - HELICOPTERS

For LVTOs with helicopters the provisions specified in Table 1.H should apply.



Table 1.H: LVTO – helicopters RVR vs. facilities

Facilities RVR (m)

Onshore aerodromes with IFR departure procedures

No light and no markings (day only) 250 or the rejected take-off distance, whichever is the

greater

No markings (night) 800

Runway edge/FATO light and centre line marking 200

Runway edge/FATO light, centre line marking and relevant RVR information

150

Offshore helideck *

Two-pilot operations 250

Single-pilot operations 500

*: The take-off flight path to be free of obstacles

FATO: final approach and take-off area


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LTS CAT I OPERATIONS

(a) For lower than Standard Category I (LTS CAT I) operations the following provisions should apply:

(1) The decision height (DH) of an LTS CAT I operation should not be lower than the highest of:

(i) the minimum DH specified in the AFM, if stated;

(ii) the minimum height to which the precision approach aid can be used without the specified visual reference;

(iii) the applicable obstacle clearance height (OCH) for the category of aeroplane;

(iv) the DH to which the flight crew is qualified to operate; or

(v) 200 ft.

(2) An instrument landing system / microwave landing system (ILS/MLS) that supports an LTS CAT I operation should be an unrestricted facility with a straight-in course, ≤ 3º offset, and the ILS should be certified to:

(i) class I/T/1 for operations to a minimum of 450 m RVR; or

(ii) class II/D/2 for operations to less than 450 m RVR.

Single ILS facilities are only acceptable if level 2 performance is provided.

(3) The following visual aids should be available:

(i) standard runway day markings, approach lights, runway edge lights, threshold lights and runway end lights;




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(ii) for operations with an RVR below 450 m, additionally touch-down zone and/or runway centre line lights.

(4) The lowest RVR / converted meteorological visibility (CMV) minima to be used are specified in Table 2.

Table 2: LTS CAT I operation minima RVR/CMV vs. approach lighting system DH (ft) Class of light facility *

FALS IALS BALS NALS

RVR/CMV (m)

200 – 210

400

500

600 750

211 – 220

450

550

650 800

221 – 230

500

600

700 900

231 – 240

500

650

750 1 000

241 – 249

550

700

800 1 100

*: FALS: full approach lighting system

IALS: intermediate approach lighting system BALS: basic approach lighting system

NALS: no approach lighting system


CAT II AND OTS CAT II OPERATIONS

(a) For CAT II and other than Standard Category II (OTS CAT II) operations the following provisions should apply:

(1) The ILS / MLS that supports OTS CAT II operation should be an unrestricted facility with a straight in course (≤ 3º offset) and the ILS should be certified to

No specific guidance is provided in the IS-BAO on CAT II operations. Operators must meet the requirements of the State of Registry.



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class II/D/2.

Single ILS facilities are only acceptable if level 2 performance is provided.

(2) The DH for CAT II and OTS CAT II operation should not be lower than the highest of:

(i) the minimum DH specified in the AFM, if stated;

(ii) the minimum height to which the precision approach aid can be used without the specified visual reference;

(iii) the applicable OCH for the category of aeroplane;

(iv) the DH to which the flight crew is qualified to operate; or

(v) 100 ft.

(3) The following visual aids should be available:

(i) standard runway day markings and approach and the following runway lights: runway edge lights, threshold lights and runway end lights;

(ii) for operations in RVR below 450 m, additionally touch-down zone and/or runway centre line lights;

(iii) for operations with an RVR of 400 m or less, additionally centre line lights.

(4) The lowest RVR minima to be used are specified:

(i) for CAT II operations in Table 3; and

(ii) for OTS CAT II operations in Table 4.

(b) For OTS CAT II operations, the terrain ahead of the runway threshold should have been surveyed.

Table 3: CAT II operation minima RVR vs. DH


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DH (ft) Auto-coupled or approved HUDLS to below DH

Aircraft categories A, B, C

RVR (m)

Aircraft category D RVR (m)

100 – 120 300 300/350**

121 – 140 400 400

141 – 199 450 450

*: This means continued use of the automatic flight control system or the HUDLS down

to a height of 80 % of the DH.

**: An RVR of 300 m may be used for a category D aircraft conducting an auto-land.

Table 4: OTS CAT II operation minima RVR vs. approach lighting system

Auto-land or approved HUDLS utilised to touchdown

Class of light facility

FALS IALS BALS NALS

Aircraft categories

A – C

Aircraft category D

Aircraft categories

A – D

Aircraft categories

A – D

Aircraft categories

A - D

DH (ft) RVR (m)

100 - 120 350 400 450 600 700


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121 - 140 400 450 500 600 700

141 - 160 400 500 500 600 750

161 - 199 400 500 550 650 750


CAT III OPERATIONS

The following provisions should apply to CAT III operations:

(a) Where the DH and RVR do not fall within the same category, the RVR should determine in which category the operation is to be considered.

(b) For operations in which a DH is used, the DH should not be lower than:

(1) the minimum DH specified in the AFM, if stated;

(2) the minimum height to which the precision approach aid can be used without the specified visual reference; or

(3) the DH to which the flight crew is qualified to operate.

(c) Operations with no DH should only be conducted if:

(1) the operation with no DH is specified in the AFM;

(2) the approach aid and the aerodrome facilities can support operations with no DH; and

(3) the flight crew is qualified to operate with no DH.

(d) The lowest RVR minima to be used are specified in Table 5.

No specific guidance is provided in the IS-BAO on CAT III. Operators must meet the requirements of the State of Registry.


Table 5: CAT III operations minima RVR vs. DH and rollout control/guidance system


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CAT DH (ft) * Rollout control/guidance

system

RVR (m)

IIIA

Less than 100 Not required 200

IIIB

Less than 100 Fail-passive 150**

IIIB

Less than 50 Fail-passive 125

IIIB

Less than 50 or

no DH Fail-operational *** 75

*: Flight control system redundancy is determined under CS-AWO by the minimum certified DH.

**: For aeroplanes certified in accordance with CS-AWO 321(b)(3) or equivalent.

***: The fail-operational system referred to may consist of a fail-operational hybrid system.

AMC6 SPA.LVO.100 Low visibility operations OPERATIONS UTILISING EVS

The pilot using a certified enhanced vision system (EVS) in accordance with the procedures and limitations of the AFM:

(a) may reduce the RVR/CMV value in column 1 to the value in column 2 of Table 6 for CAT I operations, APV operations and NPA operations flown with the CDFA technique;

(b) for CAT I operations:

(1) may continue an approach below DH to 100 ft above the runway threshold elevation provided that a visual reference is displayed and identifiable on the EVS image; and

No specific guidance is provided in the IS-BAO on EVS ops. Operators must meet the requirements of the State of Registry.



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(2) should only continue an approach below 100 ft above the runway threshold elevation provided that a visual reference is distinctly visible and identifiable to the pilot without reliance on the EVS;

(c) for APV operations and NPA operations flown with the CDFA technique:

(1) may continue an approach below DH/MDH to 200 ft above

the runway threshold elevation provided that a visual reference is displayed and identifiable on the EVS image; and

(2) should only continue an approach below 200 ft above the runway threshold elevation provided that a visual reference is distinctly visible and identifiable to the pilot without reliance on the EVS.

Table 6: Operations utilising EVS RVR/CMV reduction vs. normal RVR/CMV

RVR/CMV (m) normally required

RVR/CMV (m) utilising EVS

550

350

600

400

650

450

700

450

750

500

800

550


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900

600

1 000

650

1 100

750

1 200

800

1 300

900

1 400

900

1 500

1 000

1 600

1 100

1 700

1 100

1 800

1 200

1 900

1 300

2 000

1 300

2 100

1 400

2 200

1 500

2 300

1 500

2 400

1 600


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2 500

1 700

2 600

1 700

2 700

1 800

2 800

1 900

2 900

1 900

3 000

2 000

3 100

2 000

3 200

2 100

3 300

2 200

3 400

2 200

3 500

2 300

3 600

2 400

3 700

2 400

3 800

2 500

3 900

2 600

4 000

2 600


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4 100

2 700

4 200

2 800

4 300

2 800

4 400

2 900

4 500

3 000

4 600

3 000

4 700

3 100

4 800

3 200

4 900

3 200

5 000

3 300

AMC7 SPA.LVO.100 Low visibility operations EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED EQUIPMENT

(a) General

These instructions are intended for use both pre-flight and in-flight. It is however not expected that the pilot-in-command/commander would consult such instructions after passing 1 000 ft above the aerodrome. If failures of ground aids are announced at such a late stage, the approach could be continued

No specific guidance is provided in the IS-BAO on failed or downgraded equipment. Operators must meet the requirements of the State of Registry.



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at the pilot-in- command/commander’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 7, and the approach may have to be abandoned.

(b) The following conditions should be applicable to the tables below: (1) multiple failures of runway/FATO lights other than indicated

in Table 7 are not acceptable;

(2) deficiencies of approach and runway/FATO lights are treated separately;

(3) for CAT II and CAT III operations, a combination

of deficiencies in runway/FATO lights and RVR assessment equipment are not permitted; and

(4) failures other than ILS and MLS a f f e c t RVR only and not DH.

Table 7: Failed or downgraded equipment – affect on landing minima Operations with an LVO approval

Failed or downgraded equipment

Effect on landing minima

CAT IIIB (no DH)

CAT IIIB CAT IIIA CAT II

ILS/MLS stand-by transmitter

Not allowed

RVR 200 m

No effect

Outer marker

No effect if replaced by height check at 1 000 ft

Middle marker

No effect


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RVR assessment systems

At least one RVR value to be available on the aerodrome

On runways equipped with two or more RVR assessment units, one may be inoperative

Approach lights

No effect

Not allowed for operations with DH >50 ft

Not allowed


No effect

Not allowed


No effect

Standby power for approach lights

No effect

Edge lights, threshold lights and runway end lights

No effect

Day: no effect

Day: no effect

Night: RVR 550 m

Night: not allowed

Day: RVR 200 m

Day: RVR 300m

Day: RVR 350 m


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Centre line lights

Night: not allowed

Not allowed

Night: RVR 400 m

Night: RVR 550 m (400 m with HUDLS or auto- land)

Centre line lights spacing increased to 30 m

RVR 150 m

No effect

Touchdown zone lights

No effect

Day: RVR 200 m

Day: RVR 300 m

Night: RVR 300 m

Night: RVR 550 m, 350 m with HUDLS or auto-land

Taxiway light system

No effect

AMC1 SPA.LVO.105 LVO approval

OPERATIONAL DEMONSTRATION - AEROPLANES

(a) General

(1) The purpose of the operational demonstration should be to determine or validate the use and effectiveness of the applicable aircraft flight guidance systems, including HUDLS if appropriate, training, flight crew procedures, maintenance programme, and manuals applicable to the



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CAT II/III programme being approved.

(i) At least 30 approaches and landings should be accomplished in operations using the CAT II/III systems installed in each aircraft type if the requested DH is 50 ft or higher. If the DH is less than 50 ft, at least 100 approaches and landings should be accomplished.

(ii) If the operator has different variants of the same type of aircraft utilising the same basic flight control and display systems, or different basic flight control and display systems on the same type of aircraft, the operator should show that the various variants have satisfactory performance, but need not conduct a full operational demonstration for each variant. The number of approaches and landings may be based on credit given for the experience gained by another operator, using the same aeroplane type or variant and procedures.

(iii) If the number of unsuccessful approaches exceeds 5 % of the total, e.g. unsatisfactory landings, system disconnects, the evaluation programme should be extended in steps of at least 10 approaches and landings until the overall failure rate does not exceed 5 %.

(2) The operator should establish a data collection method to record approach and landing performance. The resulting data and a summary of the demonstration data should be made available to the competent authority for evaluation.


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(3) Unsatisfactory approaches and/or automatic landings should be documented and analysed.

(b) Demonstrations

(1) Demonstrations may be conducted in line operations or any other flight where the operator's procedures are being used.

(2) In unique situations where the completion of 100 successful landings could take an unreasonably long period of time and equivalent reliability assurance can be achieved, a reduction in the required number of landings may be considered on a case-by-case basis. Reduction of the number of landings to be demonstrated requires a justification for the reduction. This justification should take into account factors such as a small number of aircraft in the fleet, limited opportunity to use runways having CAT II/III procedures or the inability to obtain ATS sensitive area protection during good weather conditions. However, at the operator's option, demonstrations may be made on other runways and facilities. Sufficient information should be collected to determine the cause of any unsatisfactory performance (e.g. sensitive area was not protected).

(3) If the operator has different variants of the same type of aircraft utilising the same basic flight control and display systems, or different basic flight control and display systems on the same type or class of aircraft, the operator should show that the various variants have satisfactory performance, but need not conduct a full operational demonstration for each variant.


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(4) Not more than 30 % of the demonstration flights should be made on the same runway.

(c) Data collection for operational demonstrations

(1) Data should be collected whenever an approach and landing is attempted utilising the CAT II/III system, regardless of whether the approach is abandoned, unsatisfactory, or is concluded successfully.

(2) The data should, as a minimum, include the following information:

(i) Inability to initiate an approach. Identify

deficiencies related to airborne equipment that preclude initiation of a CAT II/III approach.

(ii) Abandoned approaches. Give the reasons and altitude above the runway at which approach was discontinued or the automatic landing system was disengaged.

(iii) Touchdown or touchdown and rollout performance. Describe whether or not the aircraft landed satisfactorily within the desired touchdown area with lateral velocity or cross track error that could be corrected by the pilot or automatic system so as to remain within the lateral confines of the runway without unusual pilot skill or technique. The approximate lateral and longitudinal position of the actual touchdown point in relation to the runway centre line and the runway threshold, respectively, should be indicated in the report. This report should also include any CAT II/III system abnormalities


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that required manual intervention by the pilot to ensure a safe touchdown or touchdown and rollout, as appropriate.

(d) Data analysis

Unsuccessful approaches due to the following factors may be excluded from the analysis:

(1) ATS factors. Examples include situations in which a flight is vectored too close to the final approach fix/point for adequate localiser and glide slope capture, lack of protection of ILS sensitive areas, or ATS requests the flight to discontinue the approach.

(2) Faulty navaid signals. Navaid (e.g. ILS localiser) irregularities, such as those caused by other aircraft taxiing, over-flying the navaid (antenna).

(3) Other factors. Any other specific factors that could affect the success of CAT II/ III operations that are clearly discernible to the flight crew should be reported.

AMC2 SPA.LVO.105 LVO approval OPERATIONAL DEMONSTRATION - HELICOPTERS

(a) The operator should comply with the provisions prescribed below when introducing into CAT II or III service a helicopter type that is new to the EU.

(1) Operational reliability

The CAT II and III success rate should not be less than that required by CS- AWO or equivalent.



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(2) Criteria for a successful approach An approach is regarded as successful if:

(i) the criteria are as specified in CS-AWO or equivalent are met; and

(ii) no relevant helicopter system failure occurs.

For helicopter types already used for CAT II or III operations in another Member State, the in-service proving programme in (e) should be used instead.

(b) Data collection during airborne system demonstration - general

(1) The operator should establish a reporting system to enable checks and periodic reviews to be made during the operational evaluation period before the operator is approved to conduct CAT II or III operations. The reporting system should cover all successful and unsuccessful approaches, with reasons for the latter, and include a record of system component failures. This reporting system should be based upon flight crew reports and automatic recordings as prescribed in (c) and (d) below.

(2) The recordings of approaches may be made during normal line flights or during other flights performed by the operator.

(c) Data collection during airborne system demonstration – operations with DH not less than 50 ft

(1) For operations with DH not less than 50 ft, data should be recorded and evaluated by the operator and evaluated by the competent authority when necessary.

(2) It is sufficient for the following data to be recorded by the


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flight crew:

(i) FATO and runway used;

(ii) weather conditions;

(iii) time;

(iv) reason for failure leading to an aborted approach;

(v) adequacy of speed control;

(vi) trim at time of automatic flight control system disengagement;

(vii) compatibility of automatic flight control system,

flight director and raw data;

(viii) an indication of the position of the helicopter relative to the ILS, MLS centre line when descending through 30 m (100 ft); and

(ix) touchdown position.

(3) The number of approaches made during the initial evaluation should be sufficient to demonstrate that the performance of the system in actual airline service is such that a 90 % confidence and a 95 % approach success will result.

(d) Data collection during airborne system demonstration – operations with DH less than 50 ft or no DH

(1) For operations with DH less than 50 ft or no DH, a flight data recorder (FDR), or other equipment giving the appropriate information, should be used in addition to the flight crew reports to confirm that the system performs as designed in actual airline service. The following data should


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be recorded:

(i) distribution of ILS, MLS deviations at 30 m (100 ft), at touchdown and, if appropriate, at disconnection of the rollout control system and the maximum values of the deviations between those points; and

(ii) sink rate at touchdown.

(2) Any landing irregularity should be fully investigated using all available data to determine its cause.

(e) In-service proving

The operator fulfilling the provisions of (f) above should be deemed to have met the in-service proving contained in this subparagraph.

(1) The system should demonstrate reliability and performance in line operations consistent with the operational concepts. A sufficient number of successful landings should be accomplished in line operations, including training flights, using the auto-land and rollout system installed in each helicopter type.

(2) The demonstration should be accomplished using a CAT II or CAT III ILS. Demonstrations may be made on other ILS or MLS facilities if sufficient data are recorded to determine the cause of unsatisfactory performance.

(3) If the operator has different variants of the same type of helicopter utilising the same basic flight control and display systems, or different basic flight control and display systems on the same type of helicopter, the operator should show that the variants comply with the


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basic system performance criteria, but the operator need not conduct a full operational demonstration for each variant.

(4) Where the operator introduces a helicopter type that has already been approved by the competent authority of any Member State for CAT II and/or CAT III operations, a reduced proving programme may be acceptable.

AMC3 SPA.LVO.105 LVO approval CONTINUOUS MONITORING – ALL AIRCRAFT

(a) After obtaining the initial approval, the operations should be continuously monitored by the operator to detect any undesirable trends before they become hazardous. Flight crew reports may be used to achieve this.

(b) The following information should be retained for a period of 12 months:

(1) the total number of approaches, by aircraft type, where the

airborne CAT II or III equipment was utilised to make satisfactory, actual or practice, approaches to the applicable CAT II or III minima; and

(2) reports of unsatisfactory approaches and/or automatic landings, by aerodrome and aircraft registration, in the following categories:

(i) airborne equipment faults;

(ii) ground facility difficulties;

(iii) missed approaches because of ATC instructions; or

(iv) other reasons.



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(c) The operator should establish a procedure to monitor the performance of the automatic landing system or HUDLS to touchdown performance, as appropriate, of each aircraft.

AMC4 SPA.LVO.105 LVO approval TRANSITIONAL PERIODS FOR CAT II AND CAT III OPERATIONS

(a) Operators with no previous CAT II or CAT III experience

(1) The operator without previous CAT II or III operational experience, applying for a CAT II or CAT IIIA operational approval, should demonstrate to the competent authority that it has gained a minimum experience of 6 months of CAT I operations on the aircraft type.

(2) The operator applying for a CAT IIIB operational approval should demonstrate to the competent authority that it has already completed 6 months of CAT II or IIIA operations on the aircraft type.

(b) Operators with previous CAT II or III experience

(1) The operator with previous CAT II or CAT III experience, applying for a CAT II or CAT III operational approval with reduced transition periods as set out in (a), should demonstrate to the competent authority that it has maintained the experience previously gained on the aircraft type.

(2) The operator approved for CAT II or III operations using auto-coupled approach procedures, with or without auto-land, and subsequently introducing manually flown CAT II or III operations using a HUDLS should provide the operational demonstrations set out in AMC1 SPA.LVO.105 and AMC2 SPA.LVO.105 as if it would be a new applicant for a CAT II or CAT III approval.



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AMC5 SPA.LVO.105 LVO approval MAINTENANCE OF CAT II, CAT III AND LVTO EQUIPMENT

Maintenance instructions for the on-board guidance systems should be established by the operator, in liaison with the manufacturer, and included in the operator's aircraft maintenance programme in accordance with Annex I to Regulation (EC) No 2042/20032 (Part-M).


AMC6 SPA.LVO.105 LVO approval ELIGIBLE AERODROMES AND RUNWAYS

(a) Each aircraft type/runway combination should be verified by the successful completion of at least one approach and landing in CAT II or better conditions, prior to commencing CAT III operations.

(b) For runways with irregular pre-threshold terrain or other foreseeable or known deficiencies, each aircraft type/runway combination should be verified by operations in CAT I or better conditions, prior to commencing LTS CAT I, OTS CAT II or CAT III operations.

(c) If the operator has different variants of the same type of aircraft in accordance with (d), utilising the same basic flight control and display systems, or different basic flight control and display systems on the same type of aircraft in accordance with (d), the operator should show that the variants have satisfactory operational performance, but need not conduct a full operational demonstration for each variant/runway combination.

(d) For the purpose of this AMC, an aircraft type or variant of an aircraft type should be deemed to be the same type/variant of aircraft if that type/variant has the same or similar:

(1) level of technology, including the following:



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(i) flight control/guidance system (FGS) and associated displays and controls;

(ii) FMS and level of integration with the FGS; and

(iii) use of HUDLS;

(2) operational procedures, including:

(i) alert height;

(ii) manual landing /automatic landing;

(iii) no DH operations; and

(iv) use of HUD/HUDLS in hybrid operations;

(3) handling characteristics, including:

(i) manual landing from automatic or HUDLS guided approach;

(ii) manual missed approach procedure from automatic approach; and

(iii) automatic/manual rollout. (e) Operators using the same aircraft type/class or variant of a type in

accordance with (d) above may take credit from each other’s experience and records in complying with this subparagraph.

(f) Where an approval is sought for OTS CAT II, the same provisions as set out for CAT II should be applied.

AMC1 SPA.LVO.120 Flight crew training and qualifications

GENERAL PROVISIONS (a) The operator should ensure that flight crew member training

programmes for LVO include structured courses of ground, FSTD and/or flight training.

(1) Flight crew members with no CAT II or CAT III

IS-BAO requires operator personnel to be trained in accordance with State of Registry approval.



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experience should complete the full training programme prescribed in (b), (c), and (d) below.

(2) Flight crew members with CAT II or CAT III experience with a similar type of operation (auto-coupled/auto-land, HUDLS/hybrid HUDLS or EVS) or CAT II with manual land, if appropriate, with another EU operator may undertake an:

(i) abbreviated ground training course if operating a different type or class from that on which the previous CAT II or CAT III experience was gained;

(ii) abbreviated ground, FSTD and/or flight training course if operating the same type or class and variant of the same type or class on which the previous CAT II or CAT III experience was gained. The abbreviated course should include at least the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i). The operator may reduce the number of approaches/landings required by (d)(2)(i) if the type/class or the variant of the type or class has the same or similar:

(A) level of technology - flight control/guidance system (FGS);

(B) operating procedures; (C) handling characteristics; (D) use of HUDLS/hybrid HUDLS; and (E) use of EVS,

as the previously operated type or class, otherwise


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the provisions of (d)(2)(i) should be met.

(3) Flight crew members with CAT II or CAT III experience with the operator may undertake an abbreviated ground, FSTD and/or flight training course.

(i) When changing aircraft type or class, the abbreviated course should include at least the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i).

(ii) When changing to a different variant of aircraft within the same type or class rating that has the same or similar:

(A) level of technology - FGS; (B) operating procedures - integrity; (C) handling characteristics; (D) use of HUDLS/Hybrid HUDLS; and (E) use of EVS,

as the previously operated type or class, a difference course or familiarisation appropriate to the change of variant should fulfil the abbreviated course provisions.

(iii) When changing to a different variant of aircraft within the same type or class rating that has a significantly different:

(A) level of technology - FGS; (B) operating procedures - integrity;


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(C) handling characteristics; (D) use of HUDLS/Hybrid HUDLS; or (E) use of EVS,

the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i) should be fulfilled.

(4) The operator should ensure when undertaking CAT II or CAT III operations with different variant(s) of aircraft within the same type or class rating that the differences and/or similarities of the aircraft concerned justify such operations, taking into account at least the following:

(i) the level of technology, including the:

(A) FGS and associated displays and controls; (B) FMS and its integration or not with the FGS;

and (C) use of HUD/HUDLS with hybrid systems

and/or EVS;

(ii) operating procedures, including:

(A) fail-passive / fail-operational, alert height; (B) manual landing / automatic landing; (C) no DH operations; and (D) use of HUD/HUDLS with hybrid systems;

(iii) handling characteristics, including:

(A) manual landing from automatic HUDLS

and/or EVS guided approach; (B) manual missed approach procedure from


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automatic approach; and (C) automatic/manual rollout.

GROUND TRAINING

(b) The initial ground training course for LVO should include at

least the following:

(1) characteristics and limitations of the ILS and/or MLS;

(2) characteristics of the visual aids;

(3) characteristics of fog;

(4) operational capabilities and limitations of the particular airborne system to include HUD symbology and EVS characteristics, if appropriate;

(5) effects of precipitation, ice accretion, low level wind shear and turbulence;

(6) effect of specific aircraft/system malfunctions;

(7) use and limitations of RVR assessment systems;

(8) principles of obstacle clearance requirements;

(9) recognition of and action to be taken in the event of

failure of ground equipment;

(10) procedures and precautions to be followed with regard to surface movement during operations when the RVR is 400 m or less and any additional procedures required for take-off in conditions below 150 m (200 m for category D aeroplanes);

(11) significance of DHs based upon radio altimeters and the


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effect of terrain profile in the approach area on radio altimeter readings and on the automatic approach/landing systems;

(12) importance and significance of alert height, if applicable, and the action in the event of any failure above and below the alert height;

(13) qualification requirements for pilots to obtain and retain approval to conduct LVOs; and

(14) importance of correct seating and eye position.

FSTD TRAINING AND/OR FLIGHT TRAINING (c) FSTD training and/or flight training

(1) FSTD and/or flight training for LVO should include at least:

(i) checks of satisfactory functioning of equipment,

both on the ground and in flight;

(ii) effect on minima caused by changes in the status of ground installations;

(iii) monitoring of:

(A) automatic flight control systems and auto-land status annunciators with emphasis on the action to be taken in the event of failures of such systems; and

(B) HUD/HUDLS/EVS guidance status and annunciators as appropriate, to include head-down displays;


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(iv) actions to be taken in the event of failures such as engines, electrical systems, hydraulics or flight control systems;

(v) the effect of known unserviceabilities and use of MELs;

(vi) operating limitations resulting from airworthiness

certification;

(vii) guidance on the visual cues required at DH together with information on maximum deviation allowed from glide path or localiser; and

(viii) the importance and significance of alert height if applicable and the action in the event of any failure above and below the alert height.

(2) Flight crew members should be trained to carry out their duties and instructed on the coordination required with other crew members. Maximum use should be made of suitably equipped FSTDs for this purpose.

(3) Training should be divided into phases covering normal operation with no aircraft or equipment failures but including all weather conditions that may be encountered and detailed scenarios of aircraft and equipment failure that could affect CAT II or III operations. If the aircraft system involves the use of hybrid or other special systems, such as HUD/HUDLS or enhanced vision equipment, then flight crew members should practise the use of these systems in normal and abnormal modes during the FSTD phase of training.

(4) Incapacitation procedures appropriate to LVTO, CAT II and CAT III operations should be practised.


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(5) For aircraft with no FSTD available to represent that specific aircraft, operators should ensure that the flight training phase specific to the visual scenarios of CAT II operations is conducted in a specifically approved FSTD. Such training should include a minimum of four approaches. Thereafter, the training and procedures that are type specific should be practised in the aircraft.

(6) Initial CAT II and III training should include at least the following exercises:

(i) approach using the appropriate flight guidance,

autopilots and control systems installed in the aircraft, to the appropriate DH and to include transition to visual flight and landing;

(ii) approach with all engines operating using the appropriate flight guidance systems, autopilots, HUDLS and/or EVS and control systems installed in the aircraft down to the appropriate DH followed by missed approach - all without external visual reference;

(iii) where appropriate, approaches utilising automatic flight systems to provide automatic flare, hover, landing and rollout; and

(iv) normal operation of the applicable system both with and without acquisition of visual cues at DH.

(7) Subsequent phases of training should include at least:

(i) approaches with engine failure at various stages on the approach;

(ii) approaches with critical equipment failures, such as


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electrical systems, auto flight systems, ground and/or airborne ILS, MLS systems and status monitors;

(iii) approaches where failures of auto flight equipment and/or HUD/HUDLS/EVS at low level require either:

(A) reversion to manual flight to control flare, hover, landing and rollout or missed approach; or

(B) reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below DH including those which may result in a touchdown on the runway;

(iv) failures of the systems that will result in excessive localiser and/or glideslope deviation, both above and below DH, in the minimum visual conditions specified for the operation. In addition, a continuation to a manual landing should be practised if a head-up display forms a downgraded mode of the automatic system or the head-up display forms the only flare mode; and

(v) failures and procedures specific to aircraft type or variant.

(8) The training programme should provide practice in

handling faults which require a reversion to higher minima.

(9) The training programme should include the handling of the aircraft when, during a fail-passive CAT III approach, the fault causes the autopilot to disconnect at or below DH when the last reported RVR is 300 m or less.

(10) Where take-offs are conducted in RVRs of 400 m and below, training should be established to cover systems


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failures and engine failure resulting in continued as well as rejected take-offs.

(11) The training programme should include, where appropriate, approaches where failures of the HUDLS and/or EVS equipment at low level require either:

(i) reversion to head down displays to control missed approach; or

(ii) reversion to flight with no, or downgraded, HUDLS

guidance to control missed approaches from DH or below, including those which may result in a touchdown on the runway.

(12) When undertaking LVTO, LTS CAT I, OTS CAT II, CAT II and CAT III operations utilising a HUD/HUDLS, hybrid HUD/HUDLS or an EVS, the training and checking programme should include, where appropriate, the use of the HUD/HUDLS in normal operations during all phases of flight.

CONVERSION TRAINING

(d) Flight crew members should complete the following low visibility

procedures (LVPs) training if converting to a new type or class or variant of aircraft in which LVTO, LTS CAT I, OTS CAT II, approach operations utilising EVS with an RVR of 800 m or less and CAT II and CAT III operations will be conducted. Conditions for abbreviated courses are prescribed in (a)(2), (a)(3) and (a)(4).

(1) Ground training


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The appropriate provisions are as prescribed in (b), taking into account the flight crew member's CAT II and CAT III training and experience.

(2) FSTD training and/or flight training

(i) A minimum of six, respectively eight for HUDLS with or without EVS, approaches and/or landings in an FSTD. The provisions for eight HUDLS approaches may be reduced to six when conducting hybrid HUDLS operations.

(ii) Where no FSTD is available to represent that specific aircraft, a minimum of three, respectively five for HUDLS and/or EVS, approaches including at least one missed approach procedure is required on the aircraft. For hybrid HUDLS operations a minimum of three approaches is required, including at least one missed approach procedure.

(iii) Appropriate additional training if any special equipment is required such as head-up displays or enhanced vision equipment. When approach operations utilising EVS are conducted with an RVR of less than 800 m, a minimum of five approaches, including at least one missed approach procedure are required on the aircraft.

(3) Flight crew qualification

The flight crew qualification provisions are specific to the operator and the type of aircraft operated.


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(i) The operator should ensure that each flight crew member completes a check before conducting CAT II or III operations.

(ii) The check specified in (d)(3)(i) may be replaced by successful completion of the FSTD and/or flight training specified in (d)(2).

(4) Line flying under supervision

Flight crew member should undergo the following line flying under supervision (LIFUS):

(i) For CAT II when a manual landing or a HUDLS approach to touchdown is required, a minimum of:

(A) three landings from autopilot disconnect; and (B) four landings with HUDLS used to touchdown,

except that only one manual landing, respectively two using HUDLS, to touchdown is required when the training required in (d)(2) has been carried out in an FSTD qualified for zero flight time conversion.

(ii) For CAT III, a minimum of two auto-lands, except that:

(A) only one auto-land is required when the

training required in (d)(2) has been carried out in an FSTD qualified for zero flight time conversion;

(B) no auto-land is required during LIFUS when the training required in (d)(2) has


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been carried out in an FSTD qualified for zero flight time (ZFT) conversion and the flight crew member successfully completed the ZFT type rating conversion course; and

(C) the flight crew member, trained and qualified in accordance with (B), is qualified to operate during the conduct of LIFUS to the lowest approved DA/H and RVR as stipulated in the operations manual.

(iii) For CAT III approaches using HUDLS to touchdown, a minimum of four approaches.

TYPE AND COMMAND EXPERIENCE

(e) Type and command experience

(1) Before commencing CAT II operations, the following additional provisions should be applicable to pilots-in-command/commanders, or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type or class:

(i) 50 hours or 20 sectors on the type, including LIFUS; and

(ii) 100 m should be added to the applicable CAT II

RVR minima when the operation requires a CAT II manual landing or use of HUDLS to touchdown until:

(A) a total of 100 hours or 40 sectors, including LIFUS, has been achieved on the type; or


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(B) a total of 50 hours or 20 sectors, including LIFUS, has been achieved on the type where the flight crew member has been previously qualified for CAT II manual landing operations with an EU operator;

(C) for HUDLS operations the sector provisions in (e)(1) and (e)(2)(i) should always be applicable; the hours on type or class do not fulfil the provisions.

(2) Before commencing CAT III operations, the following additional provisions should be applicable to pilots-in-command/commanders, or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type:

(i) 50 hours or 20 sectors on the type, including LIFUS; and

(ii) 100 m should be added to the applicable CAT II or

CAT III RVR minima unless he/she has previously qualified for CAT II or III operations with an EU operator, until a total of 100 hours or 40 sectors, including LIFUS, has been achieved on the type.

RECURRENT TRAINING AND CHECKING

(f) Recurrent training and checking – LVO

(1) The operator should ensure that, in conjunction with the normal recurrent training and operator’s proficiency checks, the pilot's knowledge and ability to perform the tasks associated with the particular category


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of operation, for which the pilot is authorised by the operator, are checked. The required number of approaches to be undertaken in the FSTD within the validity period of the operator’s proficiency check should be a minimum of two, respectively four when HUDLS and/or EVS is utilised to touchdown, one of which should be a landing at the lowest approved RVR. In addition one, respectively two for HUDLS and/or operations utilising EVS, of these approaches may be substituted by an approach and landing in the aircraft using approved CAT II and CAT III procedures. One missed approach should be flown during the conduct of an operator proficiency check. If the operator is approved to conduct take-off with RVR less than 150 m, at least one LVTO to the lowest applicable minima should be flown during the conduct of the operator’s proficiency check.

(2) For CAT III operations the operator should use an FSTD approved for this purpose.

(3) For CAT III operations on aircraft with a fail-passive flight control system, including HUDLS, a missed approach should be completed by each flight crew member at least once over the period of three consecutive operator proficiency checks as the result of an autopilot failure at or below DH when the last reported RVR was 300 m or less.

LVTO OPERATIONS

(g) LVTO with RVR less than 400 m


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(1) Prior to conducting take-offs in RVRs below 400 m, the flight crew should undergo the following training:

(i) normal take-off in minimum approved RVR conditions;

(ii) take-off in minimum approved RVR conditions

with an engine failure:

(A) for aeroplanes between V1 and V2 (take-off safety speed), or as soon as safety considerations permit;

(B) for helicopters at or after take-off decision point (TDP); and

(iii) take-off in minimum approved RVR conditions

with an engine failure:

(A) for aeroplanes before V1 resulting in a rejected take-off; and

(B) for helicopters before the TDP.

(2) The operator approved for LVTOs with an RVR below 150 m should ensure that the training specified by (g)(1) is carried out in an FSTD. This training should include the use of any special procedures and equipment.

(3) The operator should ensure that a flight crew member has completed a check before conducting LVTO in RVRs of less than 150 m. The check may be replaced by successful completion of the FSTD and/or flight training prescribed in (g)(1) on conversion to an aircraft type.

LTS CAT I, OTS CAT II, OPERATIONS UTILISING EVS


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(h) Additional training provisions

(1) General

Operators conducting LTS CAT I operations, OTS CAT II operations and operations utilising EVS with RVR of 800 m or less should comply with the provisions applicable to CAT II operations and include the provisions applicable to HUDLS, if appropriate. The operator may combine these additional provisions where appropriate provided that the operational procedures are compatible.

(2) LTS CAT I

During conversion training the total number of approaches should not be additional to the requirements of Subpart FC of Annex III (ORO.FC) provided the training is conducted utilising the lowest applicable RVR. During recurrent training and checking the operator may also combine the separate requirements provided the above operational procedure provision is met and at least one approach using LTS CAT I minima is conducted at least once every 18 months.

(3) OTS CAT II

During conversion training the total number of approaches should not be less than those to complete CAT II training utilising a HUD/HUDLS. During recurrent training and checking the operator may also combine the separate provisions provided the above operational procedure provision is met and at least one approach using OTS CAT


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II minima is conducted at least once every 18 months.

(4) Operations utilising EVS with RVR of 800 m or less

During conversion training the total number of approaches required should not be less than that required to complete CAT II training utilising a HUD. During recurrent training and checking the operator may also combine the separate provisions provided the above operational procedure provision is met and at least one approach utilising EVS is conducted at least once every 12 months.

AMC1 SPA.LVO.125 Operating procedures GENERL

(a) LVOs should include the following:

(1) manual take-off, with or without electronic guidance systems or HUDLS/hybrid HUD/HUDLS;

(2) approach flown with the use of a HUDLS/hybrid HUD/HUDLS and/or EVS;

(3) auto-coupled approach to below DH, with manual flare,

hover, landing and rollout;

(4) auto-coupled approach followed by auto-flare, hover, auto-landing and manual rollout; and

(5) auto-coupled approach followed by auto-flare, hover, auto-landing and auto- rollout, when the applicable RVR is less than 400 m.

PROCEDURES AND INSTRUCTIONS

(b) The operator should specify detailed operating procedures and

The IS-BAO requires operators to follow State approved operating procedures.



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instructions in the operations manual or procedures manual.

(1) The precise nature and scope of procedures and instructions given should depend upon the airborne equipment used and the flight deck procedures followed. The operator should clearly define flight crew member duties during take-off, approach, flare, hover, rollout and missed approach in the operations manual or procedures manual. Particular emphasis should be placed on flight crew responsibilities during transition from non-visual conditions to visual conditions, and on the procedures to be used in deteriorating visibility or when failures occur. Special attention should be paid to the distribution of flight deck duties so as to ensure that the workload of the pilot making the decision to land or execute a missed approach enables him/her to devote himself/herself to supervision and the decision making process.

(2) The instructions should be compatible with the limitations and mandatory procedures contained in the AFM and cover the following items in particular:

(i) checks for the satisfactory functioning of the aircraft equipment, both before departure and in flight;

(ii) effect on minima caused by changes in the status of the ground installations and airborne equipment;

(iii) procedures for the take-off, approach, flare, hover, landing, rollout and missed approach;

(iv) procedures to be followed in the event of failures, warnings to include HUD/HUDLS/EVS and other non-normal situations;


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(v) the minimum visual reference required;

(vi) the importance of correct seating and eye position;

(vii) action that may be necessary arising from a deterioration of the visual reference;

(viii) allocation of crew duties in the carrying out of the procedures according to (b)(2)(i) to (iv) and (vi), to allow the pilot-in- command/commander to devote himself/herself mainly to supervision and decision making;

(ix) the rule for all height calls below 200 ft to be based on the radio altimeter and for one pilot to continue to monitor the aircraft instruments until the landing is completed;

(x) the rule for the localiser sensitive area to be protected;

(xi) the use of information relating to wind velocity, wind shear, turbulence, runway contamination and use of multiple RVR assessments;

(xii) procedures to be used for:

(A) LTS CAT I; (B) OTS CAT II; (C) approach operations utilising EVS; and (D) practice approaches and landing on runways at

which the full CAT II or CAT III aerodrome procedures are not in force;

(xiii) operating limitations resulting from airworthiness certification; and


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(3) information on the maximum deviation allowed from the ILS glide path and/or localiser

SUBPART G - TRANSPORT OF DANGEROUS GOODS

AMC1 SPA.DG.105(a) Approval to transport dangerous goods TRAINING PROGRAMME

(a) The operator should indicate for the approval of the training programme how the training will be carried out. For formal training courses, the course objectives, the training programme syllabus/curricula and examples of the written examination to be undertaken should be included.

(b) Instructors should have knowledge of training techniques as well as in the field of transport of dangerous goods by air so that the subject is covered fully and questions can be adequately answered.

(c) Training intended to give general information and guidance may be by any means including handouts, leaflets, circulars, slide presentations, videos, computer-based training, etc., and may take place on-the-job or off-the-job. The person being trained should receive an overall awareness of the subject. This training should include a written, oral or computer-based examination covering all areas of the training programme, showing that a required minimum level of knowledge has been acquired.

(d) Training intended to give an in-depth and detailed appreciation of the whole subject or particular aspects of it should be by formal training courses, which should include a written examination, the successful passing of which will result in the issue of the proof of

IS-BAO GCOM Chapter 10 provides guidance on the transportation of dangerous goods. It notes that operators require an approval in accordance with the provisions of the ICAO Technical Instruction for the Safe Transport of Dangerous Goods or the IATA Dangerous Goods Regulations.

Operators must comply with SPA.DG 100 & 105 and should note this AMC.


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qualification. The course may be by means of tuition, as a self-study programme, or a mixture of both. The person being trained should gain sufficient knowledge so as to be able to apply the detailed rules of the Technical Instructions.

(e) Training in emergency procedures should include as a minimum:

(1) for personnel other than crew members:

(i) dealing with damaged or leaking packages; and

(ii) other actions in the event of ground emergencies arising from dangerous goods;

(2) for flight crew members:

(i) actions in the event of emergencies in flight occurring in the passenger compartment or in the cargo compartments; and

(ii) the notification to ATS should an in-flight emergency occur;

(3) for crew members other than flight crew members:

(i) dealing with incidents arising from dangerous

goods carried by passengers; or

(ii) dealing with damaged or leaking packages in flight. (f) Training should be conducted at intervals of no longer than 2 years.

AMC1 SPA.DG.105(b) Approval to transport dangerous goods

PROVISION OF INFORMATION IN THE EVENT OF AN IN-FLIGHT EMERGENCY

If an in-flight emergency occurs the pilot-in-command/commander

IS-BAO GCOM Chapter 10 provides guidance on the transportation of dangerous goods.


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should, as soon as the situation permits, inform the appropriate ATS unit of any dangerous goods carried as cargo on board the aircraft, as specified in the Technical Instructions.

AMC1 SPA.DG.110(a) Dangerous goods information and documentation INFORMATION TO THE PILOT-IN-COMMAND/COMMANDER

If the volume of information provided to the pilot-in-command/commander by the operator is such that it would be impracticable to transmit it in the event of an in-flight emergency, an additional summary of the information should also be provided, containing at least the quantities and class or division of the dangerous goods in each cargo compartment.


AMC1 SPA.DG.110(b) Dangerous goods information and documentation ACCEPTANCE OF DANGEROUS GOODS

(a) The operator should not accept dangerous goods unless:

(1) the package, overpack or freight container has been

inspected in accordance with the acceptance procedures in the Technical Instructions;

(2) they are accompanied by two copies of a dangerous goods transport document or the information applicable to the consignment is provided in electronic form, except when otherwise specified in the Technical Instructions; and

(3) the English language is used for:

(i) package marking and labelling; and

(ii) the dangerous

goods transport document,



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in addition to any other

language provision.

(b) The operator or his/her handling agent should use an acceptance checklist which allows for:

(1) all relevant details to be checked; and the recording of the results of the acceptance check by manual, mechanical or computerised means.