identifier: AMC & GM to Part-SPO — Amendment 6

beslut: ED Decision 2016/012/R

title: AMC & GM to Part-SPO — Amendment 6

text: Annex III to ED Decision 2016/012/R ‘AMC and GM to Part-SPO — Amendment 6’

text: The Annex to Decision 2014/018/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. Sub-paragraph (d) of GM2 SPO.GEN.145(b) is amended as follows: (…) For the understanding of the terms used in AMC1 CAT.GEN.MPA.195(b) AMC1 SPO.GEN.145(b): (…) (d) ‘continuous monitoring for proper operation’ means for a flight recorder system, a combination of system monitors and/or built-in test functions which operates continuously in order to detect the following: (1) loss of electrical power supply to the flight recorder system; (2) failure of the equipment performing acquisition and processing; (3) failure of the recording medium and/or drive mechanism; and (4) failure of the recorder to store the data in the recording medium as shown by checks of the recorded data including, as reasonably practicable for the storage medium concerned, correct correspondence with the input data. However, detections by the continuous monitoring for proper operation do not need to be automatically reported to the flight crew compartment.

text: 2. A new AMC to sub-paragraph (f) of SPO.GEN.145 is introduced:

text: AMC1 SPO.GEN.145(f) Handling of flight recorder recordings: preservation, production, protection and use

text: USE OF CVR RECORDINGS FOR MAINTAINING OR IMPROVING SAFETY (a) The procedure related to the handling of cockpit voice recorder (CVR) recordings should be written in a document which should be signed by all parties (aircraft operator, crew members, maintenance personnel if applicable). This procedure should, as a minimum, define: (1) the method to obtain the consent of all crew members and maintenance personnel concerned;

text: (2) an access and security policy that restricts access to CVR recordings and identified CVR transcripts to specifically authorised persons identified by their position; (3) a retention policy and accountability, including the measures to be taken to ensure the security of the CVR recordings and CVR transcripts and their protection from misuse. The retention policy should specify the period of time after which CVR recordings and identified CVR transcripts are destroyed; and (4) a description of the uses made of the CVR recordings and of their transcripts. (b) Each time a CVR recording file is read out under the conditions defined by SPO.GEN.145(f)(1): (1) parts of the CVR recording file that contain information with a privacy content should be deleted to the extent possible, and it should not be permitted that the detail of information with a privacy content is transcribed; (2) the operator should retain, and when requested, provide to the competent authority: (i) information on the use made (or the intended use) of the CVR recording; and (ii) evidence that the persons concerned consented to the use made (or the intended use) of the CVR recording file. (c) The person who fulfils the role of a safety manager should also be responsible for the protection and the use of the CVR recordings and the CVR transcripts. (d) In case a third party is involved in the use of CVR recordings, contractual agreements with this third party should, when applicable, cover the aspects enumerated in (a) and (b).

text: 3. A new GM to sub-paragraph (f) of SPO.GEN.145 is introduced:

text: GM1 SPO.GEN.145(f) Handling of flight recorder recordings: preservation, production, protection and use

text: USE OF CVR RECORDINGS FOR MAINTAINING OR IMPROVING SAFETY (a) The CVR is primarily a tool for the investigation of accidents and serious incidents by investigating authorities. Misuse of CVR recordings is a breach of the right to privacy and it works against an effective safety culture inside the operator. (b) Therefore, the use of a CVR recording, when for purposes other than CVR serviceability or those laid down by

text: Regulation (EU) No 996/2010

text: , should be subject to the free prior consent of the persons concerned, and framed by a procedure that is endorsed by all parties and that protects the privacy of crew members and (if applicable) maintenance staff.

text: 4. A new AMC to sub-paragraph (f) of SPO.GEN.145 is introduced:

text: AMC2 SPO.GEN.145(f) Handling of flight recorder recordings: preservation, production, protection and use

text: CVR RECORDING INSPECTION FOR ENSURING SERVICEABILITY (a) When an inspection of the CVR recording is performed for ensuring audio quality and intelligibility of recorded communications:

text: (1) the privacy of the CVR recording should be ensured (e.g. by locating the equipment in a separated area and/or using headsets); (2) access to the CVR replay equipment should be restricted to specifically authorised persons; (3) provision should be made for the secure storage of the CVR recording medium, the CVR recording files and copies thereof; (4) the CVR recording files and copies thereof should be destroyed not earlier than two months and not later than one year after completion of the CVR recording inspection, except that audio samples may be retained for enhancing the CVR recording inspection (e.g. for comparing audio quality); and (5) only the accountable manager of the operator, and when identified to comply with ORO.GEN.200, the person fulfilling the role of safety manager, should be entitled to request a copy of the CVR recording file. (b) The conditions enumerated in (a) should also be complied if the inspection of the CVR recording is subcontracted to a third party. The contractual agreements with the third party should explicitly cover these aspects.

text: 5. The subtitle of AMC1 SPO.IDE.A.145 is amended as follows:

text: AMC1 SPO.IDE.A.145 Flight data recorder

text: OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2016 AND BEFORE 1 JANUARY 2023

text: 6. In Table 1 of AMC1 SPO.IDE.A.145, Parameter 27 is amended as follows: 27 Air–ground status . Air–ground status and a sensor of each landing gear if installed

text: 7. In Table 2 of AMC1 SPO.IDE.A.145, (a) Parameter 21 is amended as follows: 21 Vertical deviation — the approach aid in use should be recorded. For auto-land/category III operations, each system should be recorded:

text: 21a ILS/GPS/GLS glide path 21b MLS elevation 21c GNSS approach path Integrated approach navigation (IAN)/integrated area navigation (IRNAV), vertical deviation

text: (b) Parameter No 32 is amended as follows: 32 Landing gear: 32a Landing gear position 32b Gear selector position

text: (c) Parameter No 56 is amended as follows:

text: 56 Fuel quantity or fuel quantity in CG trim tank

text: (d) Parameters Nos 72, 73 and 74 are amended as follows:

text: 72 Trim control input position in the flight crew compartment, pitch Flight crew compartment trim control input position pitch — when mechanical means for control inputs are not available, cockpit displayed trim positions or trim command should be recorded. 73 Trim control input position in the flight crew compartment, roll Flight crew compartment trim control input position roll — when mechanical means for control inputs are not available, flight crew compartment displayed trim positions or trim command should be recorded. 74 Trim control input position in the flight crew compartment, yaw Flight crew compartment trim control input position yaw — when mechanical means for control inputs are not available, flight crew compartment displayed trim positions or trim command should be recorded.

text: 8. A new AMC to SPO.IDE.A.145 is introduced:

text: AMC2 SPO.IDE.A.145 Flight data recorder

text: OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2023 (a) The operational performance requirements for flight data recorders (FDRs) should be those laid down in EUROCAE Document 112A (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated September 2013, or any later equivalent standard produced by EUROCAE. (b) The FDR should, with reference to a timescale, record: (1) the list of parameters in Table 1 below; (2) the additional parameters listed in Table 2 below, when the information data source for the parameter is used by aeroplane systems or is available on the instrument panel for use by the flight crew to operate the aeroplane; and (3) any dedicated parameters related to novel or unique design or operational characteristics of the aeroplane as determined by the Agency. (c) The parameters to be recorded should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant tables of EUROCAE Document 112A, or any later equivalent standard produced by EUROCAE.

text: Table 1: FDR — all aeroplanes

text: No* Parameter

text: 1a Time; or

text: No* Parameter

text: 1b Relative time count 1c Global navigation satellite system (GNSS) time synchronisation 2 Pressure altitude (including altitude values displayed on each flight crew member’s primary flight display) 3 Indicated airspeed or calibrated airspeed (including values of indicated airspeed or calibrated airspeed displayed on each flight crew member’s primary flight display) 4 Heading (primary flight crew reference) — when true or magnetic heading can be selected, the primary heading reference, a discrete indicating selection should be recorded 5 Normal acceleration 6 Pitch attitude — pitch attitude values displayed on each flight crew member’s primary flight display should be recorded, unless the aeroplane is type certified before 1 January 2023 and recording the values displayed at the captain position or the first officer position would require extensive modification. 7 Roll attitude — roll attitude values displayed on each flight crew member’s primary flight display should be recorded, unless the aeroplane is type certified before 1 January 2023 and recording the values displayed at the captain position or the first officer position would require extensive modification. 8 Manual radio transmission keying and CVR/FDR synchronisation reference 9 Engine thrust/power: 9a Parameters required to determine propulsive thrust/power on each engine, in both normal and reverse thrust 9b Flight crew compartment thrust/power lever position (for aeroplanes with non-mechanically linked engine controls in the flight crew compartment) 14 Total or outside air temperature 16 Longitudinal acceleration (body axis) 17 Lateral acceleration 18 Primary flight control surface and/or primary flight control pilot input (For aeroplanes with control systems in which the movement of a control surface will back drive the pilot’s control, ‘or’ applies. For aeroplanes with control systems in which the movement of a control surface will not back drive the pilot’s control, ‘and’ applies. For multiple or split surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface separately. For aeroplanes that have a flight control break-away capability that allows either pilot to operate the controls independently, record both inputs):

text: 18a Pitch axis 18b Roll axis 18c Yaw axis 19 Pitch trim surface position

text: No* Parameter

text: 23 Marker beacon passage 24 Warnings — in addition to the master warning, each ‘red’ warning that cannot be determined from other parameters or from the CVR and each smoke warning from other compartments should be recorded. 25 Each navigation receiver frequency selection 27 Air-ground status . Air–ground status and a sensor of each landing gear if installed * The number in the left-hand column reflects the serial number depicted in EUROCAE Document 112A. Table 2: FDR — Aeroplanes for which the data source for the parameter is either used by the aeroplane systems or is available on the instrument panel for use by the flight crew to operate the aeroplane

text: No* Parameter

text: 10 Flaps: 10a Trailing edge flap position 10b Flight crew compartment control selection 11 Slats: 11a Leading edge flap (slat) position 11b Flight crew compartment control selection 12 Thrust reverse status 13 Ground spoiler and speed brake: 13a Ground spoiler position 13b Ground spoiler selection 13c Speed brake position 13d Speed brake selection 15 Autopilot, autothrottle and automatic flight control system (AFCS): mode and engagement status (showing which systems are engaged and which primary modes are controlling the flight path and speed of the aircraft) 20 Radio altitude. For auto-land/category III operations, each radio altimeter should be recorded. 21 Vertical deviation — the approach aid in use should be recorded. For auto-land/category III operations, each system should be recorded: 21a ILS/GPS/GLS glide path 21b MLS elevation 21c Integrated approach navigation (IAN)/Integrated Area Navigation (IRNAV), vertical deviation 22 Horizontal deviation — the approach aid in use should be recorded. For autoland/category III operations, each system should be recorded:

text: No* Parameter

text: ILS/GPS/GLS localiser 22a MLS azimuth 22b Integrated approach navigation (IAN) /Integrated Area Navigation IRNAV lateral deviation, 22c vertical deviation 26 Distance measuring equipment (DME) 1 and 2 distances: 26a Distance to runway threshold (GLS) 26b Distance to missed approach point (IRNAV/IAN) 28 Ground proximity warning system (GPWS)/terrain awareness warning system (TAWS)/ground collision avoidance system (GCAS) status — a suitable combination of discretes unless recorder capacity is limited in which case a single discrete for all modes is acceptable: 28a Selection of terrain display mode, including pop-up display status 28b Terrain alerts, including cautions and warnings and advisories 28c On/off switch position 29 Angle of attack 30 Low pressure warning (each system): 30a Hydraulic pressure 30b Pneumatic pressure 31 Ground speed 32 Landing gear: 32a Landing gear position 32b Gear selector position 33 Navigation data: 33a Drift angle 33b Wind speed 33c Wind direction 33d Latitude 33e Longitude 33f GNSS augmentation in use 34 Brakes: 34a Left and right brake pressure 34b Left and right brake pedal position 35 Additional engine parameters (if not already recorded in Parameter 9 of Table 1, and if the aeroplane is equipped with a suitable data source):

text: No* Parameter

text: 35a Engine pressure ratio (EPR) 35b N1 35c Indicated vibration level 35d N2 35e Exhaust gas temperature (EGT) 35f Fuel flow 35g Fuel cut-off lever position 35h N3 35i Engine fuel metering valve position (or equivalent parameter from the system that directly controls the flow of fuel into the engine) — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 36 Traffic alert and collision avoidance system (TCAS)/airborne collision avoidance system (ACAS) — a suitable combination of discretes should be recorded to determine the status of the system: 36a Combined control 36b Vertical control 36c Up advisory 36d Down advisory 36e Sensitivity level 37 Wind shear warning 38 Selected barometric setting — to be recorded for the aeroplane where the parameter is displayed electronically: 38a Pilot selected barometric setting 38b Co-pilot selected barometric setting 39 Selected altitude (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically 40 Selected speed (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically 41 Selected Mach (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically 42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically 43 Selected heading (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically 44 Selected flight path (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically: 44a Course/desired track (DSTRK)

text: No* Parameter

text: 44b Path angle 44c Coordinates of final approach path (IRNAV/IAN) 45 Selected decision height — to be recorded for the aeroplane where the parameter is displayed electronically 46 Electronic flight instrument system (EFIS) display format, showing the display system status: 46a Pilot 46b Co-pilot 47 Multi-function/engine/alerts display format, showing the display system status 48 Alternating current (AC) electrical bus status — each bus 49 Direct current (DC) electrical bus status — each bus 50 Engine bleed valve(s) position 51 Auxiliary power unit (APU) bleed valve(s) position 52 Computer failure — all critical flight and engine control systems 53 Engine thrust command 54 Engine thrust target 55 Computed centre of gravity (CG) 56 Fuel quantity in CG trim tank 57 Head-up display in use 58 Paravisual display on 59 Operational stall protection, stick shaker and pusher activation 60 Primary navigation system reference: 60a GNSS 60b Inertial navigational system (INS) 60c VHF omnidirectional radio range (VOR)/distance measuring equipment (DME) 60d MLS 60e Loran C 60f ILS 61 Ice detection 62 Engine warning — each engine vibration 63 Engine warning — each engine over temperature 64 Engine warning — each engine oil pressure low 65 Engine warning — each engine overspeed 66 Yaw trim surface position

text: No* Parameter

text: 67 Roll trim surface position 68 Yaw or sideslip angle 69 De-icing and/or anti-icing systems selection 70 Hydraulic pressure — each system 71 Loss of cabin pressure 72 Trim control input position in the flight crew compartment, pitch — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded. 73 Trim control input position in the flight crew compartment, roll — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded. 74 Trim control input position in the flight crew compartment, yaw — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded. 75 All flight control input forces (for fly-by-wire flight control systems, where control surface position is a function of the displacement of the control input device only, it is not necessary to record this parameter): 75a Control wheel input forces 75b Control column input forces 75c Rudder pedal input forces 76 Event marker 77 Date 78 Actual navigation performance (ANP) or estimate of position error (EPE) or estimate of position uncertainty (EPU) 79 Cabin pressure altitude — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification 80 Aeroplane computed weight — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification 81 Flight director command: 81a Left flight director pitch command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification 81b Left flight director roll command — for aeroplanes type certified before 1 January 2023, to 81c be recorded only if this does not require extensive modification 81d Right flight director pitch command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification Right flight director roll command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification 82 Vertical speed — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification

text: 9. The subtitle of AMC1 SPO.IDE.H.145 is amended as follows:

text: AMC1 SPO.IDE.H.145 Flight data recorder

text: OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2016 AND BEFORE 1 JANUARY 2023

text: 10. In Table 1 of AMC1 SPO.IDE.H.145, (a) Parameter No 9 is amended as follows: 9 Power on each engine: 9a Free power turbine speed (NF) 9b Engine torque 9c Engine gas generator speed (NG) 9d Cockpit Flight crew compartment power control position 9e Other parameters to enable engine power to be determined

text: (b) Parameter No 10 is amended as follows: 10 Rotor: 10a Main rotor speed 10b Rotor brake (if installed)

text: 11. A new AMC to SPO.IDE.H.145 is introduced:

text: AMC2 SPO.IDE.H.145 Flight data recorder

text: OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2023 (a) The operational performance requirements for flight data recorders (FDRs) should be those laid down in EUROCAE Document 112A (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated September 2013, or any later equivalent standard produced by EUROCAE. (b) The FDR should, with reference to a timescale, record: (1) the list of parameters in Table 1 below; (2) the additional parameters listed in Table 2 below, when the information data source for the parameter is used by helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter; and (3) any dedicated parameters related to novel or unique design or operational characteristics of the helicopter as determined by the Agency.

text: (c) The parameters to be recorded should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant tables of EUROCAE Document 112A, or any later equivalent standard produced by EUROCAE. Table 1: FDR — All helicopters

text: No* Parameter

text: 1 Time or relative time count 2 Pressure altitude 3 Indicated airspeed or calibrated airspeed 4 Heading 5 Normal acceleration 6 Pitch attitude 7 Roll attitude 8 Manual radio transmission keying CVR/FDR synchronisation reference 9 Power on each engine: 9a Free power turbine speed (NF) 9b Engine torque 9c Engine gas generator speed (NG) 9d Flight crew compartment power control position 9e Other parameters to enable engine power to be determined 10 Rotor: 10a Main rotor speed 10b Rotor brake (if installed) 11 Primary flight controls — pilot input or control output position if it is possible to derive either the control input or the control movement (one from the other) for all modes of operation and flight regimes. Otherwise, pilot input and control output position

text: Collective pitch 11a Longitudinal cyclic pitch 11b Lateral cyclic pitch 11c Tail rotor pedal 11d Controllable stabilator (if applicable) 11e Hydraulic selection 11f 12 Hydraulics low pressure (each system should be recorded) 13 Outside air temperature 18 Yaw rate or yaw acceleration

text: No* Parameter

text: 20 Longitudinal acceleration (body axis) 21 Lateral acceleration 25 Marker beacon passage 26 Warnings — including master warning, gearbox low oil pressure and stability augmentation system failure, and other ‘red’ warnings where the warning condition cannot be determined from other parameters or from the cockpit voice recorder. 27 Each navigation receiver frequency selection 37 Engine control modes * The number in the left-hand column reflects the serial numbers depicted in EUROCAE Document 112A.

text: Table 2: Helicopters for which the data source for the parameter is either used by the helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter

text: No Parameter

text: 14 AFCS mode and engagement status (showing which systems are engaged and which primary modes are controlling the flight path) 15 Stability augmentation system engagement (each system should be recorded) 16 Main gear box oil pressure 17 Gear box oil temperature: 17a Main gear box oil temperature 17b Intermediate gear box oil temperature 17c Tail rotor gear box oil temperature 19 Indicated sling load force (if signals readily available) 22 Radio altitude 23 Vertical deviation — the approach aid in use should be recorded: 23a ILS glide path 23b MLS elevation 23c GNSS approach path 24 Horizontal deviation — the approach aid in use should be recorded: 24a ILS localiser 24b MLS azimuth 24c GNSS approach path 28 DME 1 & 2 distances 29 Navigation data:

text: No Parameter

text: 29a Drift angle 29b Wind speed 29c Wind direction 29d Latitude 29e Longitude 29f Ground speed 30 Landing gear or gear selector position 31 Engine exhaust gas temperature (T4) 32 Turbine inlet temperature (TIT)/interstage turbine temperature (ITT) 33 Fuel contents 34 Altitude rate (vertical speed) — only necessary when available from cockpit instruments 35 Ice detection 36 Helicopter health and usage monitor system (HUMS): 36a Engine data 36b Chip detector 36c Track timing 36d Exceedance discretes 36e Broadband average engine vibration 38 Selected barometric setting — to be recorded for helicopters where the parameter is displayed electronically: 38a Pilot 38b Co-pilot 39 Selected altitude (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 40 Selected speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 41 Selected Mach (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 43 Selected heading (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 44 Selected flight path (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 45 Selected decision height (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically.

text: No Parameter

text: 46 EFIS display format (showing the display system status): 46a Pilot 46b First officer 47 Multi-function/engine/alerts display format (showing the display system status) 48 Event marker 49 Status of ground proximity warning system (GPWS)/terrain awareness warning system (TAWS)/ground collision avoidance system (GCAS): 49a Selection of terrain display mode including pop-up display status — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 49b Terrain alerts, both cautions and warnings, and advisories — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 49c On/off switch position — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 50 Traffic alert and collision avoidance system (TCAS)/airborne collision avoidance system (ACAS): 50a Combined control — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 50b Vertical control — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 50c Up advisory — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 50d Down advisory — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 50e Sensitivity level — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51 Primary flight controls — pilot input forces: 51a Collective pitch — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51b Longitudinal cyclic pitch — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51c Lateral cyclic pitch — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51d Tail rotor pedal — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 52 Computed centre of gravity — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 53 Helicopter computed weight — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification.


identifier: AMC & GM to Part-SPO — Amendment 7

beslut: ED Decision 2016/022/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

title: AMC & GM to Part-SPO — Amendment 7

serie: amc-gm

text: Annex VIII to ED Decision 2016/022/R ‘AMC and GM to Annex VIII (Part-SPO) — Amendment 7’

type: rubrik

text: The Annex to ED Decision 2014/018/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

type: stycke

text: 1. AMC1 SPO.OP.151 Destination alternate aerodromes — helicopter is deleted.

text: 2. AMC1 SPO.IDE.H.201 Additional requirements for helicopters conducting offshore operations in a hostile sea area is deleted.

text: 3. AMC1 SPO.IDE.H.203 All helicopters on flight over water — ditching is amended as follows: AMC1 SPO.IDE.H.203 All helicopters on flight over water — ditching The considerations of AMC1 NCC.IDE.H.231AMC1 SPA.HOFO.165(d) should apply in respect of emergency flotation equipment.

type: vagledning

utgivare: easa


identifier: AMC & GM to Part-SPO — Amendment 8

beslut: ED Decision 2017/003/R

title: AMC & GM to Part-SPO — Amendment 8

text: Annex IV to Decision 2017/003/R

text: ‘AMC and GM to Part-SPO — Amendment 8’

text: The Annex to Decision 2014/018/R is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: — deleted text is marked with strike through; — new or amended text is highlighted in grey; and — an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. The new AMC1 SPO.IDE.A.230 is introduced: AMC1 SPO.IDE.A.230 Management of aeronautical databases AERONAUTICAL DATABASES When the operator of an aircraft uses an aeronautical database that supports an airborne navigation application as a primary means of navigation used to meet the airspace usage requirements, the database provider should be a Type 2 DAT provider certified in accordance with

text: Regulation (EU) 2017/373

text: or equivalent.

text: 2. The new GM1 SPO.IDE.A.230 is introduced: GM1 SPO.IDE.A.230 Management of aeronautical databases AERONAUTICAL DATABASE APPLICATIONS (a) Applications using aeronautical databases for which Type 2 DAT providers should be certified in accordance with

text: Regulation (EU) 2017/373

text: may be found in GM1 DAT.OR.100. (b) The certification of a Type 2 DAT provider in accordance with

text: Regulation (EU) 2017/373

text: ensures data integrity and compatibility with the certified aircraft application/equipment.

text: 3. The new GM2 SPO.IDE.A.230 is introduced: GM2 SPO.IDE.A.230 Management of aeronautical databases TIMELY DISTRIBUTION The operator should distribute current and unaltered aeronautical databases to all aircraft requiring them in accordance with the validity period of the databases or in accordance with a procedure established in the operations manual if no validity period is defined.

text: 4. The new GM3 SPO.IDE.A.230 is introduced: GM3 SPO.IDE.A.230 Management of aeronautical databases STANDARDS FOR AERONAUTICAL DATABASES AND DAT PROVIDERS (a) A ‘Type 2 DAT provider’ is an organisation as defined in

text: Article 2(5)

text: (b)

text: Regulation (EU) 2017/373

text: . (b) Equivalent to a certified ‘Type 2 DAT provider’ is defined in any Aviation Safety Agreement between the European Union and a third country, including any Technical Implementation Annex IV to Ed Decision 2017/003/R Procedures, or any Working Arrangements between EASA and the competent authority of a third country.

text: 5. The new AMC1 SPO.IDE.H.230 is introduced: AMC1 SPO.IDE.H.230 Management of aeronautical databases AERONAUTICAL DATABASES When the operator of an aircraft uses an aeronautical database that supports an airborne navigation application as a primary means of navigation used to meet the airspace usage requirements, the database provider should be a Type 2 DAT provider certified in accordance with

text: Regulation (EU) 2017/373

text: or equivalent.

text: 6. The new GM1 SPO.IDE.H.230 is introduced: GM1 SPO.IDE.H.230 Management of aeronautical databases AERONAUTICAL DATABASE APPLICATIONS (a) Applications using aeronautical databases for which Type 2 DAT providers should be certified in accordance with

text: Regulation (EU) 2017/373

text: Regulation (EU) 2017/373

text: 7. The new GM2 SPO.IDE.H.230 is introduced: GM2 SPO.IDE.H.230 Management of aeronautical databases TIMELY DISTRIBUTION The operator should distribute current and unaltered aeronautical databases to all aircraft requiring them in accordance with the validity period of the databases or in accordance with a procedure established in the operations manual if no validity period is defined.

text: 8. The new GM3 SPO.IDE.H.230 is introduced: GM3 SPO.IDE.H.230 Management of aeronautical databases STANDARDS FOR AERONAUTICAL DATABASES AND DAT PROVIDERS (a) A ‘Type 2 DAT provider’ is an organisation as defined in

text: Article 2(5)

text: (b) of

text: Regulation (EU) 2017/373

text: . (b) Equivalent to a certified ‘Type 2 DAT provider’ is defined in any Aviation Safety Agreement between the European Union and a third country, including any Technical Implementation Procedures, or any Working Arrangements between EASA and the competent authority of a third country.


identifier: AMC & GM to Part-SPO — Amendment 9

beslut: ED Decision 2017/012/R

title: AMC & GM to Part-SPO — Amendment 9

text: Annex to ED Decision 2017/012/R

text: Annex to Decision 2017/012/R

text: ‘AMC/GM to Part-SPO — Amendment 9’

text: The Annex to Decision 2014/018/R is hereby amended as follows:

text: The text of the amendment is arranged to show deleted, new or amended text as shown below:

text: 1. deleted text is marked with strike through;

text: 2. new or amended text is highlighted in grey; and

text: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: GM3 SPO.OP.175 Ice and other contaminants — ground procedures

text: DE-ICING/ANTI-ICING BACKGROUND INFORMATION Further guidance material on this issue is given in the ICAO Manual of Aircraft Ground De-icing/Anti-icing Operations (Doc 9640) (hereinafter referred to as the ICAO Manual of Aircraft Ground De-icing/Anti-icing Operations). (…) (c) Hold-over protection (…) (4) References to usable HoT tables may be found in the AEA ‘Recommendations for de-icing/antiicing of aircraft on the ground’. (…)

text: AMC2 SPO.IDE.A.190 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, which 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 aircraftmounted antenna may be disconnected and an auxiliary antenna (stored in 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).

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text: (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 liferaft or a survivor. A water-activated ELT(S) is not an ELT(AP). (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 Communications Systems and should be registered with the national agency responsible for initiating search and rescue or other nominated agency. (…)

text: AMC2 SPO.IDE.H.190 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: (…) (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 liferaft or a survivor. A water-activated ELT(S) is not an ELT(AP). (…)

text: AMC1 SPO.SPEC.HESLO.100 Standard operating procedures

text: STANDARD OPERATING PROCEDURES (…) (b) Nature and complexity of the activity (1) Nature of the activity and exposure: Helicopter flights for the purpose of transporting external loads by different means, e.g. under slung, external pods or racks. These operations are usually performed as low level flights at a low height. (2) Complexity of the activity: The complexity of the activity varies with the size and the shape of the load, the length of the rope and characteristics of the pick-up and drop-off zones, the time per load cycle, etc.

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text: Table 1: HESLO types

text: HESLO short line, 20 metres (m) or less 1: HESLO long line, more than 20 m 2: HESLO logging 3: Specialised sling load, such as: Logging, insulators and pullers, traverse mounting, spinning of fibre cable, ice and snow removal from power lines, sawing, geophysical surveys, cable laying onto the ground or into ditches, avalanche control, landslide control. HESLO construction, wire stringing, cable laying 4: Advanced sling load such as: tower erecting, wire stringing, disassembly of masts and towers. HESLO heavy lift (mass of external load 1 500 kg or above) 5: (3) Operational environment and geographical area: HESLO may be performed over any geographical area. Special attention should be given to: (i) hostile and congested; (ii) mountains; (iii) sea; (iv) jungle; (v) desert; and (vi) polar; (vii) lakes and river canyons; and (viii) environmentally sensitive areas (e.g. national parks, noise sensitive areas). (c) Equipment (1) The helicopter may be equipped with: (i) additional mirror(s) and/or video camera(s); (ii) a bubble window;

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text: (iii) supplementary hook(s) or multi-hook device(s); and (iv) load data recorder (lifts, weights, torques, power, forces, shocks and electrical activities). (2) When conducting single-pilot Non-assisted vertical reference operations with no assistance of a task specialist or other crew member, may require additional engine monitoring in the pilot line of vision or an audio warning system is recommended. (3) All additional equipment used, e.g. ropes, cables, mechanical hooks, swivel hooks, nets, buckets, chainsaws, baskets, containers, should be manufactured according to applicable rules or recognised standards. The operator should be responsible for maintaining the serviceability of this equipment. (4) Adequate radio communication equipment (e.g. VHF, UHF, FM) should be installed and serviceable in the helicopter for co-ordination with the task specialists involved in the operation. (5) Task specialists involved in the operation should be equipped with hand-held communication equipment, protective helmets with integrated earphones and microphones, and the relevant personal protective equipment. (d) Crew members (1) Crew composition: (i) The minimum flight crew as stated in the approved AFM. For operational or training purposes, an additional crew member may assist the pilot-in-command (PIC) in a singlepilot operation. In such a case: (A) procedures are in place for a crew member to monitor the flight, especially during the departure, approach and HESLO cycle, to ensure that a safe flight path is maintained; and (B) when a task specialist is tasked with assisting the pilot, the procedures according to which this assistance is taking place should be clearly defined. (ii) For safety and/or operational purposes, task specialists should be instructed by the operator to fulfil specified tasks (e.g. to establish vertical reference). (2) Pilot training for HESLO Pilot initial training Before acting as unsupervised PIC, the pilot should demonstrate to the operator that he/she has the required skills and knowledge. (i) Theoretical knowledge for HESLO 1: (A) content of the operations manual (OM) including the relevant SOPs; (B) AFM (limitations, emergencies performance, mass and balance, abnormal and emergency procedures, etc.); (C) procedures for certain operations (e.g. short line, long line, construction, wire stringing or cable laying flying techniques), as required for the operation); (D) load and site preparation including load rigging techniques and external load procedures;

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text: (E) special equipment used in the operation; (F) training in human factor principles; and (G) hazards and dangers. (ii) Theoretical knowledge for other HESLO levels should include the elements listed in point (i) above where additional knowledge to that of HESLO 1 is needed for the adequate HESLO level. (iii) Practical training defined in the operator’s training programme: (A) Flight instruction provided by a HESLO instructor; and (B) Flight under the supervision of a HESLO instructor. The supervision should take place during HESLO missions, from inside the helicopter and on-site. For the purpose of this AMC, a HESLO mission is defined as a flight or series of flights from point A to point B on a particular day and for commercial specialised operations, for a particular client. (3) Pilot experience (i) For operations with a maximum external load mass of less than 1 500 kg, the PIC should have at least the following experience: Prior to commencing training: (A) 300 hours helicopter flight experience as PIC, which should be increased to 500 hours experience as PIC for mountain operations; and (B) 10 hours flight experience on the helicopter type; (B) For HESLO 2: At least 100 HESLO cycles; (C) For HESLO 3: At least 500 HESLO cycles; and (D) For HESLO 4: At least 1 000 flight hours on helicopters and 2 000 HESLO cycles, including experience as unsupervised PIC in HESLO 2 or HESLO 3. (ii) Before acting as PIC under the supervision of a HESLO instructor: (A) For HESLO 1: At least 5 hours and 50 HESLO cycles flight instruction; (B) For HESLO 2: In addition to HESLO 1 training, at least 2 hours and 20 HESLO cycles flight instruction with a long line of more than 20 metres. (C) For HESLO 3 and 4: A number of HESLO cycles flight instruction, as relevant to the activity to be performed and the required skills. (iii) Before acting as unsupervised PIC: (A) For HELSO 1, 300 hours helicopter flight experience as PIC; and (B) For HESLO 1: At least 8 hours, 80 HESLO cycles and 5 HESLO missions; (C) For HESLO 2: At least 5 hours, 50 HESLO cycles and 5 HESLO missions with long line of more than 20 metres;

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text: (D) For HESLO 3 and 4: A number of HESLO missions under the supervision of a HESLO instructor, as relevant to the activity to be performed and the required skills; (CE) For HESLO 3 and 4, 1530 hours on the helicopter type, performing HESLO 1 and 2 operations. Where a pilot has accomplished 50 hours in HESLO 1 and 2 operations, the 30 hours experience on the helicopter type may be reduced to 15 hours. (F) At least 20 hours gained in an operational environment similar to the environment of intended operation (desert, sea, jungle, mountains, etc.). (ii) For operations with a maximum external load mass of 1 500 kg and above, the pilot-incommand should have at least the following experience: Prior to commencing training: (A) 1 000 hours helicopter flight experience as PIC, which should be increased to 1 500 hours experience as PIC for mountain operations ; (B) 10 hours flight experience on the helicopter type; Before acting as PIC: (C) 30 hours on the helicopter type, performing HESLO 1 and 2 operations. Where a pilot has accomplished 50 hours in HESLO 1 and 2 operations, the 30 hours experience on the helicopter type may be reduced to 15 hours. (D) At least 20 hours gained in an operational environment similar to environment of intended operation (desert, sea, jungle, etc.). (iii) For HESLO 3 only, additionally to experience (i) or (ii): Prior to commencing training: (A) At least qualified as PIC for HESLO 1 type; (B) Minimum 500 HESLO cycles. (iv) For HESLO 4 only, additionally to (i) or (ii): Prior to commencing training: (A) At least qualified as PIC for HESLO 2 or HESLO 3; (B) Minimum 1000 flight hours on helicopters; and (C) Minimum 3000 HESLO cycles. (4) Pilot proficiency: Before acting as unsupervised PIC, pilot proficiency has been assessed as sufficient for the intended operations and environment under the relevant HESLO type, by a HESLO instructor nominated by the operator. (45) Pilot recurrent training and checking at least every two years: (i) review of the load rigging techniques; (ii) external load procedures; (iii) review of the applicable flying techniques; and (iv) review of human factor principles.

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text: (v) A pilot who has performed 20 hours of relevant HESLO within the past 12 months may not need any further flight training other than in accordance with Part-ORO and Part-FCL. (e) Task specialists Before acting as task specialist, he/she should demonstrate to the operator that he/she has been trained appropriately and has the required skill and knowledge. (1) Initial training (i) The initial training of task specialists should include at least: (A) behaviour in a rotor turning environment and training in ground safety and emergency procedures; (B) procedures including load rigging, usage and conservation (replacement) of LLD; (C) helicopter marshalling signals; (D) radio communication; (E) selection and preparation of pick-up and drop-off sites, dangers on working places (downwash, loose goods, third people); (F) handling and safety of the third party; (G) relevant training for the helicopter type; (H) duties and responsibilities as described in the appropriate manual; (I) perception and classification of flight obstacles (none, critical, danger), measures for safety; and (J) human factor principles. ; and (K) for task specialists seated in the cockpit and whose tasks are to assist the pilot, the relevant CRM training elements as specified in ORO.FC.115. (ii) The individual safety equipment appropriate to the operational environment and complexity of the activity should be described in the appropriate manual. (2) Recurrent training (i) The annual recurrent training should include the items listed in the initial training as described in (e)(1) above. (ii) The operator should establish a formal qualification list for each individual task specialist. (iii) The operator should establish a system of record keeping that allows adequate storage and reliable traceability of: (A) the initial and recurrent training; (B) Qualifications (qualification list). (3) Briefing of task specialists Briefings on the organisation and coordination between the flight crew and task specialists involved in the operation should take place prior to each operation. These briefings should include at least the following:

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text: (i) location and size of pick-up and drop-off site, operating altitude; (ii) location of refuelling site and procedures to be applied; and (iii) load sequence, danger areas, performance and limitations, emergency procedures. ; and (iv) for a task specialist who has not received the relevant elements of CRM training as specified in ORO.FC.115, the operator’s crew coordination concept including relevant elements of CRM. (4) Responsibility of task specialists operating on the ground: (i) Task specialists operating on the ground are responsible for the safe organisation of the ground operation, including: (A) adequate selection and preparation of the pick-up and drop-off points and load rigging; (B) appropriate communication and assistance to the flight crew and other task specialists; and (C) access restriction on the pick-up and drop-off site. (ii) If more than one task specialist is required for a task, one should be nominated as leading the ground operations. He/she should act as the main link between the flight crew and other task specialist(s) involved in the operation and is responsible for: (A) task specialist co-ordination coordination and activities on the ground; and (B) the safety of the working area (loading and fuelling). (f) HESLO instructor The HESLO instructor should be assigned by the operator on the basis of the following: (1) the HESLO instructor for pilots should: (i) be suitably qualified as determined by the operator and have a minimum experience of 500 hours HESLO; operations in the appropriate HESLO level on which instruction is to be provided (ii) have at least 10 hours HESLO experience as unsupervised PIC in the appropriate HESLO level on which instruction, supervision and proficiency assessments are to be provided; and (iii) have attended the ‘teaching and learning’ part of the flight instructor or type rating instructor training, or have prior experience as an aerial work instructor subject to national rules as well as experience in instructing according to the flight instructor or type rating instructor training; (2) the HESLO instructor for task specialists should be suitably qualified as determined by the operator and have at least 2 years of experience in HESLO operations. (g) Performance (1) Power margins for HESLO operations: (i) HESLO 1 and 2

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text: The mass of the helicopter should not exceed the maximum mass specified in accordance with SPO.POL.146(c)(1) at the pick-up or drop-off site, whichever is higher, as stated in the appropriate manual. (ii) HESLO 3 and 4, 4 and 5 The mass of the helicopter should not exceed the maximum mass specified in accordance with SPO.POL.146(c)(1) at the pick-up or drop-off site, whichever is higher, as stated in the appropriate manual, and in the case of construction (montage) operations, reduced by 10% of the mass of the sling load capacity. (h) Normal procedures (1) Operating procedures: HESLO should be performed in accordance with the appropriate manual and appropriate operating procedures. These procedures should include, for each type of operation: (i) crew individual safety equipment (e.g. helmet, fire-retardant suits); (ii) crew responsibilities; (iii) crew coordination and communication; (iv) selection and size of pick-up and drop-off sites; (v) selection of flight routes; (vi) fuel management in the air and on the ground; (vii) task management; and (viii) third party risk management. (2) Ground procedures: The operator should specify appropriate procedures, including: (i) use of ground equipment; (ii) load rigging; (iii) size and weight assessment of loads; (iv) attachment of suitably prepared loads to the helicopter; (v) two-way radio communication procedures; (vi) selection of suitable pick-up and drop-off sites; (vii) safety instructions for task specialists operating on the ground; (viii) helicopter performances information; (ix) fuel management on the ground; (x) responsibility, organisation and task management of other personnel on the ground involved in the operation; (xi) third party risk management; and

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text: (xii) environmental protection. (i) Emergency procedures (1) Operating procedures for the flight crew: In addition to the emergency procedures published in the AFM or OM, the operator should ensure that the flight crew: (i) is familiar with the appropriate emergency procedures; (ii) has appropriate knowledge of the emergency procedures for personnel on the ground involved in the operation; and (iii) reports emergencies as specified in the AFM or OM. (2) Ground procedures: The operator should ensure that the task specialist on the ground involved in the operation: (i) is familiar with the appropriate emergency procedures; (ii) has appropriate knowledge of the flight crew emergency procedures; (iii) reports emergencies as specified in the AFM or OM; and (iv) prevents, as far as possible, environmental pollution. (j) Ground equipment The operator should specify the use of ground equipment, such as fuel trucks, cables, strops, etc. in the AFM or OM, including at least: (1) minimum size of the operating site; (2) surface condition; (3) positioning of ground equipment on the operating site; (4) fuel handling; (5) environment protection plan; and (6) location and use of fire suppression equipment.

text: GM1 SPO.SPEC.HESLO.100 Standard operating procedures

text: PILOT INITIAL TRAINING The table below specifies summarises minimum training standards before starting the practical instructions.

text: Table 1: Training minimum standards

text:  CPL(H) or ATPL(H) HESLO 1  PPL(H) only for non-commercial operations  Minimum 300 hours PIC (H)  Minimum 10 hours PIC on type  Type rating completed  HESLO ground instruction completed

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text:  Task specialist syllabus reviewed  HESLO 1 flight instruction completed: Minimum 5 hours/50 HESLO cycles  HESLO 1 flights under supervision completed  Minimum experience 8 hours/80 HESLO cycles/5 HESLO missions  Minimum 300 hours PIC(H)  HESLO 1 proficiency  CPL(H) or ATPL(H) HESLO 2  PPL(H) only for non-commercial operations  HESLO level 1 completed  Type rating completed  Minimum 10 hours PIC on type  HESLO 2 ground instruction completed  Task specialist syllabus reviewed  Minimum 500 HESLO1 100 HESLO cycles  HESLO 2 flight instruction completed: Minimum 2 hours/20 HESLO cycles with long line  HESLO 2 flights under supervision completed  Minimum experience 5 hours/50 HESLO 2 cycles/5 HESLO 2 missions  HESLO 2 proficiency  CPL(H) or ATPL(H) HESLO 2  PPL(H) only for non-commercial operations Conversion  HESLO level 3 completed  Type rating completed  Minimum 10 hours PIC on type  HESLO 2 ground instruction completed  Task specialist syllabus reviewed  CPL(H) or ATPL(H) HESLO 3  PPL(H) only for non-commercial operations  HESLO level 1 completed to 20m  Min. 500 HESLO cycles  Type rating completed  Minimum 10 hours PIC on type  HESLO 3 ground instruction completed  Task specialist syllabus reviewed  Practical Task specialist training for logging

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text:  HESLO 3 flight instruction completed  HESLO 3 flights under supervision completed  HESLO 3 proficiency  CPL(H) or ATPL(H) HESLO 3  PPL(H) only for non-commercial operations Conversion  HESLO level 2 completed  Minimum 500 HESLO cycles  Type rating completed  Minimum 10 hours PIC on type  HESLO 3 ground instruction completed  Task specialist syllabus reviewed  Practical Task specialist training for logging  CPL(H) or ATPL(H) HESLO 4  PPL(H) only for non-commercial operations  Minimum 1 000 hours (H)  HESLO level 2 or 3 completed  Minimum 3 000 2 000 HESLO cycles  Type rating completed  Minimum 10 hours PIC on type  HESLO 4 ground instruction completed  Practical load preparation training  HESLO 4 flight instruction completed  HESLO 4 flights under supervision completed  HESLO 4 proficiency  CPL(H) or ATPL(H) HESLO 5  1 000 h PIC (H)/ 1 500 h PIC (H) for mountain operations  Type rating completed  Appropriate HESLO level completed  HESLO 5 ground instruction completed  Task specialist syllabus reviewed  Practical load preparation training completed

text: HESLO ground instruction, HESLO flight training, HESLO flights under supervision and HESLO proficiency assessments may be combined with the operator’s conversion course.

text: AMC1 SPO.SPEC.HEC.100 Standard operating procedures

text: STANDARD OPERATING PROCEDURES

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text: (a) Before conducting any HEC operations, the operator should develop its SOPs taking into account the elements below. (b) Nature and complexity of the activity (1) Nature of the activity and exposure: HEC operations are usually performed at a low height. (i) Helicopter operations for the purpose of transporting humans as external loads from/to aerodromes and/or operating sites. The operations are performed as low level flights. (ii) The operator should only carry task specialists to a site if the level of danger would be too high for them to go there with another mean of transport or where no other means of transport exists. HEC flights should always be conducted with the minimum time of exposure for the task specialists. (2) Complexity of the activity: (i) The complexity of the activity varies with the length of the rope and characteristics of the pick-up and drop-off zones, etc.

text: Table 1: HEC levels

text: HEC 1: Sling or cable length is less or equal to 25 m Altitude is less or equal to 3 000 m HEC 2: Sling or cable length is greater than 25m less or equal to 50 m Altitude is less or equal to 3 500 m HEC 3: Sling or Cable length is unrestricted Altitude is unrestricted (3) Operational environment and geographical area: HEC may be performed over any geographical area. Special attention should be given to: (i) hostile congested and non-congested environment; (ii) mountains; (iii) sea; (iv) jungle; (v) desert; (vi) arctic; (vii) lakes and river canyons; and (viii) environmentally sensitive areas (e.g. national parks, noise sensitive areas). (c) Equipment

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text: (1) The helicopter may be equipped with: (i) additional mirror(s) and/or video camera(s); (ii) a bubble window; (iii) supplementary hook(s) or multi-hook device(s); and (iv) load data recorder (lifts, weights, torques, power, forces, shocks and electrical activities). (2) When conducting single-pilot Non-assisted vertical reference operations with no assistance of a task specialist or other crew member, should require additional engine monitoring in the pilot line of vision or an audio warning system is recommended. (3) All additional equipment used, e.g. ropes, cables, mechanical hooks, swivel hooks, nets, buckets, baskets, containers, should be manufactured according to officially recognised standards. The operator is responsible for maintaining the serviceability of this equipment. (4) Adequate radio communication equipment (e.g. VHF, UHF, FM) should be installed in the helicopter for co-ordination with the task specialist involved in the operation. (4) (5) Task specialists involved in the operation should be equipped with hand-held communication equipment, protective helmets with integrated earphones and microphones as well as personal protective equipment. (d) Crew members (1) Crew composition: (i) The minimum flight crew is stated in the approved AFM. For operational or training purposes, an additional qualified crew member may assist the PIC in a single-pilot operation. In such a case: (A) procedures are in place for a member of the flight crew to monitor the flight, especially during the departure, approach and HEC operations, to ensure that a safe flight path is maintained; and (B) when a task specialist is tasked with assisting the pilot, the procedures according to which this assistance is taking place should be clearly defined. (ii) For safety and/or operational purposes, a task specialist may be required by the operator to fulfil the task (e.g. to establish vertical reference or to operate the release safety device for the belly rope). (2) Pilot initial training: Before acting as PIC, the pilot should demonstrate to the operator that he/she has the required skills and knowledge, as follows: (i) Theoretical knowledge: (A) load rigging techniques; (B) external load procedures; (C) site organisation and safety measures;

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text: (D) short line, long line, construction, wire stringing or cable laying flying techniques, as required for the operation. (ii) Pilot experience prior to commencing the training: (A) 1 000 hours helicopter flight experience as PIC, of which 500h should be gained in mountainous areas for training in mountain operations; (B) 10 hours flight experience on the helicopter type; (C)(B) type rating completed; (D)(C) HESLO type 1 or 2 completed; (E)(D) relevant experience in the field of operation; (G)(E) training in human factor principles; and (F)(F) ground instruction completed (marshaller syllabus). (iii) Pilot experience prior to commencing unsupervised HEC flights: (A) HEC flight instruction completed. (B) 1 000 hours helicopter flight experience as PIC. (C) for mountain operations, 500 hours of flight experience as PIC in mountain operations. (D) for HEC 2, HESLO type 2 completed. (3) Pilot proficiency prior to commencing unsupervised HEC flights: Pilot proficiency has been assessed as sufficient for the intended operations and environment under the relevant HEC level, by a HEC instructor nominated by the operator. (4) (3) Pilot recurrent training and checking at least every two years: (i) review of the sling technique; (ii) external load procedures; (iii) training in human factor principles; and (iv) review of the applicable flying techniques, which should take place during a training flight if the pilot has not performed HEC or HHO operations within the past 24 months. (5) (4) Conditions of HEC instruction: (i) Maximum sling length according to the level applicable: (A) 1 task specialist (with radio) at pickup point; (B) 1 task specialist (with radio) at drop off point/on the line; (C) helicopter fitted with cargo mirror/bubble window; (D) flight instruction DC/: Cycles DC/minimum 10 cycles which of 5 Human Cargo Sling; and (E) flight instruction solo with onsite supervision/Cycles solo/minimum 10 cycles.

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text: (ii) HEC instructor: The HEC instructor should be assigned by the operator on the basis of the following: (A) the HEC instructor for pilots should: — hold or have held flight instructor rating and should have a minimum experience of 100 cycles in HEC operations in the appropriate HEC level at HEC levels equal to or greater than that on which instruction, supervision and proficiency assessments are is to be provided; and — have attended the ‘teaching and learning’ part of the flight instructor or type rating instructor training, or have prior experience as an aerial work instructor subject to national rules (B) the HEC instructor for task specialists should be suitably qualified as determined by the operator and have at least 2 years of experience in HEC operations as a task specialist. (e) Task specialists Before acting as task specialists, they should demonstrate to the operator that they have been appropriately trained and have the required skills and knowledge including training on human factor principles. (1) Task specialists should receive training relevant to their tasks be trained to operate the system including: (i) montage fitting and removal of system; and (ii) normal procedure. For task specialists in charge of assisting the pilot, the relevant CRM training elements as specified in AMC1.ORO.FC.115. (2) Briefings Briefings on the organisation and coordination between flight crew and task specialist involved in the operation should take place prior to each operation. These briefings should include at least the following: (i) location and size of pick-up and drop-off site, operating altitude; (ii) location of refuelling site and procedures to be applied; and (iii) load sequence, danger areas, performance and limitations, emergency procedures. ; and (iv) for task specialists who have not received the relevant elements of CRM training as specified in AMC1.ORO.FC.115, the operator’s crew coordination concept including relevant elements of crew resource management. (3) Recurrent training (i) The annual recurrent training should include the items listed in the initial training as described in (e)(1) above. (ii) The operator should establish a formal qualification list for each individual task specialist.

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text: (iii) The operator should establish a system of record keeping that allows adequate storage and reliable traceability of: (A) the initial and recurrent training; (B) qualifications (qualification list). (…)