identifier: AMC & GM to Part-NCO — Issue 2, Amendment 3

beslut: ED Decision 2016/018/R

title: AMC & GM to Part-NCO — Issue 2, Amendment 3

text: Annex to ED Decision 2016/018/R

text: Annex to Decision 2016/018/R

text: ‘AMC and GM to Part-NCO — Issue 2, Amendment 3’

text: The Annex to Decision 2014/016/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. The following AMC/GM have been introduced or amended:

text: Subpart A — General requirements

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

text: FLIGHT PREPARATION FOR PBN OPERATIONS (a) The pilot-in-command should ensure that RNAV 1, RNAV 2, RNP 1, RNP 2, and RNP APCH routes or procedures to be used for the intended flight, including for any alternate aerodromes, are selectable from the navigation database and are not prohibited by NOTAM. (b) The pilot-in-command should take account of any NOTAMs or pilot-in-command briefing material that could adversely affect the aircraft system operation along its flight plan including any alternate aerodromes. (c) When PBN relies on GNSS systems for which RAIM is required for integrity, its availability should be verified during the preflight planning. In the event of a predicted continuous loss of fault detection of more than five minutes, the flight planning should be revised to reflect the lack of full PBN capability for that period. (d) For RNP 4 operations with only GNSS sensors, a fault detection and exclusion (FDE) check should be performed. The maximum allowable time for which FDE capability is projected to be unavailable on any one event is 25 minutes. If predictions indicate that the maximum allowable FDE outage will be exceeded, the operation should be rescheduled to a time when FDE is available. (e) For RNAV 10 operations, the pilot-in-command should take account of the RNAV 10 time limit declared for the inertial system, if applicable, considering also the effect of weather conditions that could affect flight duration in RNAV 10 airspace. Where an extension to the time limit is permitted, the pilot-incommand will need to ensure that en route radio facilities are serviceable before departure, and to apply radio updates in accordance with any AFM/POH limitation.

text: Annex to ED Decision 2016/018/R

text: AMC2 NCO.GEN.105 Pilot-in-command responsibilities and authority

text: DATABASE SUITABILITY (a) The pilot-in-command should check that any navigational database required for PBN operations includes the routes and procedures required for the flight. DATABASE CURRENCY (b) The database validity (current AIRAC cycle) should be checked before the flight. (c) Navigation databases should be current for the duration of the flight. If the AIRAC cycle is due to change during flight, the pilot-in-command should follow procedures established by the pilot-in-command to ensure the accuracy of navigation data, including the suitability of navigation facilities used to define the routes and procedures for the flight. (d) An expired database may only be used if the following conditions are satisfied: (1) the pilot-in-command has confirmed that the parts of the database which are intended to be used during the flight and any contingencies that are reasonable to expect are not changed in the current version; (2) any NOTAMs associated with the navigational data are taken into account; (3) maps and charts corresponding to those parts of the flight are current and have not been amended since the last cycle; (4) any MEL limitations, where available, are observed; and (5) the database has expired by no more than 28 days.

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

text: GENERAL The quantities of DG carried for operational purposes should be reasonable considering the purposes for which they might be required before the aircraft is able to replenish its supplies, e.g. at its home base or, in the case of a long tour, at any aerodrome along the route where the aircraft is planned to land and where such supplies are available.

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

text: GENERAL In addition to items authorised under paragraph 1;2.2.1(a) of the Technical Instructions, the articles and substances should be items such as, e.g. aircraft spare parts, components/substances needed for aircraft repair, oil (for aircraft engine/gearbox), aircraft fuel, de-icing fluid, aircraft battery, and air starter unit. …

text: Annex to ED Decision 2016/018/R

text: Subpart B — Operational procedures

text: AMC1 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: PBN OPERATIONS For operations where a navigation specification for performance-based navigation (PBN) has been prescribed and no specific approval is required in accordance with SPA.PBN.100, the pilot-in-command should: (a) use operating procedures specifying: (1) normal, abnormal and contingency procedures; (2) electronic navigation database management; and (3) relevant entries in the minimum equipment list (MEL), where applicable; (b) ensure that he/she is appropriately trained for the intended operation.

text: AMC2 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: MONITORING AND VERIFICATION (a) Preflight and general considerations (1) At navigation system initialisation, the pilot-in-command should confirm that the navigation database is current and verify that the aircraft position, if required, has been entered correctly. (2) The active flight plan, if applicable, should be checked by comparing the charts or other applicable documents with navigation equipment and displays. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. Where relevant, the RF leg arc radii should be confirmed. (3) The pilot-in-command should check that the navigation aids critical to the operation of the intended PBN procedure are available. (4) The pilot-in-command should confirm the navigation aids that should be excluded from the operation, if any. (5) An arrival, approach or departure procedure should not be used if the validity of the procedure in the navigation database has expired. (b) Departure (1) Prior to commencing a take-off on a PBN procedure, the pilot-in-command should verify that the area navigation system is available and operating correctly and the correct aerodrome and runway data has been loaded. A positive check should be made that the indicated aircraft position is consistent with the actual aircraft position at the start of the take-off roll (aeroplanes) or lift-off (helicopters). (2) Where GNSS is used, the signal should be acquired before the take-off roll (aeroplanes) or lift-off (helicopters) commences.

text: Annex to ED Decision 2016/018/R

text: (3) Unless automatic updating of the actual departure point is provided, the pilot-in-command should ensure initialisation on the runway or FATO either by means of a manual runway threshold or intersection update, as applicable. This is to preclude any inappropriate or inadvertent position shift after take-off. (c) Arrival and approach (1) The pilot-in-command should verify that the navigation system is operating correctly and the correct arrival procedure and runway (including any applicable transition) are entered and properly depicted. (2) Any published altitude and speed constraints should be observed. (3) The pilot-in-command should check approach procedures (including alternate aerodromes if needed) as extracted by the system (e.g. CDU flight plan page) or presented graphically on the moving map, in order to confirm the correct loading and the reasonableness of the procedure content. (4) Prior to commencing the approach operation (before the IAF), the pilot-in-command should verify the correctness of the loaded procedure by comparison with the appropriate approach charts. This check should include: (i) the waypoint sequence; (ii) reasonableness of the tracks and distances of the approach legs and the accuracy of the inbound course; and (iii) the vertical path angle, if applicable. (d) Altimetry settings for RNP APCH operations using Baro VNAV (1) Barometric settings (i) The pilot-in-command should set and confirm the correct altimeter setting and check that the two altimeters provide altitude values that do not differ more than 100 ft at the most at or before the FAF. (ii) The pilot-in-command should fly the procedure with: (A) a current local altimeter setting source available — a remote or regional altimeter setting source should not be used; and (B) the QNH/QFE, as appropriate, set on the aircraft’s altimeters. (2) Temperature compensation (i) For RNP APCH operations to LNAV/VNAV minima using Baro VNAV: (A) the pilot-in-command should not commence the approach when the aerodrome temperature is outside the promulgated aerodrome temperature limits for the procedure, unless the area navigation system is equipped with approved temperature compensation for the final approach; (B) when the temperature is within promulgated limits, the pilot-in-command should not make compensation to the altitude at the FAF; and

text: Annex to ED Decision 2016/018/R

text: (C) since only the final approach segment is protected by the promulgated aerodrome temperature limits, the pilot-in-command should consider the effect of temperature on terrain and obstacle clearance in other phases of flight. (ii) For RNP APCH operations to LNAV minima using Baro VNAV: (A) the pilot-in-command should consider the effect of temperature on terrain and obstacle clearance in all phases of flight, in particular on any step-down fix; (B) if the temperature is outside promulgated limits for RNP APCH to LNAV/VNAV minima, the pilot-in-command should not use a Baro VNAV function for vertical guidance, unless the area navigation system is equipped with approved temperature compensation for the final approach. (e) Sensor and lateral navigation accuracy selection (1) For multi-sensor systems, the pilot-in-command should verify, during the approach, that the GNSS sensor is used for position computation. (2) For aircraft with RNP input selection capability, the pilot-in-command should confirm that the indicated RNP value is appropriate for the PBN operation.

text: AMC3 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: MANAGAMENT OF THE NAVIGATION DATABASE (a) For RNAV 1, RNAV 2, RNP 1, RNP 2, and RNP APCH, the pilot-in-command should neither insert nor modify waypoints by manual entry into a procedure (departure, arrival or approach) that has been retrieved from the database. User-defined data may be entered and used for waypoint altitude/speed constraints on a procedure where said constraints are not included in the navigation database coding. (b) For RNP 4 operations, the pilot-in-command should not modify waypoints that have been retrieved from the database. User-defined data (e.g. for flex-track routes) may be entered and used. (c) The lateral and vertical definition of the flight path between the FAF and the missed approach point (MAPt) retrieved from the database should not be revised by the pilot-in-command.

text: AMC4 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: DISPLAYS AND AUTOMATION (a) For RNAV 1, RNP 1, and RNP APCH operations, the pilot-in-command should use a lateral deviation indicator, and where available, flight director and/or autopilot in lateral navigation mode. (b) The appropriate displays should be selected so that the following information can be monitored: (1) the computed desired path; (2) aircraft position relative to the lateral path (cross-track deviation) for FTE monitoring; and (3) aircraft position relative to the vertical path (for a 3D operation). (c) The pilot-in-command of an aircraft with a lateral deviation indicator (e.g. CDI) should ensure that lateral deviation indicator scaling (full-scale deflection) is suitable for the navigation accuracy associated with the various segments of the procedure.

text: Annex to ED Decision 2016/018/R

text: (d) The pilot-in-command should maintain procedure centrelines unless authorised to deviate by ATC or demanded by emergency conditions. (e) Cross-track error/deviation (the difference between the area-navigation-system-computed path and the aircraft-computed position) should normally be limited to ± ½ time the RNAV/RNP value associated with the procedure. Brief deviations from this standard (e.g. overshoots or undershoots during and immediately after turns) up to a maximum of 1 time the RNAV/RNP value should be allowable. (f) For a 3D approach operation, the pilot-in-command should use a vertical deviation indicator and, where required by AFM/POH limitations, a flight director or autopilot in vertical navigation mode. (g) Deviations below the vertical path should not exceed 75 ft at any time, or half-scale deflection where angular deviation is indicated, and not more than 75 ft above the vertical profile, or half-scale deflection where angular deviation is indicated, at or below 1 000 ft above aerodrome level. The pilot-in-command should execute a missed approach if the vertical deviation exceeds this criterion, unless the pilot-incommand has in sight the visual references required to continue the approach.

text: AMC5 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: VECTORING AND POSITIONING (a) ATC tactical interventions in the terminal area may include radar headings, ‘direct to’ clearances which bypass the initial legs of an approach procedure, interceptions of an initial or intermediate segments of an approach procedure or the insertion of additional waypoints loaded from the database. (b) In complying with ATC instructions, the pilot-in-command should be aware of the implications for the navigation system. (c) ‘Direct to’ clearances may be accepted to the IF provided that it is clear to the pilot-in-command that the aircraft will be established on the final approach track at least 2 NM before the FAF. (d) ‘Direct to’ clearance to the FAF should not be acceptable. Modifying the procedure to intercept the final approach track prior to the FAF should be acceptable for radar-vectored arrivals or otherwise only with ATC approval. (e) The final approach trajectory should be intercepted no later than the FAF in order for the aircraft to be correctly established on the final approach track before starting the descent (to ensure terrain and obstacle clearance). (f) ‘Direct to’ clearances to a fix that immediately precede an RF leg should not be permitted. (g) For parallel offset operations en route in RNP 4 and A-RNP, transitions to and from the offset track should maintain an intercept angle of no more than 45° unless specified otherwise by ATC.

text: Annex to ED Decision 2016/018/R

text: AMC6 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: ALERTING AND ABORT (a) Unless the pilot-in-command has sufficient visual reference to continue the approach operation to a safe landing, an RNP APCH operation should be discontinued if: (1) navigation system failure is annunciated (e.g. warning flag); (2) lateral or vertical deviations exceed the tolerances; and (3) loss of the on-board monitoring and alerting system. (b) Discontinuing the approach operation may not be necessary for a multi-sensor navigation system that includes demonstrated RNP capability without GNSS in accordance with the AFM/POH. (c) Where vertical guidance is lost while the aircraft is still above 1 000 ft AGL, the pilot-in-command may decide to continue the approach to LNAV minima, when supported by the navigation system.

text: AMC7 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: CONTINGENCY PROCEDURES (a) The pilot-in-command should make the necessary preparation to revert to a conventional arrival procedure where appropriate. The following conditions should be considered: (1) failure of the navigation system components including navigation sensors, and a failure effecting flight technical error (e.g. failures of the flight director or autopilot); (2) multiple system failures affecting aircraft performance; (3) coasting on inertial sensors beyond a specified time limit; and (4) RAIM (or equivalent) alert or loss of integrity function. (b) In the event of loss of PBN capability, the pilot-in-command should invoke contingency procedures and navigate using an alternative means of navigation. (c) The pilot-in-command should notify ATC of any problem with PBN capability. (d) In the event of communication failure, the pilot-in-command should continue with the operation in accordance with published lost communication procedures.

text: AMC8 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: RNAV 10 (a) Operating procedures and routes should take account of the RNAV 10 time limit declared for the inertial system, if applicable, considering also the effect of weather conditions that could affect flight duration in RNAV 10 airspace. (b) The operator may extend RNAV 10 inertial navigation time by position updating. The operator should calculate, using statistically-based typical wind scenarios for each planned route, points at which updates can be made, and the points at which further updates will not be possible.

text: GM1 NCO.OP.116 Performance-based navigation — aeroplanes and helicopters

text: DESCRIPTION

text: Annex to ED Decision 2016/018/R

text: (a) For both, RNP X and RNAV X designations, the ‘X’ (where stated) refers to the lateral navigation accuracy (total system error) in NM, which is expected to be achieved at least 95 % of the flight time by the population of aircraft operating within the airspace, route or procedure. For RNP APCH and A-RNP, the lateral navigation accuracy depends on the segment. (b) PBN may be required on notified routes, for notified procedures and in notified airspace. RNAV 10 (c) For purposes of consistency with the PBN concept, this Regulation is using the designation ‘RNAV 10’ because this specification does not include on-board performance monitoring and alerting. (d) However, it should be noted that many routes still use the designation ‘RNP 10’ instead of ‘RNAV 10’. ‘RNP 10’ was used as designation before the publication of the fourth edition of ICAO Doc 9613 in 2013. The terms ‘RNP 10’ and ‘RNAV 10’ should be considered equivalent. …

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

text: PBN OPERATIONS The pilot-in-command may only select an aerodrome as a destination alternate aerodrome if an instrument approach procedure that does not rely on GNSS is available either at that aerodrome or at the destination aerodrome. …

text: AMC1 NCO.OP.190(a) Use of supplemental oxygen

text: DETERMINATION OF SUPPLEMENTAL OXYGEN NEED When determining the need for supplemental oxygen carriage and use, the pilot-in-command should: (a) in the preflight phase: (1) be aware of hypoxia conditions and associated risks; (2) consider the following objective conditions for the intended flight: (i) altitude; (ii) duration of the flight; and (iii) any other relevant operational conditions. (3) consider individual conditions of flight crew members and passengers in relation to: (i) altitude of the place of residence; (ii) smoking; (iii) experience in flights at high altitudes; (iv) actual medical conditions and medications; (v) age (vi) disabilities; and (vii) any other relevant factor that may be detected, or reported by the person; and

text: Annex to ED Decision 2016/018/R

text: (4) when relevant, ensure that all flight crew members and passengers are briefed on hypoxia conditions and symptoms, as well as on the usage of supplemental oxygen equipment. (b) during flight: (1) monitor for early symptoms of hypoxia conditions; and (2) if detecting early symptoms of hypoxia conditions: (i) consider to return to a safe altitude, and (ii) ensure that supplemental oxygen is used, if available.

text: GM1 NCO.OP.190 Use of supplemental oxygen

text: GENERAL (a) The responsibility of the pilot-in-command for safety of all persons on board, as required by NCO.GEN.105(a)(1), includes the determination of need for supplemental oxygen use. (b) The altitudes above which NCO.OP.190(b) requires oxygen to be available and used are applicable to those cases when the pilot-in-command cannot determine the need for supplemental oxygen. However, if the pilot-in-command is able to make this determination, he/she may elect in the interest of safety to require oxygen also for operations at or below such altitudes. (c) The pilot-in-command should be aware that flying below altitudes mentioned in NCO.OP.190(b) does not provide absolute protection against hypoxia symptoms, should individual conditions and aptitudes be prevalent.

text: GM2 NCO.OP.190 Use of supplemental oxygen

text: DETERMINATION OF OXYGEN NEED — BEFORE FLIGHT Detailed information and guidance on hypoxia conditions and symptoms, content of the briefing on hypoxia and assessment of individual conditions may be found in the EASA leaflet ‘Hypoxia’. DETERMINATION OF OXYGEN NEED — IN FLIGHT Several methods for monitoring hypoxia early symptoms may be used and some methods may be aided by personal equipment, such as finger-mounted pulse oximeters. Detailed information and guidance on entering hypoxia conditions, on hypoxia symptoms early detection, and on use of personal equipment such as finger-mounted pulse oximeters or equivalent may be found in the EASA leaflet ‘Hypoxia’.

text: Subpart D — Instruments, data and equipment Section 1 — Aeroplanes

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

text: UPPER TORSO RESTRAINT SYSTEM (a) The following systems are deemed to be compliant with the requirement for an upper torso restraint system: (a1) A seat belt with a diagonal shoulder strap;

text: Annex to ED Decision 2016/018/R

text: (b2) A restraint system having a seat belt and two shoulder straps that may be used independently; (c3) A restraint system having a seat belt, two shoulder straps and additional straps that may be used independently. (b) The use of the upper torso restraint independently from the use of the seat belt is intended as an option for the comfort of the occupant of the seat in those phases of flight where only the seat belt is required to be fastened. A restraint system including a seat belt and an upper torso restraint that both remain permanently fastened is also acceptable. SEAT BELT A seat belt with a diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for a seat belt (two anchorage points). …

text: AMC2 NCO.IDE.A.155 Supplemental oxygen supply – non-pressurised aeroplanes

text: OXYGEN SUPPLY The need for oxygen supply, when required by NCO.OP.190, may be met either by means of installed equipment or portable equipment. …

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

text: Annex to ED Decision 2016/018/R

text: PBN specifications can rely on the aircraft performance certified for PBN procedures and routes prior to the publication of the PBN Manual. (f) Below, various references are listed which may be found in the AFM/POH or other acceptable documents (see listing above) in order to consider the aircraft’s eligibility for a specific PBN specification if the specific term is not used. (g) RNAV 5 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 5 operations. (i) B-RNAV; (ii) RNAV 1; (iii) RNP APCH; (iv) RNP 4; (v) A-RNP; (vi) AMC 20-4; (vii) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 2 (TGL 2); (viii) JAA AMJ 20X2; (ix) FAA AC 20-130A for en route operations; (x) FAA AC 20-138 for en route operations; and (xi) FAA AC 90-96. (h) RNAV 1/RNAV 2 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 1/RNAV 2 operations. (i) RNAV 1; (ii) PRNAV; (iii) US RNAV type A; (iv) FAA AC 20-138 for the appropriate navigation specification; (v) FAA AC 90-100A; (vi) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 Rev1 (TGL 10); and (vii) FAA AC 90-100. (2) However, if position determination is exclusively computed based on VOR-DME, the aircraft is not eligible for RNAV 1/RNAV 2 operations. (i) RNP 1/RNP 2 continental (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 1/RNP 2 continental operations.

text: Annex to ED Decision 2016/018/R

text: (i) A-RNP; (ii) FAA AC 20-138 for the appropriate navigation specification; and (iii) FAA AC 90-105. (2) Alternatively, if a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above and position determination is primarily based on GNSS, the aircraft is eligible for RNP 1/RNP 2 continental operations. However, in these cases, loss of GNSS implies loss of RNP 1/RNP 2 capability. (i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 (TGL 10) (any revision); and (ii) FAA AC 90-100. (j) RNP APCH — LNAV minima (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations. (i) A-RNP; (ii) AMC 20-27; (iii) AMC 20-28; (iv) FAA AC 20-138 for the appropriate navigation specification; and (v) FAA AC 90-105 for the appropriate navigation specification. (2) Alternatively, if a statement of compliance with RNP 0.3 GNSS approaches in accordance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world. (i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 3 (TGL 3); (ii) AMC 20-4; (iii) FAA AC 20-130A; and (iv) FAA AC 20-138. (k) RNP APCH — LNAV/VNAV minima (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV/VNAV operations. (i) A-RNP; (ii) AMC 20-27 with Baro VNAV; (iii) AMC 20-28; (iv) FAA AC 20-138; and (v) FAA AC 90-105 for the appropriate navigation specification.

text: Annex to ED Decision 2016/018/R

text: (2) Alternatively, if a statement of compliance with FAA AC 20-129 is found in the acceptable documentation as listed above, and the aircraft complies with the requirements and limitations of EASA SIB 2014-04 , the aircraft is eligible for RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world. (l) RNP APCH — LPV minima (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LPV operations. (i) AMC 20-28; (ii) FAA AC 20-138 for the appropriate navigation specification; and (iii) FAA AC 90-107. (2) For aircraft that have a TAWS Class A installed and do not provide Mode-5 protection on an LPV approach, the DH is limited to 250 ft. (m) RNAV 10 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 10 operations. (i) RNP 10; (ii) FAA AC 20-138 for the appropriate navigation specification; (iii) AMC 20-12; (iv) FAA Order 8400.12 (or later revision); and (v) FAA AC 90-105. (n) RNP 4 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 4 operations. (i) FAA AC 20-138B or later, for the appropriate navigation specification; (ii) FAA Order 8400.33; and (iii) FAA AC 90-105 for the appropriate navigation specification. (o) RNP 2 oceanic (1) If a statement of compliance with FAA AC 90-105 for the appropriate navigation specification is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 2 oceanic operations. (2) If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for RNP 2 oceanic. (p) Special features

text: Annex to ED Decision 2016/018/R

text: (1) RF in terminal operations (used in RNP 1 and in the initial segment of the RNP APCH) (i) If a statement of demonstrated capability to perform an RF leg, certified in accordance with any of the following specifications or standards, is found in the acceptable documentation as listed above, the aircraft is eligible for RF in terminal operations. (A) AMC 20-26; and (B) FAA AC 20-138B or later. (ii) If there is a reference to RF and a reference to compliance with AC 90-105, then the aircraft is eligible for such operations. (q) Other considerations (1) In all cases, the limitations in the AFM/POH need to be checked, in particular the use of AP or FD which can be required to reduce the FTE primarily for RNP APCH, RNAV 1, and RNP 1. (2) Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

text: GM2 NCO.IDE.A.195 Navigation equipment

text: GENERAL (a) The PBN specifications for which the aircraft complies with the relevant airworthiness criteria are set out in the AFM/POH, together with any limitations to be observed. (b) Because functional and performance requirements are defined for each navigation specification, an aircraft approved for an RNP specification is not automatically approved for all RNAV specifications. Similarly, an aircraft approved for an RNP or RNAV specification having a stringent accuracy requirement (e.g. RNP 0.3 specification) is not automatically approved for a navigation specification having a less stringent accuracy requirement (e.g. RNP 4). RNP 4 (c) For RNP 4, at least two LRNSs, capable of navigating to RNP 4, and listed in the AFM/POH, may be operational at the entry point of the RNP 4 airspace. If an item of equipment required for RNP 4 operations is unserviceable, then the pilot-in-command may consider an alternate route or diversion for repairs. For multi-sensor systems, the AFM/POH may permit entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial sensor remain available. …

text: Section 2 — Helicopters

text: AMC2 NCO.IDE.H.155 Supplemental oxygen supply – non-pressurised helicopters

text: Annex to ED Decision 2016/018/R

text: GM2 NCO.IDE.H.195 Navigation equipment

text: AIRCRAFT ELIGIBILITY FOR PBN SPECIFICATION NOT REQUIRING SPECIFIC APPROVAL (a) The performance of the aircraft is usually stated in the AFM/POH. (b) Where such a reference cannot be found in the AFM/POH, other information provided by the aircraft manufacturer as TC holder, the STC holder or the design organisation having a privilege to approve minor changes may be considered. (c) The following documents are considered acceptable sources of information: (1) AFM/POH, supplements thereto, and documents directly referenced in the AFM/POH; (2) FCOM or similar document; (3) Service Bulletin or Service Letter issued by the TC holder or STC holder; (4) approved design data or data issued in support of a design change approval; (5) any other formal document issued by the TC or STC holders stating compliance with PBN specifications, AMC, Advisory Circulars (AC) or similar documents issued by the State of Design; and (6) written evidence obtained from the State of Design. (d) Equipment qualification data, in itself, is not sufficient to assess the PBN capabilities of the aircraft, since the latter depend on installation and integration. (e) As some PBN equipment and installations may have been certified prior to the publication of the PBN Manual and the adoption of its terminology for the navigation specifications, it is not always possible to find a clear statement of aircraft PBN capability in the AFM/POH. However, aircraft eligibility for certain PBN specifications can rely on the aircraft performance certified for PBN procedures and routes prior to the publication of the PBN Manual. (f) Below, various references are listed which may be found in the AFM/POH or other acceptable documents (see listing above) in order to consider the aircraft’s eligibility for a specific PBN specification if the specific term is not used. (g) RNAV 5 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 5 operations. (i) B-RNAV; (ii) RNAV 1; (iii) RNP APCH; (iv) RNP 4; (v) A-RNP; (vi) AMC 20-4;

text: Annex to ED Decision 2016/018/R

text: (vii) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 2 (TGL 2) (viii) JAA AMJ 20X2; (ix) FAA AC 20-130A for en route operations; (x) FAA AC 20-138 for en route operations; and (xi) FAA AC 90-96. (h) RNAV 1/RNAV 2 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 1/RNAV 2 operations. (i) RNAV 1; (ii) PRNAV; (iii) US RNAV type A; (iv) FAA AC 20-138 for the appropriate navigation specification; (v) FAA AC 90-100A; (vi) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 Rev1 (TGL 10); and (vii) FAA AC 90-100. (2) However, if position determination is exclusively computed based on VOR-DME, the aircraft is not eligible for RNAV 1/RNAV 2 operations. (i) RNP 1/RNP 2 continental (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 1/RNP 2 continental operations. (i) A-RNP; (ii) FAA AC 20-138 for the appropriate navigation specification; and (iii) FAA AC 90-105. (2) Alternatively, if a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above and position determination is primarily based on GNSS, the aircraft is eligible for RNP 1/RNP 2 continental operations. However, in these cases, loss of GNSS implies loss of RNP 1/RNP 2 capability. (i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 (TGL 10) (any revision); and (ii) FAA AC 90-100. (j) RNP APCH — LNAV minima (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations. (i) A-RNP;

text: Annex to ED Decision 2016/018/R

text: (ii) AMC 20-27; (iii) AMC 20-28; (iv) FAA AC 20-138 for the appropriate navigation specification; and (v) FAA AC 90-105 for the appropriate navigation specification. (2) Alternatively, if a statement of compliance with RNP 0.3 GNSS approaches in accordance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world. (i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 3 (TGL 3); (ii) AMC 20-4; (iii) FAA AC 20-130A; and (iv) FAA AC 20-138. (k) RNP APCH — LNAV/VNAV minima (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV/VNAV operations. (i) A-RNP; (ii) AMC 20-27 with Baro VNAV; (iii) AMC 20-28; (iv) FAA AC 20-138; and (v) FAA AC 90-105 for the appropriate navigation specification. (2) Alternatively, if a statement of compliance with FAA AC 20-129 is found in the acceptable documentation as listed above, and the aircraft complies with the requirements and limitations of EASA SIB 2014-04 , the aircraft is eligible for RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world. (l) RNP APCH — LPV minima (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LPV operations. (i) AMC 20-28; (ii) FAA AC 20-138 for the appropriate navigation specification; and (iii) FAA AC 90-107.

text: Annex to ED Decision 2016/018/R

text: (2) For aircraft that have a TAWS Class A installed and do not provide Mode-5 protection on an LPV approach, the DH is limited to 250 ft. (m) RNAV 10 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 10 operations. (i) RNP 10; (ii) FAA AC 20-138 for the appropriate navigation specification; (iii) AMC 20-12; (iv) FAA Order 8400.12 (or later revision); and (v) FAA AC 90-105. (n) RNP 4 (1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 4 operations. (i) FAA AC 20-138B or later, for the appropriate navigation specification; (ii) FAA Order 8400.33; and (iii) FAA AC 90-105 for the appropriate navigation specification. (o) RNP 2 oceanic (1) If a statement of compliance with FAA AC 90-105 for the appropriate navigation specification is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 2 oceanic operations. (2) If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for RNP 2 oceanic. (p) Special features (1) RF in terminal operations (used in RNP 1 and in the initial segment of the RNP APCH) (i) If a statement of demonstrated capability to perform an RF leg, certified in accordance with any of the following specifications or standards, is found in the acceptable documentation as listed above, the aircraft is eligible for RF in terminal operations: (A) AMC 20-26; and (B) FAA AC 20-138B or later. (ii) If there is a reference to RF and a reference to compliance with AC 90-105, then the aircraft is eligible for such operations. (q) Other considerations (1) In all cases, the limitations in the AFM/POH need to be checked, in particular the use of AP or FD which can be required to reduce the FTE primarily for RNP APCH, RNAV 1, and RNP 1. (2) Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

text: Annex to ED Decision 2016/018/R

text: GM3 NCO.IDE.H.195 Navigation equipment

text: Section 3 — Sailplanes

text: AMC 1 NCO.IDE.S.130 Supplemental oxygen supply

text: Annex to ED Decision 2016/018/R

text: Subpart E — Specific Requirements Section 1 — General

text: AMC1 NCO.SPEC.110(f) Pilot-in-command responsibilities and authority

text: DETERMINATION OF SUPPLEMENTAL OXYGEN NEED When determining the need for supplemental oxygen carriage and use, the pilot-in-command should: (a) in the preflight phase: (1) be aware of hypoxia conditions and associated risks; (2) consider the following objective conditions for the intended flight: (i) altitude; (ii) duration of the flight; and (iii) any other relevant operational conditions; (3) consider individual conditions of flight crew members and task specialists in relation to: (i) altitude of the place of residence; (ii) smoking; (iii) experience in flights at high altitudes; (iv) actual medical conditions and medications; (v) age; (vi) disabilities; and (vii) any other relevant factor that may be detected, or reported by the person; and (4) when relevant, ensure that all flight crew members and task specialists are briefed on hypoxia conditions and symptoms, as well as on the usage of supplemental oxygen equipment. (b) during flight: (1) monitor for early symptoms of hypoxia conditions; and (2) if detecting early symptoms of hypoxia conditions: (i) consider to return to a safe altitude, and (ii) ensure that supplemental oxygen is used, if available.

text: GM1 NCO.SPEC.110(f) Pilot-in-command responsibilities and authority

text: DETERMINATION OF SUPPLEMENTAL OXYGEN NEED (a) The responsibility of the pilot-in-command for safety of all persons on board, as required by NCO.GEN.105(a)(1), includes the determination of need for supplemental oxygen use. (b) The altitudes above which NCO.SPEC.110(f) requires oxygen to be available and used are applicable to those cases when the pilot-in-command cannot determine the need for supplemental oxygen. However,

text: Annex to ED Decision 2016/018/R

text: if the pilot-in-command is able to make this determination, he/she may elect in the interest of safety to require oxygen also for operations at or below such altitudes. (c) The pilot-in-command should be aware that flying below altitudes mentioned in NCO.SPEC.110(f) does not provide absolute protection against hypoxia symptoms, should individual conditions and aptitudes be prevalent.

text: GM2 NCO.SPEC.110(f) Pilot-in-command responsibilities and authority

text: DETERMINATION OF OXYGEN NEED — BEFORE FLIGHT Detailed information and guidance on hypoxia conditions and symptoms, content of the briefing on hypoxia and assessment of individual conditions may be found in the EASA leaflet ‘Hypoxia’. DETERMINATION OF OXYGEN NEED — IN FLIGHT Several methods for monitoring hypoxia early symptoms may be used and some methods may be aided by personal equipment, such as finger-mounted pulse oximeters. Detailed information and guidance on entering hypoxia conditions, on hypoxia symptoms early detection, and on use of personal equipment such as fingermounted pulse oximeters or equivalent may be found in the EASA leaflet ‘Hypoxia’.


identifier: AMC & GM to Part-NCO — Issue 2, Amendment 4

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

beslut: ED Decision 2016/022/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Annex VII to ED Decision 2016/022/R ‘AMC and GM to Annex VII (Part-NCO) — Issue 2, Amendment 4’

type: rubrik

text: The Annex to ED Decision 2014/016/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 NCO.IDE.H.185 All helicopters on flight over water — ditching is amended as follows: AMC1 NCO.IDE.H.185 All helicopters on flight over water — ditching EMERGENCY FLOTATION EQUIPMENT 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-NCO — Issue 2, Amendment 5

beslut: ED Decision 2017/003/R

text: Annex III to Decision 2017/003/R

text: ‘AMC and GM to Part-NCO — Issue 2, Amendment 5’

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: — 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 NCO.IDE.A.205 is introduced: AMC1 NCO.IDE.A.205 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 NCO.IDE.A.205 is introduced: GM1 NCO.IDE.A.205 Management of aeronautical databases AERONAUTICAL DATABASE APPLICATIONS 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 NCO.IDE.A.205 is introduced: GM2 NCO.IDE.A.205 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 an established procedure if no validity period is defined.

text: 4. The new GM3 NCO.IDE.A.205 is introduced: GM3 NCO.IDE.A.205 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. Annex III to Decision 2017/003/R

text: 5. The new AMC1 NCO.IDE.H.205 is introduced: AMC1 NCO.IDE.H.205 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 NCO.IDE.H.205 is introduced: GM1 NCO.IDE.H.205 Management of aeronautical databases AERONAUTICAL DATABASE APPLICATIONS The certification of a Type 2 DAT provider in accordance with

text: Regulation (EU) 2017/373

text: 7. The new GM2 NCO.IDE.H.205 is introduced: GM2 NCO.IDE.H.205 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 an established procedure if no validity period is defined.

text: 8. The new GM3 NCO.IDE.H.205 is introduced: GM3 NCO.IDE.H.205 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


identifier: AMC & GM to Part-NCO — Issue 2, Amendment 6

beslut: ED Decision 2017/011/R

text: Annex to ED Decision 2017/011/R

text: Annex to Decision 2017/0XX/R

text: ‘AMC/GM to Part-NCO — Issue 2, Amendment 6’

text: The Annex to Decision 2014/016/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: GM1.NCO.OP.180 Simulated situations in flight

text: DESIGNATION OF PERSONS AS CREW MEMBERS (a) The operator may designate any person as a crew member (including a task specialist) provided that: (1) the role, according to the reasonable expectation of the operator, will enhance the safety of the flight or achieve an operational objective of the flight; (2) the person, according to the reasonable expectation of the operator, is capable of fulfilling the role; (3) the person has been briefed on the role as a crew member and informed that they are crew, not a passenger; and (4) the person agrees to the role as a crew member. (b) Crew members are not considered to be passengers. (c) Crew members may be required, by specific provisions of this Regulation and other Implementing Rules, to hold licences, ratings or other personnel certificates to fulfil certain roles such as instructor, examiner or flight engineer in certain circumstances. (…)

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

text: TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS (a) The ELT required by this provision should be one of the following: (1) Automatic Fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid search and rescue (SAR) teams in locating the crash site. (2) Automatic Portable (ELT(AP)). An automatically activated ELT, which is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an

text: Annex to ED Decision 2017/011/R

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

text: (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). (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). (…)

text: GM1 NCO.SPEC.HESLO.100 Checklist

text: REFERENCES The following references to the AMC and GM of Annex VIII (Part-SPO) provide further guidance for the development of checklists. (a) AMC1 SPO.SPEC.HESLO.100 provides a generic framework for the development of standard operating procedures (SOP) for HESLO operations. This AMC can be regarded as a good practice example for developing the checklist for HESLO operations. (b) GM1 SPO.SPEC.HESLO.100 provides guidance for initial pilot training for HESLO types 1, 2, 3, and 4 and 5.


text: Regulation (EC) No 216/2008

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

text: Council Directive 91/670/EEC

text: Regulation (EC) No 1592/2002

text: and Directive

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

text: Regulation (EC) No 1108/2009

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

identifier: AMC & GM to Part-NCO — Issue 2, Amendment 7

beslut: ED Decision 2018/003/R

title: AMC & GM to Part-NCO — Issue 2, Amendment 7

text: Annex IV to ED Decision 2018/003/R

text: Annex IV to Decision 2018/003/R

text: ‘AMC/GM to Part-NCO – Issue 2, Amendment 7

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:

text: GM1 NCO.GEN.105 is amended as follows:

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

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

text: Regulation (EC) No 216/2008

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

text: GM1 NCO.GEN.106(b) is deleted:

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

text: PROTECTIVE CLOTHING Protective clothing includes:

text: Annex IV to ED Decision 2018/003/R

text: (a) long sleeves and trousers preferably made out of natural fibres; (b) stout footwear; and (c) gloves.

text: GM1 NCO.GEN.135(a)(1) is amended as follows:

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

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

text: GM1 NCO.OP.100 is deleted:

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

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

text: AMC1 NCO.OP.130 is amended as follows:

text: AMC1 NCO.OP.130 Passenger briefing

text: GENERAL (a) Except for sailplanes and balloons, the briefing should include the locations and use of seat belts and if applicable: (1) emergency exits; (2) passenger emergency briefing cards; (3) life-jackets; (4) oxygen dispensing equipment; (5) life rafts; and (6) other emergency equipment provided for individual passenger use. (b) The briefing should also include the location and general manner of use of the principal emergency equipment carried for collective use. SAILPLANES

text: Annex IV to ED Decision 2018/003/R

text: (c) The briefing should include the locations and use of seat belts and if applicable: (1) emergency canopy opening; (2) use of the parachute; (3) oxygen dispensing equipment; (4) passenger emergency briefing cards; and (5) other emergency equipment provided for individual passenger use. BALLOONS (d) Passengers should be given a verbal briefing and demonstration about safety matters in such a way that the information is easily retained and reproduced during the landing and in the case of an emergency situation. (e) The briefing/demonstration should contain the following items: (1) use of landing hand-holds; (2) use of oxygen dispensing equipment; (3) other emergency equipment provided for individual passenger use, if applicable; (4) wearing of suitable clothing; (5) smoking regulations and the use of portable electronic devices; (6) stowage of baggage; (7) importance to remain inside the basket at all times, particularly after landing; (8) landing positions to be assumed to minimise the effect of the impact upon an emergency landing; and (9) safe transport of the balloon on the ground after landing. (f) Part or all of the verbal briefing may be provided additionally by a safety briefing card on which pictorial instructions indicate the correct landing position. (g) Before take-off the correct landing position should be demonstrated. (h) Before commencing the landing phase, passengers should be required to practice the correct landing position.

text: AMC1 NCO.OP.150 is deleted:

text: AMC1 NCO.OP.150 Carriage of passengers

text: CARRIAGE OF CHILDREN AND PERSONS WITH REDUCED MOBILITY — BALLOONS The pilot-in-command may exclude children and/or persons with reduced mobility (PRM)s from transportation in a balloon, when: (a) their presence may impede: (1) the crew in their duties; (2) access to emergency equipment; or (3) the emergency evacuation of the balloon;

text: Annex IV to ED Decision 2018/003/R

text: and/or (b) those persons are: (1) unable to take a proper brace position; or (2) smaller than the inner height of the basket wall.

text: AMC1 NCO.OP.176 is deleted:

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

text: FACILITIES AT THE TAKE-OFF SITE

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

text: GM1 NCO.OP.215 is deleted:

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

text: GM1 NCO.POL.105 is amended as follows:

text: GM1 NCO.POL.105 Weighing

text: GENERAL (a) New aircraft that have been weighed at the factory may be placed into operation without reweighing if the mass records and, except for balloons, balance records have been adjusted for alterations or modifications to the aircraft. Aircraft transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator, unless the mass and balance cannot be accurately established by calculation. (b) For aircraft other than balloons, theThe mass and centre of gravity (CG) position should be revised whenever the cumulative changes to the dry operating mass exceed ± 0.5 % of the maximum landing mass or, for aeroplanes, the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This may be done by weighing the aircraft or by calculation. If the AFM requires to record changes to mass and CG position below these thresholds, or to record changes in any case, and make them known to the pilot-in-command, mass and CG position should be revised accordingly and made known to the pilot-in-command.

text: Annex IV to ED Decision 2018/003/R

text: (c) The initial empty mass for a balloon is the balloon empty mass determined by a weighing performed by the manufacturer of the balloon before the initial entry into service. (d) The mass of a balloon should be revised whenever the cumulative changes to the balloon empty mass due to modifications or repairs exceed ± 10 % of the initial empty mass. This may be done by weighing the balloon or by calculation.

text: In Subpart D (‘instruments, data and equipment’), Section 4 (‘Balloons’) is deleted:

text: Section 4 — Balloons

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

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

text: Regulation (EU) No 748/2012

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

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

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

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

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

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

text: ANTI-COLLISION LIGHTS An acceptable means of compliance is the anti-collision light required for free manned balloons certified for VFR at night in accordance with CS 31HB/GB.

text: ILLUMINATION FOR INSTRUMENTS AND EQUIPMENT A means of providing adequate illumination to instruments and equipment essential to the safe operation of the balloon may be an independent portable light.

text: Annex IV to ED Decision 2018/003/R

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

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

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

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

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

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

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

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

text: Regulation (EU) 923/2012

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

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

text: CONTENT OF FIRST-AID KITS (a) First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be amended by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of passengers, etc.). (b) The following should be included in the FAKs: (1) bandages (assorted sizes), (2) burns dressings (large and small), (3) wound dressings (large and small), (4) adhesive dressings (assorted sizes), (5) antiseptic wound cleaner, (6) safety scissors, (7) disposable gloves.

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

text: MAINTENANCE OF FIRST-AID KIT To be kept up-to-date, first-aid kits should be:

text: Annex IV to ED Decision 2018/003/R

text: (a) inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use; (b) replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant; and (c) replenished after use in-flight at the first opportunity where replacement items are available.

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

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

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

text: MEANS OF ILLUMINATION FOR LIFE-JACKETS Each life-jacket or equivalent individual flotation device should be equipped with a means of electric illumination for the purpose of facilitating the location of persons. RISK ASSESSMENT (a) When conducting the risk assessment, the pilot-in-command should base his/her decision, as far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the balloon. (b) The pilot-in-command should, for determining the risk, take the following operating environment and conditions into account: (1) sea state; (2) sea and air temperatures; (3) the distance from land suitable for making an emergency landing; and (4) the availability of search and rescue facilities.

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

text: BATTERIES (a) All batteries used in ELTs or PLBs should be replaced (or recharged, if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour or in the following cases: (1) Batteries specifically designed for use in ELTs and having an airworthiness release certificate (EASA Form 1 or equivalent) should be replaced (or recharged, if the battery is rechargeable) before the end of their useful life in accordance with the maintenance instructions applicable to the ELT. (2) Standard batteries manufactured in accordance with an industry standard and not having an airworthiness release certificate (EASA Form 1 or equivalent), when used in ELTs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired. (3) All batteries used in PLBs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired.

text: Annex IV to ED Decision 2018/003/R

text: (4) The battery useful life (or useful life of charge) criteria in (1),(2) and (3) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals. (b) The new expiry date for a replaced (or recharged) battery should be legibly marked on the outside of the equipment.

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

text: TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS (a) The ELT required by this provision should be one of the following: (1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid SAR teams in locating the crash site. (2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT does not employ an integral antenna, the aircraftmounted antenna may be disconnected and an auxiliary antenna (stored on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of ELT is intended to aid SAR teams in locating the crash site or survivor(s). (3) Automatic deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and which is automatically ejected, deployed and activated by an impact, and, in some cases, also by hydrostatic sensors. Manual deployment is also provided. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site. (4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so as to facilitate its ready use in an emergency and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed either to be tethered to a life-raft or a survivor. (b) To minimise the possibility of damage in the event of crash impact, the automatic ELT should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash. (c) Any ELT carried should operate in accordance with the relevant provisions of ICAO Annex 10, Volume III, and should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

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

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

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

text: BRIEFING ON PLB use

text: Annex IV to ED Decision 2018/003/R

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

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

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

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

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

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

text: GENERAL Balloons operated across land areas in which search and rescue would be especially difficult should be equipped with the following: (a) signalling equipment to make the distress signals; (b) at least one ELT(S) or a PLB; and (c) additional survival equipment for the route to be flown taking account of the number of persons on board.

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

text: ADDITIONAL SURVIVAL EQUIPMENT (a) The following additional survival equipment should be carried when required: (1) 500 ml of water for each four, or fraction of four, persons on board; (2) one knife; (3) first-aid equipment; and (4) one set of air/ground codes. (b) If any item of equipment contained in the above list is already carried on board the balloon in accordance with another requirement, there is no need for this to be duplicated.

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

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

text: Annex IV to ED Decision 2018/003/R

text: (2) the authority referred to in (a) does not, as a matter of policy, designate areas as being especially difficult for search and rescue.

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

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

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

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

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

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

text: AMC1 NCO.IDE.B.150 Transponder

text: GENERAL (a) The secondary surveillance radar (SSR) transponders of balloons being operated under European air traffic control should comply with any applicable Single European Sky legislation. (b) If the Single European Sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.


text: Regulation (EC) No 216/2008

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

text: Council Directive 91/670/EEC

text: Regulation (EC) No 1592/2002

text: and Directive

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

text: Regulation (EC) No 1108/2009

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

text: Regulation (EU) 2018/1139

text: of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations

text: (EC) No 2111/2005

text: (EC) No 1008/2008

text: (EU) No 996/2010

text: (EU) No 376/2014

text: and Directives

text: and

text: of the European Parliament and of the Council, and repealing Regulations

text: (EC) No 552/2004

text: and

text: (EC) No 216/2008

text: of the European Parliament and of the Council and

text: Council Regulation (EEC) No 3922/91

text: (OJ L 212, 22.8.2018, p. 1).

identifier: AMC & GM to Part-NCO — Issue 2, Amendment 8

beslut: ED Decision 2019/008/R

text: Annex VI to ED Decision 2019/008/R

text: Annex VI to ED Decision 2019/008/R

text: ‘AMC/GM to Part-NCO – Issue 2, Amendment 8

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:

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

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

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

text: 1. GM1 NCO.GEN.105 is amended as follows:

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

text: GENERAL In accordance with 1.c. of Annex IVpoint 1.3 of Annex V to

text: Regulation (EC) No 216/2008

text: (EU) 2018/1139

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

text: 2. A new AMC1 NCO.GEN.125 is added:

text: AMC1 NCO.GEN.125 Portable electronic devices (PEDs)

text: ELECTRONIC FLIGHT BAGS (EFBS) — HARDWARE (a) EFB viewable stowage

text: Annex VI to ED Decision 2019/008/R

text: When a viewable stowage device is used, the pilot-in-command should ensure that, if the EFB moves or is separated from its stowage, or if the viewable stowage is unsecured from the aircraft (as a result of turbulence, manoeuvring, or other action), it will not jam flight controls, damage flight deck equipment, or injure any person on board. The viewable stowage device should not be positioned in such a way that it obstructs visual or physical access to aircraft controls and/or displays, flight crew ingress or egress, or external vision. The design of the viewable stowage device should allow the user easy access to any item of the EFB system, and notably to the EFB controls and a clear view of the EFB display while in use. (b) Cables If cables are used to connect an EFB to an aircraft system, power source, or any other equipment: (1) the cables should not hang loosely in a way that compromises task performance and safety; flight crew should be able to easily secure the cables out of the way during operations (e.g. by using cable tether straps); and (2) the cables should be of sufficient length so that they do not to obstruct the use of any movable device on the flight deck. 3. A new AMC2 NCO.GEN.125 is added:

text: AMC2 NCO.GEN.125 Portable electronic devices (PEDs)

text: ELECTRONIC FLIGHT BAGS (EFBS) — FUNCTIONS (a) Familiarisation The pilot-in-command should familiarise himself or herself with the use of the EFB hardware and its applications on the ground before using them in flight for the first time. A user guide should be available for the pilot-in-command. (b) Check before flight Before each flight, the pilot-in-command should perform the following checks to ensure the continued safe operation of the EFB during the flight: (1) general check of the EFB operation by switching it ON and checking that the applications they intend to use in flight are adequately operative; (2) check of the remaining available battery power, if applicable, to ensure the availability of the EFB during the planned flight; (3) check of the version effectivity of the EFB databases, if applicable (e.g. for charts, performance calculation and weight and balance applications); and (4) check that an appropriate backup is available when a chart application or an application displaying aircraft checklists is used. (c) Chart applications The navigation charts that are depicted should contain the necessary information in an appropriate format, to perform the operation safely. Consideration should be given to the size of the display to ensure legibility.

text: Annex VI to ED Decision 2019/008/R

text: (d) Performance calculation and weight and balance functions or applications Prior to the first use of a performance calculation or weight and balance function or application, and following any update of the database supporting the function or the application, a check should be performed on the ground to verify that the output of the application corresponds with the data derived from the AFM (or other appropriate sources); (e) Airport moving map display (AMMD) application An AMMD application should not be used as a primary means of navigation for taxiing, but as a confirmation of outside visual references. (f) Other functions If advanced functions on non-certified devices that display information related to the aircraft position in flight, navigation, surroundings in terms of e.g. terrain or traffic, or attitude are used, the pilot-in-command should be aware of the potential misleading or erroneous information displayed and should only use these functions as an advisory or supplementary means.

text: 4. AMC1 NCO.OP.130 is amended as follows:

text: AMC1 NCO.OP.130 Passenger briefing

text: GENERAL (a) Except for sailplanes, theThe briefing should include the locations and use of seat belts and if applicable: (1) emergency exits; (2) passenger emergency briefing cards; (3) life-jackets; (4) oxygen dispensing equipment; (5) life rafts; and (6) other emergency equipment provided for individual passenger use. (b) The briefing should also include the location and general manner of use of the principal emergency equipment carried for collective use. SAILPLANES (c) The briefing should include the locations and use of seat belts and if applicable: (1) emergency canopy opening; (2) use of the parachute; (3) oxygen dispensing equipment; (4) passenger emergency briefing cards; and (5) other emergency equipment provided for individual passenger use.

text: 5. In Subpart D (‘instruments, data and equipment’), Section 3 (‘Sailplanes’) is deleted:

text: Annex VI to ED Decision 2019/008/R

text: SECTION 3

text: Sailplanes

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

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

text: Regulation (EU) No 748/2012

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

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

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

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

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

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

text: INTEGRATED INSTRUMENTS (a) Individual equipment requirements may be met by combinations of instruments or by integrated flight systems or by a combination of parameters on electronic displays. The information so available to each required pilot should not be less than that required in the applicable operational requirements, and the equivalent safety of the installation should be approved during type certification of the sailplane for the intended type of operation. (b) The means of measuring and indicating turn and slip and sailplane attitude may be met by combinations of instruments, provided that the safeguards against total failure, inherent in the three separate instruments, are retained.

text: Annex VI to ED Decision 2019/008/R

text: AMC1 NCO.IDE.S.115(a)(1)&NCO.IDE.S.120(a) Operations under VFR & cloud flying — flight and navigational instruments

text: MEANS OF MEASURING AND DISPLAYING MAGNETIC heading

text: The means of measuring and displaying magnetic direction should be a magnetic compass or equivalent.

text: AMC1 NCO.IDE.S.115(a)(2)&NCO.IDE.S.120(b) Operations under VFR & cloud flying — flight and navigational instruments

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

text: AMC1 NCO.IDE.S.115(a)(3)&NCO.IDE.S.120(c) Operations under VFR & cloud flying — flight and navigational instruments

text: CALIBRATION OF THE MEANS FOR MEASURING AND DISPLAYING PRESSURE ALTITUDE (a) The instrument measuring and displaying pressure altitude should be of a sensitive type calibrated in feet (ft), with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight. (b) Calibration in metres (m) is also acceptable.

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

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

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

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

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

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

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

text: UPPER TORSO RESTRAINT SYSTEM

text: Annex VI to ED Decision 2019/008/R

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

text: AMC 1 NCO.IDE.S.130 Supplemental oxygen supply

text: OXYGEN SUPPLY The need for oxygen supply, when required by NCO.OP.190, may be met either by means of installed equipment or portable equipment.

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

text: MEANS OF ILLUMINATION FOR LIFE-JACKETS Each life-jacket or equivalent individual flotation device should be equipped with a means of electric illumination for the purpose of facilitating the location of persons. RISK ASSESSMENT (a) When conducting the risk assessment, the pilot-in-command should base his/her decision, as far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the sailplane. (b) The pilot-in-command should, for determining the risk, take the following operating environment and conditions into account: (1) sea state; (2) sea and air temperatures; (3) the distance from land suitable for making an emergency landing; and (4) the availability of search and rescue facilities.

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

text: SEAT CUSHIONS Seat cushions are not considered to be flotation devices.

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

text: BATTERIES (a) All batteries used in ELTs or PLBs should be replaced (or recharged, if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour or in the following cases: (1) Batteries specifically designed for use in ELTs and having an airworthiness release certificate (EASA Form 1 or equivalent) should be replaced (or recharged, if the battery is rechargeable) before the end of their useful life in accordance with the maintenance instructions applicable to the ELT. (2) Standard batteries manufactured in accordance with an industry standard and not having an airworthiness release certificate (EASA Form 1 or equivalent), when used in ELTs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired.

text: Annex VI to ED Decision 2019/008/R

text: (3) All batteries used in PLBs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired. (4) The battery useful life (or useful life of charge) criteria in (1),(2) and (3) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals. (b) The new expiry date for a replaced (or recharged) battery should be legibly marked on the outside of the equipment.

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

text: TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS (a) The ELT required by this provision should be one of the following: (1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid SAR teams in locating the crash site. (2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT does not employ an integral antenna, the aircraftmounted antenna may be disconnected and an auxiliary antenna (stored on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of ELT is intended to aid SAR teams in locating the crash site or survivor(s). (3) Automatic Deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and that is automatically ejected, deployed and activated by an impact, and, in some cases, also by hydrostatic sensors. Manual deployment is also provided. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site. (4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so as to facilitate its ready use in an emergency and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed either to be tethered to a liferaft or a survivor. (b) To minimise the possibility of damage in the event of crash impact, the automatic ELT should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash. (c) Any ELT carried should operate in accordance with the relevant provisions of ICAO Annex 10, Volume III, and should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

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

text: PLB TECHNICAL SPECIFICATIONS (a) A personal locator beacon (PLB) should have a built-in GNSS receiver with a cosmicheskaya sistyema poiska avariynich sudov — search and rescue satellite-aided tracking (COSPAS-SARSAT) type approval number. However, devices with a COSPAS-SARSAT number belonging to series 700 are excluded as this series of numbers identifies the special-use beacons not meeting all the technical requirements and all the tests specified by COSPAS-SARSAT.

text: Annex VI to ED Decision 2019/008/R

text: (b) Any PLB carried should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

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

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

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

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

text: GENERAL Sailplanes operated across land areas in which search and rescue would be especially difficult should be equipped with the following: (a) signalling equipment to make the distress signals; (b) at least one ELT(S) or a PLB; and (c) additional survival equipment for the route to be flown taking account of the number of persons on board.

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

text: ADDITIONAL SURVIVAL EQUIPMENT (a) The following additional survival equipment should be carried when required: (1) 500 ml of water; (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 sailplane in accordance with another requirement, there is no need for this to be duplicated.

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

text: Annex VI to ED Decision 2019/008/R

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

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

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

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

text: AMC1 NCO.IDE.S.155 Transponder

text: GENERAL (a) The secondary surveillance radar (SSR) transponders of sailplanes being operated under European air traffic control should comply with any applicable Single European Sky legislation. (b) If the Single European Sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.