text: Annex to ED Decision 2014/031/R

text: Decision 2014/016/R of the Executive Director of the Agency of 24 April 2014 adopting Acceptable Means of Compliance and Guidance Material to Part-NCO of

text: Commission Regulation (EU) No 965/2012

text: and repealing Decision 2013/021/R of the Executive Director of the Agency of 23 August 2013.

text: Annex to ED Decision 2014/031/R

text: Annex to ED Decision 2014/031/R

text: http://www.caa.co.uk/docs/33/CAP%20789.pdf. http://www.caa.co.uk/docs/33/CAPAP2003_04.PDF. Page 3 of 3

identifier: AMC & GM to Part-NCO — Issue 2 - Amendment 1

amnesord: Part-NCO - Non-commercial operations with other than complex-motor-powered aircraft

beslut: ED Decision 2014/031/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Annex to Decision 2014/031/R

type: stycke

text: ‘AMC and GM to Part-NCO – Issue 2, Amendment 1’

text: The Annex to Decision 2014/016/R is hereby amended as follows: 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: GM1 NCO.GEN.125 is amended as follows:

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 intoinclude the following two categories: (1) Non-intentional transmitters can non-intentionally radiate RF transmissions, sometimes referred to as spurious emissions. This category includes, but is not limited to, computing equipmentcalculators, cameras, radio receivers, audio and video reproducersplayers, electronic games and toys; when these devices are not equipped with a transmitting function. 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 non-intentional 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, computers with mobile phone data connection,

text: wireless fidelity (WIFI)wireless local area network (WLAN) 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 transmitting capability and are operated by coin cells without further deactivation capability, e.g. wrist watches.

text: GM2 NCO.GEN.125 is amended as follows:

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. (e) Guidance to follow in case of fire caused by PEDs is provided by the International Civil Aviation Organisation, ‘Emergency response guidance for aircraft incidents involving dangerous goods’, ICAO Doc 9481-AN/928.

text: GM3 NCO.GEN.125 is deleted:

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 .

type: vagledning

utgivare: easa


identifier: AMC & GM to Part-NCO — Issue 2, Amendment 10

beslut: ED Decision 2021/005/R

text: Annex VI to ED Decision 2021/005/R

text: Annex VI to ED Decision 2021/005/R

text: ‘AMC and GM to Part-NCO — Issue 2, Amendment 10’

text: The Annex to Decision 2014/016/R of 24 April 2014 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 struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

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

type: rubrik

text: LANDING DISTANCE ASSESSMENT/FATO SUITABILITY (a) The in-flight determination of the landing distance/FATO suitability assessment should be based on the latest available meteorological weather report orand, if available, runway condition report (RCR). (b) The assessment should be initially carried out when weather report and RCR, if available, are obtained, usually around top of descent. If the planned duration of the flight does not allow to carry out the assessment in non-critical phases of flight, the assessment should be carried out before departure. (c) When meteorological conditions may lead to a degradation of the runway surface condition, the assessment should include consideration of how much deterioration in runway surface friction characteristics may be tolerated, so that a quick decision can be made prior to landing. (d) Whenever the RCR is in use and the runway braking action encountered during the landing roll is not as good as reported by the aerodrome operator in the RCR, the pilot-in-command should notify the air traffic services (ATS) by means of a special air-report (AIREP) as soon as practicable.

text: GM1 NCO.OP.205 Approach and landing conditions — aeroplanes

text: RUNWAY CONDITION REPORT (RCR) When the aerodrome reports the runway conditions by means of an RCR, the information contained therein includes a runway condition code (RWYCC). The determination of the RWYCC is based on the use of the runway condition assessment matrix (RCAM). The RCAM correlates the RWYCC with the contaminants present on the runway and the braking action. A detailed description of the RCR format and content, the RWYCC and the RCAM may be found in Annex V (Part-ADR.OPS) to

text: Regulation (EU) No 139/2014

text: , in

text: Regulation (EU) 2017/373

text: and in

text: Regulation (EU) No 923/2012

text: (SERA). Further guidance may be found in the following documents:

text: Annex VI to ED Decision 2021/005/R

text: (a) ICAO Doc 9981 ‘PANS Aerodromes’; (b) ICAO Doc 4444 ‘PANS ATM’; (c) ICAO Doc 10064 ‘Aeroplane Performance Manual’; and (d) ICAO Circular 355 ‘Assessment, Measurement and Reporting of Runway Surface Conditions’.

text: AMC1 NCO.OP.206 Approach and landing conditions — helicopters

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

text: AMC1 NCO.IDE.A.105 Minimum equipment for flight

text: MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS The operator should control and retain the status of the instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management.

text: GM1 NCO.IDE.A.105 Minimum equipment for flight

text: MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS (a) The operator should define responsibilities and procedures to retain and control the status of instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management. (b) Examples of such instruments, equipment or functions may be, but are not limited to, equipment related to navigation approvals as FM immunity or certain software versions.

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 amendedsupplemented 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:

text: Annex VI to ED Decision 2021/005/R

text: GM1 NCO.IDE.A.145 First-aid kit

text: LOCATION The location of the first-aid kit in the cabin is normally indicated using internationally recognisable signs.

text: GM2 NCO.IDE.A.145 First-aid kit

text: CONTENT OF FIRST-AID KITS The operator may supplement first-aid kits according to the characteristics of the operation based on a risk assessment. The assessment does not require an approval by the competent authority.

text: AMC1 NCO.IDE.H.105 Minimum equipment for flight

text: GM1 NCO.IDE.H.105 Minimum equipment for flight

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

text: Annex VI to ED Decision 2021/005/R

text: (b) The following should be included in the FAKs: (1) bandages (assorted sizes, including a triangular bandage), […] (7) disposable gloves., (8) disposable resuscitation aid, and (9) surgical masks.

text: GM1 NCO.IDE.H.145 First-aid kit

text: LOCATION AND USE The location of the first-aid kit is normally indicated using internationally recognisable signs. The FAK ‘should be readily accessible for use’ in helicopter operations should be understood as the first-aid kit being either accessible in flight or immediately after landing. In some operations, it is not practicable to use the first-aid kit during flight. Therefore, the first-aid kit can be carried in the cargo compartment, where it will be easily accessible for use as soon as the aircraft has landed, when the following conditions are met: (a) precautionary landing sites are available; (b) the lack of cabin space is such that movement or use of the first-aid kit is impaired; and (c) the installation of the first-aid kit in the cabin is not practicable.

text: GM2 NCO.IDE.H.145 First-aid kit


text: AMC and GM to Part-NCO Annex V to ED Decision 2021/008/R Issue 2, Amendment 11

text: N o t e t o t h e r e a d e r

text: In the amendments, and in particular in existing (that is, unchanged) text, the term ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: TYPES OF ELTs AND GENERAL TECHNICAL SPECIFICATIONS

text: TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS

identifier: AMC & GM to Part-NCO — Issue 2, Amendment 11

beslut: ED Decision 2021/008/R

text: ‘Acceptable Means of Compliance and Guidance Material to Annex VI (Part-NCO) to

text: Regulation (EU) No 965/2012

text: — Issue 2, Amendment 11’

text: The Annex to ED Decision 2014/016/R is amended as follows:

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

text: (a) deleted text is marked with strikethrough;

text: (b) new or amended text is highlighted in blue;

text: (c) an ellipsis (…) indicates that the remaining text is unchanged.

text: SUBPART D — INSTRUMENTS, DATA AND EQUIPMENT

text: SECTION 1 —AEROPLANES

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

text: (a) The ELT required by this provision should be one of the following: (1) Automatic fixed (ELT(AF)). (...) (2) Automatic portable (ELT(AP)). (...) (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 waterhydrostatic 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. The ELT(AD) may be either a stand-alone beacon or an inseparable part of a deployable recorder. (4) Survival ELT (ELT(S)). (...) (b) (...) (...)

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

text: (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. GM1 CAT.IDE.A.280 contains explanations of terms used in point NCO.IDE.A.170 and in the related AMC.

text: SECTION 2 — HELICOPTERS

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

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

text: (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. GM1 CAT.IDE.H.280 contains explanations of terms used in point NCO.IDE.H.170 and in the related AMC.


text: AMC and GM to Part-NCO Issue 2, Amendment 12

text: N o t e t o t h e re a d e r

text: In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: Annex VII to ED Decision 2022/005/R Page 1 of 5

text: Annex VII to ED Decision 2022/005/R Page 2 of 5

text: Annex VII to ED Decision 2022/005/R Page 3 of 5

text: Annex VII to ED Decision 2022/005/R Page 4 of 5

text: Annex VII to ED Decision 2022/005/R Page 5 of 5

identifier: AMC and GM to Part-NCO — Issue 2, Amendment 12

beslut: ED Decision 2022/005/R

text: Annex VII to ED Decision 2022/005/R ‘AMC and GM to Annex VII (Part-NCO) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 2, Amendment 12’

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

text: — deleted text is struck through;

text: — new or amended text is highlighted in blue;

text: — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: The Annex to Decision 2014/016/R of 24 April 2014 of the Executive Director of the Agency is amended as follows:

text: AMC1 NCO.GEN.105(ca)(3) Pilot-in-command responsibilities and authority

text: CHECKLISTS

text: (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-in-command should restartre-start them from a safe point prior to the interruption.

text: GM1 NCO.OP.105 Specification of isolated aerodromes — aeroplanes

text: USE OF AN AERODROME AS AN ISOLATED AERODROME

text: The concept of an isolated aerodrome allows the operator to use aerodromes that would otherwise be impossible or impractical to use with sufficient fuel/energy to fly to the destination aerodrome and then to a destination alternate aerodrome, provided that operational criteria are used to ensure a safe-landing option, for example by specifying a point of no return (PNR). If alternate fuel/energy is carried, the operator is not required to consider the aerodrome isolated and use the aforementioned operational criteria.

text: AMC1 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: PLANNING CRITERIA — FINAL RESERVE FUEL/ENERGY

text: The final reserve fuel (FRF)/energy should be no less than the required fuel/energy to fly: (a) for aeroplanes: (1) for 10 minutes at maximum continuous cruise power at 1 500 ft (450 m) above the destination under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within sight of that aerodrome/landing site; (2) for 30 minutes at holding speed at 1 500 ft (450 m) above the destination under VFR by day; and (3) for 45 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under VFR flights by night and IFR; and (b) for helicopters: (1) for 10 minutes at best-range speed under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within 25 NM of that aerodrome/landing site, when needed for the purpose of specialised operations; (2) for 20 minutes at best-range speed for other VFR flights; and (3) for 30 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under IFR.

text: AMC2 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: FINAL RESERVE FUEL/ENERGY

text: The quantity of the FRF/energy should be planned before flight and be an easily recalled figure against which the pilot-in-command can assess the current fuel/energy state of the aircraft.

text: AMC3 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: FINAL RESERVE FUEL/ENERGY PROTECTION

text: The planned FRF/energy should be protected as a reserve in normal operations. If the fuel/energy on board falls below the FRF/energy, the pilot-in-command should consider this to be an emergency. The FRF/energy should not be used as contingency fuel in normal operations. When the FRF/energy can no longer be protected, then a fuel/energy emergency should be declared and any landing option explored, including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)).

text: GM1 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: LIKELIHOOD OF UNEXPECTED CIRCUMSTANCES TO INCREASE WITH FLIGHT DURATION

text: The likelihood of unexpected circumstances arising after the aircraft is fuelled may increase with the duration of the planned flight (for example, during a long flight, a problem at the destination aerodrome or operating site is more likely to have occurred than during a short local flight).

text: GM2 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: PLANNING of FUEL/ENERGY QUANTITY — HOLDING

text: When planning the fuel/energy quantity, in case of holding, and if the aircraft documentation does not provide approved data for the holding regime, the pilot should derive the fuel/energy flow data from the long-range/best-range cruise data or, if this is not provided, from the lowest available cruise data in power setting tables.

text: AMC1 NCO.OP.147 Refuelling with the engine(s) running and/or rotors turning — helicopters

text: CHECKLIST — HELICOPTERS

text: (a) Before commencing a refuelling with rotors turning, the pilot-in-command should conduct a risk assessment, assessing the complexity of the activity in order to determine the hazards and associated risks inherent in the operation, and establish mitigating measures. (b) Refuelling with rotors turning should be performed in accordance with a checklist. Based on the risk assessment, the pilot-in-command should establish a checklist appropriate to the activity and aircraft used, taking into account this AMC. (c) The checklist should cover relevant elements of GM1 NCO.SPEC.105. (d) The checklist that is relevant to the duties of the pilot-in-command, crew members, and task specialists should be readily accessible. (e) The checklist should be regularly reviewed and updated, as appropriate.

text: GM1 NCO.OP.147 Refuelling with the engine(s) running and/or rotors turning — helicopters

text: PROCEDURES— HELICOPTERS

text: AMC1 SPO.OP.157 and GM1 SPO.OP.157 provide a generic framework for the development of standard operating procedures (SOPs) for refuelling with the rotors turning.

text: GM1 NCO.OP.185(b)&(c) In-flight fuel/energy management

text: ‘MINIMUM FUEL’ DECLARATION

text: (a) The pilot-in-command may consider reporting the remaining fuel/energy endurance after a ‘MINIMUM FUEL’ or ‘MAYDAY MAYDAY MAYDAY FUEL’ declaration. Note: For Part-NCO operators, the FRF/energy varies; therefore, the ATC may not be aware of the amount of the remaining fuel/energy endurance. (b) The ‘MINIMUM FUEL’ declaration informs the ATC that all planned landing options have been reduced to a specific aerodrome or operating site of intended landing, and that for helicopters, no other landing site is available. It also informs the ATC that any change to the existing clearance may result in landing with less than the planned FRF/energy. This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur. The pilot should not expect any form of priority handling as a result of a ‘MINIMUM FUEL’ declaration. However, the ATC should advise the flight crew of any additional expected delays, as well as coordinate with other ATC units when transferring the control of the aircraft, to ensure that the other ATC units are aware of the flight’s fuel/energy state. (c) The requirement for declaring ‘MINIMUM FUEL’ and ‘MAYDAY MAYDAY MAYDAY FUEL’ applies only to controlled flights; however, these declarations may also be made during uncontrolled flights if the pilot-in-command considers this advisable.


text: o NPA procedure Final approach track offset <15 for category A and B o 750 aeroplanes or <5 Category C and D aeroplanes

text: o Final approach track offset  15 for category A or B 1 000 aeroplanes

text: o Final approach track offset  5 for category C or D 1 200 aeroplanes

identifier: AMC and GM to Part-NCO — Issue 2, Amendment 13

beslut: ED Decision 2022/012/R

title: AMC and GM to Part-NCO — Issue 2, Amendment 13

text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: Annex VII to ED Decision 2022/012/R ‘AMC & GM to Annex VII (Part-NCO) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 2, Amendment 13’

text: The text of the amendment is arranged to show deleted, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. Note to the reader In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: Annex VII to ED Decision 2022/012/R Page 1 of 21

text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: The Annex to Decision 2014/016/R of 24 April 2014 of the Executive Director of the Agency is amended as follows:

text: AMC1 NCO.OP.101(a) Altimeter check and settings

text: PRE-FLIGHT ALTIMETER CHECK

text: A serviceable altimeter indicates the elevation of the point selected, plus the height of the altimeter above this point, within a tolerance of ± 60 ft. If the altimeter does not indicate the reference elevation or height exactly but is within the specified tolerances, no adjustment of this indication should be made at any stage of a flight. Also, any error which is within tolerance on the ground should be ignored by the pilot during flight. If no altimeter setting is available at the aerodrome or operating site of departure, the altimeter should be set using the elevation of the aerodrome or operating site, and the altimeter setting should be verified on first contact with an ATS unit.

text: AMC1 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: TAKE-OFF OPERATIONS

text: (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 aerodromerunway/final approach and take-off area (FATO)/operating site planned to be used and aircraft characteristics and equipment. 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-in-command 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 enginean engine failure after rotation. (2) For night operations, ground lights should be available to illuminate the runway/final approach and take-off area (FATO) and any obstacles sufficient lighting should be in

text: Annex VII to ED Decision 2022/012/R Page 2 of 21

text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: operation to illuminate the runway/final approach and take-off area (FATO) and any relevant obstacles. (3) For point-in-space (PinS) departures to an initial departure fix (IDF), the take-off minima should be selected to ensure sufficient guidance to see and avoid obstacles and return to the heliport if the flight cannot be continued visually to the IDF. The minimum VIS should be 800 m and the minimum ceiling should be 250 ft. (4) For helicopters outside of a runway environment, the minimum VIS should be 800 m, and for offshore helideck operations, the minimum VIS should be 500 m.

text: AMC2 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

text: (a) The RVR (or for non-instrument runways, VIS) for straight-in instrument approach operations should not be less than the greatest of the following: (1) the minimum RVR (or for non-instrument runways, VIS) for the type of runway used according to Table 1; (2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 2; (3) the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 3. (b) For Category A and B aeroplanes, if the RVR determined in accordance with (a) is greater than 1 500 m, then 1 500 m should be used. (d) The visual aids, if available, may comprise standard runway day markings, runway edge lights, threshold lights, runway end lights and approach lights as defined in Table 6. (e) For night operations or for any operation where credit for visual aids is required, the lights should be on and serviceable except as provided for in GM5 NCO.OP.110. Table 1 Type of runway versus minimum RVR or VIS — aeroplanes

text: Type of runway Minimum RVR or VIS (m) Precision approach (PA) runway, 550 category I Non-precision approach (NPA) runway 750 Non-instrument runway Visibility according to Table 1 in NCO.OP.112 (Circling minima)

text: Annex VII to ED Decision 2022/012/R Page 3 of 21

text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: Table 2 RVR versus DH/MDH

text: DH or MDH Class of lighting facility FALS IALS BALS NALS ft RVR (m) 200 - 210 550 750 1 000 1 200 211 - 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 2 000 441 - 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 2 400 561 - 580 1 900 2 200 2 400 2 400 581 - 600 2 000 2 300 2 400 2 400 601 - 620 2 100 2 400 2 400 2 400 621 - 640 2 200 2 400 2 400 2 400 641 660 2 300 2 400 2 400 2 400 661 and above 2 400 2 400 2 400 2 400

text: Table 3 Visual and non-visual aids and/or on-board equipment versus minimum RVR — aeroplanes

text: Type of approach Facilities Lowest RVR (m) PA and APV RTZL and RCLL [no limitation] procedure without RTZL and RCLL but using HUDLS or equivalent system; coupled autopilot or flight director to DH [no limitation] No RTZL and RCLL, not using HUDLS or equivalent system or 750 autopilot to DH.

text: Annex VII to ED Decision 2022/012/R Page 4 of 21

text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: DETERMINATION OF RVR FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

text: (a) For IFR operations, the RVR should not be less than the greatest of the following: (1) the minimum RVR for the type of runway/FATO used according to Table 4; or (2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 5; (3) for PinS operations with instructions to ‘proceed visually’, the distance between the MAPt of the PinS and the FATO/approach light system. (b) For PinS operations with instructions to ‘proceed VFR’, the VIS should be compatible with visual flight rules. (c) The visual aids, if available, may comprise standard runway day markings, runway edge lights, threshold lights, runway, end lights and approach lights as defined in Table 6 of AMC3 NCO.OP.110. (d) For night operations or for any operation where credit for visual aids is required, the lights should be on and serviceable. Table 4 Type of runway/FATO versus minimum RVR — helicopters

text: Type of runway / FATO Minimum RVR or VIS (m) PA runway, category I RVR 550 NPA runway Non-instrument runway Instrument FATO RVR 550 FATO RVR or VIS 800

text: Table 5 DH/MDH versus minimum RVR — helicopters

text: DH / MDH (ft) Facilities versus. RVR (m) * FALS IALS BALS NALS 200 550 600 700 1 000 201 – 249 550 650 750 1 000 250 – 299 600* 700* 800 1 000 300 and above 750* 800 900 1 000

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text: * Minima on 2D approach operations should be no lower than 800 m.

text: APPROACH LIGHTING SYSTEMS — AEROPLANES AND HELICOPTERS

text: Table 6 Approach lighting systems

text: Class of lighting facility Length, configuration and intensity of approach lights FALS CAT I lighting system (HIALS ≥720 m) distance coded centre line, barrette centre line IALS Simple approach lighting system (HIALS 420–719 m) single source, barrette BALS Any other approach lighting system (HIALS, MALS or ALS 210–419 m) NALS Any other approach lighting system (HIALS, MALS or ALS <210 m) or no approach lights

text: AMC2 AMC3 NCO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

text: VISUAL APPROACH

text: AMC3 NCO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

text: EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT

text: GM1 NCO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

text: COMMERCIALLY AVAILABLE INFORMATION

text: GM2 NCO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

text: VERTICAL PATH CONTROL

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text: Issue 2, Amendment 13

text: GM2 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: FLIGHTS WITH VFR AND IFR SEGMENTS

text: Where a flight contains VFR and IFR segments, aerodrome operating minima need be established only as far as relevant to the IFR segments. Attention is drawn to NCO.OP.160 (a) and (c), according to which, the pilot-in-command shall be satisfied that the VFR segments will be conducted in conditions at or above the applicable VFR operating minima. For example, for a VFR departure changing to IFR at a transition point en-route and an IFR arrival at destination, the pilot-in-command should be satisfied that VMC will exist up to the transition point, and aerodrome operating minima should be established for the destination and any alternate destinations required.

text: GM3 NCO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

text: CRITERIA FOR ESTABLISHING RVR/CMV

text: MEANS TO DETERMINE THE REQUIRED RVR BASED ON DH AND LIGHTING FACILITIES

text: (a) The values in Table 2 are derived from the formula below: RVR (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. An upper RVR limit of 2 400 m has been applied to the table. (b) The lighting system classes in Table 2 have the meaning specified in Table 6.

text: GM4 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: DETERMINATION OF RVR/CMV/VIS MINIMA FOR NPA, APV, CAT I — AEROPLANES

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text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: USE OF THIRD-PARTY INFORMATION

text: If a pilot-in-command uses information provided by a third party for aerodrome operating minima, the pilot-in-command verifies that the method for calculating minima is in accordance with this Regulation.

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: (1) when reported RVR is available; (2) for calculating take-off minima; and (3) for other RVR minima less than 800 m. (b) If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. ‘RVR more than 1 500 m’, it should not be considered as a reported value. (c) For all other circumstances, Table 5 should be used.

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

text: RVR/CMV = reported meteorological visibility x Lighting elements in operation Day Night High intensity (HI) approach and runway lights 1.5 2.0 Any type of light installation other than above 1.0 1.5 No lights 1.0 not applicable EFFECT OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT ON LANDING MINIMA

text: (a) Lighting in Table 5 should be considered only if the relevant lighting is operating. For example, if components of a FALS have failed leaving only the last 250 m operating normally, the lighting facilities should be treated as BALS. (b) Failures of standby equipment, standby power systems, middle markers and RVR assessment systems have no effect on minima.

text: GM6 GM1 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: AIRCRAFT CATEGORIES

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text: (b) […] Table 76: Aircraft categories corresponding to VAT values

text: […] (c) Helicopters are also eligible for Category H where applicable.

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

text: CONTINUOUS DESCENT FINAL APPROACH (CDFA) — AEROPLANES

text: GM8 NCO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

text: ONSHORE AERODROME DEPARTURE PROCEDURES — HELICOPTERS

text: GM1 NCO.OP.110(b)(5) Aerodrome operating minima — aeroplanes and helicopters

text: VISUAL AND NON-VISUAL AIDS AND INFRASTRUCTURE

text: ‘Visual and non-visual aids and infrastructure’ refers to all equipment and facilities required for the procedure to be used for the intended instrument approach operation. This includes but is not limited to, lights, markings, ground or space-based radio aids, etc.

text: AMC1 NCO.OP.111 Aerodrome operating minima – NPA, APV, CAT I operations

text: NPA FLOWN WITH THE CDFA TECHNIQUE

text: AMC1 NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations

text: DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS AND RUNWAY

text: When determining the DH/MDH in accordance with the obstacle clearance hight (OCH) for the category of aircraft and the published approach procedure DH or minimum descent height (MDH), the pilot should determine whether the obstacle limitation surface is appropriate for the type of instrument approach flown and runway as this matter may have an impact on the calculation of the

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text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: OCH and DH/MDH. When this information is not available (e.g. not mentioned in the AIP, etc.), then the pilot should take into account Table 8 or 9 below, as applicable, when determining the DH/MDH: Table 8 Runway type minima — aeroplanes

text: Runway type Lowest DH/MDH (ft) PA runway, category I 200 NPA runway 250 Circling minima as shown in Table 1 in Non-instrument runway NCC.OP.112

text: Table 9 Type of runway/FATO minima — helicopters

text: Type of runway/FATO Lowest DH/MDH (ft) PA runway, category I 200 NPA runway Non-instrument runway Instrument FATO 200 FATO 250 Table 8 does not apply to helicopter PinS approaches with instructions to ‘proceed VFR’.

text: GM1 NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations

text: APPROACH OPERATIONS — VERTICAL PATH CONTROL FOR NPA

text: (a) During a 3D instrument approach operation (using both lateral and vertical navigation guidance), the displayed vertical path should be followed continuously. The approach may be continued to DA/H, at which point a missed approach must be initiated if visual reference is not acquired. (b) During a 2D instrument approach operation (using lateral navigation guidance only) flown using the continuous descent final approach (CDFA) technique, the vertical path should be approximated continuously by: (1) choosing an appropriate vertical speed; (2) cross-checking level against position along the approach; and (3) adapting the vertical speed as required. The approach may be continued to DA/H or the missed approach point (MAPt) (whichever is reached first), at which point a missed approach must be initiated if visual reference is not acquired. There is no MDH for an NPA flown using the CDFA technique. An aircraft may descend

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text: Issue 2, Amendment 13

text: briefly below the DH on an NPA flown using the CDFA technique, in the same way as it may on a PA or APV. (c) During a 2D instrument approach operation (using lateral navigation guidance only) flown using the step-down (non-CDFA) technique, the vertical path consists of a sequence of one or more descents to the next published level (i.e. the MDA/H or height at the next stepdown fix). The aircraft may fly level at the MDA/H until reaching the MAPt, where a missed approach must be initiated if visual reference is not acquired. The CDFA technique has substantially improved safety performance in commercial air transport operations with complex motor-powered aircraft. In lighter, more manoeuvrable aircraft, operated by a single pilot, which may be accustomed to shorter and steeper visual approaches, there may sometimes be advantages to a step-down technique. Due consideration should be given to the choice of vertical path control at the planning stage of flight.

text: GM2 NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations

text: DH/MDH — CALCULATION OF DA/MDA

text: NCO.OP.111 refers to DH and MDH because the rule compares heights with other heights (system minima, minimum DH in the AFM, etc.). Usually, the DH or MDH will be converted to DA or MDA for operational use by adding the threshold elevation.

text: GM3 NCO.OP.111 Aerodrome operating minima — 2D and 3 D approach operations

text: DH/MDH — PinS APPROACHES WITH VIRTUAL DESTINATION

text: For PinS approaches with instructions to ‘proceed VFR’ that are not associated with a runway/FATO/operating site, DH/MDH can be established with reference to the ground below the MAPt.

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

text: SUPPLEMENTAL INFORMATION

text: […] (b) Conduct of flight — general: […] (3) for these procedures, the applicable visibility is the meteorological flight visibility. (c) Instrument approach followed by visual manoeuvring (circling) without prescribed tracks:

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text: (1) When the aeroplane is on the initial instrument approach, before visual reference is established, but not below MDA/H — the aeroplane should follow the corresponding instrument approach procedure (IAP) 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: […] (iii) is able to determine the aeroplane’s position in relation to the runway of intended landing with the aid of the appropriate external visual references. […]

text: GM2 NCO.OP.112 Aerodrome operating minima — circling operations with aeroplanes

text: DH/MDH — CALCULATION OF DA/MDA

text: NCO.OP.112 refers to MDH because the rule compares heights with other heights (minimum circling height, OCH, etc.). Usually, the MDH will be converted to MDA for operational use by adding the aerodrome elevation.

text: AMC1 NCO.OP.115 Departure and approach procedures — aeroplanes and helicopters

text: ARRIVALS AND DEPARTURES UNDER IFR WHERE NO INSTRUMENT FLIGHT PROCEDURES ARE PUBLISHED

text: When arriving or departing under IFR to/from an aerodrome or operating site with no published instrument flight procedure, the pilot-in-command should ensure that sufficient obstacle clearance is available for safe operation. This may be achieved, for example, by climbing or descending visually when below a minimum altitude at which obstacle clearance is known to exist. When operating IFR in uncontrolled airspace, separation from other aircraft remains the responsibility of the pilot-in-command. The pilot-in-command should also comply with any flight planning and communication requirements designated by the competent authority under SERA.4001(b)(3) and SERA.5025(b). Any ATC clearance required to enter controlled airspace must be obtained prior to entry.

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text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: AMC1 NCO.OP.142(b)(1) Destination alternate aerodromes – instrument approach operations

text: SBAS-CAPABLE GNSS EQUIPMENT

text: GNSS system which are (E)TSO-C145() or (E)TSO-C146() are SBAS-capable. Aircraft certified for RNP APCH to LPV minima (see AMC1 NCO.IDE.A/H.195(l)) are considered compliant.

text: AMC2 NCO.OP.142(b)(3) Destination alternate aerodromes – instrument approach operations

text: USE OF RAIM FOR SBAS

text: Where a receiver with RAIM is used to meet the requirement for SBAS, its availability should be predicted by a pre-flight RAIM check, in accordance with AMC1 NCO.GEN.105(c).

text: GM1 NCO.OP.142 Destination aerodromes — instrument approach operations

text: PBN OPERATIONS

text: GM1 NCO.OP.142(b)(4) Destination alternate aerodromes – instrument approach operations

text: IAPs THAT DO NOT RELY ON SBAS

text: This instrument approach can be an RNP APCH to LNAV minima. It can also be an RNP APCH to LNAV/VNAV minima using Baro VNAV if the aircraft is equipped with a Baro VNAV function certified for APV. This requirement is only used for planning purposes to cover the possibility of an SBAS loss; it does not prevent the pilot from flying an approach relying on SBAS if SBAS is available.

text: AMC1 NCO.OP.142(b)(5) Destination alternate aerodromes – instrument approach operations

text: APPROPRIATE CONTINGENCY ACTION

text: An appropriate contingency action is an alternative offered in NCO.OP.142(b)(5) to completion of the planned flight to a safe landing, either at the planned destination or a destination alternate, using normal procedures and using navigation equipment meeting the requirements of NCO.IDE.A/H.100, installed for redundancy or as a backup.

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text: Issue 2, Amendment 13

text: The contingency action should be considered before flight and take into account the information identified by flight preparation according to NCO.OP.135. It may depend on the flight and availability of navigation solutions (satellites, ground navaids, etc.) and weather conditions (IMC, VMC) along the flight. The contingency action addresses partial loss of navigation capability, such as: — loss of the stand-alone GNSS equipment; — local loss of GNSS signal-in-space (e.g. local jamming at destination); — loss of GNSS signal-in-space. It should take into account what options remain in case of loss of GNSS signal; for instance, (non-GNSSbased) radar vectoring by ATC, non-GNSS-based navigation systems or the possibility to reach VMC. Examples of contingency actions include: — seeking navigational assistance from ATS, using communication and surveillance systems that remain operational, to enable safe descent to VMC; — the emergency use of navigation equipment not meeting the requirements of NCO.IDE.A/H.100 by making use of the provisions in NCO.OP.105(e); — descent over water or very flat terrain to levels with reduced (but reasonable) obstacle clearance; and — unusually long periods of dead reckoning.

text: GM1 NCO.OP.143 Destination alternate aerodromes planning minima — aeroplanes

text: MINIMUM SAFE IFR HEIGHT

text: For the purpose of NCO.OP.143, the minimum safe IFR height is the height above the aerodrome of the lowest level compatible with SERA.5015(b) for en-route flight at a point from which visual flight to the aerodrome could reasonably be commenced.

text: GM1 NCO.OP.144 Destination alternate aerodromes planning minima — helicopters

text: MINIMUM SAFE IFR HEIGHT

text: For the purpose of NCO.OP.144, the minimum safe IFR height is the height above the aerodrome of the lowest level compatible with SERA.5015(b) for en-route flight at a point from which visual flight to the aerodrome could reasonably be commenced.

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text: Issue 2, Amendment 13

text: AMC1 NCO.OP.175 Take-off conditions — aeroplanes and helicopters

text: METEOROLOGICAL CONDITIONS FOR TAKE-OFF — AEROPLANES

text: (a) When the reported visibility is below that required for take-off and RVR is not reported, a takeoff should only be commenced if the pilot-in-command can determine that the visibility along the take-off runway/area is equal to or better than the required minimum. (b) When no reported visibility or RVR is available, a take-off should only be commenced if the pilotin-command can determine that the RVR/VIS along the take-off runway/area is equal to or better than the required minimum.

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

text: VISUAL REFERENCES FOR NPA, APV AND CAT I OPERATIONS

text: (a) For a straight-in approach, aAt DH or MDH, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot: (1) elements of the approach lighting system; (2) the threshold; (3) the threshold markings; (4) the threshold lights; (5) the threshold identification lights; (6) the visual glide path slope indicator; (7) the touchdown zone (TDZ) or touchdown zone TDZ markings; (8) the touchdown zone TDZ lights; (9) FATO/runway edge lights; or (10) other visual references specified in the operations manual. (10) for helicopter PinS approaches, the identification beacon light and visual ground reference; (11) for helicopter PinS approaches, the identifiable elements of the environment defined on the instrument chart; or (12) for helicopter PinS approaches with instructions to ‘proceed VFR’, sufficient visual cues to determine that the conditions for VFR are met. (b) For a circling approach, the required visual reference is the runway environment.

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text: AMC2 NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters

text: RVR MINIMA FOR CONTINUED APPROACH

text: (a) The controlling RVR should be the touchdown RVR. (b) If the touchdown RVR is not reported, then the midpoint RVR should be the controlling RVR. (c) If neither the touchdown RVR nor the midpoint RVR is reported, then NCO.OP.210(a) is not applicable.

text: GM1 NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters

text: APPLICATION OF RVR REPORTS

text: (a) There is no prohibition on the commencement of an approach based on reported RVR. The restriction in NCO.OP.210 applies only if the RVR is reported and applies to the continuation of the approach past a point where the aircraft is 1 000 ft above the aerodrome elevation or into the final approach segment (FAS) as applicable. (b) If a deterioration in the RVR is reported once the aircraft is below 1 000 ft on in the FAS, as applicable, then there is no requirement for the approach to be discontinued. In this situation, the normal visual reference requirements would apply at the DA/H. (c) Where additional RVR information is provided (e.g. midpoint and stop end), this is advisory; such information may be useful to the pilot in order to determine whether there will be sufficient visual reference to control the aircraft during roll-out and taxi. (d) If the RVR is less than the RVR calculated in accordance with AMC3 NCO.OP.110, a go-around is likely to be necessary since visual reference may not be established at the DH, or at the MDH at a point where a stable approach to landing in the TDZ remains possible. Similarly, in the absence of an RVR report, the reported visibility may indicate that a go-around is likely. The pilot-incommand should consider available options, based on a thorough assessment of risk, such as diverting to an alternate, before commencing the approach. 1.

text: AMC1 NCO.IDE.A.195(a) Navigation equipment

text: NAVIGATION EQUIPMENT — RNAV SUBSTITUTION

text: An RNAV system may be used to substitute for conventional navigation aids and radio equipment, without monitoring of the raw data from conventional navigation aids, under the following conditions:

text: SCOPE OF RNAV SUBSTITUTION

text: (a) RNAV substitution may be used in all the phases of flight except: (1) to provide lateral guidance in the FAS of an IAP; and

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text: Issue 2, Amendment 13

text: (2) to substitute for DME, if a DME transceiver is either not installed on the aircraft or found to be unserviceable before flight.

text: SUITABILITY OF THE RNAV SYSTEM FOR RNAV SUBSTITUTION

text: (b) The RNAV system should meet: (1) at least the requirements of (E)TSO-C129/-C196/-C145/-C146 (or later equivalent standards); and (2) the requirements of NCO.OP.116(a) for RNAV 1, RNP 1 or RNP APCH as regards its installation in the aircraft.

text: OPERATING PROCEDURE

text: (c) The pilot-in-command is responsible for: (1) ensuring that any procedure and waypoints used are retrieved from a navigation database which meets the requirements of NCO.IDE.A.205; (2) verifying waypoint sequence, reasonableness of track angles, and distances of any overlay procedure used; (3) applying pre-flight procedures associated with GNSS use (e.g. RAIM check if applicable); and (4) complying with any limitation on RNAV substitution in the AFM.

text: PILOT COMPETENCE

text: (d) The pilot-in-command should be aware of the limitations of RNAV substitution.

text: AIRSPACE LIMITATIONS

text: (e) RNAV substitution should not be applied on any procedure where RNAV substitution has been indicated as ‘not authorised’ by an AIP entry or a notice to airmen (NOTAM).

text: CONTINGENCY PLANNING

text: (f) Nothing in this AMC relieves the pilot-in-command from compliance with NCO.IDE.A.195(b) which requires sufficient navigation equipment to ensure that, in the event of the failure of one item of equipment at any stage of the flight, the remaining equipment shall allow safe navigation according to the flight plan, or an appropriate contingency action, to be completed safely.

text: GM1 NCO.IDE.A.195(a) Navigation equipment

text: NAVIGATION EQUIPMENT — SCOPE OF RNAV SUBSTITUTION

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text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: GM2 NCO.IDE.A.195(a) Navigation equipment

text: NAVIGATION EQUIPMENT — SUITABILITY OF THE RNAV SYSTEM FOR RNAV SUBSTITUTION

text: GNSS (E)TSOs are referenced in AMC1 NCO.IDE.A.195(a) since most of the aircraft conducting NCO are equipped with an RNAV stand-alone system which exclusively bases its positioning on GNSS.

text: GM3 NCO.IDE.A.195(a) Navigation equipment

text: NAVIGATION EQUIPMENT — RNAV SUBSTITUTION — OPERATING PROCEDURE

text: Although RNAV substitution may not be used for lateral guidance in the FAS, this does not preclude the use of the RNAV system to fly the FAS, provided that raw data from the associated conventional navigation aids is monitored.

text: AMC1 NCO.IDE.A.195(b) Navigation equipment

text: APPROPRIATE CONTINGENCY ACTION

text: An appropriate contingency action is an alternative offered in NCO.IDE.A.195(b) to completion of the planned flight to a safe landing, either at the planned destination or a destination alternate, using normal procedures and using navigation equipment meeting the requirements of NCO.IDE.A.100, installed for redundancy or as a backup. The contingency action should be considered before flight and take into account the information identified by flight preparation according to NCO.OP.135. It may depend on the flight and availability of navigation solutions (satellites, ground navaids, etc.) and weather conditions (IMC, VMC) along the flight. The contingency action addresses partial loss of navigation capability. An appropriate contingency action to meet the requirements of NCO.IDE.A.195(b) does not rely on the performance of any function of the item of equipment whose potential failure is being considered. For example, in

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text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: AMC1 NCO.IDE.H.195(a) Navigation equipment

text: An RNAV system may be used to substitute for conventional navigation aids and radio equipment, without monitoring of the raw data from conventional navigation aids, under the conditions defined in AMC1 NCO.IDE.A.195(a).

text: GM1 NCO.IDE.H.195(a) Navigation equipment

text: (a) Applications of RNAV substitution include use to: (1) determine aircraft position relative to or distance from a VOR, marker, DME fix or a named fix defined by a VOR radial or NDB bearing; (2) navigate to or from a VOR, or NDB, except as lateral guidance in the FAS of an IAP; (3) hold over a VOR, NDB, or DME fix; (4) fly an arc based upon DME; (5) fly an overlay of a conventional departure, arrival, approach or route except as lateral guidance in the FAS of an IAP. (b) RNAV substitution for ADF, marker and VOR may be used where airborne and/or ground-based equipment is not available. (c) RNAV substitution for DME may be used where the ground-based DME transponder is unserviceable or the airborne DME transceiver is found to be unserviceable in flight. Caution must be exercised by the pilot-in-command when calculating and using GNSS distances to the active waypoint as reference points are often different.

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text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: GM2 NCO.IDE.H.195(a) Navigation equipment

text: GM3 NCO.IDE.H.195(a) Navigation equipment

text: AMC1 NCO.IDE.H.195(b) Navigation equipment

text: APPROPRIATE CONTINGENCY ACTION

text: An appropriate contingency action is an alternative offered in NCO.IDE.H.195(b) to completion of the planned flight to a safe landing, either at the planned destination or a destination alternate, using normal procedures and using navigation equipment meeting the requirements of NCO.IDE.H.100, installed for redundancy or as a backup. The contingency action should be considered before flight and take into account the information identified by flight preparation according to NCO.OP.135. It may depend on the flight and availability of navigation solutions (satellites, ground navaids, etc.) and weather conditions (IMC, VMC) along the flight. The contingency action addresses partial loss of navigation capability. An appropriate contingency action to meet the requirements of NCO.IDE.H.195(b) does not rely on the performance of any function of the item of equipment whose potential failure is being considered. For example, in considering the failure of a VOR/LOC/DME receiver, none of the functions of that receiver should be relied upon in the contingency action. Examples of contingency actions include: — seeking navigational assistance from ATS, using communication, navigation and surveillance systems that remain operational, to enable a safe instrument approach or a safe descent to VMC; — unusually long periods of dead reckoning. A contingency action is required such that the failure of one item of navigation equipment has a reasonable likelihood of a safe outcome to the flight, consistent with other risks to which the operation is exposed.

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text: AMC & GM to Part-NCO

text: Issue 2, Amendment 13

text: AMC1 NCO.SPEC.115(a) Crew responsibilities

text: PILOT DUTIES — RECORDING OF FLIGHT TIME

text: (a) The pilot should only record flight time for the purpose of meeting experience requirements in specialised operations defined in AMC1 ORO.FC.146(f) and AMC1 SPO.SPEC.HESLO.100 if NCO.SPEC applies. (b) The list of specialised operations in GM1 NCO.SPEC.100 may be used for the purpose of (a).

text: Annex VII to ED Decision 2022/012/R Page 21 of 21


text: AMC & GM to Part-NCO Issue 2, Amendment 16

text: Annex VI to ED Decision 2023/007/R Page 1 of 4

text: RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

text: DH or MDH Class of lighting facility

text: FALS IALS BALS NALS

text: ft RVR (m)

text: Annex VI to ED Decision 2023/007/R Page 2 of 4

text: DH or MDH Class of lighting facility

text: FALS IALS BALS NALS

text: ft RVR (m)

text: - 580 1 900 2 200 2 400 2 400 581 - 600 2 000 2 300 2 400 2 400 601 - 620 2 100 2 400 2 400 2 400 621 - 640 2 200 2 400 2 400 2 400 641 - 660 2 300 2 400 2 400 2 400 661 and above 2 400 2 400 2 400 2 400

text: DETERMINATION OF RVR FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

text: AIRCRAFT CATEGORIES

text: SBAS-CAPABLE GNSS EQUIPMENT

text: Annex VI to ED Decision 2023/007/R Page 3 of 4

text: APPROPRIATE CONTINGENCY ACTION

text: APPLICATION OF RVR REPORTS

text: PILOT DUTIES — RECORDING OF FLIGHT TIME

text: Annex VI to ED Decision 2023/007/R Page 4 of 4

identifier: AMC & GM to Part-NCO — Issue 2, Amendment 16

beslut: ED Decision 2023/007/R

text: Annex VI to ED Decision 2023/007/R ‘AMC & GM to Annex VII (Part-NCO) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 2, Amendment 16’

text: The text of the amendment is arranged to show deleted, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: Note to the reader

text: In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: The Annex to Decision 2014/016/R of the Executive Director of the Agency of 24 April 2014 is amended as follows:

text: AMC2 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: (dc) […]

text: (ed) […]

text: Table 2

text: RVR versus DH/MDH

text: (ae) […] (bf) […] (cg) The visual aids, if available, may comprise standard runway day markings, runway edge lights, threshold lights, runway, end lights and approach lights as defined in Table 6 of AMC3 NCO.OP.110. (dh) […]

text: GM1 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

text: […] (b) The aircraft categories specified in the Table 6 7 should be used. […] […]

text: AMC1 NCO.OP.142(b)(1) Destination alternate aerodromes — instrument approach operations

text: GNSS system which are authorised under (E)TSO-C145() or (E)TSO-C146() or later revisions are SBAScapable. Aircraft certified for RNP APCH to LPV minima (see AMC1 NCO.IDE.A/H.195(l)) are considered compliant.

text: AMC1 NCO.OP.142(b)(5) Destination alternate aerodromes — instrument approach operations

text: […] — the emergency use of navigation equipment not meeting the requirements of NCO.IDE.A/H.100 by making use of the provisions in NCO.GENOP.105(e); […]

text: GM1 NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters

text: […] (b) If a deterioration in the RVR is reported once the aircraft is below 1 000 ft on in the FAS, as applicable, then there is no requirement for the approach to be discontinued. In this situation, the normal visual reference requirements would apply at the DA/H. […]

text: (a) The pilot should only record flight time for the purpose of meeting experience requirements in specialised operations defined in AMC1 ORO.FC.146(e);(f)&(g) and AMC1 SPO.SPEC.HESLO.100 if NCO.SPEC applies. […]


text: N o t e t o t h e r e a d e r

text: Annex II to ED Decision 2025/023/R Page 1 of 8

text: AMC and GM to Part-NCO Issue 2, Amendment 17

text: Annex II to ED Decision 2025/023/R Page 2 of 8

text: Annex II to ED Decision 2025/023/R Page 3 of 8

text: Annex II to ED Decision 2025/023/R Page 4 of 8

text: Annex II to ED Decision 2025/023/R Page 5 of 8

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text: Annex II to ED Decision 2025/023/R Page 8 of 8

identifier: AMC & GM to Part-NCO — Issue 2, Amendment 17

beslut: ED Decision 2025/023/R

text: Annex II to ED Decision 2025/023/R ‘AMC and GM to Part NCO — Issue 2, Amendment 17

text: This document shows deleted text, new or amended text as follows:

text: — deleted text is struck through;

text: — new or amended text is highlighted in blue;

text: — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

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

text: GENERAL

text: […] (b) the operation and safety of the aircraft: (1) for aeroplanes and gyroplanes, 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; […]

text: AMC1 NCO.GEN.115 Taxiing of aeroplanes or gyroplanes

text: GYROPLANES — SAFETY-CRITICAL ACTIVITY

text: When a person is designated by the operator to taxi a gyroplane on the movement area of an aerodrome, and that person is not an appropriately qualified pilot, the rotor of the gyroplane should be secured in its parking position.

text: GM1 NCO.GEN.115 Taxiing of aeroplanes or gyroplanes

text: SAFETY-CRITICAL ACTIVITY

text: (a) Taxiing should be treated as a safety-critical activity due to the risks related to the movement of the aeroplane or the gyroplane and the potential for a catastrophic event on the ground. (b) Taxiing is a high-workload phase of flight that requires the full attention of the pilot-incommand.

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

text: SKILLS AND KNOWLEDGE

text: The person designated by the operator to taxi an aeroplane or a gyroplane should possess the following skills and knowledge: (a) positioning of the aeroplane or the gyroplane to ensure safety when starting the 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 areas;

text: (f) maintaining lookout and right-of-way rules and complying with ATC or marshalling instructions, when applicable; (g) avoidance of the adverse effect of propeller slipstream or jet wash on other aeroplanesaircraft, aerodrome facilities and personnel; (h) inspection of the taxi path when surface conditions are obscured; (i) communication with others when controlling an aeroplane or a gyroplane on the ground; (j) interpretation of operational instructions; (k) reporting of any problem that may occur while taxiing an aeroplane or a gyroplane; and (l) adapting the taxi speed in accordance with prevailing aerodrome, traffic, surface and weather conditions.

text: AMC1 NCO.OP.125(b) Fuel/energy and oil supply— aeroplanes and helicopters

text: PLANNING CRITERIA — FINAL RESERVE FUEL/ENERGY

text: […] (b) for rotorcrafthelicopters: […]

text: AMC2 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: AMC3 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: GM1 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: GM2 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

text: AMC1 NCO.OP.160 Meteorological conditions

text: APPLICATION OF AERODROME FORECASTS (TAF & TREND) — AEROPLANES AND HELICOPTERS

text: GM1 NCO.OP.160 Meteorological conditions

text: CONTINUATION OF A FLIGHT — AEROPLANES AND HELICOPTERS

text: GM2 NCO.OP.160 Meteorological conditions

text: EVALUATION OF METEOROLOGICAL CONDITIONS — AEROPLANES AND HELICOPTERS

text: AMC1 NCO.OP.175 Take-off conditions — aeroplanes and helicopters

text: AMC1 NCO.OP.207 Approach and landing conditions — gyroplanes

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

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

text: APPLICABLE AIRWORTHINESS REQUIREMENTS

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

text: Regulation (EU) No 748/2012

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

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

text: […] (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 helicopters rotorcraft. Examples may be the following: (1) portable electronic flight bag (EFB);

text: (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 FOR HELICOPTERS

text: For helicopters, Tthe 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: 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

text: (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 the type certification of the helicopters rotorcraft for the intended type of operation. (b) The means of measuring and indicating turn and slip, helicopters rotorcraft attitude and stabilised helicopters rotorcraft 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)(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

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

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

text: GENERAL

text: (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 rotorcraft’s communication system. To comply with the minimum performance requirements, the earphones and microphone should

text: 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 helicopters rotorcraft.

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

text: CHILD RESTRAINT DEVICES (CRDs)

text: (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 rotorcraft seat, the following CRDs are considered acceptable: […]

text: GM1 NCO.IDE.H.145 First-aid kit

text: LOCATION AND USE

text: The location of the first-aid kit is normally indicated by using internationally recognisable signs. The first-aid kitFAK ‘should be easilyreadily accessible for use’ in helicopter rotorcraft operations should be understood as the first-aid kit being either accessible either in flight or immediately after landing. […]

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

text: RISK ASSESSMENT

text: (a) When conducting the risk assessment, the pilot-in-command should base their his/her decision, as far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the helicopter rotorcraft. […]

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

text: GENERAL

text: Helicopters Rotorcraft operated across areas in which search and rescue would be especially difficult should be equipped with the following: […]

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

text: ADDITIONAL SURVIVAL EQUIPMENT

text: (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 rotorcraft in accordance with another requirement, there is no need for this to be duplicated.

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

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

text: APPLICABLE AIRSPACE REQUIREMENTS

text: For helicopters rotorcraft that are 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

text: (a) The secondary surveillance radar (SSR) transponders of helicopters rotorcraft being operated under European air traffic control should comply with any applicable Ssingle European Ssky legislation. […]

text: GM1 NCO.SPEC.100 Scope

text: LIST OF SPECIALISED OPERATIONS

text: (a) Specialised operations include the following activities: (1) helicopter external loads operations; (2) helicopters rotorcraft survey operations; […]

text: GM1 NCO.SPEC.105 Checklist

text: DEVELOPMENT OF CHECKLISTS

text: […] (b) aircraft and equipment: (1) the category of aircraft to be used for the activity should be indicated, e.g. helicopter/gyroplane/aeroplane, single-/multi-engined; (2) all equipment required for the activity should be listed; […]


text: Annex to ED Decision 2015/004/R

text: Decision 2014/016/R of the Executive Director of the Agency of 24 April 2014 adopting Acceptable Means of Compliance and Guidance Material to Part-NCO of

text: Commission Regulation (EU) No 965/2012

text: and repealing Decision 2013/021/R of the Executive Director of the Agency of 23 August 2013.

text: Annex to ED Decision 2015/004/R (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 (5) the dispatch conditions associated with flights conducted in accordance with special approvals held by the operator in accordance with Part-SPA. (…)

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

beslut: ED Decision 2015/004/R

text: Annex to Decision 2015/004/R

text: ‘AMC and GM to Part-NCO — Issue 2, Amendment 2’

text: The Annex to Decision 2014/016/R is hereby amended as follows: 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: A new GM1 NCO.GEN.115 is inserted as follows:

text: GM1 NCO.GEN.115 Taxiing of aeroplanes

text: SAFETY-CRITICAL ACTIVITY (a) Taxiing should be treated as a safety-critical activity due to the risks related to the movement of the aeroplane and the potential for a catastrophic event on the ground. (b) Taxiing is a high-workload phase of flight that requires the full attention of the pilot-in-command.

text: The following amendments are editorial changes to the existing text which are not related to the substantial amendments of this Decision:

text: AMC1 NCO.GEN.155 is amended as follows:

text: AMC1 NCO.GEN.155 Minimum equipment list

text: CONTENT AND APPROVAL OF THE MEL (…) (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: (…)

text: AMC1 NCO.IDE.A.120(a)(4) & NCO.IDE.A.125(a)(4) is amended as follows:

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

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

text: AMC1 NCO.IDE.H.120(a)(4) & NCO.IDE.H.125(a)(4) is amended as follows:

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 (kph) or in miles per hour (mph) is acceptable when such units are used in the AFM.

text: AMC1 NCO.IDE.S.115(a)(4) & NCO.IDE.S.120(d) is amended as follows:

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

text: navigational instruments

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