text: Annex to ED Decision 2014/016/R

text: SUMMARY OF ISSUE 2

text: SUMMARY OF ISSUE 2

text: SUBPART A — GENERAL REQUIREMENTS

text: Regulation (EC) No 216/2008

text: of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing

text: Council Directive 91/670/EEC

text: Regulation (EC) No 1592/2002

text: and Directive

text: . OJ L 79, 19.3.2008, p. 1, as amended by

text: Regulation (EC) No 1108/2009

text: of the European Parliament and of the Council of 21 October 2009, OJ L 309, 24.11.2009, p. 51.

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: http://www.caa.co.uk/docs/33/CAP%20789.pdf. http://www.caa.co.uk/docs/33/CAPAP2003_04.PDF.

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: OJ L 295, 12.11.2010, p. 35.

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART A — GENERAL REQUIREMENTS

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: *: 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.

text: SUBPART B — OPERATIONAL PROCEDURES

text: 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.

text: *: 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.

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART B — OPERATIONAL PROCEDURES

text: SUBPART C — AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS

text: SUBPART D — INSTRUMENTS, DATA AND EQUIPMENT

text: Commission Regulation (EU) No 748/2012 of 3 August 2012

text: laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations, OJ L 224, 21.8.2012, p. 1.

text: SUBPART E — SPECIFIC REQUIREMENTS

text: SUBPART E — SPECIFIC REQUIREMENTS

text: SUBPART E — SPECIFIC REQUIREMENTS

text: SUBPART E — SPECIFIC REQUIREMENTS

text: Haz ref: A unique number for hazards, e.g., for use in a database

text: SUBPART E — SPECIFIC REQUIREMENTS

text: TM ref: A unique number for the treatment method

text: L: Likelihood (probability)

text: C: Consequence

text: Ref Operation / Ref Generic Ref Accidental Treatment L C Monitoring Procedure hazard event / control

text: L: Likelihood (probability)

text: SUBPART E — SPECIFIC REQUIREMENTS

text: C: Consequence

text: SUBPART E — SPECIFIC REQUIREMENTS

identifier: AMC & GM to Part-NCO — Issue 2

beslut: ED Decision 2014/016/R

title: AMC & GM to Part-NCO — Issue 2

text: European Aviation Safety Agency

text: Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-NCO

text: Consolidated version — Issue 2 24 April 2014

text: For the date of entry into force of this amendment, refer to Decision 2014/016/R in the Official Publication of the Agency.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Summary of Issue 2

text: 1) AMC1 NCO.GEN.105(c) was added 2) AMC1 NCO.GEN.155 was amended 3) AMC2 NCO.GEN.155 was amended 4) GM1 NCO.GEN.155 was amended 5) a new GM2 NCO.GEN.155 was added 6) GM1 NCO.POL.105 was amended 7) GM1 NCO.IDE.A.100(a) was amended 8) a new GM1 NCO.IDE.A.100(b) was added 9) GM1 NCO.IDE.A.100(b)&(c) was amended 10) AMC2 NCO.IDE.A.140 was amended 11) AMC2 NCO.IDE.A.170 was amended 12) AMC3 NCO.IDE.A.170 was amended 13) a new GM1 NCO.IDE.A.170 was added 14) AMC1 NCO.IDE.A.175 was amended 15) AMC1 NCO.IDE.A.180 was amended 16) GM1 NCO.IDE.A.195 was re-numbered as NCO.IDE.A.190 17) GM1 NCO.IDE.H.100(a) was amended 18) a new GM1 NCO.IDE.H.100(b) was added 19) GM1 NCO.IDE.H.100(b)&(c) was re-numbered as GM1 NCO.IDE.H.100(c) 20) in AMC1 NCO.IDE.H.120(a)(5) the title was amended 21) AMC2 NCO.IDE.H.140 was amended 22) AMC2 NCO.IDE.H.170 was amended 23) AMC3 NCO.IDE.H.170 was amended 24) a new GM1 NCO.IDE.H.170 was added 25) AMC1 NCO.IDE.H.175 was amended 26) a new AMC1 NCO.IDE.H.185 was added 27) GM1 NCO.IDE.S.100(a) was amended 28) a new GM1 NCO.IDE.S.100(b) was added 29) GM1 NCO.IDE.S.100(b)&(c) was re-numbered as GM1 NCO.IDE.S.100(c) 30) AMC1 NCO.IDE.S.115&NCO.IDE.S.120 was amended 31) AMC1 NCO.IDE.S.135(b) was amended 32) AMC3 NCO.IDE.S.135(b) was amended 33) a new GM1 NCO.IDE.S.135(b) was added 34) GM2 NCO.IDE.S.140 was amended 35) GM1 NCO.IDE.B.100(a) was amended

text: AMC/GM TO ANNEX VII (PART-NCO)

text: 36) a new GM1 NCO.IDE.B.100(b) was added 37) GM1 NCO.IDE.B.100(b)&(c) was re-numbered as GM1 NCO.IDE.B.100(c) 38) AMC1 NCO.IDE.B.110 was amended 39) a new GM1 NCO.IDE.B.115(b)(3) was added 40) in AMC1 NCO.IDE.B.125 the title was amended 41) AMC1 NCO.IDE.B.130(b) was amended 42) AMC3 NCO.IDE.B.130(b) was amended 43) a new GM1 NCO.IDE.B.130(b) was added 44) GM1 NCO.IDE.B.135 was re-numbered as GM1 NCO.IDE.B.130(d) 45) a new AMC1 NCO.IDE.B.140 (c)(1) was added 46) a new Subpart E – Specific requirements was added.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: : Rule

text: Part-NCO — AMC/GM

text: Subpart A — General requirements

text: GM1 NCO.GEN.105 Pilot-in-command responsibilities and authority

text: GENERAL In accordance with 1.c. of Annex IV to

text: Regulation (EC) No 216/2008

text: (essential requirements for air operations), the pilot-in-command is responsible for the operation and safety of the aircraft and for the safety of all passengers and cargo on board. This includes the following: (a) the safety of all passengers and cargo on board, as soon as he/she arrives on board, until he/she leaves the aircraft at the end of the flight; and (b) the operation and safety of the aircraft: (1) for aeroplanes, from the moment it is first ready to move for the purpose of flight until the moment it comes to rest at the end of the flight and the engine(s) used as primary propulsion unit(s) is/are shut down; (2) for helicopters, from the moment the engine(s) are started until the helicopter comes to rest at the end of the flight with the engine(s) shut down and the rotor blades stopped; (3) for sailplanes, from the moment the launch procedure is started until the aircraft comes to rest at the end of the flight; or (4) for balloons, from the moment the inflating of the envelope is started until the envelope is deflated.

text: GM1 NCO.GEN.105(a)(8) Pilot-in-command responsibilities and authority

text: RECORDING UTILISATION DATA Where an aircraft conducts a series of flights of short duration — such as a helicopter doing a series of lifts — and the aircraft is operated by the same pilot-in-command, the utilisation data for the series of flights may be recorded in the aircraft technical log or journey log as a single entry.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.GEN.105(c) Pilot-in-command responsibilities and authority

text: CHECKLISTS (a) The pilot-in-command should use the latest checklists provided by the manufacturer. (b) If checks conducted prior to take-off are suspended at any point, the pilot-incommand should re-start them from a safe point prior to the interruption.

text: GM1 NCO.GEN.105(d) Pilot-in-command responsibilities and authority

text: 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; (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.

text: AMC1 NCO.GEN.105(e) Pilot-in-command responsibilities and authority

text: 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.

text: GM1 NCO.GEN.106(b) Pilot-in-command responsibilities and authority — balloons

text: PROTECTIVE CLOTHING Protective clothing includes: (a) long sleeves and trousers preferably made out of natural fibres; (b) stout footwear; and

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (c) gloves.

text: GM1 NCO.GEN.115(b)(4) Taxiing of aeroplanes

text: SKILLS AND KNOWLEDGE The person designated by the operator to taxi an aeroplane should possess the following skills and knowledge: (a) positioning of the aeroplane to ensure safety when starting engine; (b) getting ATIS reports and taxi clearance, where applicable; (c) interpretation of airfield markings/lights/signals/indicators; (d) interpretation of marshalling signals, where applicable; (e) identification of suitable parking area; (f) maintaining lookout and right-of-way rules and complying with ATC or marshalling instructions when applicable; (g) avoidance of adverse effect of propeller slipstream or jet wash on other aeroplanes, aerodrome facilities and personnel; (h) inspection of taxi path when surface conditions are obscured; (i) communication with others when controlling an aeroplane on the ground; (j) interpretation of operational instructions; (k) reporting of any problem that may occur while taxiing an aeroplane; and (l) adapting the taxi speed in accordance with prevailing aerodrome, traffic, surface and weather conditions.

text: GM1 NCO.GEN.120 Rotor engagement

text: INTENT OF THE RULE (a) The following two situations where it is allowed to turn the rotor under power should be distinguished: (1) for the purpose of flight, this is described in the implementing rule; (2) for maintenance purposes. (b) Rotor engagement for the purpose of flight: it should be noted that the pilot should not leave the control when the rotors are turning. For example, the pilot is not allowed to get out of the aircraft in order to welcome passengers and adjust their seat belts with the rotors turning. (c) Rotor engagement for the purpose of maintenance: the implementing rule, however, should not prevent ground runs being conducted by qualified personnel other than pilots for maintenance purposes. The following conditions should be applied: (1) The operator should ensure that the qualification of personnel, other than pilots, who are authorised to conduct maintenance runs is described in the appropriate manual.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (2) Ground runs should not include taxiing the helicopter. (3) There should be no passengers on board. (4) Maintenance runs should not include collective increase or auto pilot engagement (risk of ground resonance).

text: GM1 NCO.GEN.125 Portable electronic devices

text: DEFINITIONS (a) Definition and categories of PEDs PEDs are any kind of electronic device, typically but not limited to consumer electronics, brought on board the aircraft by crew members, passengers, or as part of the cargo and that are not included in the approved aircraft configuration. All equipment that is able to consume electrical energy falls under this definition. The electrical energy can be provided from internal sources as batteries (chargeable or non-rechargeable) or the devices may also be connected to specific aircraft power sources. PEDs fall into two categories: (1) Non-intentional transmitters can non-intentionally radiate RF transmissions. This category includes, but is not limited to, computing equipment, cameras, radio receivers, audio and video reproducers, electronic games and toys. In addition, portable, non-transmitting devices provided to assist crew members in their duties are included in this category. The category is identified as PED. (2) Intentional transmitters can radiate RF transmissions on specific frequencies as part of their intended function. In addition, they may radiate nonintentional transmissions like any PED. The term ‘transmitting PED’ (T-PED) is used to identify the transmitting capability of the PED. Intentional transmitters are transmitting devices such as RF-based remote control equipment, which may include some toys, two-way radios (sometimes referred to as private mobile radio), mobile phones of any type, satellite phones, computer with mobile phone data connection, wireless fidelity (WIFI) or Bluetooth capability. After deactivation of the transmitting capability, e.g. by activating the so-called ‘flight mode’ or ‘flight safety mode’, the T-PED remains a PED having non-intentional emissions. (b) Definition of the switched-off status Many PEDs are not completely disconnected from the internal power source when switched off. The switching function may leave some remaining functionality e.g. data storage, timer, clock, etc. These devices can be considered switched off when in the deactivated status. The same applies for devices having no transmit capability and operated by coin cells without further deactivation capability, e.g. wrist watches.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: GM2 NCO.GEN.125 Portable electronic devices

text: GENERAL (a) PEDs can pose a risk of interference with electronically operated aircraft systems. Those systems could range from the electronic engine control, instruments, navigation or communication equipment, autopilots to any other type of avionic equipment on the aircraft. The interference can result in on-board systems malfunctioning or providing misleading information and communication disturbance. These can also lead to an increased workload for the flight crew. (b) Interference may be caused by transmitters being part of the PED’s functionality or by unintentional transmissions from the PED. Due to the likely proximity of the PED to any electronically operated aircraft system and the generally limited shielding found in small aircraft, the risk of interference is to be considered higher than that for larger aircraft with metal airframes. (c) During certification of the aircraft, when qualifying the aircraft functions consideration may only have been made of short-term exposure to a high radiating field, with an acceptable mitigating measure being a return to normal function after removal of the threat. This certification assumption may not be true when operating the transmitting PED on board the aircraft. (d) It has been found that compliance with the electromagnetic compatibility (EMC) Directive

text: and related European standards, as indicated by the CE marking, is not sufficient to exclude the existence of interference. A well-known interference is the demodulation of the transmitted signal from GSM (global system for mobile communications) mobile phones leading to audio disturbances in other systems. Similar interferences are difficult to predict during the PED design and protecting the aircraft’s electronic systems against the full range of potential interferences is practically impossible. Therefore, not operating PEDs on board aircraft is the safest option, especially as effects may not be identified immediately but under the most inconvenient circumstances.

text: GM3 NCO.GEN.125 Portable electronic devices

text: FIRE CAUSED BY PED A detailed discussion of fire caused by PEDs can be found in CAA UK CAP 789 edition 2, chapter 31, section 6 Fires in the cabin caused by PEDs and CAA PAPER 2003/4, Dealing With In-Flight Lithium Battery Fires in Portable Electronic Devices, M.J. Lain, D.A. Teagle, J. Cullen, V. Dass .

text: AMC1 NCO.GEN.130 Information on emergency and survival equipment carried

text: CONTENT OF INFORMATION The information, compiled in a list, should include, as applicable: (a) the number, colour and type of life rafts and pyrotechnics,

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (b) details of emergency medical supplies and water supplies; and (c) the type and frequencies of the emergency portable radio equipment.

text: AMC1 NCO.GEN.135(a)(3) Documents, manuals and information to be carried

text: 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.

text: AMC1 NCO.GEN.135(a)(10) Documents, manuals and information to be carried

text: CURRENT AND SUITABLE AERONAUTICAL CHARTS (a) 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 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.

text: GM1 NCO.GEN.135 Documents, manuals and information to be carried

text: GENERAL (a) In case of loss or theft of documents specified in NCO.GEN.135, the operation may continue until the flight reaches the base or a place where a replacement document can be provided. (b) 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.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: GM1 NCO.GEN.135(a)(1) Documents, manuals and information to be carried

text: AFM OR EQUIVALENT DOCUMENT ‘Aircraft flight manual (AFM), or equivalent document’ means the flight manual for the aircraft or other documents containing information required for the operation of the aircraft within the terms of its certificate of airworthiness. AIRCRAFT FLIGHT MANUAL (AFM) — BALLOONS At least the operating limitations, normal and emergency procedures should be available to the pilot during operation by providing the specific sections of the AFM or by other means (e.g. placards, quick reference cards) that effectively accomplish the purpose.

text: GM1 NCO.GEN.135(a)(8) Documents, manuals and information to be carried

text: JOURNEY LOG OR EQUIVALENT ’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.

text: GM1 NCO.GEN.135(a)(11) Documents, manuals and information to be carried

text: 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 are those contained in the International Civil Aviation Organisation’s (ICAO) Annex 2.

text: GM1 NCO.GEN.135(a)(13) Documents, manuals and information to be carried

text: DOCUMENTS THAT MAY BE PERTINENT TO THE FLIGHT Any other documents that may be pertinent to the flight or required by the States concerned with the flight may include, for example, forms to comply with reporting requirements. STATES CONCERNED WITH THE FLIGHT The States concerned are those of origin, transit, overflight and destination of the flight.

text: AMC1 NCO.GEN.140(d) Transport of dangerous goods

text: DANGEROUS GOODS ACCIDENT AND INCIDENT REPORTING (a) Any type of dangerous goods incident or accident, 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 crew member

text: AMC/GM TO ANNEX VII (PART-NCO)

text: 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 3. 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; (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; (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:

text: DANGEROUS GOODS OCCURRENCE REPORT DGOR No:

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

text: AMC/GM TO ANNEX VII (PART-NCO)

text: 4. Flight date:

text: 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 15. Subsidiary risk(s): 16. Packing 17. Category (Class 7 (when known): group: only): 18. Type of 19. Packaging specification 20. No of 21. Quantity (or packaging: marking: packages: transport index, if applicable): 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)

text: AMC/GM TO ANNEX VII (PART-NCO)

text: 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

text: Regulation (EU) No 996/2010

text: of the European Parliament and of the Council .

text: 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.

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

text: 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 NCO.GEN.140(d).

text: 5. Providing it is safe to do so, all dangerous goods, packaging, documents, etc. relating to the occurrence should be retained until after the initial report has been sent to the authorities identified in NCO.GEN.140(d), and they have indicated whether or not these should continue to be retained.

text: GM1 NCO.GEN.140(a) Transport of dangerous goods

text: GENERAL (a) The requirement to transport dangerous goods by air in accordance with the Technical Instructions is irrespective of whether: (1) the flight is wholly or partly within or wholly outside the territory of a State; or (2) an approval to carry dangerous goods in accordance with Annex V (Part- SPA), Subpart G is held. (b) The Technical Instructions provide that in certain circumstances dangerous goods, which are normally forbidden on an aircraft, may be carried. These circumstances include cases of extreme urgency or when other forms of transport are inappropriate or when full compliance with the prescribed requirements is contrary to the public interest. In these circumstances all the States concerned may grant exemptions from the provisions of the Technical Instructions provided that an overall level of safety that is at least equivalent to that provided by the Technical Instructions is achieved. Although exemptions are most likely to be granted for the carriage of dangerous goods that are not permitted in normal circumstances, they may also be granted in other circumstances, such as when the packaging to be used is not provided for by the appropriate packing method or the quantity in the packaging is greater than that permitted. The Technical Instructions also make provision for some dangerous goods to be carried when an approval has been granted only by the State of origin and the competent authority. (c) When an exemption is required, the States concerned are those of origin, transit, overflight and destination of the consignment and that of the operator. For the State of overflight, if none of the criteria for granting an exemption are relevant,

text: AMC/GM TO ANNEX VII (PART-NCO)

text: an exemption may be granted based solely on whether it is believed that an equivalent level of safety in air transport has been achieved. (d) The Technical Instructions provide that exemptions and approvals are granted by the ‘appropriate national authority’, which is intended to be the authority responsible for the particular aspect against which the exemption or approval is being sought. The operator should ensure that all relevant conditions on an exemption or approval are met. (e) The exemption or approval referred to in (b) to (d) is in addition to the approval required by Annex V (Part-SPA), Subpart G.

text: AMC1 NCO.GEN.150 Journey log

text: GENERAL (a) The aircraft journey log, or equivalent, should include the following items, where applicable: (1) aircraft nationality and registration; (2) date; (3) name of crew member(s); (4) duty assignments of crew members, if applicable; (5) place of departure; (6) place of arrival; (7) time of departure; (8) time of arrival; (9) hours of flight; (10) nature of flight; (11) incidents and observations (if any); and (12) signature of the pilot-in-command. (b) The information or parts thereof may be recorded in a form other than on printed paper. Accessibility, usability and reliability should be assured.

text: AMC1 NCO.GEN.155 Minimum equipment list

text: CONTENT AND APPROVAL OF THE MEL (a) When an MEL is established, the operator should amend the MEL after any applicable change to the MMEL within the acceptable timescales. 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; (3) reduced timescales for the implementation of safety-related amendments may be required by the Agency and/or the competent authority.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (b) An acceptable timescale for notifying the amended MEL to the competent authority is 90 days from the effective date specified in the approved change to the MMEL. (c) In addition to the list of items and related dispatch conditions, the MEL should contain: (1) a preamble, including guidance and definitions for flight crew members and maintenance personnel using the MEL. The MEL preamble should: (i) reflect the content of the MMEL preamble as applicable to the MEL scope and extent; (ii) contain terms and definitions used in the MEL; (iii) contain any other relevant specific information for the MEL scope and use that is not originally provided in the MMEL; (iv) provide guidance on how to identify the origin of a failure or malfunction to the extent necessary for appropriate application of the MEL; (v) provide guidance on the management of multiple unserviceabilities, based on the guidance given in the MMEL; and (vi) provide guidance on placarding of inoperative items to inform crew members of equipment condition as appropriate. In particular, when such items are accessible to the crew during flight, the control(s) and indicator(s) related to inoperative unit(s) should be clearly placarded. (2) the revision status of the MMEL upon which the MEL is based and the revision status of the MEL; (3) the scope, extent and purpose of the MEL; (4) operational and maintenance procedures as part of the MEL or by means of reference to another appropriate document, based on the operational and maintenance procedures referenced in the MMEL; and (4) the dispatch conditions associated with flights conducted in accordance with special approvals held by the operator in accordance with Part-SPA. (d) The operator should: (1) establish rectification intervals for each inoperative instrument, item of equipment or function listed in the MEL. The rectification interval in the MEL should not be less restrictive than the corresponding rectification interval in the MMEL. The definitions and categories of rectification intervals are provided in CS-MMEL as well as in CS-GEN-MMEL; and (2) establish an effective rectification programme. (e) The operator should establish the operational and maintenance procedures referenced in the MEL, taking into account the operational and maintenance procedures referenced in the MMEL. These procedures should be part of the operator’s manuals or the MEL. (f) The operator should amend the operational and maintenance procedures referenced in the MEL after any applicable change to the operational and maintenance procedures referenced in the MMEL. (g) Unless otherwise specified in the MEL, the operator should complete:

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (1) the operational procedures referenced in the MEL when planning for and/or operating with the listed item inoperative; and (2) the maintenance procedures referenced in the MEL prior to operating with the listed item inoperative.

text: AMC2 NCO.GEN.155 Minimum equipment list

text: FORMAT OF THE MEL The MEL format, the presentation of MEL items and dispatch conditions should: (a) reflect those of the MMEL; (b) follow the ATA 100/2200 Specification numbering system for MEL items; and (c) when different from (a) and (b), be clear and unambiguous.

text: AMC3 NCO.GEN.155 Minimum equipment list

text: 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 may refer to the MEL before any decision to continue the flight is taken.

text: AMC4 NCO.GEN.155 Minimum equipment list

text: 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. Modified maintenance procedures should be developed in accordance with the applicable airworthiness requirements. (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.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC5 NCO.GEN.155 Minimum equipment list

text: OPERATIONAL AND MAINTENANCE PROCEDURES — APPLICABLE CHANGES (a) 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: (1) the modified procedure is applicable to the operator’s MEL; and (2) the purpose of this change is to improve compliance with the intent of the associated MMEL dispatch condition. (b) An acceptable timescale for the amendments of maintenance and operating procedures, as defined in (a), should be 90 days from the date when the amended procedures referenced in the MMEL are made available. Reduced timescales for the implementation of safety-related amendments may be required if the competent authority consider it necessary.

text: GM1 NCO.GEN.155 Minimum equipment list

text: GENERAL (a) The Minimum Equipment List (MEL) is a document that lists the equipment that may be temporarily inoperative, subject to certain conditions, at the commencement of flight. This document is prepared by the operator for their own particular aircraft, taking account of their aircraft configuration and all those individual variables that cannot be addressed at MMEL level, such as operating environment, route structure, geographic location, aerodromes where spare parts and maintenance capabilities are available, etc. (b) The MMEL, as defined in the mandatory part of the operational suitability data established in accordance with

text: Regulation (EU) No 748/2012

text: , is developed in compliance with CS-MMEL or CS-GEN-MMEL. These certification specifications contain, among other, guidance intended to standardise the level of relief granted in MMELs, in particular for items that are subject to operational requirements. If an MMEL established as part of the operational suitability data is not available and items subject to operational requirements are listed in the available MMEL without specific relief or dispatch conditions but only with a reference to the operational requirements, the operator may refer to CS-MMEL or CS-GEN-MMEL guidance material, as applicable, to develop the relevant MEL content for such items.

text: GM2 NCO.GEN.155 Minimum equipment list

text: SCOPE OF THE MEL (a) Examples of special approvals in accordance with Part-SPA may be: (1) RVSM (2) LVO (b) When an aircraft has installed equipment which is not required for the operations conducted, the operator may wish to delay rectification of such items for an indefinite period. Such cases are considered to be out of the scope of the MEL, therefore modification of the aircraft is appropriate and deactivation, inhibition or

text: AMC/GM TO ANNEX VII (PART-NCO)

text: removal of the item should be accomplished by an appropriate approved modification procedure.

text: GM3 NCO.GEN.155 Minimum equipment list

text: PURPOSE OF THE MEL The MEL is an alleviating document having the purpose to identify the minimum equipment and conditions to operate safely an aircraft having inoperative equipment. Its purpose is not, however, to encourage the operation of aircraft with inoperative equipment. It is undesirable for aircraft to be dispatched with inoperative equipment and such operations are permitted only as a result of careful analysis of each item to ensure that the acceptable level of safety, as intended in the applicable airworthiness and operational requirements, is maintained. The continued operation of an aircraft in this condition should be minimised.

text: GM4 NCO.GEN.155 Minimum equipment list

text: OPERATIONAL AND MAINTENANCE PROCEDURES (a) Operational and maintenance procedures are an integral part of the compensating conditions needed to maintain an acceptable level of safety, enabling the competent authority to approve the MEL. (b) Normally, operational procedures are accomplished by the flight crew; however, other personnel may be qualified and authorised to perform certain functions. (c) Normally, maintenance procedures are accomplished by the maintenance personnel; however, other personnel may be qualified and authorised to perform certain functions in accordance with the applicable airworthiness requirements. (d) Operational and maintenance procedures, regardless of the document where they are contained, should be readily available for use when needed for the application of the MEL. (e) Unless specifically permitted by a maintenance procedure, an inoperative item may not be removed from the aircraft.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Subpart B — Operational procedures

text: GM1 NCO.OP.100 Use of aerodromes and operating sites

text: BALLOONS An adequate site is a site that the pilot-in-command considers to be satisfactory, taking account of the applicable performance requirements and site characteristics.

text: AMC1 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters TAKE-OFF OPERATIONS (a) General: (1) Take-off minima should be expressed as visibility (VIS) or runway visual range (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, it should be specified. (2) 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-incommand can determine that the visibility along the take-off runway/area is equal to or better than the required minimum. (3) 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.

text: AMC2 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters VISUAL APPROACH For a visual approach operation, the RVR should not be less than 800 m.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC3 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT (a) Non-precision approaches requiring a final approach fix (FAF) and/or missed approach point (MAPt) should not be conducted where a method of identifying the appropriate fix is not available. (b) A minimum RVR of 750 m should be used for CAT I approaches in the absence of centreline lines and/or touchdown zone lights. (c) Where approach lighting is partly unavailable, minima should take account of the serviceable length of approach lighting.

text: GM1 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters COMMERCIALLY AVAILABLE INFORMATION An acceptable method of selecting aerodrome operating minima is through the use of commercially available information.

text: GM2 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters VERTICAL PATH CONTROL Due consideration should be given to the selection of an appropriate technique for vertical path control on non-precision approaches (NPAs). Where appropriate instrumentation and/or facilities are available, a continuous descent final approach technique (CDFA) usually offers increased safety and a lower workload compared to a step-down approach.

text: GM3 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters CRITERIA FOR ESTABLISHING RVR/CMV (a) In order to qualify for the lowest allowable values of RVR/CMV specified in Table 3.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

text: AMC/GM TO ANNEX VII (PART-NCO)

text: are non-directional beacon (NDB), NDB/distance measuring equipment (DME), VHF 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.

text: GM4 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters 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 2 and Table 3.A but not greater than the maximum values specified in Table 3.A, where applicable. (b) The values in Table 2 should be derived from the formula below: required RVR/VIS (m) = [(DH/MDH (ft) x 0.3048) / tanα] – length of approach lights (m); where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 2 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 2 and Table 3.A. (d) An RVR of less than 750 m, as indicated in Table 2, 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);

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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 instrument landing system (ILS) should not be published as a restricted facility; and (3) for approach procedure with vertical guidance (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 2 may be used for HUDLS and auto-land operations if approved in accordance with SPA.LVO. (f) The visual aids should comprise standard runway day markings and approach and runway lights as specified in Table 1. 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 1. (h) For single-pilot operations, the minimum RVR/VIS should be calculated in accordance with the following additional criteria: (1) an RVR of less than 800 m, as indicated in Table 2, 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, microwave landing system (MLS) or GBAS landing system (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 2, 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.

text: Table 1: Approach lighting systems

text: Class of lighting Length, configuration and intensity of approach facility lights

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

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

text: AMC/GM TO ANNEX VII (PART-NCO)

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

text: Table 2: RVR/CMV vs. DH/MDH

text: DH or MDH Class of lighting facility

text: FALS IALS BALS NALS

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

text: ft RVR/CMV (m)

text: 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 1 600 361 - 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

text: AMC/GM TO ANNEX VII (PART-NCO)

text: DH or MDH Class of lighting facility

text: FALS IALS BALS NALS

text: ft RVR/CMV (m)

text: 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 3 200 701 - 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

text: AMC/GM TO ANNEX VII (PART-NCO)

text: DH or MDH Class of lighting facility

text: FALS IALS BALS NALS

text: ft RVR/CMV (m)

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

text: 1 201 and above 5 000 5 000 5 000 5 000

text: Table 3.A: CAT I, APV, NPA — aeroplanes Minimum and maximum applicable RVR/CMV (lower and upper cut-off limits)

text: Facility/conditions RVR/CMV Aeroplane category (m) A B C D

text: ILS, MLS, GLS, PAR, Min According to Table 2 GNSS/SBAS, GNSS/VNAV

text: Max 1 500 1 500 2 400 2 400

text: NDB, NDB/DME, VOR, Min 750 750 750 750 VOR/DME, LOC, LOC/DME, VDF, SRA, Max 1 500 1 500 2 400 2 400 GNSS/LNAV with a procedure that fulfils the criteria in GM3 NCO.OP.110 (a)(2)

text: For NDB, NDB/DME, VOR, Min 1 000 1 000 1 200 1 200 VOR/DME, LOC, LOC/DME, VDF, SRA, Max According to Table 2 if flown using the GNSS/LNAV: CDFA technique, otherwise an add-on of 200/400 m applies to the values in — not fulfilling the Table 2 but not to result in a value criteria in GM3 exceeding 5 000 m. NCO.OP.110 (a)(2), or — with a DH or MDH ≥ 1 200 ft

text: AMC/GM TO ANNEX VII (PART-NCO)

text: 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 2, 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.

text: Table 4.1.H: Onshore NPA minima

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

text: FALS IALS BALS NALS

text: 250 – 299 600 800 1 000 1 000

text: 300 – 449 800 1 000 1 000 1 000

text: 450 and above 1 000 1 000 1 000 1 000

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Table 4.2.H: Onshore CAT I minima

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

text: FALS IALS BALS NALS

text: 200 500 600 700 1 000

text: 201 – 250 550 650 750 1 000

text: 251 – 300 600 700 800 1 000

text: 301 and above 750 800 900 1 000

text: GM5 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY TO RVR/CMV

text: (a) A conversion from meteorological visibility to RVR/CMV should not be used:

text: (1) when reported RVR is available;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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. (c) For all other circumstances, Table 5 should be used.

text: Table 5: Conversion of reported meteorological visibility to RVR/CMV

text: Lighting elements in operation RVR/CMV = reported meteorological visibility x

text: Day Night

text: High intensity (HI) approach and runway 1.5 2.0 lights Any type of light installation other than 1.0 1.5 above No lights 1.0 not applicable

text: GM6 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters AIRCRAFT CATEGORIES (a) Aircraft categories should be based on the indicated airspeed at threshold (VAT), which is equal to the stalling speed (VSO) multiplied by 1.3 or where published 1-g (gravity) stall speed (VS1g) multiplied by 1.23 in the landing configuration at the maximum certified landing mass. If both VSO and VS1g are available, the higher resulting VAT should be used. (b) The aircraft categories specified in the Table 6 should be used.

text: Table 6: Aircraft categories corresponding to VAT values

text: Aircraft VAT category

text: A Less than 91 kt B from 91 to 120 kt C from 121 to 140 kt D from 141 to 165 kt

text: AMC/GM TO ANNEX VII (PART-NCO)

text: E from 166 to 210 kt

text: GM7 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: CONTINUOUS DESCENT FINAL APPROACH (CDFA) — AEROPLANES (a) Introduction (1) Controlled flight into terrain (CFIT) is a major hazard in aviation. Most CFIT accidents occur in the final approach segment of non-precision approaches; the use of stabilised-approach criteria on a continuous descent with a constant, predetermined vertical path is seen as a major improvement in safety during the conduct of such approaches. The following techniques are adopted as widely as possible, for all approaches. (2) The elimination of level flight segments at MDA close to the ground during approaches, and the avoidance of major changes in attitude and power/thrust close to the runway that can destabilise approaches, are seen as ways to reduce operational risks significantly. (3) The term CDFA has been selected to cover a flight technique for any type of NPA operation. (4) The advantages of CDFA are as follows: (i) the technique enhances safe approach operations by the utilisation of standard operating practices; (ii) the technique is similar to that used when flying an ILS approach, including when executing the missed approach and the associated missed approach procedure manoeuvre; (iii) the aeroplane attitude may enable better acquisition of visual cues; (iv) the technique may reduce pilot workload; (v) the approach profile is fuel efficient; (vi) the approach profile affords reduced noise levels; and (vii) the technique affords procedural integration with APV operations. (b) CDFA (1) Continuous descent final approach is defined in Annex I to the Regulation on Air operations. (2) An approach is only suitable for application of a CDFA technique when it is flown along a nominal vertical profile; a nominal vertical profile is not forming part of the approach procedure design, but can be flown as a continuous descent. The nominal vertical profile information may be published or displayed on the approach chart to the pilot by depicting the nominal slope or range/distance vs. height. Approaches with a nominal vertical profile are considered to be: (i) NDB, NDB/DME (non-directional beacon/distance measuring equipment); (ii) VOR (VHF omnidirectional radio range), VOR/DME;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (iii) LOC (localiser), LOC/DME; (iv) VDF (VHF direction finder), SRA (surveillance radar approach); and (v) GNSS/LNAV (global navigation satellite system/lateral navigation). (3) Stabilised approach (SAp) is defined in Annex I to the Regulation on Air operations. (i) The control of the descent path is not the only consideration when using the CDFA technique. Control of the aeroplane’s configuration and energy is also vital to the safe conduct of an approach. (ii) The control of the flight path, described above as one of the requirements for conducting an SAp, should not be confused with the path requirements for using the CDFA technique. (iii) The predetermined approach slope requirements for applying the CDFA technique are established by the following: (A) the published ‘nominal’ slope information when the approach has a nominal vertical profile; and (B) the designated final-approach segment minimum of 3 NM, and maximum, when using timing techniques, of 8 NM. (iv) An SAp will never have any level segment of flight at DA/H or MDA/H, as applicable. This enhances safety by mandating a prompt missed approach procedure manoeuvre at DA/H or MDA/H. (v) An approach using the CDFA technique will always be flown as an SAp, since this is a requirement for applying CDFA. However, an SAp does not have to be flown using the CDFA technique, for example a visual approach.

text: GM8 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters ONSHORE AERODROME DEPARTURE PROCEDURES — HELICOPTERS The cloud base and visibility should be such as to allow the helicopter to be clear of cloud at the take-off decision point (TDP), and for the pilot flying to remain in sight of the surface until reaching the minimum speed for flight in instrument meteorological conditions, as given in the AFM.

text: AMC1 NCO.OP.111 Aerodrome operating minima — NPA, APV, CAT I operations NPA FLOWN WITH THE CDFA TECHNIQUE When flying a non-precision approach operation using the CDFA technique, the pilot-incommand should ensure that when executing a missed approach, the initiation of the goaround is done at or above the DA/H to avoid flying below the MDA/H.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: GM1 NCO.OP.112 Aerodrome operating minima — circling operations with

text: aeroplanes

text: SUPPLEMENTAL INFORMATION (a) The purpose of this Guidance Material is to provide pilots with supplemental information regarding the application of aerodrome operating minima in relation to circling approaches. (b) Conduct of flight — general: (1) the MDH and obstacle clearance height (OCH) included in the procedure are referenced to aerodrome elevation; (2) the MDA is referenced to mean sea level; and (3) for these procedures, the applicable visibility is the meteorological visibility. (c) Instrument approach followed by visual manoeuvring (circling) without prescribed tracks: (1) When the aeroplane is on the initial instrument approach, before visual reference is stabilised, but not below MDA/H — the aeroplane should follow the corresponding instrument approach procedure until the appropriate instrument MAPt is reached. (2) At the beginning of the level flight phase at or above the MDA/H, the instrument approach track determined by radio navigation aids, RNAV, RNP or ILS, microwave landing system (MLS) or GBAS landing system (GLS) should be maintained until the pilot: (i) estimates that, in all probability, visual contact with the runway of intended landing or the runway environment will be maintained during the entire circling procedure; (ii) estimates that the aeroplane is within the circling area before commencing circling; and (iii) is able to determine the aeroplane’s position in relation to the runway of intended landing with the aid of the appropriate external references. (3) When reaching the published instrument MAPt and the conditions stipulated in (c)(2) are unable to be established by the pilot, a missed approach should be carried out in accordance with that instrument approach procedure. (4) After the aeroplane has left the track of the initial instrument approach, the flight phase outbound from the runway should be limited to an appropriate distance, which is required to align the aeroplane onto the final approach. Such manoeuvres should be conducted to enable the aeroplane: (i) to attain a controlled and stable descent path to the intended landing runway; and (ii) to remain within the circling area and in such a way that visual contact with the runway of intended landing or runway environment is maintained at all times. (5) Flight manoeuvres should be carried out at an altitude/height that is not less than the circling MDA/H.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (6) Descent below MDA/H should not be initiated until the threshold of the runway to be used has been appropriately identified. The aeroplane should be in a position to continue with a normal rate of descent and land within the touchdown zone. (d) Instrument approach followed by a visual manoeuvring (circling) with prescribed track: (1) The aeroplane should remain on the initial instrument approach procedure until one of the following is reached: (i) the prescribed divergence point to commence circling on the prescribed track; or (ii) the MAPt. (2) The aeroplane should be established on the instrument approach track determined by the radio navigation aids, RNAV, RNP, or ILS, MLS or GLS in level flight at or above the MDA/H at or by the circling manoeuvre divergence point. (3) If the divergence point is reached before the required visual reference is acquired, a missed approach should be initiated not later than the MAPt and completed in accordance with the initial instrument approach procedure. (4) When commencing the prescribed circling manoeuvre at the published divergence point, the subsequent manoeuvres should be conducted to comply with the published routing and published heights/altitudes. (5) Unless otherwise specified, once the aeroplane is established on the prescribed track(s), the published visual reference does not need to be maintained unless: (i) required by the State of the aerodrome; or (ii) the circling MAPt (if published) is reached. (6) If the prescribed circling manoeuvre has a published MAPt and the required visual reference has not been obtained by that point, a missed approach should be executed in accordance with (e)(2) and (e)(3). (7) Subsequent further descent below MDA/H should only commence when the required visual reference has been obtained. (8) Unless otherwise specified in the procedure, final descent should not be commenced from MDA/H until the threshold of the intended landing runway has been identified and the aeroplane is in a position to continue with a normal rate of descent to land within the touchdown zone. (e) Missed approach: (1) Missed approach during the instrument procedure prior to circling: (i) if the missed approach is required to be flown when the aeroplane is positioned on the instrument approach track defined by radio navigation aids, RNAV, RNP or ILS, MLS or GLS and before commencing the circling manoeuvre, the published missed approach for the instrument approach should be followed; or

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (ii) if the instrument approach procedure is carried out with the aid of an ILS, MLS or a stabilised approach (SAp), the MAPt associated with an ILS or MLS procedure without glide path (GP-out procedure) or the SAp, where applicable, should be used. (2) If a prescribed missed approach is published for the circling manoeuvre, this overrides the manoeuvres prescribed below. (3) If visual reference is lost while circling to land after the aeroplane has departed from the initial instrument approach track, the missed approach specified for that particular instrument approach should be followed. It is expected that the pilot will make an initial climbing turn toward the intended landing runway to a position overhead of the aerodrome where the pilot will establish the aeroplane in a climb on the instrument missed approach segment. (4) The aeroplane should not leave the visual manoeuvring (circling) area, which is obstacle protected, unless: (i) established on the appropriate missed approach procedure; or (ii) at minimum sector altitude (MSA). (5) All turns should be made in the same direction and the aeroplane should remain within the circling protected area while climbing either: (i) to the altitude assigned to any published circling missed approach manoeuvre if applicable; (ii) to the altitude assigned to the missed approach of the initial instrument approach; (iii) to the MSA; (iv) to the minimum holding altitude (MHA) applicable for transition to a holding facility or fix, or continue to climb to an MSA; or (v) as directed by ATS. When the missed approach procedure is commenced on the ‘downwind’ leg of the circling manoeuvre, an ‘S’ turn may be undertaken to align the aeroplane on the initial instrument approach missed approach path, provided the aeroplane remains within the protected circling area. The pilot-in-command should be responsible for ensuring adequate terrain clearance during the above-stipulated manoeuvres, particularly during the execution of a missed approach initiated by ATS. (6) Because the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aeroplane on the prescribed missed approach course, depending on its position at the time visual reference is lost. In particular, all turns are to be in the prescribed direction if this is restricted, e.g. to the west/east (left or right hand) to remain within the protected circling area. (7) If a missed approach procedure is published for a particular runway onto which the aeroplane is conducting a circling approach and the aeroplane has commenced a manoeuvre to align with the runway, the missed approach for this direction may be accomplished. The ATS unit should be informed of the

text: AMC/GM TO ANNEX VII (PART-NCO)

text: intention to fly the published missed approach procedure for that particular runway. (8) The pilot-in-command should advise ATS when any missed approach procedure has been commenced, the height/altitude the aeroplane is climbing to and the position the aeroplane is proceeding towards and/or heading the aeroplane is established on.

text: AMC1 NCO.OP.130 Passenger briefing

text: GENERAL (a) Except for sailplanes and balloons, the briefing should include the locations and use of seat belts and if applicable: (1) emergency exits; (2) passenger emergency briefing cards; (3) life-jackets; (4) oxygen dispensing equipment; (5) life rafts; and (6) other emergency equipment provided for individual passenger use. (b) The briefing should also include the location and general manner of use of the principal emergency equipment carried for collective use. SAILPLANES (c) The briefing should include the locations and use of seat belts and if applicable: (1) emergency canopy opening; (2) use of the parachute; (3) oxygen dispensing equipment; (4) passenger emergency briefing cards; and (5) other emergency equipment provided for individual passenger use. BALLOONS (d) Passengers should be given a verbal briefing and demonstration about safety matters in such a way that the information is easily retained and reproduced during the landing and in the case of an emergency situation. (e) The briefing/demonstration should contain the following items: (1) use of landing hand-holds; (2) use of oxygen dispensing equipment; (3) other emergency equipment provided for individual passenger use, if applicable; (4) wearing of suitable clothing; (5) smoking regulations and the use of portable electronic devices; (6) stowage of baggage;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (7) importance to remain inside the basket at all times, particularly after landing; (8) landing positions to be assumed to minimise the effect of the impact upon an emergency landing; and (9) safe transport of the balloon on the ground after landing. (f) Part or all of the verbal briefing may be provided additionally by a safety briefing card on which pictorial instructions indicate the correct landing position. (g) Before take-off the correct landing position should be demonstrated. (h) Before commencing the landing phase, passengers should be required to practice the correct landing position.

text: AMC1 NCO.OP.145 Refuelling with passengers embarking, on board or disembarking

text: OPERATIONAL PROCEDURES If passengers are on board when refuelling with other than aviation gasoline (AVGAS), wide-cut type fuel or a mixture of these types of fuel, the following precautions should be taken: (a) the pilot-in-command should remain at a location during fuelling operations with passengers on board which allows him to handle emergency procedures concerning fire protection and fire-fighting and initiate and direct an evacuation; (b) personnel and passengers should be warned that refuelling will take place; (c) passengers should be instructed to unfasten their seat belts and refrain from smoking; and (d) if the presence of fuel vapour is detected inside the aircraft, or any other hazard arises during refuelling, fuelling should be stopped immediately.

text: AMC1 NCO.OP.150 Carriage of passengers

text: CARRIAGE OF CHILDREN AND PERSONS WITH REDUCED MOBILITY — BALLOONS The pilot-in-command may exclude children and/or persons with reduced mobility (PRM)s from transportation in a balloon, when: (a) their presence may impede: (1) the crew in their duties; (2) access to emergency equipment; or (3) the emergency evacuation of the balloon; and/or (b) those persons are: (1) unable to take a proper brace position; or (2) smaller than the inner height of the basket wall.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.OP.160 Meteorological conditions

text: APPLICATION OF AERODROME FORECASTS (TAF & TREND) — AEROPLANES AND HELICOPTERS Where a terminal area forecast (TAF) or meteorological aerodrome or aeronautical report (METAR) with landing forecast (TREND) is used as forecast, the following criteria should be used: (a) From the start of a TAF validity period up to the time of applicability of the first subsequent 'FM...' or 'BECMG' or, if no 'FM' or ‘BECMG' is given, up to the end of the validity period of the TAF, the prevailing weather conditions forecast in the initial part of the TAF should be applied. (b) From the time of observation of a METAR up to the time of applicability of the first subsequent 'FM...' or 'BECMG' or, if no 'FM' or ‘BECMG' is given, up to the end of the validity period of the TREND, the prevailing weather conditions forecast in the METAR should be applied. (c) Following FM (alone) or BECMG AT, any specified change should be applied from the time of the change. (d) Following BECMG (alone), BECMG FM, BECMG TL, BECMG FM TL: (1) in the case of deterioration, any specified change should be applied from the start of the change; and (2) in the case of improvement, any specified change should be applied from the end of the change. (e) In a period indicated by TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM TL, PROB30/40 (alone): (1) deteriorations associated with persistent conditions in connection with e.g. haze, mist, fog, dust/sandstorm, continuous precipitation should be applied; (2) deteriorations associated with transient/showery conditions in connection with short-lived weather phenomena, e.g. thunderstorms, showers may be ignored; and (3) improvements should in all cases be disregarded. (f) In a period indicated by PROB30/40 TEMPO: (1) deteriorations may be disregarded; and (2) improvements should be disregarded. Note: Abbreviations used in the context of this AMC are as follows: FM: from BECMG: becoming AT: at TL: till TEMPO: temporarily PROB: probability

text: AMC/GM TO ANNEX VII (PART-NCO)

text: GM1 NCO.OP.160 Meteorological conditions

text: CONTINUATION OF A FLIGHT — AEROPLANES AND HELICOPTERS In the case of in-flight re-planning, continuation of a flight refers to the point from which a revised flight plan applies.

text: GM2 NCO.OP.160 Meteorological conditions

text: EVALUATION OF METEOROLOGICAL CONDITIONS — AEROPLANES AND HELICOPTERS It is recommended that the pilot-in-command carefully evaluates the available meteorological information relevant to the proposed flight, such as applicable surface observations, winds, 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. The pilot-in-command also should continue to re-evaluate changing weather conditions.

text: GM1 NCO.OP.170(b) Ice and other contaminants — flight procedures KNOWN ICING CONDITIONS Known icing conditions are conditions where actual ice is observed visually to be on the aircraft by the pilot or identified by on-board sensors.

text: AMC1 NCO.OP.176 Take-off conditions — balloons

text: FACILITIES AT THE TAKE-OFF SITE At the balloon take-off site a means of assessing the wind direction and wind speed should be available to the pilot-in-command.

text: AMC1 NCO.OP.205 Approach and landing conditions — aeroplanes and

text: helicopters

text: LANDING DISTANCE/FATO SUITABILITY The in-flight determination of the landing distance/FATO suitability should be based on the latest available meteorological report.

text: AMC1 NCO.OP.210 Commencement and continuation of approach —

text: aeroplanes and helicopters

text: VISUAL REFERENCES FOR NPA, APV AND CAT I OPERATIONS (a) 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;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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.

text: GM1 NCO.OP.215 Operational limitations — hot-air balloons AVOIDANCE OF NIGHT LANDING The intent of rule is to ensure that when the balloon takes off during night, sufficient fuel is on board for landing under VFR by day. The risk of collision with overhead lines is considerable and cannot be overstated. The risk is considerably increased during night flights in conditions of failing light and visibility when there is increasing pressure to land. A number of incidents have occurred in the late evening in just such conditions, and may have been avoided had an earlier landing been planned. Night landings should therefore be avoided by taking appropriate measures, including a larger quantity of fuel and/or additional safety equipment.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Subpart C — Aircraft performance and operating limitations

text: GM1 NCO.POL.105 Weighing

text: GENERAL (a) New aircraft that have been weighed at the factory may be placed into operation without reweighing if the mass records and, except for balloons, 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) For aircraft other than balloons, the mass and centre of gravity (CG) position 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 may be done by weighing the aircraft or by calculation. If the AFM requires to record changes to mass and CG position below these thresholds, or to record changes in any case, and make them known to the pilot-in-command, mass and CG position should be revised accordingly and made known to the pilot-in-command. (c) The initial empty mass for a balloon is the balloon empty mass determined by a weighing performed by the manufacturer of the balloon before the initial entry into service. (d) The mass of a balloon should be revised whenever the cumulative changes to the balloon empty mass due to modifications or repairs exceed ± 10 % of the initial empty mass. This may be done by weighing the balloon or by calculation.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Subpart D — Instruments, data and equipment

text: Section 1 — Aeroplanes

text: GM1 NCO.IDE.A.100(a) Instruments and equipment — general

text: APPLICABLE AIRWORTHINESS REQUIREMENTS The applicable airworthiness requirements for approval of instruments and equipment required by this Part are the following: (a)

text: Regulation (EU) No 748/2012

text: for aeroplanes registered in the EU; and (b) Airworthiness requirements of the State of registry for aeroplanes registered outside the EU.

text: GM1 NCO.IDE.A.100(b) Instruments and equipment — general

text: REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in NCO.IDE.A.100(b), should be checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

text: GM1 NCO.IDE.A.100(c) Instruments and equipment — general

text: NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT (a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with the applicable airworthiness requirements. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable airworthiness codes. (b) The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the aeroplane. Examples may be the following: (1) portable electronic flight bag (EFB);

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text: (2) portable electronic devices carried by crew members; and (3) non-installed passenger entertainment equipment.

text: GM1 NCO.IDE.A.110 Spare electrical fuses

text: FUSES A spare electrical fuse means a replaceable fuse in the flight crew compartment, not an automatic circuit breaker or circuit breakers in the electric compartments.

text: AMC1 NCO.IDE.A.120&NCO.IDE.A.125 Operations under VFR & operations

text: 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.

text: AMC2 NCO.IDE.A.120 Operations under VFR — flight and navigational

text: instruments and associated equipment

text: 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 NCO.IDE.A.120 (b)(1)(i), (b)(1)(ii) may be: (a) a turn and slip indicator; (b) a turn co-ordinator; or (c) both an attitude indicator and a slip indicator.

text: GM1 NCO.IDE.A.120 Operations under VFR — flight and navigational

text: instruments and associated equipment

text: SLIP INDICATION Aeroplanes should be equipped with a means of measuring and displaying slip.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: GM1 NCO.IDE.A.125 Operations under IFR — flight and navigational

text: instruments and associated equipment

text: ALTERNATE SOURCE OF STATIC PRESSURE Aeroplanes should be equipped with an alternate source of static pressure.

text: AMC1 NCO.IDE.A.120(a)(1)&NCO.IDE.A.125(a)(1) Operations under VFR &

text: operations under IFR — flight and navigational instruments and associated

text: equipment

text: MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING The means of measuring and displaying magnetic direction should be a magnetic compass or equivalent.

text: AMC1 NCO.IDE.A.120(a)(2)&NCO.IDE.A.125(a)(2) Operations under VFR &

text: equipment

text: MEANS OF MEASURING AND DISPLAYING THE TIME A means of measuring and displaying the time in hours, minutes and seconds may be a wrist watch capable of the same functions.

text: AMC1 NCO.IDE.A.120(a)(3)&NCO.IDE.A.125(a)(3) Operations under VFR

text: operations & operations under IFR — flight and navigational instruments and

text: associated equipment

text: CALIBRATION OF THE MEANS OF 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.

text: GM1 NCO.IDE.A.125(a)(3) Operations under IFR — flight and navigational

text: instruments and associated equipment

text: ALTIMETERS Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for aeroplanes operating above 10 000 ft.

text: AMC1 NCO.IDE.A.120(a)(4)&NCO.IDE.A.125(a)(4) Operations under VFR &

text: equipment

text: CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt).

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (b) In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below 2 000 kg, calibration in kilometres (km) per hour or in miles per hour (mph) is acceptable when such units are used in the AFM.

text: AMC1 NCO.IDE.A.120(c)&NCO.IDE.A.125(c) Operations under IFR — flight and

text: navigational instruments and associated equipment

text: 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.

text: AMC1 NCO.IDE.A.125(a)(9) Operations under IFR — flight and navigational

text: instruments and associated equipment

text: MEANS OF DISPLAYING OUTSIDE AIR TEMPERATURE (a) The means of displaying outside air temperature should be calibrated in degrees Celsius. (b) In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below 2 000 kg, calibration in degrees Fahrenheit is acceptable, when such unit is used in the AFM. (c) The means of displaying outside air temperature may be an air temperature indicator that provides indications that are convertible to outside air temperature.

text: AMC1 NCO.IDE.A.130 Terrain awareness warning system (TAWS)

text: 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.

text: GM1 NCO.IDE.A.130 Terrain awareness warning system (TAWS)

text: ACCEPTABLE STANDARD FOR TAWS An acceptable standard for Class A and Class B TAWS may be the applicable European Technical Standards Order (ETSO) issued by the Agency or equivalent.

text: AMC1 NCO.IDE.A.135 Flight crew interphone system

text: GENERAL (a) The flight crew interphone system should not be of a handheld type.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (b) 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 pilot’s head. Headset boom microphones should be of the noise cancelling type. (c) If the intention is to utilise noise cancelling earphones, the pilot-in-command 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.

text: GM1 NCO.IDE.A.135 Flight crew interphone system

text: HEADSET The term ‘headset’ includes any aviation helmet incorporating headphones and microphone worn by a flight crew member.

text: AMC1 NCO.IDE.A.140 Seats, seat safety belts, restraint systems and child restraint devices

text: 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 MOTOR VEHICLE SAFETY STANDARDS’; and (ii) ‘THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT’;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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. (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. (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 must not be installed such that the adult safety belt is secured over the infant. (e) Operation

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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.

text: AMC2 NCO.IDE.A.140 Seats, seat safety belts, restraint systems and child restraint devices

text: UPPER TORSO RESTRAINT SYSTEM The following systems are deemed to be compliant with the requirement for an upper torso restraint system: (a) A seat belt with a diagonal shoulder strap; (b) A restraint system having a seat belt and two shoulder straps that may be used independently; (c) A restraint system having a seat belt, two shoulder straps and additional straps that may be used independently. SEAT BELT A seat belt with diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for a seat belt (two anchorage points).

text: AMC1 NCO.IDE.A.145 First-aid kit

text: 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) bandages (assorted sizes), (2) burns dressings (large and small), (3) wound dressings (large and small), (4) adhesive dressings (assorted sizes), (5) antiseptic wound cleaner, (6) safety scissors, (7) disposable gloves.

text: AMC2 NCO.IDE.A.145 First-aid kit

text: MAINTENANCE OF FIRST-AID KIT To be kept up-to-date, the first-aid kit should be: (a) inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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.

text: AMC1 NCO.IDE.A.150 Supplemental oxygen — pressurised aeroplanes

text: DETERMINATION OF OXYGEN (a) In the determination of the amount of oxygen for the routes to be flown, it is assumed that the aeroplane will descend in accordance with the emergency procedures specified in the AFM, without exceeding its operating limitations, 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, 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.

text: AMC1 NCO.IDE.A.155 Supplemental oxygen — non-pressurised aeroplanes

text: DETERMINATION OF OXYGEN (a) In the determination of the amount of oxygen for the routes to be flown, it is assumed that the aeroplane will operate at 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.

text: AMC1 NCO.IDE.A.165 Marking of break-in points

text: 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 adjacent markings.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.A.170 Emergency locator transmitter (ELT)

text: BATTERIES (a) All batteries used in ELTs or PLBs should be replaced (or recharged, if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour or in the following cases: (1) Batteries specifically designed for use in ELTs and having an airworthiness release certificate (EASA Form 1 or equivalent) should be replaced (or recharged, if the battery is rechargeable) before the end of their useful life in accordance with the maintenance instructions applicable to the ELT. (2) Standard batteries manufactured in accordance with an industry standard and not having an airworthiness release certificate (EASA Form 1 or equivalent), when used in ELTs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired. (3) All batteries used in PLBs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired. (4) The battery useful life (or useful life of charge) criteria in (1),(2) and (3) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals. (b) The new expiry date for a replaced (or recharged) battery should be legibly marked on the outside of the equipment.

text: AMC2 NCO.IDE.A.170 Emergency locator transmitter (ELT)

text: 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 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.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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.

text: AMC3 NCO.IDE.A.170 Emergency locator transmitter (ELT)

text: PLB TECHNICAL SPECIFICATIONS (a) A personal locator beacon (PLB) should have a built-in GNSS receiver with a cosmicheskaya sistyema poiska avariynich sudov — search and rescue satelliteaided tracking (COSPAS-SARSAT) type approval number. However, devices with a COSPAS-SARSAT number belonging to series 700 are excluded as this series of numbers identifies the special-use beacons not meeting all the technical requirements and all the tests specified by COSPAS-SARSAT. (b) Any PLB carried should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

text: AMC4 NCO.IDE.A.170 Emergency locator transmitter (ELT)

text: BRIEFING ON PLB USE When a PLB is carried by a passenger, he/she should be briefed on its characteristics and use by the pilot-in-command before the flight.

text: GM1 NCO.IDE.A.170 Emergency locator transmitter (ELT)

text: TERMINOLOGY (a) An ELT is a generic term describing equipment that broadcasts distinctive signals on designated frequencies and, depending on application, may be activated by impact or may be manually activated. (b) A PLB is an emergency beacon other than an ELT that broadcasts distinctive signals on designated frequencies, is standalone, portable and is manually activated by the survivors.

text: AMC1 NCO.IDE.A.175 Flight over water

text: ACCESSIBILITY OF LIFE-JACKETS The life-jacket, if not worn, should be accessible from the seat or berth of the person for whose use it is provided, with a safety belt or a restraint system fastened.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: MEANS OF ILLUMINATION FOR LIFE-JACKETS Each life-jacket or equivalent individual flotation device should be equipped with a means of electric illumination for the purpose of facilitating the location of persons. 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.

text: GM1 NCO.IDE.A.175 Flight over water

text: AMC1 NCO.IDE.A.180 Survival equipment

text: GENERAL (a) Aeroplanes operated across land areas in which search and rescue would be especially difficult should be equipped with the following: (1) signalling equipment to make the distress signals; (2) at least one ELT(S) or a PLB, carried by the pilot-in-command or a passenger; and (3) additional survival equipment for the route to be flown, taking account of the number of persons on board. (b) The additional survival equipment specified in (a)(3) does not need to be carried when the aeroplane remains within a distance from an area where search and rescue is not especially difficult, that corresponds to: (1) 120 minutes at one-engine-inoperative (OEI) cruising speed for aeroplanes capable of continuing the flight to an aerodrome with the critical engine(s) becoming inoperative at any point along the route or planned diversion routes; or (2) 30 minutes at cruising speed for all other aeroplanes.

text: AMC2 NCO.IDE.A.180 Survival equipment

text: ADDITIONAL SURVIVAL EQUIPMENT (a) The following additional survival equipment should be carried when required:

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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) If any item of equipment contained in the above list is already carried on board the aeroplane in accordance with another requirement, there is no need for this to be duplicated.

text: GM1 NCO.IDE.A.180 Survival equipment

text: SIGNALLING EQUIPMENT The signalling equipment for making distress signals is described in ICAO Annex 2, Rules of the Air.

text: GM2 NCO.IDE.A.180 Survival equipment

text: AREAS IN WHICH SEARCH AND RESCUE WOULD BE ESPECIALLY DIFFICULT The expression ‘areas in which search and rescue would be especially difficult’ should be interpreted, in this context, as meaning: (a) areas so designated by the competent authority responsible for managing search and rescue; or (b) areas that are largely uninhabited and where: (1) the authority referred to in (a) has not published any information to confirm whether search and rescue would be or would not be especially difficult; and (2) the authority referred to in (a) does not, as a matter of policy, designate areas as being especially difficult for search and rescue.

text: GM1 NCO.IDE.A.190 Radio communication equipment

text: APPLICABLE AIRSPACE REQUIREMENTS For aeroplanes being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation.

text: AMC1 NCO.IDE.A.195 Navigation equipment

text: NAVIGATION WITH VISUAL REFERENCE TO LANDMARKS Where aeroplanes, with the surface in sight, can proceed according to the ATS flight plan by navigation with visual reference to landmarks, no additional equipment is needed to comply with NCO.IDE.A.195 (a)(1).

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.A.200 Transponder

text: GENERAL (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.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Section 2 — Helicopters

text: GM1 NCO.IDE.H.100(a) Instruments and equipment — general

text: Regulation (EU) No 748/2012

text: for helicopters registered in the EU; and (b) Airworthiness requirements of the State of registry for helicopters registered outside the EU.

text: GM1 NCO.IDE.H.100(b) Instruments and equipment — general

text: REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in NCO.IDE.H.100(b), should be checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

text: GM1 NCO.IDE.H.100(c) Instruments and equipment — general

text: NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT (a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with the applicable airworthiness requirements. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable airworthiness codes. (b) The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the helicopter. Examples may be the following: (1) portable electronic flight bag (EFB); (2) portable electronic devices carried by crew members; and (3) non-installed passenger entertainment equipment.

text: AMC1 NCO.IDE.H.115 Operating lights

text: LANDING LIGHT The landing light should be trainable, at least in the vertical plane, or optionally be an additional fixed light or lights positioned to give a wide spread of illumination.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.H.120&NCO.IDE.H.125 Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

text: 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 helicopter for the intended type of operation. (b) The means of measuring and indicating turn and 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.

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

text: AMC1 NCO.IDE.H.120(a)(2)&NCO.IDE.H.125(a)(2) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

text: AMC1 NCO.IDE.H.120(a)(3)&NCO.IDE.H.125(a)(3) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

text: GM1 NCO.IDE.H.125(a)(3) Operations under IFR — flight and navigational instruments and associated equipment

text: ALTIMETERS Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for helicopters operating above 10 000 ft.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.H.120(a)(4)&NCO.IDE.H.125(a)(4) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

text: CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt). (b) In the case of helicopters with an MCTOM below 2 000 kg, calibration in kilometres (km) per hour or in miles per hour (mph) is acceptable when such units are used in the AFM.

text: AMC1 NCO.IDE.H.120(a)(5) Operations under VFR — flight and navigational instruments and associated equipment

text: SLIP The means of measuring and displaying slip may be a slip string for operations under VFR.

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

text: STABILISED HEADING Stabilised direction should be achieved for VFR flights by a gyroscopic direction indicator, whereas for IFR flights, this should be achieved through a magnetic gyroscopic direction indicator.

text: AMC1 NCO.IDE.H.120(c)&NCO.IDE.H.125(c) Operations under VFR & Operations under IFR — flight and navigational instruments and associated equipment

text: AMC1 NCO.IDE.H.125(a)(9) Operations under IFR — flight and navigational instruments and associated equipment

text: MEANS OF DISPLAYING OUTSIDE AIR TEMPERATURE (a) The means of displaying outside air temperature should be calibrated in degrees Celsius. (b) In the case of helicopters with a maximum certified take-off mass (MCTOM) below 2 000 kg, calibration in degrees Fahrenheit is acceptable, when such unit is used in the AFM. (c) The means of displaying outside air temperature may be an air temperature indicator that provides indications that are convertible to outside air temperature.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.H.135 Flight crew interphone system

text: GENERAL (a) The flight crew interphone system should not be of a handheld type. (b) A headset consists of a communication device which 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 pilot’s head. Headset boom microphones should be of the noise cancelling type. (c) If the intention is to utilise noise cancelling earphones, the pilot-in-command 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.

text: GM1 NCO.IDE.H.135 Flight crew interphone system

text: AMC1 NCO.IDE.H.140 Seats, seat safety belts, restraint systems and child restraint devices

text: 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

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (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. (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. (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 must not be installed such that the adult safety belt is secured over the infant. (e) Operation

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC2 NCO.IDE.H.140 Seats, seat safety belts, restraint systems and child restraint devices

text: UPPER TORSO RESTRAINT SYSTEM The following systems are deemed to be compliant with the requirement for an upper torso restraint system: (a) a seat belt with a diagonal shoulder strap; (b) a restraint system having a seat belt and two shoulder straps that may be used independently; (c) a restraint system having a seat belt, two shoulder straps and additional straps that may be used independently. SEAT BELT A seat belt with diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for a seat belt (two anchorage points).

text: AMC1 NCO.IDE.H.145 First-aid kit

text: AMC2 NCO.IDE.H.145 First-aid kit

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.H.155 Supplemental oxygen — non-pressurised helicopters

text: DETERMINATION OF OXYGEN The amount of oxygen should be determined on the basis of cabin pressure altitude 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 AFM.

text: AMC1 NCO.IDE.H.165 Marking of break-in points

text: AMC1 NCO.IDE.H.170 Emergency locator transmitter (ELT)

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (b) The new expiry date for a replaced (or recharged) battery should be legibly marked on the outside of the equipment.

text: AMC2 NCO.IDE.H.170 Emergency locator transmitter (ELT)

text: 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 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.

text: AMC3 NCO.IDE.H.170 Emergency locator transmitter (ELT)

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC4 NCO.IDE.H.170 Emergency locator transmitter (ELT)

text: GM1 NCO.IDE.H.170 Emergency locator transmitter (ELT)

text: AMC1 NCO.IDE.H.175 Flight over water

text: ACCESSIBILITY OF LIFE-JACKETS The life-jacket, if not worn, should be accessible from the seat or berth of the person for whose use it is provided, with a safety belt or a restraint system fastened. 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 helicopter. (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.

text: GM1 NCO.IDE.H.175 Flight over water

text: AMC1 NCO.IDE.H.180 Survival equipment

text: GENERAL Helicopters operated across areas in which search and rescue would be especially difficult should be equipped with the following: (a) signalling equipment to make the distress signals;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (b) at least one ELT(S) or a PLB, carried by the pilot-in-command or a passenger; and (c) additional survival equipment for the route to be flown taking account of the number of persons on board.

text: AMC2 NCO.IDE.H.180 Survival equipment

text: 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) If any item of equipment contained in the above list is already carried on board the helicopter in accordance with another requirement, there is no need for this to be duplicated.

text: GM1 NCO.IDE.H.180 Survival equipment

text: GM2 NCO.IDE.H.180 Survival equipment

text: AMC1 NCO.IDE.H.185 All helicopters on flights over water — ditching

text: EMERGENCY FLOTATION EQUIPMENT The same considerations of AMC1 NCC.IDE.H.231 should apply in respect of emergency flotation equipment.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.H.195 Navigation equipment

text: NAVIGATION WITH VISUAL REFERENCE TO LANDMARKS Where helicopters, with the surface in sight, can proceed according to the ATS flight plan by navigation with visual reference to landmarks, no additional equipment is needed to comply NCO.IDE.H.195(a)(1).

text: GM1 NCO.IDE.H.195 Navigation equipment

text: APPLICABLE AIRSPACE REQUIREMENTS For helicopters being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation.

text: AMC1 NCO.IDE.H.200 Transponder

text: GENERAL (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.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Section 3 — Sailplanes

text: GM1 NCO.IDE.S.100(a) Instruments and equipment — general

text: Regulation (EU) No 748/2012

text: for sailplanes registered in the EU; and (b) Airworthiness requirements of the State of registry for sailplanes registered outside the EU.

text: GM1 NCO.IDE.S.100(b) Instruments and equipment — general REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in NCO.IDE.S.100(b), should be checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

text: GM1 NCO.IDE.S.100(c) Instruments and equipment — general

text: NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT (a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with the applicable airworthiness requirements. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable airworthiness codes. (b) The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the sailplane. Examples may be portable electronic devices carried by crew members or passengers.

text: AMC1 NCO.IDE.S.115&NCO.IDE.S.120 Operations under VFR & cloud flying —

text: flight and navigational instruments

text: 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

text: AMC/GM TO ANNEX VII (PART-NCO)

text: of the installation should be approved during type certification of the sailplane for the intended type of operation. (b) The means of measuring and indicating turn and slip and sailplane attitude may be met by combinations of instruments, provided that the safeguards against total failure, inherent in the three separate instruments, are retained.

text: AMC1 NCO.IDE.S.115(a)(1)&NCO.IDE.S.120(a) Operations under VFR & cloud

text: flying — flight and navigational instruments MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING The means of measuring and displaying magnetic direction should be a magnetic compass or equivalent.

text: AMC1 NCO.IDE.S.115(a)(2)&NCO.IDE.S.120(b) Operations under VFR & cloud

text: flying — flight and navigational instruments MEANS OF MEASURING AND DISPLAYING THE TIME A means of measuring and displaying the time in hours, minutes and seconds may be a wrist watch capable of the same functions.

text: AMC1 NCO.IDE.S.115(a)(3)&NCO.IDE.S.120(c) Operations under VFR & cloud

text: flying — flight and navigational instruments CALIBRATION OF THE MEANS FOR MEASURING AND DISPLAYING PRESSURE ALTITUDE (a) 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. (b) Calibration in metres (m) is also acceptable.

text: AMC1 NCO.IDE.S.115(a)(4)&NCO.IDE.S.120(d) Operations under VFR & cloud

text: flying — flight and navigational instruments CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt). (b) Calibration in kilometres (km) per hour or in miles per hour (mph) is also acceptable.

text: AMC1 NCO.IDE.S.115(b)(2) Operations under VFR — flight and navigational

text: instruments

text: SLIP INDICATION The means of measuring and displaying slip may be a yaw string for operations under VFR.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: GM1 NCO.IDE.S.115(b) Operations under VFR — flight and navigational

text: instruments

text: CONDITIONS WHERE THE SAILPLANE CANNOT BE MAINTAINED IN A DESIRED ATTITUDE WITHOUT REFERENCE TO ONE OR MORE ADDITIONAL INSTRUMENTS Sailplanes operating in conditions where the sailplane cannot be maintained in a desired attitude without reference to one or more additional instruments means a condition that is still under VFR (under VMC) though where there is no external reference such as the natural horizon or a coastline, that would allow the attitude to be maintained. Such conditions may occur over water, a desert or snow-covered areas where the colour of the surface cannot be distinguished from the colour of the sky and therefore no external reference is available. Cloud flying is not considered to be one of these conditions.

text: AMC1 NCO.IDE.S.125 Seats and restraint systems

text: UPPER TORSO RESTRAINT SYSTEM (a) A seat belt with upper torso restraint system should have four anchorage points and should include shoulder straps (two anchorage points) and a seat belt (two anchorage points), which may be used independently. (b) A restraint system having five anchorage points is deemed to be compliant to the requirement for seat belt with upper torso restraint system with four anchorage points.

text: AMC1 NCO.IDE.S.135 Flight over water

text: GM1 NCO.IDE.S.135(a) Flight over water

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.S.135(b) Flight over water

text: AMC2 NCO.IDE.S.135(b) Flight over water

text: 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 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.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC3 NCO.IDE.S.135(b) Flight over water

text: AMC4 NCO.IDE.S.135(b) Flight over water

text: GM1 NCO.IDE.S.135(b) Flight over water

text: AMC1 NCO.IDE.S.140 Survival equipment

text: GENERAL Sailplanes operated across land areas in which search and rescue would be especially difficult should be equipped with the following:

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (a) signalling equipment to make the distress signals; (b) at least one ELT(S) or a PLB; and (c) additional survival equipment for the route to be flown taking account of the number of persons on board.

text: AMC2 NCO.IDE.S.140 Survival equipment

text: GM1 NCO.IDE.S.140 Survival equipment

text: GM2 NCO.IDE.S.140 Survival equipment

text: GM1 NCO.IDE.S.150 Navigation equipment

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.S.155 Transponder

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Section 4 — Balloons

text: GM1 NCO.IDE.B.100(a) Instruments and equipment — general

text: Regulation (EU) No 748/2012

text: for balloons registered in the EU; and (b) Airworthiness requirements of the state of registry for balloons registered outside the EU.

text: GM1 NCO.IDE.B.100(b) Instruments and equipment — general

text: REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in NCO.IDE.B.100(b), should be checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

text: GM1 NCO.IDE.B.100(c) Instruments and equipment — general

text: NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT (a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with the applicable airworthiness requirements. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable airworthiness codes. (b) The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the balloon. Examples may be portable electronic devices carried by crew members or passengers.

text: AMC1 NCO.IDE.B.110 Operating lights

text: ANTI-COLLISION LIGHTS An acceptable means of compliance is the anti-collision light required for free manned balloons certified for VFR at night in accordance with CS 31HB/GB. ILLUMINATION FOR INSTRUMENTS AND EQUIPMENT A means of providing adequate illumination to instruments and equipment essential to the safe operation of the balloon may be an independent portable light.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.IDE.B.115(a) Operations under VFR — flight and navigational instruments

text: MEANS OF DISPLAYING DRIFT DIRECTION The drift direction may be determined by using a map and reference to visual landmarks.

text: AMC1 NCO.IDE.B.115(b)(1) Operations under VFR — flight and navigational instruments

text: GM1 NCO.IDE.B.115(b)(2) Operations under VFR — flight and navigational instruments

text: MEANS OF MEASURING AND DISPLAYING VERTICAL SPEED The necessity of a vertical speed indicator depends on the balloon design. Some envelope shapes have a high drag and will therefore not develop a high ascent/descent speed. Such balloons usually do not require a vertical speed indicator. More slender envelope shapes such as special shape balloons may have a significantly lower drag. Their ascent/descent speed is usually limited to a certain value so that controllability of the balloon is maintained. To be able to stay within this limitation of the AFM, a vertical speed indicator is required for such balloons.

text: GM1 NCO.IDE.B.115(b)(3) Operations under VFR — flight and navigational instruments and associated equipment

text: MEANS OF MEASURING AND DISPLAYING PRESSURE ALTITUDE A means of measuring and displaying pressure altitude is needed when required by ATC, or by

text: Regulation (EU) 923/2012

text: , or when altitude needs to be checked for flights where oxygen is used, or the limitations in the AFM require to limit altitude and/or rate of climb/descent.

text: AMC1 NCO.IDE.B.120 First-aid kit

text: 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) bandages (assorted sizes), (2) burns dressings (large and small), (3) wound dressings (large and small), (4) adhesive dressings (assorted sizes),

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (5) antiseptic wound cleaner, (6) safety scissors, (7) disposable gloves.

text: AMC2 NCO.IDE.B.120 First-aid kit

text: MAINTENANCE OF FIRST-AID KIT 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.

text: AMC1 NCO.IDE.B.125 Hand fire extinguishers

text: CERTIFICATION SPECIFICATIONS The applicable certification specification for hot-air balloons should be CS-31HB or equivalent.

text: AMC1 NCO.IDE.B.130 Flight over water

text: MEANS OF ILLUMINATION FOR LIFE-JACKETS Each life-jacket or equivalent individual flotation device should be equipped with a means of electric illumination for the purpose of facilitating the location of persons. 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 balloon. (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.

text: AMC1 NCO.IDE.B.130(b) Flight over water

text: BATTERIES (a) All batteries used in ELTs or PLBs should be replaced (or recharged, if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour or in the following cases:

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC2 NCO.IDE.B.130(b) Flight over water

text: 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 which 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

text: AMC/GM TO ANNEX VII (PART-NCO)

text: 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.

text: AMC3 NCO.IDE.B.130(b) Flight over water

text: AMC4 NCO.IDE.B.130(b) Flight over water

text: GM1 NCO.IDE.B.130(b) Flight over water

text: GM1 NCO.IDE.B.130(d) Survival equipment

text: AMC1 NCO.IDE.B.135 Survival equipment

text: GENERAL Balloons operated across land areas in which search and rescue would be especially difficult should be equipped with the following:

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC2 NCO.IDE.B.135 Survival equipment

text: 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) If any item of equipment contained in the above list is already carried on board the balloon in accordance with another requirement, there is no need for this to be duplicated.

text: GM1 NCO.IDE.B.135 Survival equipment

text: AMC1 NCO.IDE.B.140(b)(3) Miscellaneous equipment

text: FIRE BLANKET A fire blanket should comply with EN 1869 or equivalent. The size should be at least 1.5 m x 2 m. Smaller sizes are not recommended as they cannot sufficiently cover the source of developing propane fire.

text: AMC1 NCO.IDE.B.140 (c)(1) Miscellaneous equipment

text: KNIFE The knife, hook knife or equivalent, should be capable of cutting any control line or handling rope that is accessible to the pilot-in-command or a crew member from the basket.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: GM1 NCO.IDE.B.145 Radio communication equipment

text: APPLICABLE AIRSPACE REQUIREMENTS For balloons being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation.

text: AMC1 NCO.IDE.B.150 Transponder

text: GENERAL (a) The secondary surveillance radar (SSR) transponders of balloons 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.

text: AMC/GM TO ANNEX VII (PART-NCO)

text: Subpart E — Specific requirements

text: Section 1 — General

text: AMC1 NCO.SPEC.100 Scope

text: CRITERIA The pilot-in-command should consider the following criteria to determine whether an activity falls within the scope of specialised operations: (a) the aircraft is flown close to the surface to fulfil the mission; (b) abnormal manoeuvres are performed; (c) special equipment is necessary to fulfil the mission and which affects the manoeuvrability of the aircraft; (d) substances are released from the aircraft during the flight where these substances are either harmful or affect the manoeuvrability of the aircraft; (e) external loads or goods are lifted or towed; or (f) persons enter or leave the aircraft during flight.

text: GM1 NCO.SPEC.100 Scope

text: LIST OF SPECIALISED OPERATIONS (a) Specialised operations include the following activities: (1) helicopter external loads operations; (2) helicopter survey operations; (3) human external cargo operations; (4) parachute operations and skydiving; (5) agricultural flights; (6) aerial photography flights; (7) glider towing; (8) aerial advertising flights; (9) calibration flights; (10) construction work flights, including stringing power line operations, clearing saw operations; (11) oil spill work; (12) avalanche mining operations; (13) survey operations, including aerial mapping operations, pollution control activity;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (14) news media flights, television and movie flights; (15) special events flights, including such as flying display, competition flights; (16) aerobatic flights; (17) animal herding and rescue flights and veterinary dropping flights; (18) maritime funeral operations; (19) scientific research flights (other than those under Annex II of Regulation 216/2008); and (20) cloud seeding. (b) For other operations, the pilot-in-command can apply the criteria specified in AMC1 NCO.SPEC.100 to determine whether an activity falls within the scope of specialised operations.

text: GM1 NCO.SPEC.105 Checklist

text: DEVELOPMENT OF CHECKLISTS For developing the checklist, the pilot-in-command should duly take into account at least the following items: (a) nature and complexity of the activity: (1) the nature of the flight and the risk exposure, e.g. low height; (2) the complexity of the activity taking into account the necessary pilot skills and level of experience, ground support, safety and individual protective equipment; (3) the operational environment and geographical area, e.g., congested hostile environment, mountainous areas, sea areas, or desert areas; (4) the result of the risk assessment and evaluation; (b) aircraft and equipment: (1) the category of aircraft to be used for the activity should be indicated, e.g. helicopter/aeroplane, single/multi-engined; (2) all equipment required for the activity should be listed; (c) crew members: (1) crew composition; (2) minimum crew experience and training provisions; and (3) recency provisions; (d) task specialists: (1) description of the task specialists’ function(s) (2) minimum crew experience and training provisions; and (3) recency provisions; (4) briefing;

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (e) aircraft performance: this chapter should detail the specific performance requirements to be applied, in order to ensure an adequate power margin; (f) normal procedures and emergency procedures: (1) operating procedures for the flight crew, including the coordination with task specialists; (2) ground procedures for the task specialists; (g) ground equipment: this chapter should detail the nature, number and location of ground equipment required for the activity; (h) records: it should be determined which records specific to these flight(s) are to be kept, such as task details, aircraft registration, pilot-in-command, flight times, weather and any remarks, including a record of occurrences affecting flight safety or the safety of persons or property on the ground.

text: GM2 NCO.SPEC.105 Checklists

text: TEMPLATE FORMS The following templates are examples, which could be used for developing checklist. (a) Template Form A — Risk assessment (RA)

text: Date: RA of Responsible: Purpose: Type of operation and brief description: Participants, working group: Preconditions, assumptions and simplifications: Data used: Description of the analysis method: External context:

text: AMC/GM TO ANNEX VII (PART-NCO)

text: • Regulatory requirements • Approvals • Environmental conditions (visibility, wind, turbulence, contrast, light, elevation, etc.; unless evident from the checklists) • Stakeholders and their potential interest

text: Internal context: • Type(s) of aircraft • Personnel and qualifications • Combination/similarity with other operations/SOPs • Other RA used/considered/plugged in

text: Existing barriers and emergency preparedness: Monitoring and follow up: Description of the risk: Risk evaluation: Conclusions: (b) Template Form B — Hazard identification (HI) Date: HI of Responsible: Phase of Haz Hazard / Cause / Current Further TM Comment operation ref accidental threat Treatment treatment ref event Measures required (TM)

text: AMC/GM TO ANNEX VII (PART-NCO)

text: (c) Template Form C — Mitigating measures

text: Date:…………….. RA of Responsible:………………………

text: Phase of Haz Hazard/ Current TM L C Further operation ref accident Treatment treatment ref al event Measures required (TM)/controls

text: (d) Template register A — Risk register

text: AMC/GM TO ANNEX VII (PART-NCO)

text: AMC1 NCO.SPEC.125 Safety briefing

text: TASK SPECIALISTS (a) Safety briefings should ensure that task specialists are familiar with all aspects of the operation, including their responsibilities. (b) Such briefings should include, as appropriate: (1) behaviour on the ground and in-flight, including emergency procedures; (2) procedures for boarding and disembarking; (3) procedures for loading and unloading the aircraft; (4) use of doors in normal and emergency operations; (5) use of communication equipment and hand signals; (6) precautions in case of a landing on sloping ground; and (7) in addition to the items listed from (b)(1) to (b)(6) before take-off: (i) location of emergency exits; (ii) restrictions regarding smoking; (iii) restrictions regarding the use of portable electronic equipment; and (iv) stowage of tools and hand baggage. (c) Briefings may be given as a verbal presentation or by issuing the appropriate procedures and instructions in written form. Before commencement of the flight, their understanding should be confirmed.

text: GM1 NCO.SPEC.175(c) Performance and operating criteria — helicopters

text: GENERAL (a) Even when the surface allows a hover in ground effect (HIGE), the likelihood of, for example, dust or blowing snow may necessitate hover out of ground effect (HOGE) performance. (b) Wind conditions on some sites, particularly downdraft in mountainous areas, may require a reduction in the helicopter mass in order to ensure that an out of ground effect hover can be achieved at the operational site in the conditions prevailing.

text: Section 2 — Helicopter external sling load operations (HESLO)

text: GM1 NCO.SPEC.HESLO.100 Checklist

text: REFERENCES The following references to the AMC and GM of Annex VIII (Part-SPO) provide further guidance for the development of checklists. (a) AMC1 SPO.SPEC.HESLO.100 provides a generic framework for the development of standard operating procedures (SOP) for HESLO operations. This AMC can be

text: AMC/GM TO ANNEX VII (PART-NCO)

text: regarded as a good practice example for developing the checklist for HESLO operations. (b) GM1 SPO.SPEC.HESLO.100 provides guidance for initial pilot training for HESLO types 1, 2, 3, 4 and 5.

text: Section 3 — Human external cargo operations (HEC)

text: GM1 NCO.SPEC.HEC.100 Checklist

text: REFERENCES AMC1 SPO.SPEC.HEC.100 of Annex VIII (Part-SPO) provides a generic framework for the development of SOP for HEC operations. This AMC can be regarded as a good practice example for developing the checklist for HEC operations.